In 2006, Porsche launched the Cayenne Turbo S, which at the time became the second most powerful road-going Porsche, second only to the Carrera GT supercar.
Until well into the 1990s, Porsche marketing an SUV seemed highly inappropriate for the brand. “Hardly anyone could have imagined that our brand would expand the sports car segment into the SUV domain,” recalls Klaus-Gerhard Wolpert, first vice president of the Cayenne range.
And yet, 20 years ago, it happened and it was a triumph. The Porsche legend brilliantly entered a completely new market segment. A confident off-roader, a luxurious travel companion and at the same time an exciting sports car: the Cayenne’s recipe for success remains the same.
With an entrepreneurial vision, characteristic Porsche attention to detail and the highest quality standards, the sports car manufacturer started a project codenamed “Colorado” in the late 1990s. High power and torque V8 engine for the Cayenne: In the Cayenne S, the 4.5 liter engine had 340 hp (250 kW) and 420 Nm. With the same displacement, the Cayenne Turbo reached an impressive 450 hp (331 kW) and 620 Nm. The result was sports car performance, with top speeds of 242 and 266 km/h respectively.
Special features of the four-valve engine were VarioCam technology, which allowed varying camshaft timing, and integrated dry sump lubrication, which ensured that all engine components were supplied with oil, even under intense conditions. and prolonged lateral acceleration.
All elements of the V8 engine are made to withstand much higher loads than initially needed. Four years after the presentation of the Cayenne, it became clear why: the range developed in Hemmingen grew with the Turbo S at the top.
From the outside, the new model had a discreet appearance: only the name betrayed its enormous potential. The V8 generated an impressive 521 hp (383 kW) in the Turbo S and with 720 Nm the maximum torque was 100 Nm higher than in the Turbo. In terms of driving dynamics, the Cayenne Turbo S set new benchmarks in the segment. The 2,355 kilogram SUV reached 100 km/h in just 5.2 seconds, almost half a second faster than the Turbo, and the top speed was 270 km/h.
The increase in power and torque was achieved thanks to the revision of the two charge air coolers. They now cooled the compressed air even better, not least because they were completely made of aluminum and were 13 millimeters larger. This allowed the boost pressure to be increased by 0.2 bar, to an absolute maximum of 1.9 bar, depending on engine speed, which in turn increased peak power.
The fact that the chassis and brakes delivered on the enormous potential of the Cayenne Turbo S speaks to the engineers’ vision for the future. Range Director Wolpert brought his extensive experience in control systems and applied it to the Cayenne’s suspension and transmission. The new Porsche Traction Management (PTM) was very positive for the good traction of all versions. In the standard configuration, it distributed the power between the axles in a 38:62 ratio front and rear, but it was also variable by means of a multi-disc clutch and could make the axles solid if necessary. This made it possible to lift the center differential and still continue to drive forward, even if the wheels lost contact with the ground for a moment. Off-road, the low-speed gearbox was a valuable asset for traction and retention.
In addition to PTM, Porsche Active Suspension Management (PASM) also made an important contribution to the convincing result, both on and off the road. This driving control system was first used on the Cayenne. In the Turbo S version it was standard along with air suspension. PASM continuously regulates the damping force and takes road conditions and driving style into account in its calculations. The air suspension was also a plus off-road. The already impressive 21.7 centimeters ground clearance with coil spring damping has been increased to 27.3 centimeters thanks to the self-levelling air suspension system of the first generation Cayenne.
Exclusively on the Cayenne Turbo S, Porsche installed the largest brake set ever on a production vehicle until then. The diameter of the discs increased to 380 millimeters at the front and 358 mm at the rear, compared to 350 and 330 for the Turbo. Brake calipers also grew, requiring the use of at least 19-inch wheels, which were fitted when winter tires were ordered. However, the Cayenne Turbo S was equipped with 20 inch wheels as standard. The lightweight rims were fitted with tires of size 275/40, specially designed for the Cayenne and approved for speeds of up to 300 km/h.
Between 2002 and 2007, Porsche released four variants of the first generation Cayenne. In addition to the Cayenne S, Cayenne Turbo and Cayenne Turbo S, there was a base Cayenne, which bore no additional designation. This model served as an entry-level model and was equipped with a Volkswagen V6 engine. The 3.2-litre petrol engine delivered 250 hp (184 kW) and a maximum torque of 310 Nm. With the 2007 product update, the engines received a power increase, with the Cayenne Turbo S leading the way with 550 hp (404 kW). New mechanics were also added with the Cayenne GTS (298 kW/405 hp) and the Cayenne Diesel (176 kW/240 hp). With the Cayenne Hybrid Concept, Porsche also ventured a glimpse into a partially electrified future.
Between 2002 and 2010, the first generation of the Porsche Cayenne had six engine variants and eight equipment versions. A total of 276,652 units left the factory and the bestseller was the Cayenne S, with a share of 38.9%. The Turbo S, with only 5,455 deliveries, remained the exclusive flagship model of the supercar.
Another member of the Cayenne family still sets the benchmark for exceptional sports car performance today: with the 640 hp (471 kW) Cayenne Turbo GT, Porsche launched a “super sports car for everyday use” in 2021 with excellent stability and benefits. With its excellent driving characteristics, this car raises the bar, just like the first Cayenne Turbo S did at the time.
Source: La Verdad
I am Ida Scott, a journalist and content author with a passion for uncovering the truth. I have been writing professionally for Today Times Live since 2020 and specialize in political news. My career began when I was just 17; I had already developed a knack for research and an eye for detail which made me stand out from my peers.
