The Cayenne Turbo delivers supercar-like performance

A short three-hour hop from Dubai to Jordan for the launch of the new Cayenne doesn't seem like the most tortuous of tasks, but when you've just closed the previous issue of evo and are making a mad dash for the airport at sunrise, an SUV isn't the sort of car that's likely to drag you from a dreary state.

Still pumped full of the copious amounts of caffeine I had consumed the night before in order to hit my deadline, sleeping on the flight isn't an option. Instead, I am stuck with age-old, unfunny episodes of Mr Bean to keep me entertained. This all changes, however, when we begin our descent into Queen Alia airport; the scenery from the porthole window is like a real-life geography lesson unfolding in front of your eyes, the arid desert scarred by centuries of erosion and a breathtaking sight from 20,000 feet.

Our base for the trip is the brand new Kempinski hotel on the shores of the Dead Sea, the lowest point on Earth and the water famous for its healing qualities. But could they cure my disdain for all things SUV? Like many other journalists, purists and moaners alike, I have always had my doubts as to whether or not Porsche, a marque famous for its sports heritage, should have entered into the world of 4x4. That said, no one can argue with the undeniable success of the Cayenne. First launched in 2002, 150,000 cars have been sold worldwide - far exceeding expectation - and in the Middle East it makes for up to 70 per cent of all Porsche sales. It's the vehicle that made Dubai-based dealer Al Nabooda the largest in the world. Needless to say, anticipation in this region for the second-generation Cayenne was high.

Army check points negotiated, we arrive at the hotel and get our first glance of the Cayenne family in the flesh. Visually, it doesn't look wildly different. In fact, your average Joe would perhaps find it hard to tell this model apart from the old one. But the redesigned bumpers, headlights and wider wheel arches do succeed in giving the German-made SUV a striking, more muscular hunkered down look.

The Cayenne Turbo gets a little more visual differentiation from either the standard model or Cayenne S. The front end features two thin vertical bars in its larger, more aggressive-looking grille as well as horizontal indicator lights in the front air intakes rather than vertical ones in the other two cars. There are also two burly ridges in the bonnet which houses the huge engine beneath it.

As the early afternoon media presentation suggests, the most significant difference about the second-generation Cayenne is what's going on underneath. All three models have been given direct injection engines, which not only boost power, but also - not that it's a major concern for local buyers - lowers fuel consumption by up to eight per cent.

Here comes the science: the basic V6 version of the Cayenne has been enhanced by 40bhp to 290bhp and the engine displacement has been increased from 3.2 to 3.6-litres. There's a saving of a full second on its 0-100 time, now 8.1sec, and the top speed is up from 214 to 227kmh. The Cayenne S, with its naturally aspirated even bigger 4.8-litre V8 engine, now boasts 385bhp, increased by 45bhp, which translates to a 0-100kmh time of 6.6sec and has a maximum speed of 250kmh.

Given the huge hike in price, it won't come as any surprise to learn that the Turbos performance figures are also impressively improved, with an engine output 50bhp higher than that of its predecessor. The new eight-cylinder engine, driven by a twin exhaust-gas turbocharger, produces 500bhp and catapults this sports SUV from 0-100 in an astonishing 5.1sec. Its top speed is 275kmh.

Our first opportunity to drive the vehicles comes on a disused car park. You might be wondering why when we were surrounded by kilometres of undulating mountain roads and limitless off-road opportunities, I was being given my first taste of the new Cayennes on a lump of boring tarmac. But the guys from Stuttgart were keen to demonstrate the debut of Porsche Dynamic Chassis Control, the other big development that's occurred under the skin of the Cayenne. Fitted to the Turbo as standard, it is an active hydraulic anti-roll bar system that keeps the body flat and the tyres planted. Our rather mundane location was now beginning to make sense; a slalom and braking course had been set up within the car park to demonstrate a function that Porsche were clearly proud of.

Still faltering from my lack of sleep, I was in no mood to join the race to jump in a Turbo from the outset and opted instead for the base model V6. My time in the big boy would no doubt come. Though PDCC can be fitted on all models at a cost of $ 3150, for the purpose of this test, only the Turbo had it. Even in this confined space, the standard model feels underpowered. Handling is as you would expect of a car that weighs over two tonnes; it's passable, but navigating the slalom course is a challenge and has to be done at slow speed so as not to embarrassingly send the bright orange cones flying towards unsuspecting onlookers. This attribute comes as no surprise to me; after all, this is 4x4, not a 911.

But what does come as a shock is the difference PDCC makes. The car is flatter, more agile and vehicle roll is massively reduced. I am able to attack the slalom course with confidence and speed. In testing this system, Porsche actually cut up to five seconds off of a lap at the NŸrburgring's daunting North Circuit. Even under hard braking, the car remains planted as the system counterbalances the shift in weight. This is a truly unique function that not only dramatically improves the handling of such a giant car, but, with its enhanced directional stability and traction too, also offers superior safety. Something has finally snapped me out of my morose state. I am now looking forward to the rest of the trip.

Suitably impressed, I am aching for the crisp white sheets of my Dead Sea-facing hotel room and am looking forward to further experiencing the handling capabilities of the PDCC-fitted Turbo when we get the cars to ourselves tomorrow.

Rising early, we have been given a route map which takes in the best of Jordan's twisty tarmac and some sections of off-road that are used in the National Rally of Jordan, set to become part of the World Rally Championship from next season. Only thing is, the organisers have been instructed to have a dress rehearsal on the corresponding weekend this year. And yep, you guessed it, that's this weekend. Typical. The photographer and I have been advised that as long as we reach the section early enough, we'll still be able to gain entry and test the Cayenne Turbos capabilities off-road. I put images of Group N cars chasing me down gnarly, vehicle wide passes to the back of my mind and set on my way. While few potential customers ever intend on using their Cayennes off-road, the people of Porsche are adamant to point out that this car is more than happy in the rough stuff. Be it the base model or the Turbo, these vehicles are well equipped to tackle tougher terrain than just tarmac. Indeed, Porsche Stability Management (PSM), with its brake assist and off-road ABS, comes standard on all Cayenne models.

The landscape in Jordan is amazingly diverse, especially so for the Middle East. As I push the Turbo on the two-lane highway, the scenery around me has changed from lush green fields similar to those you find in many parts of the UK, to craggy red rocks, more akin to the Nevada desert. I could be in Greece, Italy, Oman... this is car shoot paradise.

More astonishing is the power the Turbo delivers on the open road. It has supercar-like performance and accelerates with unbelievable strength, powering through 200kmh without a thought. The sensation is hard to describe, your sense of speed weakened by your lofty driving position. The speed at which you travel is so deceptive that you go into corners far faster than you think, the horizon becoming a blur as you navigate another mountainside twist.

But this is where the PDCC really comes into play, literally eliminating any perceptible body roll as I thrash my way through the wickedly curvy roads in the hope of reaching the off-road section before it begins being carved up by today's competitors. The system also improves the comfort of the car, which, though perhaps is not the most evo thing to write, is a key consideration when purchasing an SUV. The hydraulic actuators that keep PDCC-equipped Cayennes flat through the turns also work while driving in a straight line by reducing the perceived side-to-side motion of the vehicle over bumps in the road or even when changing lanes.

The interior too also adds to your comfort and in all three models is almost identical to the outgoing cars. If it isn't broke... The signature instrument cluster, with its five round gauges, presenting itself with simplicity. The Cayenne Turbo has a five-inch colour display as standard as well as MP3-compatible CD radio, DVD-based sat nav and a good splashing of alacantara. The Cayenne and Cayenne S are both equipped with a three-inch dot-matrix multipurpose display, augmented by additional digital fields for the clock and odometer in the tachometer and speedometer respectively. Fortunately, Porsche resisted the temptation to follow in the footsteps of its competitors the X5 and Q7 by including a multifunction knob-controlled system. Porsche sports cars are known for being simple and pure in function and the Cayenne follows this philosophy by not overcomplicating the interior.

In terms of space, the car offers what you would expect of an SUV: plenty of room for passengers, a high seating position and commanding view of the road. Also an option on all models is the power-operated panoramic roof. Though I didn't have the chance to test a Cayenne with its roof open, even closed it provides a pleasant open air driving experience.

Finally, the photographer and I had arrived at the section of off-road. Checking with the rally marshals to see if we were OK for time, we mill around to do some photography and then head for the gravely mountain pass. The car-wide track is apparently soaked once a year with water from the Dead Sea. The rich-in-mineral water calms the dust and apparently gives the surface some more grip. I might be needing it. Though the Cayenne Turbo handles well, it's poised and steady, the car actually feels a little too powerful for the tight and tricky twists of this particular section of off-road. Without the benefit of a note-wielding co-driver to warn me of the direction of the blind corners, I am reluctant to be too heavy with my right foot. An abundance of power is not what I need with a 40-metre drop to my left. On reflection, this difficult off-road would have perhaps been better suited to the less powerful Cayenne or Cayenne S. While the PDCC worked brilliantly on the road, the speed I was travelling at on the gravel made it difficult to appreciate its advantages. Even when I did quicken my pace, the car occasionally went into a four-wheel drift as I took tight rights after lefts.

It's back on the black stuff where this Turbo really comes into its own. Roads of this undulating caliber are hard to find in Dubai, so I take the opportunity to push the Cayenne as hard as I can. The results are magnificent. While the old Cayenne Turbo would degenerate into messy, scrubby understeer once the prodigious grip finally ran out and the traction electronics kicked in, the new one simply refuses to get ragged unless you attempt insanely ambitious cornering speeds. And even if the massive brakes do eventually start to wilt if you go at it hard enough for long enough, the new Turbo still allows you to carry good speed with confidence on what are the trickiest roads I've driven since being in the Middle East.

I am left impressed. Not only by the surrounding scenery and roads. But by the Cayenne Turbo too. Something I'd never thought I'd say of an SUV. But what of the other two cars in the Cayenne family... after all, the Turbo does come at a price; a whopping $ 50,000 more expensive than the base model and 30,000 dollars keener than the S. I would have the chance to find out whether that exorbitant amount of money was worth it when I drove all three cars back-to-back on the same roads the next day.

Stylistically the cars might not look hugely different, but driving them one after the other, it's in their performance where you can tell them apart. The V6, though relatively fast for an SUV, feels critically underpowered, sluggish even. Porsche are adamant that the Cayenne is about a lot more than straight-line performance; braking, cornering, so why then didn't they fit such a huge performance development like PDCC as standard on the whole range, especially when without it the cars lack poise and focus, ending up like any other big SUV. And certainly not vehicles worthy of the Porsche badge. The standard Cayenne lacks character, it drives like a muscle-bound truck on the same roads that were yesterday tackled with poise and vigour by the Turbo. The Cayenne S, on the otherhand, has plenty of power in a straightline, but unlike in the top of the range model with PDCC fitted, it doesn't involve you in the driving experience; the steering, more so in the standard model, feels dull and heavy. The Turbo has power and PDCC to keep you entertained, but with the V6 and Cayenne S you very quickly become bored - they are family cars that are part of the Cayenne family.

I leave Jordan amazed by the scenery, invigorated by the roads and thoroughly impressed by the Cayenne Turbo. It has not been a wasted trip. But my advice to anyone looking to invest in this second-generation SUV is to first get PDCC fitted. No questions, it is more than worth the extra money you'll part with. Second, and more importantly, don't drive the Turbo unless you can afford it. Because once you've tasted Wagyu, no one wants rump.

Brothers in arms
Cayenne donor gets a makeover
Just as I was preparing for my trip to Jordan to test the new Porsche Cayenne family, in came a call from VW Middle East offering us a drive of the 2007 model Touareg. Had I still been based in the UK, I probably would have swiftly, but politely turned them down. But given the popularity of SUVs in the region and the fact that Porsche partnered with Volkswagen to create the Cayenne, it seemed like an interesting if not particuarly exciting prospect. In fact, the hard-to-pronounce Touareg actually shares its platform and some mechanics with both the Porsche and the Audi Q7.

Our test vehicle was loaded with options, but was the bottom-of-the-range 280bhp 3.6-litre V6. While that may seem like a lot of power for a mid-level SUV, when it's mated to a six-speed automatic transmission and has to haul around over 2300kg, the acceleration is best described as adequate. And that's after you've waited an eternity for it to arrive. The Touareg has just about enough grunt for it to get out of its own way, but navigating the city in traffic is frustrating. I'd certainly recommend the 350bhp eight cylinder direct-injection engine if you're prepared to part with an astonishing extra 30,000 dollars of your hard-earned cash.

The six-speed transmission shifts smoothly and finds the right gears for the right situation. There is also the option of switching it between Drive, Sport and Manual modes, allowing you to take more control if you feel the need. I didn't. But the Touareg's four-wheel drive system is what makes the car unique. During normal driving, power is divided equally between the front and rear tyres. A locking centre differential automatically diverts up to 100 per cent of power to either the front or rear tyres depending on which needs it most. For off-road conditions, the car includes a low range that can be set from a dial next to the gear shifter.

Unfortunately, and despite the endless plethora of desert on our doorstep, time constraints meant we weren't able to venture off-road to put to the test Volkswagen's claims that the Touareg can handle extreme inclines, but the on-road handling I found a little woolly and was never able to get comfortable with the looseness of the steering. For a vehicle of its size, the Touareg feels very light and there is little feedback, which can be disconcerting at times. The ride, however, airs on the side of sporty and there's certainly less body roll than in, say, the recently released GM Acadia.

Visually, the Touareg is big and handsome, with pronounced wheel arches, wide tyres and a hunkered road stance. The front end has been completely redesigned and now boasts that familiar chrome-rimmed VW radiator grille. The beauty is skin deep with a well-built, masculine interior with a high-level of fit and finish. It's a very Teutonic approach to design with everything laid out at a right angle. While the seats aren't exactly tight, racing-inspired buckets, they do offer good support and made driving the car a comfortable experience.

That said, not everything about the vehicle's interior is perfect. Most of the problems lie with the HVAC controls. While the system is easy to figure out once you've spent a few minutes with it, the multitude of buttons just seems unnecessary and overpowering.

At $ 39,700, this SUV doesn't come cheap, especially when you consider that the base model Cayenne is a fair hike, but not staggering 10,000 dollars more. The Touareg drives nice enough, but once you start adding the extras that came on our test car (sat-nav, 4-zone climate control, park distance control and more) you can wave goodbye to that saving. And wouldn't you rather own a Porsche?

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