2011 Porsche Cpo Turbo - $132k Msrp -burmester, Torque Vectoring, Panorama Etc. on 2040-cars
Skaneateles, New York, United States
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PORSCHE CPO with $132K
Original Sticker…………….
2011 Porsche CPO Cayenne Turbo with Porsche Warranty until 100k miles or April 14, 2017. Nearly every conceivable option and all the important ones - as shown on the build sheet (see photos for details)………beautiful car…… owned by a Porsche devotee, no stories, always garaged, no paint, smoke etc. What an amazing vehicle. I purchased this CPO Cayenne from “The Exchange” – an authorized Porsche dealer located just outside Chicago. I had been driving a 2006 Porsche Cayenne Turbo “S” that I was completely in love with (was still flawless with 118k miles…..) until I drove the 2011 Turbo……….an incredible leap forward in every way – performance, aesthetics, electronics, comfort and the BURMESTER - if you like music just wait to you hear this stereo - it is rated as the #1 audio system available in a stock auto….. and see the interior………. Spectacular. This vehicle has had no paint, no smoking, no bodywork etc. Please note that this is a “used car” there are a few door dings and small stone chips that are hard to see and do not show up well in the photographs and a small spot the size of a nickel that is also hard to see in the photos on the rear bumper when someone "unknown" backed into it in a supermarket parking lot (leaving me with a cracked tail lens that I replaced). Therefore I give the body a 9.5/10, the vehicle mechanically is a 10/10 – the interior is flawless and is easily a 10/10 and actually with the two-tome option it is better than 10/10 – purely gorgeous. I have both the summer carpets plus Porsche winter mats for the car and oil/filter and new tires were all done by Porsche at 29,000 miles – car was always Porsche serviced. There is no curb rash on the wheels and the car is completely ready to be driven. The mileage in the photos is the actual mileage as of today however I still use this car as my daily driver hence I added miles yet to be driven and this is the difference with the listing mileage. I welcome and encourage all inspections, test drives etc. – and here is a piece from Car and Driver on the 2011 Turbo…….. feel free to send me your questions - Eric 2011 Porsche Cayenne
Turbo Would purists have cried foul
if the first Cayenne had been this good? The torch-bearing mobs of outraged
911 purists have long since retreated from the gates of Porsche’s various
corporate outposts, so we can only speculate that had this new Cayenne been the original offering back in 2003—rather than the
ungainly original—initial response might have been more uniformly positive. Then again, maybe not. Be that as it may, here’s the Turbo
version of the second generation, distinctly more attractive and better in
about every way imaginable. Better in terms of usefulness, as in roomier.
Better in terms of operating costs, as in improved fuel economy. Better in
terms of dynamics, as in a more sophisticated balance between ride and
response. Defying Physics Although the Cayenne’s improved
appearance and superb interior are the elements that will attract eyeballs, a
glance at the specs is also informative. The second-gen edition is bigger in
almost every dimension. It has a longer wheelbase (growing from 112.4 inches to
114.0), is longer overall (from 188.9 to 190.8), and is a smidge taller (from
66.8 to 67.0). The only diminished dimensions are width (from 77.0 to 76.3) and
track, which shrinks at both ends—from 65.4 to 64.7 in the front and from 66.0
to 65.2 at the rear. Yet the most remarkable entry in
the new Cayenne’s specifications chart has to do with mass. Yes, like the other
members of Clan Cayenne, the new Turbo is bigger. And like the others, it’s
also substantially lighter. The last-gen Cayenne Turbo S, which finished second
in our most recent comparison of
high-end super-utes—falling to the BMW X5 M
and besting the Jeep Grand Cherokee SRT8 and the supercharged Range Rover
Sport—weighed in at 5305 pounds. This latest test unit is 178 pounds
lighter. And it’s 498 pounds lighter than the Cayenne Turbo we tested in September 2007. For sure, it’s certainly no wraith, but in
an automotive world that registers weight gains with almost every vehicle
redesign, score this one as laudable for Porsche. The Cost of Pruning As you’d expect, the Turbo’s
rigorous diet entailed painstaking reengineering of various components—a new
aluminum valve-timing adjuster, for example, is 3.8 pounds lighter than the
previous piece—and more comprehensive use of lightweight materials, which add
up to a minus at the scales. As you’d also expect, the use of lighter-weight
materials, such as aluminum, magnesium, and composites, adds up at the cash
register. The base price for the previous
Cayenne Turbo was $100,875, and $127,275 was required for the Turbo S. The new
Turbo starts at $106,975, and there is no Turbo S version, at least not yet.
However, aside from customers with an insatiable desire for excess in every
category, almost everyone else should find that this vehicle satisfies his or
her need for speed. The Numbers The new Turbo delivers its go power
with distinctly improved fuel economy. Although the output of the 4.8-liter
twin-turbo aluminum V-8 is unchanged from that of the first-gen model, at 500
hp and 516 lb-ft of torque, the combination of less weight, numerous mechanical
and electronic tweaks, and a new eight-speed Tiptronic automatic transmission
gives the new Turbo fuel-economy ratings of 15 mpg city and 22 highway, up from
12/19. Proving once again that reduced mass is at least as important
as horsepower in all-around performance, the new Turbo’s performance rivals the
old Turbo S’s (which had 550 hp and 553 lb-ft of torque) at the test track: 0
to 60 mph in 4.0 seconds, the quarter-mile in 12.4 at 113 mph. The Turbo S hit
those marks in 4.1 and 12.6 at 112, respectively; the previous Cayenne Turbo
needed 4.8 seconds to reach 60 mph and 13.3 seconds for the quarter, at 107
mph. Seduced, as usual, by the hydraulic
torque surge of the Cayenne’s twin-turbo V-8, we achieved 15 mpg during our
driving. But it’s clear that a more temperate use of the throttle would produce
better results. Beyond three different driver-selected modes (normal, sport,
and off-road), the eight-speed Tiptronic is programmed to adapt to the driver’s
throttle behavior and adjust its shifts accordingly. Regardless of the chosen
mode, the transmission’s shift response rivals that of many dual-clutch
automatics. Mass Management and the Inside
Story In the aforementioned comparison
test, all hands were impressed by how well the Cayenne handled its substantial
curb weight, and the biggest Porsche impresses even more in that regard in its
lighter second generation. Cornering attitudes are level, grip is tenacious at
0.90 g, transient response is eager, and ride quality is firmly compliant, even
in the adjustable suspension’s sport setting. Beyond that, the steering is
tactile and quick at 2.7 turns lock-to-lock, a marked improvement over the
slightly numb setup in last year’s Turbo S. Braking, always a Porsche strong
suit, is outstanding at 158 feet from 70 mph. If there’s any fault to be found
with the Cayenne’s dynamics, it’s in the ambient noise levels, as in, “Omigod,
I’m doing 90 in a 50 zone!” It’s quiet in there – too quiet. We previously described the
interior of the Cayenne Turbo S as “princely,” and that applies here as well:
outstanding materials, intelligent control location and design, and
form-fitting seats with a vast range of adjustability. The forward sightlines,
enhanced by slender A-pillars, may be best in class, and vision in all quarters
is excellent. Almost as important, there’s more room inside—including for
second-row occupants, augmented by adjustable seats—and more room for cargo, a
weak point in the previous Cayenne. The Value Question Given the state of the world
economy, fuel prices, and mutinous rumblings from the green sector, it’s hard
to defend vehicles like this. Even though the Cayenne's towing capability
remains strong at 7716 pounds, its fuel economy has improved, and its general
usefulness index is higher, the idea that something weighing more than 2.5 tons
needs to cover a quarter-mile in 12.4 seconds is a tough sell to the guy
driving a Prius. For that matter, it’s a bit of a tough sell among the
super-utes, where the BMW X5 M checks in with a base price of only—only—$86,575. Does that disparity bother you? If so, we suggest you avoid test-driving the Cayenne Turbo. We suspect that after a half-hour behind the wheel, your sense of value will be altered |
Porsche Cayenne for Sale
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Auto blog
Porsche bringing Macan S Diesel to US instead of 4-cylinder [w/poll]
Mon, 16 Dec 2013When Porsche unveiled the new Macan at the LA Auto Show, it announced two powerplants for the US market, both of them twin-turbo V6s: the Macan S equipped with 340 horsepower from its 3.0-liter engine, and the Macan Turbo with 400 horses from 3.6 liters. But those aren't the only engines Porsche will offer in its new compact crossover. Porsche is also offering the Macan S Diesel overseas with 258 hp, and reports have since indicated that a pair of four-cylinder models on their way: a 2.0-liter turbo four with 280 hp and four-pot turbodiesel of the same capacity with an as-yet undisclosed output.
Now Car and Driver is reporting that while those four-cylinder engines won't be making the transatlantic voyage to our shores, Porsche will offer the aforementioned Macan S Diesel in North America beginning in early 2015, nearly a year after the gas V6 versions arrive.
The 3.0-liter turbodiesel V6 is based on the same engine found in the Cayenne Diesel and the Audi Q5 TDI on which the Macan is based. Of course, its 248 hp is substantially less than the 340 ponies in the Macan S, but its 413 pound-feet of torque outshines not only the 339 lb-ft in the Macan S but also the 406 lb-ft in the Macan Turbo. Acceleration times, however, suggest the Macan S Diesel is still slower, with a 6.3-second run to 62 mph than neither the Macan S (5.4 sec) or Macan Turbo (4.8). The good news is that the Macan S Diesel is tipped to undercut the price of both, dropping the oil-burning crossover's MSRP below that of the $49,900 starting price for the Macan S and the $49,600 for the base Cayenne. If that C/D prediction comes to pass, that will make it the Macan S Diesel most affordable Porsche sold.
Porsche considering turbo for new GT3 RS [w/poll]
Tue, 03 Jun 2014Some automakers make one hardcore version of a sports car and are done with it. Or at least they make one at a time. Think Ferrari 458 Speciale, Lamborghini Gallardo Superleggera (or Super Trofeo Stradale or Squadra Corse) or Maserati GranTurismo MC. But not Porsche. It transforms the 911 into the hard-core GT3, the even harder-core GT3 RS, the you've-got-to-be-psychotic GT2 and the do-you-have-a-death-wish GT2 RS. The RS models take things to a further extreme, but what separates GT3 from GT2 models has traditionally been the use of foced induction: GT3s are naturally aspirated, while GT2s go turbo. But that could all be about to change.
According to the rumors making their round of the webosphere, Porsche is considering using a turbocharged engine for the next GT3 RS. The reason is that, as we all know, Porsche has already pushed the 3.8-liter flat-six in the existing GT3 about as far as it can go, and then some. And buyers expect not only a more bare-bones package with the GT3 RS, but also a bit of extra power.
Given that everything seems to be going turbo these days, the move might make some measure of sense, especially if Porsche wants to avoid with the GT3 RS the spontaneous combustion issues it faced with the GT3. But we can't help but wonder why, at that point, it wouldn't just skip the GT3 RS and go straight for the GT2.
Ferrari IPO may turn out to be good news for enthusiasts
Tue, Oct 27 2015Sergio Marchionne's strategy to spin off Ferrari from FCA and make the Italian automaker a publicly traded company has been met with ire from a vocal contingent of enthusiasts ever since rumors about the plan began to surface a few years ago. Some of these particularly pessimistic automotive pundits have voiced fears that with stockholders in the mix, it would not only spell the demise of the exclusive Italian supercar maker as we know it, but would in fact "ruin" the company. Call me dense, but I fail to see what the issue is. That isn't to say that I don't understand what's causing the fear. When profitability becomes a higher priority for a brand that's historically relied on exclusivity to keep its products in the highest echelons of desirability, there's a high potential for internal philosophical conflict. And then there are concerns about the sorts of products that Ferrari might develop that aren't the high-performance sports cars that the brand is known for. But individuals with those apprehensions seem to forget that Ferrari has already lent its name to a multitude of things that are not LaFerraris, 488 GTBs, or F12 Berlinettas, including clothing, headphones, and even laptops. But let's assume for a moment that the core anxiety is about future vehicles – including the unspeakable notion that Ferrari might develop an SUV. Why wouldn't Ferrari build an SUV, especially after seeing how incredibly successful that endeavor has been for Porsche? I think it's likely that Ferrari will put engineers to task creating some sort of crossover or high-rolling cruiser with room for the whole family at some point in the near future. And why wouldn't it, after seeing how incredibly successful that endeavor has been for Porsche? After all, the Cayenne accounted for more US sales in 2013 than the Boxster, Cayman, 911, and 918 combined, and it only gave up about a thousand units of sales last year to make room for the Macan crossover, the latter of which Porsche sold nearly as many of as it did Boxsters and Caymans. People want these vehicles, and they're willing to pay quite a bit of money for them. If we use Porsche's recent trajectory as a foreshadowing metric for what's in store for Ferrari, the future actually looks pretty good. After all, those SUV sales keep plenty of cash in Porsche's coffers for the low-volume projects that we enthusiasts love, like the 918 Spyder and the 911 GT3 RS.























