Getting firsthand information from an actual car owner is one sure way to get an idea of car performance once it leaves the lot. Autobytel features real consumer reviews that give the unbiased experience of a car.
Pros: Triptonic transmisson (my other car had a manual).
Cons: Wish it came with a switch for passenger air bags
Advice: Try it, you'll like it...........The test drive was great, thrilling to be exact and I bought the car!!! It was just what I was looking for, seal gray metallic, Triptonic, etc. This is my 2nd Porsche and I AM a fan! The dealer was terrific and let me drive several cars, to make sure that the Boxster was the one I wanted. Remember, girls, this car is NOT just for a man.
Cons: Radio reception not the way it should be.
Advice: Best performance car I ever owned.Truly, one of the best cars ever made. Perfect handling, performance, appearance. You don't want to stop driving it. You become part of the road. A real sports car. Not a make believe car like most manufacturers try to copy. As a previous Porsche owner, the car will retain all it's qualities almost indefinetely.
Pros: The sound of the engine
Cons: Drinks gas like hell
Advice: Buy this its better than anything else on the road that you are considering to buyThe sound of this car is awsome it hug's the road really well and is great on track days and will give any supercar a run for it money. This is by far the best Porsche i have ever owned.
Advice: on the first day of riding this vehicle, don't stomp on the accelerator, you will hit the car in front of youa GREAT vehicle for anyone with the love for racing. The sound is beautiful and every moment in the car is pure excitement. A Perfect car to buy for anyone with extra couple hundred grand dollars lying around.
Pros: Looks and Performance
Cons: the body and bumpers are EASY to damage from stone chips to dings from idiots
Advice: DRIVE IT!FAST FAST FAST !!! Hugs the road .. and Porsche has brought back the GREAT sound of the engine.. Not broken in yet so I can't tell what it will do when it IS... but so far WOW! This is now my ONLY car so I'll update the review as I go through winter.. I did buy a set of rims and snows to get me through .. NJ has some BAD snows sometimes.. BUT I expect NO problems.. We'll see how the quality holds up as time goes by. Porsche has lowered the maintenance costs by extending service intervals sooo it costs about the same as my Lexus did. I'll let you know how quickly I go through tires..
Pros: 18 inch wheels
Cons: The fact that you have to pay for every feature.
Advice: Shop around, determine what you must have, locate the car and bargain. Alternative is to order the one you want and wait but negotiating becomes much harder.Its a great time to buy a porsche. A year or 2 ago, you would have paid a premium to get the one you wanted. I got a 2003 at 1k over dealer invoice. The car is awsome in many respects. It sufficently powered and is quick through every gear (all the way to 6). For an 80k car however, things like rattles in the sun roof/windshield are common place and aggravating if your like me. The interior is noisy and the quality of their HiFi Sound system is less than exciting. I've had BMWs with much better sound systems.
Pros: I like Everytrhing
Cons: Idon't hate Anything
Advice: that a car is not an investmentNot your father's Porsche. by J.P. Vettraino Base Price (MSRP) $ As Tested (MSRP) $ Barely 10 years ago, the idea would have been dismissed as absurd. A Porsche sport-utility vehicle? What've you been smoking? Not that Porsche lacks experience with off-road vehicles. Its engineering wing has developed several all-wheel-drive military vehicles, and specially prepared Porsche racecars ruled the grueling Paris-Dakar raid through the North African desert in the 1980s. Yet compared to automotive giants like General Motors, Toyota or Daimler-Chrysler, Porsche is a cottage manufacturer, with a tiny fraction of the production volume. For 50 years the company carved its niche with quick, nimble, relatively small sports cars, cars built on values almost diametrically opposed to those represented by a big SUV. It speaks to our changing automotive tastes, if not the times, that Porsche felt the need to invest in an SUV and a new factory to build it. Ready or not, the most anticipated new Porsche in decades, the Cayenne, is here. The company's SUV is what many expected it would be: technically slick and remarkably fast, with on-road handling that belies its bulk. The Cayenne also delivers what most SUV buyers demand, including decent cargo space, more than enough capability for casual off-road use and impressive towing capacity. For style, pure performance and a balance of sport-utility virtues, the Porsche Cayenne is very tough to be beat. Like many Porsches, the Porsche of SUVs is also very expensive. With tax and license, a loaded Cayenne Turbo can crack the $100,000 barrier, and that alone will knock it off most shopping lists. But even the well heeled can be value conscious. Many who can afford a Cayenne will find much of the performance and all the satisfaction of use and ownership for half that $100,000 price. Cayenne will be truly appreciated by a relative handful of SUV buyers with exacting demands. We'll call them connoisseurs. In that respect, the Cayenne isn't much different than most Porsches before it. Model Lineup Officially, the Cayenne was launched as a 2003 model and early models are called 2003s, but think of it as a 2004 model. The 2003 and 2004 models are identical. There are two versions of the Cayenne, both built around Porsche's new 4.5-liter dohc V8 engine with automatic transmission and full-time, variable-torque all-wheel drive. The less expensive Cayenne S retails at $55,900. For that money, you might also buy any of these luxury-class SUVs and leave anywhere from $14,000 to $2,000 in the bank: an Acura MDX, a BMW X5, a Cadillac Escalade, a Hummer H2, an Infiniti FX45, a Lexus GX470, Lincoln Aviator, Mercedes ML500 or Volvo XC90 T6. The normally aspirated Cayenne S delivers 340 horsepower (more than most of the SUVs noted above). Standard features include luxury-class requisites such as leather seating with 12-way power adjustment, automatic climate control with dual front-passenger settings, heated retractable exterior mirrors, multi-function trip computer and a 350-watt, 14-speaker Bose stereo with CD. The Cayenne S also comes with insulated laminated glass and sophisticated anti-skid electronics. Beyond the electronic skid management and the latest-generation antilock brakes, all Cayennes get luxury-grade passive safety features, starting with six airbags: dual-stage front and side-impact airbags for front passengers, and curtain-style head protection airbags on both sides of the cabin. All five seating positions have three-point belts with pretensioners to instantly tighten them and limit stretching on impact. The front belts also have automatic force limiters, reducing potential for belt-related injuries. From the Cayenne S, Porsche raises the ante considerably for the Cayenne Turbo. At $88,900, the Turbo costs more than just about any SUV on any planet, including Land Rover's Range Rover. Yet with a twin-turbocharged version of the V8 and a whopping 450 horsepower, the Cayenne Turbo also delivers more power than any other SUV. The Turbo also adds adjustable air suspension with Porsche Active Suspension Management (PASM), a variable dampening system that uses five accelerometers and electronically controlled adjustable shocks to manage body weight transfer both on and off road. The Turbo includes upgrades such as heated front and rear seats, electric steering wheel adjustment and park-assist radar warning front and rear. It's equipped with Porsche Communications Management (PCM), a GPS navigation system with integrated telephone and audio controls. Finally, the Cayenne Turbo has bi-xenon headlights that turn, Tucker-style, with the steering wheel. Most everything on the Turbo is offered on the Cayenne S as an option (except the turbocharged engine). We drove both models, but the primary test vehicle was a Cayenne S with these extras: air suspension ($3,200), PCM ($2,700), all-seat and steering wheel electric heaters ($960); power glass sunroof ($1,100), a dark Burr walnut wood package ($990), front and rear parking assist ($990), tire-pressure monitor ($590), a trailer hitch and ball ($590), a roof carrying system ($450) and Lapis Blue metallic paint ($495). So equipped, this S model retails at a substantial $68,760 with destination charge. Other popular options include a six-disc CD changer ($715) and huge, 20-inch sport wheels ($2,110). There are seat upgrades and a full Smooth Leather package that covers everything from grab handles to the center console in hide ($3,200). There's also a light Olive wood package, two different wood-trimmed steering wheels ($240) and Porsche Entry and Drive ($1,960), which allows a driver to unlock and start the Cayenne by pulling the door handle and touching the shift lever. Owners can customize their SUV with Porsche's Tequipment line of dealer-installed accessories, from stowage systems to running boards to stainless steel brush guards. Finally, there is Porsche's Exclusive factory customization program. This is where sheiks go to have their Cayenne painted the color of their finest stallion, or where superstar ball players get upholstery fashioned to match the worn leather of their first baseball mitt. The most glaring omission on the option list is something every Porsche loyalist expects: a clutch-operated manual transmission. The Cayenne's six-speed manual won't be available before the 2004 model year. Porsche loyalists also know that S usually designates higher trim models, and there is room underneath the Cayenne S for a less expensive version. We expect to see a six-cylinder Cayenne introduced for model-year 2005. Walkaround Porsche maintains that styling is a crucial element of 'Porscheness,' and it's easy so see Porsche in the company's new SUV. The family resemblance is most obvious in the Cayenne's headlights and grille work, which closely resemble those on the 911 and Boxster. As it is with the 911 Turbo, the Cayenne Turbo is easy to distinguish from its lesser sibling, thanks to larger grilles that increase the amount of air flowing through the engine bay. The designers believe they've transferred all the emotion of a Porsche sports car to the Cayenne, but we'll leave that call to you. Tastes in styling are truly subjective. Many who examined the Cayenne during our test drive loved it. More than one interested observer said it resembles a frog. Either way, the stylist's handiwork has produced a 0.39 coefficient of drag, impressive for a big, boxy SUV, and good for limiting wind noise at high speed. Cayenne is not a small vehicle. Measuring 188.3 inches in length, with a wheelbase of 112.4 inches, it's longer than the BMW X5 and Mercedes M-Class and a few hundred pounds heavier than both. Conversely, at 4949 pounds in its lightest specification, Cayenne weighs 550 pounds less than a Lincoln Navigator, which is two feet