First DrivePorsche Cayman SBoxster With A Hard Top? Not PreciselyFew new cars in recent memory have inspired as much wild speculation as the Cayman, a new, relatively lightweight, fixed-roof coupe based on the Boxster's mid-engine, rear-drive configuration. For years, 911 purists have been screaming that the Carrera's subsequent iterations have been too big, too heavy and have kept their drivers increasingly isolated from a pure, visceral driving experience amid myriad electronics and related safety parameters. The Cayman, it was argued, would be the classic Porsche sports car reborn, and the cynics among us speculated it might cannibalize Carrera sales and eventually represent that car's undoing.
If you'll recall, they said the same thing about the Boxster S, and in reality, Porsche has carefully positioned the Cayman between the Boxster and 911, in effect creating a new segment within its model range. The Carrera is still billed as the top performer, and despite rumors that the Cayman trounced the 911 around the Nrburgring, there are no official numbers I'm aware of that verify this. Porsche marketing anticipates only 3% (or less) of current 911 owners will jump ship and replace their Carrera with a Cayman S.
Visually, the Cayman is about two-thirds Boxster, sporting a similar snout and identical rear flanks, but incorporates its own unique design cues and, of course, the fixed roof that helps increase flexural resistance by a claimed 100% over the Boxster, putting torsional stiffness nearly on par with that of the 911. Its engine is based on the Boxster S's 3.2-liter flat six, imbued with the Carrera's enlarged bore of 96mm to displace 3.4 liters. Combining the bore with the Boxster's short 78mm stroke required a new, unique set of engine internals-crankshaft, main bearings and pistons-that further denote this car as a new link between the Boxster and Carrera. The cylinder heads and related equipment are derived from the Carrera S, no less, and help push power output to a peak of 295 bhp. The manual transmission is derived from the Boxster S, but features a revised shifter mechanism and shortened first- and second-gear ratios for slightly crisper response.
On the road, the Cayman carves through corners; twisted mountain roads are what it loves best, and it will allow its driver to cut through hairpins and switchbacks with great confidence. Porsche reported that the Boxster's basic suspension setup has been tweaked further on the Cayman to give it exceptional lateral acceleration, also citing the mid-engine configuration as imparting "unparalleled neutrality." Still, perfect weight distribution is not absolute (45/55 front to rear), and the drive wheels will step out if prompted to do so. The brakes are suitably impressive, with 12.5- and 11.7-inch vented rotors fore and aft and four-piston calipers all around. The PCCB package will be available as an option, incorporating carbon-ceramic discs at all four corners and six-piston calipers up front. They don't make a whole lot of difference under normal driving conditions, but rather suit the track-day enthusiast interested in repeated heavy use.
The interior is similar to the Boxster's, but like the exterior offers slightly revised design cues, as well as additional rear storage space. When combined with the space up under the hood, the Cayman offers a total of 14.4 cubic feet of space, about 4.5 more than the Boxster. As a passenger, one thing I wished for was a grab-handle somewhere on the door, like on the Carrera, as passengers tend to be slung around enthusiastically if the driver is in a particularly sporting mood.
Overall, the driving experience behind the Cayman's wheel is distinctively Porsche, from its smooth, rapid acceleration to its superbly bolstered seats and world-class shifter mechanism. Like its 997 and 987 brethren, it is a finely honed instrument engineered for a specific purpose: spirited driving. The 2006 Cayman S is slated for arrival on American shores in early January.
Porsche PanameraWith the official introduction of the Cayman S, Porsche acknowledged another new-car project has finally been approved by its supervisory board. Called Panamera, it will be a front-engine, rear-drive sport coupe distinguished by four doors and a four-passenger capacity. The new car's name is derived from the legendary Carrera Panamericana long-distance race. Production will be based in Leipzig, Germany, where Porsche already builds the Cayenne and Carrera GT. Total investment in the new model line, including development, will likely be more than 1 billion euro and will come entirely from the company's own funds and resources.While further details are not available at this early stage, the Panamera is tentatively scheduled to enter the market in 2009.
2006 Porschecayman SBase Price: $58,900
DrivetrainLongitudinal mid-engine, rear-wheel drive
TransmissionSix-speed manual; five-speed automatic w/ Tiptronic S optional
Engine3.4-liter flat six, dohc, four valves per cylinder
SuspensionOptimized MacPherson design, independent transverse arms, longitudinal arms and spring struts, conical stump springs with inner damper, twin-sleeve gas dampers
BrakesTwin-circuit system split front to rear, four-piston aluminum monoblock calipers, cross-drilled vented discs, PSM 8.0; PCCB optional
DimensionsLength x Width x Height (in.): 171 x 71 x 51Wheelbase: 95 in.Curb Weight: 2,955 lb
PerformancePeak Power: 295 bhp @ 6250 rpmPeak Torque: 251 lb-ft @ 4400 rpm0-62 mph: 5.4 sec.Top Speed: 171 mph
First DriveMercedes-Benz S-ClassLook Ma, no handsTwenty years from now, the 2005 Frankfurt Autoshow will be remembered primarily for two things: Porsche's brand-new Cayman and the Mercedes S Class. Amidst the champagne and palm pressing, it was in essence a fairly boring show; in hindsight, I would not have traveled 7,000 miles to walk another 50 in the massive Frankfurt complex.
But I would walk 50 miles to have another shot at driving the new S Class. Hell, maybe 75 even.
The New S Class is good, really good. Great even. Like a celebrity emerging from a sabbatical, the new S has been remade into an even greater image of its former self. It's bigger, stronger, sexier. It's smarter too, containing an interface and features like something from a James Bond film.
The most visible component of the S-Class makeover is its body. It's been sculpted and toned into a more assertive shape. You can see shades of both the previous 500E in the front and 190 Evo out back. Apparently those bulges over the rear fenders were a source of much contention within the Mercedes group and subjected to many questions. Hans-Dieter Futschik, M-B lead designer, was quick defend his actions and pooh-poohed the question as though he'd answered it a million times before.
"Look, we gave the new S-Class those fender blisters because it looks good. Next question," Futschik said.
Wow. Discussion over.
I must agree with him on this point. The new S-Class has been given a much braver, athletic stance. If the previous car was a cricket player, the new S is a football star. Where the previous version hid under smooth sheet metal, the new S fairly bulges under its aluminum skin and ripples with muscles. Both the overall length and wheelbase have been lengthened and the height expanded, although the car appears to have the same overall dimensions. There are also hints of Maybach in the S-Class' two-tiered rear. It all conspires to lend a familiar yet very new look to the new S.
The former S-Class always struck me as a car geared for people who were above mere driving. They had to "arrive." The S provided a superb conveyance, both comfortable and well insulated from the environment. Not especially invigorating but proficient nonetheless.
Mercedes appears to have put emphasis on grounding the new S-Class, making it more in touch with the road. Ultimately, it feels much sportier than before although it is still the quietest car I have ever experienced. At 140 mph the only audible noise comes from the tires, and it's minimal at best. Mercedes developed a special multi-layered glass that provides a superior insulating effect (one of several dozen S-Class improvements). I learned this after screaming at the driver during a photography session. Despite yelling at the top of my lungs, all he could see was some crazy person with his mouth open.
Weighing in at some 4,800 pounds, the new S is a definitely big. Despite extensive use of aluminum throughout the body and chassis, it has been given so many new features that it has gained a little around its midsection. That said, I was not prepared for sports-car-like maneuverability. I should have been. Yeah, the S-Class is big but it doesn't know it. It behaves with downright amazing dexterity, something you expect from a much smaller car. Mercedes' Airmatic and Adaptive Damping System work in conjunction with a variable ride quality setting. Depending on your mood you can choose either "sporty" or "comfortable" and the car responds accordingly. While I regarded this as more of a gimmick, there is a substantial difference between the two modes. And the optional Active Body Control essentially multiplies the car's agility.
Push the S hard in a turn and there's a sensation that it is pushing back, like a linebacker bracing for impact. Despite its size, the new S remains poised even after successive tight corners. It's something you don't expect from a car with its sizable dimensions. Mercedes has wisely maintained both its hydraulically activated brakes and steering (rather than electronic versions) and believes they currently offer better feedback and response. I'm in complete agreement here. Both the steering and brakes feel like they're designed by someone who likes refined yet visceral feed back.
North America will see two versions of the new S-Class: the S500 with a 388 bhp V8 and the S600 with a twin-turbo 517 bhp V12. Plan on spending $89,000 and $130,000 respectively. There was also talk of a more modest S450 version arriving in April 2006. Prices start in the 70k range.
All the new S models share the same basic cabin layout, a design that will either be cherished or despised. It is both elegant and minimalist as most of the functions are accessed through a center-mounted dial similar to the much-maligned BMW iDrive. Plan on spending a good hour with the instruction manual just getting the S-Class to go. Luckily, my co-driver was Mercedes proficient-I couldn't figure out how to get it in gear. Rumor has it that there are several European websites that essentially recreate the cabin and let you scroll over its various functions. Apparently it is very popular with new car buyers. If you get a new S-Class, go there, like now. Do I like the idea of having to "learn" how to operate a new car? Not really. But it seems more manufacturers are going that way.
I spent equal time in both the S600 and the S500. No, that's a lie. I spent more time in the S600. I can't remember having so much fun in such a big, luxurious car. Fitted with the optional multi-contour seats, they both countered cornering stresses and massaged your backside. It also featured Mercedes' Night View Assist comprised of infrared headlamps linked to the cockpit display. Basically, it allows you to see in the dark like Arnold in T2.
"I see all."
There is so much new content in the new S-Class it's impossible to fit it into this small space. My overall impression of the new S-Class is that Mercedes is hell-bent on making it the car in its segment. As it now stands, Mercedes has succeeded.
2006 Mercedes-Benz S-ClassBase Price: $89,000 (est.)
DrivetrainLongitudinal front engine, rear-wheel drive
Engine5.5-liter V8, sohc, four valves per cylinder (S500)5.5-liter V12, sohc, three valves per cylinder (S600)
TransmissionSeven-speed automatic (S500) Five-speed automatic (S600)
SuspensionFour-link, anti-lift control, Airmatic air suspension, gas shocks, stabilizer bar, multi-link rear with anti-squat and anti-dive
Brakes Four-wheel disc brakes, internally vented, dual circuit, ABS, Brake Assist, ESP
DimensionsLength x Width x Height (in.): 199.8 x 73.6 x 58 (205-in. long for long wheelbase)Wheelbase: 119.5 (124.6 long wheelbase)Curb Weight: 4,277 lb (4,376 lb long wheelbase)
Performance Peak Power: 388 bhp @ 5800 rpm (S600 517 bhp)Peak Torque: 391 lb-ft @ 2800 rpm (S600 612 lb-ft)0-62 mph: 5.4 sec (S600 4.6 sec)Top Speed: 155 mph (electronically limited)
Seat TimeLand Rover LR3Four-wheel-drive vehicles are for driving in dirt. Period. I don't care what they say. So when this LR3 showed up in our parking lot, I went to find some-dirt that is.
As far as off-roading goes, Land Rover has a bit more credibility than some of the late-comers to the truck/SUV market. In fact, it's the only European marque I would identify as constructing a true purpose-built off-road vehicle. We live in an age when you can have a Volkswagen, a Mercedes-Benz, even a Porsche, that's been engineered for off-roading, but really, how many of these vehicles actually do go off road? Unlike other European manufacturers who cut teeth in the premium touring car markets and decided, for whatever reason, to build something utterly dissimilar, Land Rover made its name building 4x4 vehicles, like Jeep or Hummer, two of the more respected nameplates in the off-road business (Hummer H2 excluded).
To really experience it in its element, I took my Land Rover to the desert south of Blythe, Calif., where I meet my dad and some friends every year for the September dove season opener. The desert in this region is hot and dusty, the terrain is brutal, and in late summer the place makes a perfect hell for four-wheel-drive testing.
This LR3 was equipped with cold weather and tow packages, which went unused during my trip. The air conditioning and rear climate controls were perfect in temperatures that exceeded 110 degrees, however, and the optional rear seat package included a set of fold-flat third row seats and related safety equipment to extend the LR3's passenger capacity to seven people. The floormats are rugged textured rubber so they guard the floor from sand and mud. The seats were quite comfortable, although clad in black leather they were prone to scorching one's ass if the car was parked in direct sunlight for any length of time.
On the worn trails and levee roads crisscrossing Palo Verde Valley, the LR3 performed with stoic confidence. We did our share of fording deep, sand-choked washes and roads that were broken and scored by the torrential winter rains that inundated much of Southern California this past year. One levee had nearly given way in a section, the Land Rover's rear end slid sideways and lost traction. One rear tire became slogged in deep sand and the other wedged in a crevice bisecting the road. The full-time four-wheel drive allowed the front wheels to pull it through, while locking the rear differential gave the rear axle the maximum amount of torque in a situation where traction came at a premium. The LR3's 4x4 controls allow you to select your four-wheel drive mode according to the type of surface you're driving over-general, snow, mud, sand, rock crawl-and to lock and unlock the center and rear differentials at will.
In spite of its built-in off-road prowess, the Land Rover lets even the crustiest dirt enthusiasts cruise in high-end comfort when the roads turn smooth. In this respect, its European roots are really evident. At the end of the day, my pop, who drives a new Ford F250 Super Duty and is seasoned by more than four decades of off-road driving experience, summed it up: "It's the nicest hunting rig I've been in."-Karl Funke
From the hip:+ Cool touchscreen navigation, full-time four-wheel drive- A bit pricey compared to the domestic competition
2005 Land Rover Lr3 V8Price as Tested: $54,245
DrivetrainLongitudinal front engine, four-wheel drive
Engine4.4-liter V8, dohc, four valves per cylinder
TransmissionSix-speed automatic w/ CommandShift
SuspensionIndependent front and rear, four-corner auto-leveling electronic air cylinders
PerformancePeak Power: 300 bhp @ 5500 rpmPeak Torque: 315 lb-ft @ 4000 rpmFuel Economy: 14 city/18 hwy
Seat TimePorsche BoxsterI've been a fan of the Boxster since its introduction nearly a decade ago. Hell, I even bought one with my brother and we pimped the hell out if it with Boxster S components. But I'm starting to wonder: Is the Boxster destined to share the same fate as the 914, the red-headed stepchild of Porsche's elite?
Not that any of this makes a difference. I still have my Boxster and I still love the car. And apparently I am not alone. Porsche is still building Boxsters and selling them in decent numbers.
This screaming yellow job on this page is a marked improvement from its older sibling. Whereas my Boxster has a fairly Spartan interior, the new car reeks of tasteful restraint. The hinges, buttons and dials have all been upgraded to 911 standard although they remain unique to the Boxster. Whereas the older car had a somewhat "plasticky" feel, it has matured with significant refinement. It also feels bigger and the brushed chrome bezel trim on the black dashboard was beautiful. Porsche's sport seats are intelligently designed to provide good side bolstering while being flat enough for easy ingress and egress. Despite their rather ordinary appearance, you can sit in the Boxster for days without being fatigued. Ultimately, it's a no-nonsense cabin and allows you to focus on more important things, like the road ahead.
Although this was Porsche's base model, its 2.7-liter engine and 240 bhp is surprisingly ballsy. Basically, the new Boxster is almost as powerful as the previous Boxster S. It's got good punch off the line and really comes alive in the mid-to-upper rpm band. Spirited gear changes leave the Boxster a tire-chirping animal. The Boxster's shifting characteristics are unique to Porsche, that is, ultra-precise without being notchy. It almost feels as though the car pulls itself into the next gear. And while the Boxster was always the poster-child for neutral handling, it now sports an even wider track for greater stability (and the stiffer chassis doesn't hurt either). Getting the Boxster out of shape is a difficult proposition at best. Despite valiant efforts, those infamous "tail out" shots didn't happen. The Boxster prefers staying on the pavement rather than sliding across it.
We were fortunate in knowing the new owner of the former El Toro Marine Air Base. He simply unlocked the gate and let us play on nearly 15 miles of open concrete. According to the speedo, the Boxster will do 161 mph with the top up. Whereas my car's roof would balloon from low pressure (and blow my eardrums), the new Boxster is rock solid. Whoever designed the new multi-layered Boxster roof deserves a case of Spaten. Oh yeah, give one to the brake guy too. The Boxster's binders are indicative of all Porsches. In other words, they kick ass.
Not really much to say on the redesigned body except Porsche's insistence on "evolution" rather than "revolution." It looks more toned than before but still instantly recognizable as a Boxster.
The new Boxster is an easy car to live with. Featuring storage in the front and rear, it allows enough room for a weekend getaway with a significant other. It's comfortable, fast and incredibly agile. If I didn't have 20 grand wrapped up in my car, I'd order a new Boxster right now.-Les Bidrawn
2006 Porsche BoxsterPrice as Tested: $48,110
DrivetrainLongitudinal mid-engine, rear-wheel drive
Engine2.7-liter flat six, dohc, four valves per cylinder
TransmissionFive-speed manual
PerformancePeak Power: 240 bhp @ 6400 rpm Peak Torque: 199 lb-ft @ 4700 rpm0-60 mph: 5.9 sec.Top Speed:159 mphFuel Economy: 20/29
From the hip:+ Powerful for a base Boxstergreat interior, overall ride quality - A few hidden rattles
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