- 2004 porsche cayenne coolant level low but have collant drivers#
- 2004 porsche cayenne coolant level low but have collant driver#
2004 porsche cayenne coolant level low but have collant driver#
What this is supposed to result in is a transmission that "knows" when the driver wants it to hold gears during aggressive on- or off-road driving. It's worth noting that Porsche has designed this transmission to "learn" driver behavior and respond accordingly. But when left in automatic mode, with varying levels of throttle applied, it sometimes seemed to hesitate before choosing a gear. The transmission itself proved capable of delivering positive upshifts under full-throttle conditions, and when set in "Manual" mode, it would respond quickly to up- or downshift commands sent via the steering wheel switches or shifter movement. We're not sure if this behavior is turbo- or transmission-related (or a combination of both), but after trolling the Cayenne car discussions boards we found several owners who had visited their local dealer to have the drivetrain controller "reflashed" with positive results.
2004 porsche cayenne coolant level low but have collant drivers#
The effect is more subtle than overt, but drivers used to the refined nature of an Acura, BMW or Infiniti will notice it. Sometimes forward motion comes after a slight delay, other times it comes on stronger than expected (or desired). Stomping on the throttle from a dead stop results in a half-second of tepid forward movement as the turbo spools up then bam! Like Anna Nicole after spotting a Krispy Kreme, the Cayenne Turbo somehow ignores its considerable heft and simply springs into action.Ī similar response occurs once the vehicle is in motion, though throttle response continued to be a notable issue for most drivers. The same turbocharged magic that makes the 911 one of the most exciting sports cars available for public consumption also works to create the world's most speed-crazed SUV.
That extra 33 large nets a few more features, like bi-HID headlights that rotate with the steering wheel to better illuminate dark curves, a CD-based navigation system, heated front and rear seats and front and rear sonar systems to aid parking.īut let's be honest, the real reason to spring for the Cayenne Turbo is written in swooping letters across the vehicle's rear hatch: Turbo. And if you spring the extra 33,000 for a Turbo version, like our test model, you also get the Porsche Active Suspension Management system, an air suspension that can alter ride height and shock damping rates for a variety of driving circumstances. Of course, a few elements you might not normally associate with Porsche, such as a low-range transfer case and locking differentials, also make their appearance on the Cayenne. All the usual Porsche elements are in place here: sublime steering feel with near-telepathic feedback supreme chassis control, and the associated confidence that comes with it even the ability to rotate the rear end if desired (once you disable Porsche Stability Management by hitting the button at the top of the center stack). Such is the case with Porsche's top-dog SUV, a vehicle that is supremely capable of performance feats never before possible in a 5,200-pound, five-passenger, high-profile luxury vehicle. I'll leave the rest to your imagination, but I'm happy to say that the only disconcerting aspect of this particular application of power and speed was my wife's high-pitched voice shouting, "Slow down!" It only took a few moments, but a few moments of full-throttle application of the Turbo's 450 horsepower and 457 pound-feet of torque, especially when you're already going 65 mph, adds up to well, a lot. Then add in the chrome exhaust tips that were belting out a throaty V8 rumble a rumble that managed to pierce the Porsche's heat-insulated and laminated privacy glass, and it was clear this Torino was not just another aging Blue Oval product.īut pass the Torino I did, even after he'd gotten a head start by flooring it and rapidly shooting away from me at 65 mph. But consider the fact that this particular Torino had a custom paint job and aftermarket wheels that, added together, probably cost more than all the options on the Cayenne I was driving when added up (about 7,000). The Torino is a 35-year-old car that weighs approximately two tons (though, frightening as it is for me to report, that still gives the old Ford about a 1,200-pound weight advantage over Porsche's brand-new people mover).
Passing a 1969 Ford Torino convertible while driving a Porsche Cayenne Turbo doesn't sound all that impressive.
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