The 2022 Porsche Cayenne Turbo GT continues to defy convention
The 2022 Porsche Cayenne Turbo GT continues to defy convention
9:17

The 2022 Porsche Cayenne Turbo GT continues to defy convention

SUVs
Speaker 1: This is the sportiest Caen or Caen Kupe to date. In fact, Porsche is so confident of its Motorsport performance that it is for the first time, an SUV with two very significant letters in its name. Welcome to the Porsche Caen Kupe turbo GT. Speaker 1: [00:00:30] I know, I know. I'm sorry. I can tell some of you are absolutely seeding and I, I get it. I get it. Why have they done it? The people that create the GT threes pointing and his team, why have they put their name to a Caen COA? It's just, it's unnecessary. And I can, I can feel the outrage, not since Porsche decided to create the Cayne in the first place. Cuz there've been so much. Hu cryon [00:01:00] pointless me. It's actually quite good. I'm sorry. It is. I, I, nothing would give me more pleasure than to say that this was the automotive equivalent of dad dancing that you know, the GT department was writing checks that the Caen can't cash, but it's it's, it's really, I'm sorry. It's good. I can't lie. You know, it's it works. [00:01:30] It's like a big, hot hatch and it's really quite fun to drive. Speaker 1: So what are the changes to this compared to a normal Kayne? Well, let's talk about the bits that you can see first, the differences are as follows. We've got new blades on the front. Sounds dangerous. I know, but apparently not. Then we've got larger intakes here for increased cooling and a larger lip just around there, larger wheels too. As we move down the side [00:02:00] of the car, 22 inches, front and rear, and they're wearing bespoke Perelli P zero course of tires, 2 85 S at the front three 15 S at the rear. We've got the little, no marker there. They're near D as well. The color of the rest of the car. Well, that's Arctic gray. I've just walked straight past a carbon fiber wing mirror. How careless of me, you think up the top carbon fiber roof. And then back here, we've got a BES spoiler with these carbon fiber end plates. Speaker 1: There's also a new spoiler or larger spoiler here, which [00:02:30] is 25 millimeters more protruding. My favorite bit though. Well, it's down here hiding behind the new carbon fiber diffuser is a bespoke titanium exhaust. I love a bit of titanium. It saves 18 key on this and looked particularly cool because well, this sentence blew overall. It's no beauty, but it's definitely a discre option than a Lamborghini Orus of course that's in the same way that a jalapeno is milder than a scotch bonnet. Everything's [00:03:00] relative. Anyway, inside you get gray dials with yellow needles near Aine highlights, bespoke stitching eight way sports seats in the front, and just two sports seats in the rear subtle. But what about the mechanicals let's deal with the engine first because it is the turbo char four liter V8. So it's pretty ubiquitous across the VG range between in the UUs and obviously RS Q eight and things like that. But they're saying they haven't [00:03:30] just turned the wick up on the turbo on this. So we've got 631 brake horsepower, 627 pounds foot of talk, which is some might less power, but the same amount of talk as the S but a lot of the internals have changed in this engine. So the actual boost is only up by north 0.1 bar, but it really does feel more responsive. Speaker 1: Sadly, it doesn't actually sound quite as good in here as it does outside Speaker 1: [00:04:00] The line from Porsche is that it's an engine designed in vis a and assembled in Zha the crank shaft Conrads pistons timing chain drive, and torsional vibration dampers have all been Upbra compared to the turtle. The injectors also flowed 10% faster. The shifts of the eight speed Tiptronic S auto have been sharpened to match the engine too. And there is additional water cooling for the gearbox transfer case. The [00:04:30] result is that it is mighty quick in a straight line, not 62 and 3.3 seconds. However, it's really what this car does in the corners that just defies belief and actually makes it credible. The spring rates are 10% stiffer in normal mode and 15% stiffer in sport. Plus we've got stiffer dampers at the front. We've got stiffer damper mounts, top mounts at the rear as well. The idea of being sort [00:05:00] of better support, um, gives you more control at the back. Speaker 1: Thankfully, the ride doesn't seem to have suffered on Julie. It's a touch firmer obviously, but perfectly acceptable for every day or long journey use. We've also got a wider track at the front and it's running a full degree of negative Canberra on the front wheels. The Shas also been lowered 17 millimeters compared to the turbo and seven millimeters compared to the GTS. You also get the full suite of sort of extras as it were. So you get PCC, which [00:05:30] is portion dynamic, chassis control, PTV plus portion talk vectoring plus, and rear wheel steering as well, which has been specifically tuned for this the end results. Well, it's a Kaine Cooper that will go round the ING Nord life in seven minutes, 38.9 seconds. And on a road like this is just baffling, the precision through corners and the way that it will mid corner, both [00:06:00] sort of on a training throtle. Speaker 1: And when you get on the power, it's remarkable, put it all the way into sport plus, and you can actually hustle it poise in precision of it. It just defies belief, frankly, sometimes these sort of cars work in the sort of the quick flowing stuff, but there's some really tight corners on this road. And it's so agile. It has of [00:06:30] course, got a big carbon ceramic brakes at standard 440 millimeter discs on the front 410 at the rear. All of which helps when you're hitting down a steep road like this. But I mean, you shouldn't be able to have something that has this much mass this high up break into a corner and feel so stable. So controllable, just that moment when you get on the throtle out of the corner, you feel it's square off the corner, but it turns in as well, [00:07:00] baffling in some ways, I suppose I shouldn't be surprised because well, Porsche has got previous with making things with UN gainly weight, distributions handle incredibly well. He's looking at U nine 11. Speaker 1: So there we are. Yes, it's big and it's heavy. And [00:07:30] I mean the COA version of the Caen in itself, you know, that that's outrage people. I get that too, but it works. It's, it's genuinely quite, quite fun to be honest, though. Good as it is. If I had 140,000 pounds to spend on a big four seater, I would buy the equally preposterous BMW, M five CS. What would actually make the Caen really desirable for me is if it exacerbated [00:08:00] attributes that a saloon just can't compete with what I'd really like to see Porsche do, next is something like this. This is the CAS trans Siberia, as you can tell from what it says down the side. And, and it's just, it's brilliant, isn't it? This was never actually a production model. So this one, the trans Siberia rally in 2007, and I think they came sort of first, second, third, fourth, fifth, and sixth in 2008. And they did do a sort of tribute production version, but it was just a sticker set. No, I, I think more manufacturers, [00:08:30] not just Porsche should do things like this with their SUVs, make them, you know, like an aerial nomad to the atom. You see, you know what I mean, proper travel in the arches like this, you know, snor lights on the top. There's I think there's an appetite for this sort of car. It's just cool. Isn't it? Speaker 1: I think it's something that Caen could carry off too, perhaps more than any other SUV after all, it has been defying [00:09:00] convention and surprising people, all its life and this turbo GT. Well, it just continues that trend.

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