As with every year, Motor Trend's editors rigorously tested all 2011 Sport/Utility of the Year contenders to determine which sport/utility vehicle (SUV) would top this year's list.
"Our Sport/Utility of the Year evaluation is not a comparison test," said Angus MacKenzie, Motor Trend editor-in-chief. "Each contender is evaluated against six criteria – Advancement in Design, Engineering Excellence, Efficiency, Safety, Value, and Performance of Intended Function. With strong showings in the engineering and efficiency areas, an attractive exterior, a thoughtful interior design, a full roster of active and passive safety gear and a high value rating on its opening price, the Cayenne was quite obviously the winner. The fact that the Cayenne's driving experience eclipsed that of every other contender was just a bonus."
In the final judging the editors praised the Cayenne lineup for offering: four engine choices with Direct Fuel Injection as standard; an eight-speed automatic; an average weight reduction of 400 lbs; a sleeker, Panamera-inspired interior; an Auto Start/Stop function as standard equipment; safety by way of on-road handling and grip that is better than any SUV; outstanding brakes; user-friendly and intuitive controls; strong resale value; and prices starting at just under $48,000, which is right in the heart of the large SUV market.
The North American Cayenne lineup includes four 2011 models: the Cayenne, Cayenne S, Cayenne S Hybrid and Cayenne Turbo. Engines include a 300-horsepower 3.6-liter V6 in the Cayenne, a 400-horsepower 4.8-liter V8 in the Cayenne S, a 333-horsepower 3.0-liter supercharged V6 coupled with a 47-horsepower electric motor in the Cayenne S Hybrid, and a 500-horsepower twin-turbocharged 4.8-liter V8 in the Cayenne Turbo.
The new Cayenne features a 3.6-liter, naturally aspirated V6 engine with Direct Fuel Injection (DFI), and variable-valve timing on both inlet and exhaust. The engine delivers 300 horsepower at 6300 rpm and maximum torque of 295 lb.-ft. at 3000 rpm with a 0–60-mph time of 7.1 seconds. Maximum track speed is 142 mph (manual transmission).
Torque is distributed between the front and rear axles by means of the electronically variable multi-plate clutch. For the toughest off-road terrain, the differential can be locked using the PTM control on the center console. With the aid of onboard sensors, the status of the vehicle is continuously monitored and the front/rear split is adjusted to match changing driving conditions. The sensors are used to collect a range of data, including the rotational speed of all four wheels, the lateral and longitudinal acceleration of the car, and the current steering angle.
If, for example, the rear wheels threaten to lose traction under acceleration, a greater proportion of drive torque is automatically transmitted to the front axle by a more positive engagement of the multi-plate clutch. In addition, ASR minimizes wheelspin. During cornering, the optimal level of engine torque is distributed to the front wheels to ensure excellent lateral stability.
In conjunction with advanced Porsche Stability Management (PSM), PTM helps to ensure the perfect distribution of drive torque for optimal traction in most road scenarios, whether on long straights, through tight corners, or on surfaces with different friction coefficients. If one of the wheels is about to lose traction, PTM uses the ABD function to apply the corresponding brake. As a result, more drive is automatically transferred to the opposite wheel. If both wheels on one axle are in danger of slipping, ASR immediately intervenes and modifies engine output to maintain drive. As well as enhancing traction and active safety, Porsche Traction Management (PTM) offers exceptional handling and driving dynamics.
The injector position and spray geometry have been carefully designed to improve output, torque, fuel economy and emissions. The swirling of the fuel as it enters each chamber increases the mixing of air and fuel, thereby enhancing combustion. By forming the air/fuel mixture directly in the combustion chamber, DFI contributes to engine cooling. As a result, it was possible to increase the compression ratio and, therefore, power and efficiency.
