New 2007 Porsche Cayenne in Malaysia

By Dr Long

Spotted at Porsche Centre Glenmarie in Malaysia recently, were the new 2007 model Porsche Cayenne, Cayenne S and Cayenne Turbo parked in Auto Eurokars’ stockyard. The changes seen are quite subtle with no drastic changes made by Porsche. After all, the Cayenne has been a healthy profit-making model for the high performance automaker since its late 2002 debut. As such, the newer design is more evolutionary than revolutionary, although the facelift has certainly made them sleeker. One of the sportiest of SUV around, the new Cayenne cuts a lither and more modern figure now.

Definitely more refreshing are the slimmer headlamps and the re-sculpted taillights. A wider and lower stance – as visible from the front - has been afforded by the more protruding flanks, flatter headlights, wider-extending air dams and aerodynamic front fascia. Other notable changes are a pair turning/parking lamps now tucked vertically (except for Cayenne Turbo) into the bilateral gaping grilles of the front bumper. Less obvious but sportier now are details such as the dual exhaust tips now jutting out through ovoid openings in the rear bumper, plus what appears to be a posterior lower air diffuser. The new Cayenne now looks even more like a high-riding 996/997, especially for the Cayenne Turbo.

Under the hood, even the base Cayenne gets a healthy +40bhp of power boost. Its normally aspirated (N/A) six-cylinder engine sees an increase in cubic capacity from 3.2 to 3.6L, enabling it to churn out 290bhp and 385Nm. 0-100km/h is in a claimed 8.1secs, before topping out at 227km/h.

One rung up is the Cayenne S, powered by a 4.8L N/A V8 VarioCam Plus powerplant capable of 385bhp (previously 340bhp) and a bolt-wrenching 500Nm of torque (up from 420Nm). Century sprint is achieved in 6.6secs and this S variant will nudge 252km/h at full pelt.

The ‘bad-boy’ of the family must be the Cayenne Turbo. Its Bi-Turbo VarioCam Plus 4.8L V8 motor now punches out 500bhp (previously 450bhp) and 700Nm (620Nm before). It will shoot from standstill to 100km/h in 5.1secs, on its way to a Vmax of 275km/h.

All Cayennes have permanent 4WD system dubbed Porsche Traction Management (PTM). Torque distribution is 38% front and 62% rear with electronically controlled centre differential. Enhanced Porsche Stability Management (PSM) – electronic stability program equivalent - is standard on all new Cayennes while Porsche Active Suspension Management (PASM) – adjustable air suspension system - is only standard on the Cayenne Turbo. New bi-xenon headlamps with dynamic cornering light are also fitted standard on the Turbo but a paying option for the others.

Prices are expected to start from RM650K, marginally cheaper than the pre-facelift ‘predecessors’. The new 2007 Cayenne will be available at Auto Eurokars’ Porsche Centre Glenmarie showroom from March 10 onwards.

Lexus GS300: An Alternate Review

By Dr Long

Handsome, albeit a little late to arrive in Malaysia, the GS300 might be one of the best luxury mid-size execs available. This rear-drive Lexus model may have an overall silhouette – and size - like the newly-launched Camry (or is it the other way around?), but it certainly didn’t drive like one. Aesthetically, the rear is definitely more athletic and muscular even, to a certain extent. It also wears a sportier face with sharper looking headlamps. The comparison may be unfair; but there was a fair share of opiniated Toyota owners who drove to Lexus Centre in their ‘bootlegged’ “Lexus”.

Well equipped for a sedan of such up-market stature, the GS300 is a cozy place to be in with all the bells and whistles of a higher priced automobile.

What’s missing, though, is the engaging drive. Not wanting to be misunderstood, it must be said that the 3.0 V6 engine is smooth and willing, while the 6-speed ‘box is plain superb. The GS is a little light on its feet though – not floaty but a tad less-weighty at the rear. Tracking stability at high speed sweeping corners is still good (especially in manual gears) but you can feel that there is just maybe a little more buoyancy of its suspension. Not wallowy but just that tinge of extra firmness missing. Therefore, if you do a miniature slalom in it, the rebound pliancy seemed a little busy (slow to regain composure) for taut body control. High speed comfort for passengers – especially at the rear – is therefore compromised. More often than not, our ears’ vestibular apparatus was unnecessary ruffled, more so during spirited drives.

The test car was surprisingly eager in telling of higher speeds than the speedometer indicated. Your wife or mother-in-law would definitely protest more often on outstation trips! Perhaps the Japanese engineers have packaged a softer suspension set-up for our market and these Lexus Japan guys have over-reacted to our poor Malaysian road surfaces. This is where the GS300 pales in comparison with the likes of the E-Class and 5-series. Maybe the European market GS dampers set-up would make a difference.

On the highway though, ride comfort is top-notch but Lexus Malaysia has got to do something about those rumbling and droning Yokohamas. Braking power, pedal feel and modulation are spot-on in its class.

The steering could use a little more weight and feel but nothing that a wider section tyre can’t usually fix. In fact, 18" alloys would be nicely fitting for this 3.0L saloon. Rear seats could be comfier with a little more thigh support – at the fore. Also, the spare wheel cover in the boot has got to shed its paper-cardboard thin ‘quality’. It isn’t meant to be space or weight-saving, is it?

Teutonic sedan owners who are looking to switch over to Lexus’ Japanese efficiency, reliability and durability will love the GS300 for its gadgets, detailing and quality. Likely industry-leading sales and after-sales service too. But for those who enjoy a more involving drive, they may have to wait a little longer…well, maybe not that much longer.

Lexus GS300: An Uncle's Review.

Last week, I had the opportunity to test drive the Lexus GS300, courtesy of Tariq of Lexus Malaysia.

Before I continue to relate my experience of driving this mid-size luxury sedan, I must clarify a few principles I believe in when writing my personal comments on a car.
Firstly, I will answer the question: "Is this a good car to drive?"
Comments will include engine performance, comfort, handling and confidence in driving fast.
Then I will try to answer the most important question: "Is this a good car to own?"

Nobody can answer this question reliably unless he is the owner of the car for more than a year. Any cursory drive in a test car will unlikely give you complete answers.
Somewhat like when you were dating your girlfriend, you thought of her as the most special girl in the world...that is until you marry her...then all the weaknesses and temperaments starts to show.
It is the same for a car, a short test drive and you come home ready to sign the cheque for its down payment. After you have had the opportunity to drive for a year or more then the truth is revealed.

OK! Let’s start with the question "Is the GS300 a good drive?"

In isolation, the answer is yes. The V6 is creamy smooth. Build quality is excellent.
Handling and ride comfort were decent. Acceleration is ‘moving’ enough.
However, there are some serious irritations that needs ironing out - to me at least .
Why in the world did Lexus Malaysia’s GS300 come with ‘skimpy’ 225/50 R17 tyres?
Mind you, this is a powerful car with 300Nm of torque.
Because of these rather thin tyres, traction on corners was just not up to mark compared with the competition. Furthermore, I just did not have the confidence to drive fast as I was afraid I would have compromised stopping power… and that’s not that the brakes were poor.

Worst still, road noise or tyre rumble was quite annoying and intrusive. This seemed to be the same problem I had on my last Harrier 2.4. Yes, you could blame it on the tyres but when you spend $400k on a car, it would be crazy to have to change tyres immediately after you take it brand new from the showroom.

I am a keen user of tiptronic - manual shift or whatever you call it. In a Mercedes-Benz or BMW, when you are in 'tiptronic' mode and you hit 6,000rpm, the computer will automatically upshift for you. In the Lexus you have to swap it yourself....there is no buzzer or light telling you that you are going to hit 6000rpm soon. You know you have to upshift when you find the engine jerking due to engine power cut off. This is very dangerous as I found out unnervingly when I was trying to do a high speed lane change. I had suddenly lost power during this maneuver!

Lastly I had my close friend of 20 years, Max, sitting at the rear…monitoring ride comfort during my drive. He commented that he felt ruffled and a little nauseated …likely caused by a little too much lurching and choppy movement from the rear suspension. This he did not feel in the Brabus CLS B7 or even my Brabus K4 (even during highly-engaging drives).

So is this a good car to own?
Lexus is still too ‘young’ in Malaysia’s market for me to make any valid comments. Factors like reliability, ease of service, costs of service, resale value, fuel consumption, and the snob factor are yet to be determined.

In summary, Lexus has to work harder in order to compete with the Germans.

Written by: Peter Lee aka Uncle.
18th Jan 2007