SPECIFICATIONS

1. The 3.6L V6 engine produces 300 hp and 295 lb-ft of torque. 2. Along with an 8-speed automatic the Cayenne V6 is available with a 6-speed manual transmission. 3. Fuel economy is rated at 15/22 mpg (city/hwy) with the manual 16/23 mpg with the automatic. 4. Priced from $50,575 after destination charges, our test vehicle came in at $65,655.

PREVIEW

Ignore the badge on the front of this vehicle. Pretend you don’t see it like that crazy person trying to get your attention on the subway.

Glancing down on the Cayenne’s hood and seeing that familiar crest with the word ‘Stuttgart’ above a rearing horse sends the brain to the wrong place. Images of screaming down the Mulsanne straight or clipping the apexes of the world famous Laguna Seca corkscrew come to mind.

Forget all that. This isn’t one of those Porsches. This is the everyday Porsche. There is no sport focused steering wheel, no heavily bolstered seats, no lowered suspension, no high performance tiresand no God-of-Thunder exhaust system. This is a true utility vehicle.

INTERIOR

Inside, the Cayenne looks like a proper luxury machine. Everything is power operated and finished in high quality materials. Features include an eight-way adjustable memory driver’s seat, leather seating surfaces, five 12 volt socket outlets (because you can never get enough), a power tailgate, a 7-inch touchscreen color display and a refrigerated glove compartment. The V6 Cayenne uses a conventional steering wheel complete with toggles and switches; no button-less Porsche sport-wheel here.

Like all Cayennes, passenger comfort is top notch. Four people could spend hours inside the cabin and three wide in the back is fairly accommodating. The actual seats are pleasant, but don’t quite match the level of comfort found in some of the Cayenne’s various seat upgrade options. The only place this Porsche really falters compared to its competitors is in cargo capacity; down 12.2 cu-ft to the BMW X5 and 17.4 cu-ft to the Mercedes-Benz ML.

UNDER THE HOOD

With the exception of the more efficient, yet costly Hybrid and Diesel versions, the Cayenne V6 is the budget-choice amongst Porsche crossovers (until the compact Macan arrives later this year). It is down two cylinders and two gears compared to S, GTS, Turbo and Turbo S, but does boast one very important feature no other Cayenne can; a clutch pedal.

That’s right; standard on the Cayenne is a 6-speed manual transmission paired to a 3.6-liter V6 engine. For those not wanting to shift their own gears, there is an optional 8-speed automatic, but where is the fun in that?

With a mere 300 hp and 295 lb-ft of torque being pumped out of the great sounding direct injection V6, the 4,398 lb crossover is not going to win many drag races. But, Porsche still claims this is enough grunt to power the Cayenne from 0-60 mph in 7.1 seconds and continue onto top speed of 142 mph. It is not, however, recommended to attempt top speed while towing a travelling trailer.

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2014 Porsche Panamera S E-Hybrid

SPECIFICATIONS

1. An electric motor is paired to a 3.0L supercharged V6 to produce a combined 416 hp and 435 lb-ft of torque. 2. Official fuel economy numbers haven’t been released but Porsche estimates a significant bump from the standard hybrid model’s 22/30 MPG rating. 3. Pricing for the E-Hybrid will start at $99,000. 4. The E-Hybrid can travel 22 miles on pure electric power at speeds up to 83 mph.

PREVIEW

Those who do not like choice should never buy a Porsche, or any German vehicle for that matter.

Deutschland loves variety. The more engines, colors, body-styles and a la carte options the better. At last count Porsche’s Cayenne model is available with five different powerplants and there are no fewer than 13 editions of the 911. Not wanting to be left out of the family’s rapid spawn-a-thon, the Panamera is receiving a full model refresh this year and grows to nine separate models including Porsche’s first ever plug-in hybrid; the $99,000 E-Hybrid.

Correction, Porsche’s first ever plug-in hybrid sedan. The brand’s first plug-in model is none other than the spectacularly awesome, Nurburgring record-holding 918 Spyder.

INTERIOR

And like other luxury flagship sedans, this car features Beckham levels of posh-ness inside. Anyone familiar with the current Panamera will notice things haven't changed much for 2014. There’s still a plethora of buttons down the center console and the usual Porsche touchscreen interface. The only difference between the E-Hybrid and a regular Panamera on the inside is a unique gauge cluster that features bright green needles and an efficiency gauge replacing the speedometer. 

Back seat space is ample and anyone shorter than an NBA center should fit back there without issue. Depending on which option packages are selected, the rear seat area can feature dual zone climate controls as well as heated and cooled seats. Like most vehicles needing to store a large battery pack, the E-Hybird’s rear hatch space shrinks to 11.8 cubic feet compared to 15.7 in regular Panameras.

UNDER THE HOOD

The 2014 Porsche Panamera S E-Hybrid replaces last year’s S Hybrid model and features a more powerful electric motor that doubles output to 95 hp and 229 lb-ft of torque. Coupled to a familiar 3.0L supercharged V6 pumping out 333 hp and 325 lb-ft of torque the new powertrain makes a combined 416 hp and 435 lb-ft.

But the big news for the E-Hybrid is that this car is able to drive purely on electricity for extended periods of time, up to speeds of 83 mph.

But the coolest trick of the hybrid system has to be the gasoline engine’s ability to actually recharge the battery pack while driving. Press the E-charge button and unlike virtually every other hybrid out there, the gasoline engine, not just the regenerative brakes, will replenish the battery pack with sweet electrical juice while also powering the Panamera’s drivetrain.

Although power delivery is a bit choppy in this mode, the Panamera did add 13 miles of electric rangeback to the batteries in less than 40 minutes of twisting mountain driving. It's a no brainer for a plug-in hybrid really and a feature this humble reviewer has been saying the Chevrolet Volt needs ever since its inception.

Gas or electric, all power is sent to the rear wheels via an eight-speed automatic S transmission. Fuel economy for the Panamera S E-Hybrid is yet to be rated, but Porsche is expecting a significant bump from last year’s Hybrid’s ratings of 22 MPG city and 30 MPG highway and will obviously vary depending on how much electric-only driving is done.

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Porsche 911 Carrera 4S

SPECIFICATIONS

1. The 3.8L flat-6 engine produces 400 hp and 325 lb-ft of torque. 2. Available transmissions include a 7-Speed PDK dual-clutch automatic of an industry first 7-speed manual with a rev-matching feature. 3. The C4S will hit 60 mph in 4.3 seconds with the manual or as little as 3.9 seconds with the PDK and Sport Chrono package. 4. Priced from $105,630, our test car was optioned up to $124,455.

PREVIEW

If you weren’t born into wealth, aren’t on Forbes’ 30 Under 30 list or have yet to purchase a winning lottery ticket, it is time for plan B. Maybe you can be the next Youtube sensation to go viral, or maybe you have a hidden talent that could win the next X Factor? Whatever it takes, there may be no better reason to amass a moderate amount of wealth than the vehicle featured here; the 2013 Porsche 911 Carrera 4S.

If you’re like the  porsche members, the 911 Carrera 4S is something attainable only in dreams. Starting at $105,630, our car was optioned up to an as tested price of $124,455. This puts it firmly beyond the realistic means of most people not willing to subscribe to the school of Bernie Madoff economics.

INTERIOR

Inside it’s all business behind the wheel. The seat can be adjusted 18 ways and is both comfortable and supportive. The pedals are laid out perfectly and the 7-speed manual gear shifter is set high and easily in reach of the right arm. Below it are all the buttons that matter to a 911. There is the sport, sport plus, sport suspension, sport exhaust, stability control, spoiler adjustment and start/stop buttons. They can all be turned on and off independently and some should always remain on, while others should always be off (Recap: exhaust on, sport plus on, spoiler off).

The 911 features a five-pod gauge cluster with the second pod from the right being completely customizable. Here, information like AWD distribution, g forces, lap times, navigation, audio information or vehicle fluid temperatures can be shown. The 4.41 cu- ft frunk (front trunk) can hold quite a bit thanks to its rectangular shape. We were able to fit a whole week's worth of groceries for two up there. If more space is needed, there are the two mostly-useless rear seats that can store more cargo. Finally, the Bose audio package must be included when equipping this vehicle as it nearly rivals the engine for audio nirvana.

UNDER THE HOOD

But this doesn’t mean constant improvements are made to the legendary 911. Last year brought an all new Carrera and this year all-wheel drive models have been added.  Designated by the number 4 on the trunk, the all-wheel drive Carrera 4 comes in the same flavors as the rear-wheel drive Carrera; regular or S, and as either a cabriolet or a coupe.

Sending all this power to the Porsche Traction Management (Porsche speak for all-wheel drive) system is a choice of either a dual-clutch 7-speed PDK automatic or the world’s first 7-speed stick shift.Being a Carrera 4S, our test vehicle dumps the 350 hp 3.4-liter flat-six motor found in lesser Carreras, for a fire breathing 3.8-liter version that produces 400 hp and 325 lb-ft of torque.

Our test car came equipped with the latter, as any Porsche should. It is rated at 18 mpg city and 26 mpg highway, and during a heavy footed week of driving returned an average of 20.3 mpg – not bad for a 400 hp sports car.

However, fuel efficiency is clearly not what the Carrera 4S is about; performance is. Porsche claims this car can reach 60 mph from a standstill in 4.3 seconds, and continue all the way up to a top speed of 185 mph. The Flat-6 doesn’t provide the instant torque felt in some larger or boosted engines, but get it above 5,000 rpms and it comes alive. Making this velocity all the more glorious is the sound that emits from the 3.8 L engine.

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2014 Porsche Cayman S

SPECIFICATIONS

1. A 3.4-liter horizontally-opposed six-cylinder makes 325 hp and 272 lb-ft of torque. 2. A six-speed manual transmission is standard, a seven-speed PDK automatic is optional. 3. Pricing for Cayman S starts at $64,750.Car costs $84,170. 4. With the PDK, fuel consumption is rated at 21 mpg city and 30 mpg highway.

PREVIEW

When the Cayman first arrived in 2006, it was essentially a hard top version of the engagingPorsche Boxster. Featuring a stiff structure and excellent dynamics, the Cayman quickly found fans around the world.

But for all it had in apex assaulting prowess, the Cayman lacked in creature comforts. This is not to say it was a bare bones track special, but compared to some of the competition, it wasn’t reeking of opulent luxury. Popular as it was with the enthusiast crowd, Porsche wants to sell more and that means making the Cayman appealing to a broader audience.  

   

So for the second generation Cayman, Porsche is offering a car that is perhaps more in line with its German rivals, delivering more luxury and more style. And oh, what style indeed!

Continuing the design theme started last year with the Boxster, the new Cayman features a similar gorgeous baby-Carrera-GT look that is helped even more by having a roof. Although silver isn’t exactly the most exciting color for a car, somehow Porsche pulls it off. Then again, the Cayman could be painted hot pink with lime green accents and it would still probably look amazing.

INTERIOR

Inside, the new Cayman will be instantly recognizable to anyone who has been in a recent 911, Boxster or Cayenne.  That means there are hard buttons for most options, the infotainment unit is not the easiest to use and yes, the swing arm cup holders are still here. The front seats are 14-way power adjustable and are fairly supportive, but lack the powered side bolsters of the 18-way adjustable seats.

Porsche offers a few different interior color schemes and our test car was finished in the “Yachting Blue” leather interior that found few fans around the AutoGuide office. We did however like the button free thick-rimmed sport steering wheel set in front of a set of metal paddle shifters. There’s also a Bose stereo that produces a clear, powerful sound.

UNDER THE HOOD

So the Cayman has new-found luxury, but has this driver's car suffered in performance? Our Cayman S arrived with a 3.4-liter horizontally opposed six-cylinder engine pumping out 325 hp and 272 lb-ft of torque. Although we would have preferred the standard six-speed manual, our Cayman was equipped with a seven-speed PDK dual-clutch automatic transmission. Hey, if a car has to have an automatic, it might as well have one of the best examples money can buy, right?

The Cayman S weighs just over 2,900 lbs. with the PDK and Porsche claims it can sprint from 0-60 mph in 4.4 seconds with the optional Sport Chrono package. It takes a lot of revving to get the most power out of this flat-6 engine, but it really comes to life in the proper rpm range. 

Keeping it in the sweet spot of the power band is simple thanks to Porsche’s spectacular PDK dual-clutch transmission. Manuals are magnificent, but Porsche’s PDK is damn impressive. Put it in Sport Plus mode and the car always remains in the lowest gear possible when driving aggressively. It’s ridiculously fast compared to the 20th century way of shifting with your hands and feet. Feel free to use the paddles on a racetrack if so inclined, but the car’s computer works faster than the human brain in sport plus at determining the exact gear and rpm needed when attacking a corner.

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Porsche Boxster

SPECIFICATIONS

1. The 3rd generation Boxster is lighter (2,954 lbs), longer, wider and lower. 2. A smaller 2.7L flat-six makes 265 hp and 206 lb-ft of torque for a 0-60 time of 5.5 seconds or 5.2 with the PDK and Sport Chrono package. 3. Starting at $49,500 our test car retails for closer to $70k.

PREVIEW

There were only ever two reasons not to buy a Boxster over its rivals in the past. Both of those have, however, been solved with the all-new third-generation entry-level Porsche.

First up is the interior. Always respectable, past generations have better reflected the car’s purist driving sensation, rather than the luxuriousness one might associate with a German brand. True, the original Z4 was rather Spartan, but it’s now more of a grand-tourer, something the Mercedes SLK always has been.

The new Boxster’s interior is more coastline cruiser than track warrior and that’s far from being a bad thing. The car’s purists driving sensation has been retained, while luxury has been added in. There’s something to be said about the sensation of putting up with a Lotus Elise in order to enjoy its nimbleness, but there’s also nothing wrong with spoiling yourself.

Some of the biggest changes include a new three-pot gauge cluster that replaces the old unit, with the farthest right gauge featuring an LCD screen that can show everything from what radio station you’re on, to the Navigation map, to a G-meter ¬– when equipped with the optional Sport Chrono package.

In addition, the center console has been raised to mimic that of the Panamera, with easy to reach buttons running up the slope, while the 7-inch display screen is now higher up on the dash.

Porsche purists may have opposed the Panamera, but they should be thankful, as it ushered in a new era of more luxurious interiors for the brand.

Living with the Boxster for two weeks, we did notice one drawback of the optional Sport Chrono package, namely that the simple sport steering wheel doesn’t include redundant audio controls. Again, purists may scoff, but trust us, if you drive your Boxster more than just on Sunday afternoons, you’ll miss those buttons.

UNDER THE HOOD

This amazing new design, however, brings into question the Boxster’s performance. With a 0-60 trim of 5.5 seconds in base trim, it’s no slouch. Our test car featured both the 7-speed PDK dual-clutch automatic and Sport Chrono Package, which drops the sprint time down to 5.2 seconds, though that still feels a little underwhelming compared to how fast it looks.

Due to a new light weight aluminum chassis, the Boxster now weighs less than ever before at under 3,000 lbs. As a result, it doesn’t require a great deal of power to push it. And that’s obvious when you look at the numbers on paper, which for a sports car, are remarkably low.

Power output is a modest 265 hp, while torque is a surprisingly diminutive 206 lb-ft. That number is actually down from 2012, when the Boxster made 216 lb-ft. Part of the reason is the 200 cc smaller engine, which displaces just 2.7-liters.

The downsizing efforts can be felt in your right foot, with little in the way of extra oomph beyond 80 percent throttle. Thankfully, you’ll also notice when you visit the gas pump, with our test car achieving an almost unbelievable 28 mpg average.

Fuel economy aside, it’s by no means a difficult argument here to suggest the Boxster S model. With 315 hp on tap from a sizably larger 3.4-liter flat-six engine, we’d wager that’s enough to make it feel more like a 911 in terms of performance. Backing up our assumption is a downright fast 4.4 second 0-60 time.

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