← Continued from Page 2 of "Porsche Roadshow 2013: Test Driving Porsche's Range"Of course, this was all a staged "problem", so that we also get to experience Porsche's cars over this kind of demanding surface. So what? Do you care if someone offers you a box full of "spectacular" just to put on a show? I didn't and that's because the Boxster handled the abuse just fine.
A pothole here, a section of gravel there and up the mountain we go. "Ouch!" that was a big one. The car did shake, rattle and roll, but I never got the sensation of fragility. It kept going with confidence, as if it was looking forward to get this over with so that it could play at triple-digit speeds again.
The lunch brake takes place at an altitude of 1,300 meters (4,260 feet) and at half the temperature shown in the morning. My jacket is resting comfortably somewhere back at the dealership, so now I have a new reason to be eager to get back on the road: the heated seats in the Cayenne Turbo S that waits quietly in the parking lot.
We get going and I start asking myself why they’ve built the Cayenne Turbo S. I can’t tell you what Porsche thought, but all I know is that a car liek this, which can handle extreme offroad sections, shouldn't be able to go this fast on the road - it's all too amusing to be legal. But this one is and if you’re generous with the throttle the world seems to end around you leather-padded armchair. Nicely played.
We quickly go through a Cayenne S, which now feels like a room design to calm you down and end up in a Panamera Turbo. I remember the period just before the first photos of the Panamera were snapped. The web was flooded with renderings that showed a 911 face with a longer body attached to it.
Porsche didn’t give us that, but what they came up with was a car that learned an important lesson from the 911: how to eat up the bends. The Panamera Turbo feels sure-footed and is always ready to go faster and faster.
In the Panamera range, the gap between the GTS and the Turbo feels smaller than in the case of the Cayenne. Yes, the hp difference is indeed reduced but some of the credit also goes to the calibration.
A pothole here, a section of gravel there and up the mountain we go. "Ouch!" that was a big one. The car did shake, rattle and roll, but I never got the sensation of fragility. It kept going with confidence, as if it was looking forward to get this over with so that it could play at triple-digit speeds again.
The lunch brake takes place at an altitude of 1,300 meters (4,260 feet) and at half the temperature shown in the morning. My jacket is resting comfortably somewhere back at the dealership, so now I have a new reason to be eager to get back on the road: the heated seats in the Cayenne Turbo S that waits quietly in the parking lot.
We quickly go through a Cayenne S, which now feels like a room design to calm you down and end up in a Panamera Turbo. I remember the period just before the first photos of the Panamera were snapped. The web was flooded with renderings that showed a 911 face with a longer body attached to it.
Porsche didn’t give us that, but what they came up with was a car that learned an important lesson from the 911: how to eat up the bends. The Panamera Turbo feels sure-footed and is always ready to go faster and faster.
In the Panamera range, the gap between the GTS and the Turbo feels smaller than in the case of the Cayenne. Yes, the hp difference is indeed reduced but some of the credit also goes to the calibration.
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