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Manumatic From Wikipedia, the free encyclopedia Jump to: navigation, search This article needs additional citations for verification. Please help improve this article by adding reliable references. Unsourced material may be challenged and removed. (October 2009) Transmission types Manual Sequential manual Non-synchronous Automatic Manumatic Semi-automatic Electrohydraulic Dual clutch Saxomat Zeroshift Continuously variable Bicycle gearing Derailleur gears Hub gears v • d • e Manumatic is a portmanteau word, combining the words manual and automatic, that applies to a class of automotive transmissions. Manumatic refers to an automatic transmission that allows convenient driver control of gear selection. This type of transmission was introduced in the final decade of the 20th century. For most of automotive history, automatic transmissions already allowed some control of gear selection using the console or column shifter. Manumatics enhanced this feature by providing either steering wheel mounted paddle shifters or a modified shift lever for more convenient operation. Different car manufacturers have been using a variety of labels for their manumatic transmissions, such as 'Tiptronic', 'Geartronic', 'Touchshift', 'Sporttronic', and others. A manumatic differs from a semi-automatic transmission in its method of power transfer from the engine to the transmission. A manumatic uses a torque converter, like a traditional automatic transmission, while a semi-automatic transmission uses a clutch (or multiple clutches), like a traditional manual transmission. Therefore, a semi-automatic transmission offers a more direct connection between the engine and wheels than a manumatic and is preferred in high performance driving applications. A manumatic is often preferred for street use because its fluid coupling makes it easier for the transmission to consistently perform smooth shifts. Some manumatic and semi-automatic transmissions allow the driver to have full control of gear selection, while many will intervene by shifting automatically at the low end and/or high end of the engine's operating range, depending on throttle position. Manumatics and most semi-automatic transmissions also provide the option of operating in the same manner as a conventional automatic transmission by allowing the transmission's computer to select gear changes. Contents 1 Tradenames 1.1 Tiptronic 1.2 Tiptronic S 2 See also 3 References [edit] Tradenames Acura: Sequential SportShift Alfa Romeo: Sportronic, Q-Tronic Alpina:Switchtronic, Aston Martin: Touchtronic Audi: Tiptronic BMW: Steptronic Citroen EGS Chevrolet: TAPshift Chrysler / Dodge / Jeep: AutoStick Ford (Australia): Sequential Sports Shift Ford (USA): SelectShift Holden: Active Select Honda: iShift, S-matic, MultiMatic, SportShift Hyundai: Shiftronic, HIVEC H-Matic Infiniti: Manual Shift Mode Jaguar: Bosch Mechatronic Kia: Sportmatic Lancia: Comfortronic Land Rover: CommandShift Lexus: E-Shift Lincoln: SelectShift Maserati: DuoSelect Mazda: ActiveMatic Mercedes-Benz: TouchShift MG-Rover: Steptronic Mitsubishi: INVECS, INVECS II, INVECS III, Sportronic, tiptronic, Allshift Nissan: Xtronic Opel / Vauxhall: ActiveSelect, tiptronic Peugeot: 2Tronic, tiptronic Pontiac: Driver Shift Control (DSC) Porsche: Tiptronic, Tiptronic S Saab: Sentronic Saturn: TAPshift SEAT: tiptronic Škoda Auto: tiptronic Subaru: Sportshift (system developed and name used under license from Prodrive Ltd.) Smart: Softip Toyota: ECT, Multimode manual transmission Volkswagen Commercial Vehicles: tiptronic Volkswagen Passenger Cars: tiptronic Volvo: Geartronic [edit] Tiptronic Tiptronic is a registered trademark, owned by German sports car maker Porsche, who license it for use by other manufacturers, such as Land Rover and the Volkswagen Group (Audi, SEAT, Škoda and Volkswagen). Many people (erroneously) use the term 'tiptronic' to refer generically to any type of torque converter automatic transmission that incorporates a manual upshift/downshift feature. A tiptronic transmission can operate in the same manner as a conventional type of automatic transmission, but also offers the driver an additional method of manually overriding the automatic shift changes. By moving the shift lever into a second operating plane of the shift gate, equipped with two spring-loaded positions: "upshift" and "downshift", the driver takes over most of the gear shifting decisions, which would ordinarily be performed by the transmission's computer. For example, this allows delayed upshifts for increased acceleration, increased engine braking, gear holding in curves, downshifting before passing, or early upshifting for cruising. On some models, the upshift and downshift operations can also be controlled by push-buttons or "paddle shifters" installed on the steering wheel, with an optional display in the instrument panel indicating the current gear selection. Since adding tiptronic to a (semi-)automatic transmission involves an additional shift gate into the computer and update to the transmission software, it is inexpensive and lightweight to implement. Although tiptronic transmissions allow the driver a certain measure of discrete control, the tiptronic design is implemented using a torque converter like other automatic transmissions. A true tiptronic transmission is not a computer controlled manual transmission (with a conventional clutch), or semi-automatic transmission. Most tiptronic implementations still make some shifts automatically, primarily to protect the engine and transmission. For example, as used by licensee Audi, the five-speed tiptronic will automatically make the upshift from 1 to 2 when moving off from a stop, even when in manual mode;[citation needed] the transmission then waits for the user's upshift command before proceeding from 2 to 3, 3 to 4 and 4 to 5, although the transmission will still upshift if the redline is approached. On deceleration, the transmission will make all downshifts automatically when close to the tick-over or idle speed, to prevent the engine from stalling at too-low an RPM, although the user can accelerate any downshift that would not exceed the redline. Most luxury vehicles with a tiptronic transmission have two fully-automatic modes: the primary mode, identified as "Drive", "Comfort" or similar; and another, usually called "Sport," which delays upshifts higher up the engine rev range (and will also downchange higher up the rev range) for a sportier driving and enhanced engine braking — at the expense of fuel, wear, comfort, and noise. Furthermore, because modern tiptronic-type transmissions use an electronic control unit (ECU), sometimes specifically referred to as the transmission control unit, the transmissions are able to adapt to the user's driving style through "fuzzy logic". Shift points are tailored to the habits of the driver, through an evolutionary process. [edit] Tiptronic S The Tiptronic S is an upgrade to the original Tiptronic, with the ability to adapt to driver's behaviour, and also allows driver to change gears without entering manual mode.[1] In automatic mode, if there is no manual input for a period of eight seconds, the system reverts to automatic mode.[2] It was used as early as 2000 Porsche Boxster.[3] In the Porsche Cayenne, the Tiptronic S was upgraded to six-speed.[4] In the Porsche 911 (997) Turbo, the Tiptronic S model has faster acceleration over manual counterpart.[5][6] [edit] See also Automatic transmission Semi-automatic transmission Dual clutch transmission (DCT) [edit] References ^ http://www.carpages.co.uk/porsche/porsche_technical_highlights_25_10_02.asp?switched=on&echo=655849379 Porsche Technical Highlights ^ Tiptronic S details ^ 2000 PORSCHE BOXSTER ^ MotorBar Road Test: Porsche Cayenne S ^ 911 Turbo Technical Specs ^ Porsche 997 Turbo v • d • e Powertrain Part of the Automobile series Hybrid powertrains Hybrid vehicle drivetrain Transmission Automatic transmission • Clutch • Continuously variable transmission • Differential • Direct-Shift Gearbox • Drive shaft • Dual clutch transmission • Easytronic • Electrohydraulic manual transmission • Electrorheological clutch • Epicyclic gearing • Fluid coupling • Gear stick • Hydramatic • Limited slip differential • Locking differential • Manual transmission • Manumatic • multitronic • Parking pawl • Roto Hydramatic • Saxomat • Semi-automatic transmission • Super Turbine 300 • Torque converter • Transaxle • Transmission control unit • Turbo-Hydramatic • Universal joint • Zeroshift Suspension Anti-roll bar (sway bar) • Axle • Axle track • Beam axle • Camber angle • Car handling • Coil spring • De Dion tube • Double wishbone • Hydragas • Hydrolastic • Hydropneumatic • Independent suspension • Leaf spring • Live axle • MacPherson strut • Multi-link suspension • Panhard rod • Shock absorber • Swing axle • Toe angle • Torsion bar • Trailing arm • Unsprung mass • Watt's linkage • Wheel alignment • Wheelbase Steering Ackermann steering geometry • Caster angle • Kingpin • Oversteer • Power steering • Rack and pinion • Torque steering • Understeer Brakes Automatic Braking • Anti-lock Braking System • Brake bleeding • Brake fade • Brake fluid • Brake lining • Disc brake • Drum brake • Electronic Brakeforce Distribution • Electronic Stability Control • Engine braking • Hydraulic brake • Hydraulic fluid • Inboard brake • Parking brake • Regenerative brake • Vacuum servo Roadwheels and tires (tyres) All-terrain tyre • Alloy wheel • Bias-ply tire • Contact patch • Custom wheel • Drive wheel • Hubcap • Mud-terrain tyre • Paddle tires • Radial tire • Rostyle wheel • Run-flat tire • Schrader valve • Slick tyre • Spinner • Tire code • Tire Pressure Monitoring System • Tread • Treadwear rating • Tweel • Whitewall tire • Wire wheels Portal • Category v • d • e Porsche road car timeline, 1960–present Type 1960s 1970s 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 Entry level Sports car 912 924 Boxster (986) Boxster (987) 356 914 944 968 Cayman (987) 911 series 911 911 / 930 911 (964) 911 (993) 911 (996) 911 (997) GT 928 Luxury car Panamera (970) Supercar 959 911 GT1 Carrera GT (980) SUV Cayenne (955) Cayenne (957) Cayenne (958) Concept cars 356/1 · 114 · 695 · 901 · 969 · 989 · Panamericana · 918 Spyder Motorsport Porsche Junioren · Porsche Carrera Cup · Porsche Supercup · Carrera Cup Germany · Carrera Cup Great Britain · Carrera Cup Scandinavia · Carrera Cup France · Australian Carrera Cup 64 · 360 · 550 · 718 · 787 · 804 · 904 · 906 · 907 · 908 · 909 · 910 · 914-6 GT · 917 · 934 · 935 · 936 · 953 · 956 · 961 · 962 · GT1 · GT2 · GT3 · WSC-95 · LMP · RS Spyder Porsche families Ferdinand Porsche · Ferry Porsche · F.A. Porsche · Ferdinand Piëch Executives (former & current) Ernst Fuhrmann → Peter Schutz → Arno Bohn → Heinz Branitzki → Wendelin Wiedeking → Michael Macht People Ulrich Bez · Helmuth Bott · Robert Eberan von Eberhorst · Holger Härter · Al Holbert · Uwe Hück · Erwin Komenda · Harm Lagaay · Herbert Linge · Michael Macht · Michael Mauer · Hans Mezger · Karl Rabe · Franz Xaver Reimspiess · Adolf Rosenberger · Norbert Singer · Alvin Springer · Hans von Veyder-Malberg Tractors Junior · Super Other Porsche official website · Porsche Design Group · Volkswagen Group · List of Porsche engines · Tiptronic · VarioCam · Porsche Club of America · || Log in / create account Main Page Discussion Forum Recent Changes Recent Forum Posts Help Track Picture Album Trackpedia login Driving Porsche Tiptronic at track days From Trackpedia Jump to: navigation, search I own a 99 Porsche 996 with tiptronic. I decided to write up how I'm driving it at HPDE events and the extra maintenance that I do related to the transmission. I've had my car now for around 3 years and done a few HPDE type days with it. Contents 1 Maintenance 2 Driving at the track 2.1 Weight transfer during shifting 3 Year differences between tiptronics 3.1 Manual shift in D 3.2 Stationary overrev protection 3.3 More shift patterns in D 3.4 More robust tranny 4 D or M while driving around the track 5 Throttle position shifting and left foot braking 6 Summary 7 References Maintenance Normally, you change the transmission oil every 100k miles in a 996 tiptronic. If you drive it hard then you'd better make that annually. This costs about 300 USD to do at the dealer but it's well worth it, a new transmission will set you back around 10k USD, ask me how I know... My car is a C4 so I also change the front diff fluid which is another 250 USD annually. More information about routine maintanence on a Porsche Driving at the track I drive the car in manual. You don't need to worry about upshifting. It will do that automatically and mine shifts when the RPMs are around 7k - 7.2k usually. I downshift manually under braking. So, I start braking hard for the corner and then hit the downshift button on the wheel when in a straight line. The car will downshift when it can and it may take a moment until the RPMs have dropped to the point where it can shift without damaging the engine. If you don't like this then just downshift a little later. Personally, I 'queue' the downshifts as I'm braking by hitting the button early. There is no need to lift when it upshifts or blip the throttle when down shifting. The car does it all for you. No need to heel and toe, just concentrate on driving the line and hitting the braking/turn in points. The car won't upshift while you're turning so pick a good gear at around 4k ish and drive through the corner, applying gas once you apex and let the car take care of upshifting. Just focus on the line and squeezing on the gas. Now drive to the next corner, brake, downshift if necessary and turn in. Weight transfer during shifting But, if you turn in and then hit the button to downshift then it will do it (you did ask it to!) and then it's possible to unbalance the car when the shift happens during the turn in. The downshifts are not seamless and doing this can cause a spin or undesirable behavior if you're not careful. This usually only happens if you downshift too late. Hence, my reason for downshifting ahead of time. Weight transfer doesn't seem to be a problem when upshifting. I find the car can automatically upshift or I can do it manually with no unbalancing when accelerating. More information on high performance driving skills can be found here Year differences between tiptronics All the tips until 2001 are basically the same on a 996. The 2002 model saw Porsche use the Turbo tiptronic unit instead of the older one. This gives 2002 cars a 'stronger' tiptronic and some other features. Manual shift in D When in D, you can still use the buttons to manually shift. It returns to D after 8 seconds in a gear. Stationary overrev protection You will not be able to rev the car while it's stationary beyond 4k RPMs. Don't do this anyway or you'll be buying a new torque convertor (2k installed). More shift patterns in D It has 250 shift patterns instead of the 5 or so on the older box. This means it can be cleverer in D. More robust tranny The 2002 onwards has a transmission from a much more powerful car, the Turbo. So, I'd imagine in a normal 996 that it will last longer than a pre 2002 transmission would. D or M while driving around the track My 99 doesn't work well around the track in D. It takes too long to get in to the sport shift map and I don't like it. M works well for me. If you have a 2002 or better then you may have more luck with D. Apparently, it's faster than a real manual gear box around a track with anyone normal driving the car, i.e. not a racer etc. Throttle position shifting and left foot braking You can get a tiptronic to shift very quickly using just the throttle. If you press the accelerator quickly (jab it) then the tranny will pick the lowest gear to get you around 5k on the tach in about 0.2 seconds. Once you get the hang of this then you can use it driving on the highway to effect. You don't need to floor the throttle, just press it fast enough and it will do this. If you drive the car around the track in D then you can try this just before turn in by jabbing the throttle while left foot braking. But jabbing the throttle before turning in can be a little nerve wracking and potentially if it shifts a little late then you can unbalance the car. I have seen a professional instructor from Porsche recommend this while left foot braking but I can't manage it yet. Remember, the trick is to jab it quickly and then get off the gas. This will cause the shift. This is faster than using the buttons as the car will drop as many gears as needed to get to 5k at the current speed where as with the buttons, you'd need to downshift multiple times, worry about what gear it's in etc. You just need to be comfortable left foot braking to pull it off. Does it do this when accelerating on the track?, i.e. would this happen when you don't expect it? No, the jab is typically a faster movement than I would do when driving around the track. The squeezing of the throttle when accelerating around a turn is a slower movement than we are talking about, I've never had it downshift when exiting a turn because of this. Be smooth on the throttle. Summary I like it. I'm from Ireland and never drove an automatic in my life until I came to the USA 5 years ago. I wanted a manual 996 but this is what was local when I decided to buy. So far, besides the tranny failure, I enjoy driving the car despite it not being a manual. It's a lot of fun and pretty easy to drive at the track and this means you'll likely be taking it home afterwards. So far, this experience was gained at Road America, Mid America Motorplex, Circuit Mont-Tremblant, and Brainerd International Raceway References * Good description of various types of automatic shifters Retrieved from "http://www.trackpedia.com/wiki/Driving_Porsche_Tiptronic_at_track_days" Page | Discussion | View source | History What links here | Related changes | Upload file | Special pages | Permanent link This page was last modified on 7 February 2007, at 02:27. This page has been accessed 26,729 times. About Trackpedia | Disclaimers | Powered by MediaWiki | Design by Trackpedia Inc || Home Gallery Register Rules FAQ Members List Calendar Today's Posts Search SportsCarForums.com > General Forums > European Cars Porsche tiptronic User Name Remember Me? Password Thread "Porsche tiptronic" in the European Cars forum. ... Discussion about European makes and models. Search Forums Show Threads Show Posts Advanced Search Go to Page... Page 1 of 3 1 23 > Thread Tools Rate Thread Feb 07, 2005, 5:15 PM #1 mrcoupe1 Starting Member Join Date: Feb 2005 Posts: 12 Porsche tiptronic Has anybody ever driven a porsche with a tiptronic? Are they any good? Do they have problems? Somebody let me know. mrcoupe1 View Public Profile Send a private message to mrcoupe1 Find More Posts by mrcoupe1 Sponsored Links Feb 07, 2005, 5:19 PM #2 SubaruKid37 UK Mustang V8 owner Join Date: Mar 2004 Location: Surrey, UK Posts: 8,218 Re: Porsche tiptronic its just a fancy Auto, if you want pure driving pleasure that Porsche is known for, get a manual, I have heard of numerous complaints, mostly lack of power, so... get a manual, what are you? lazy? SubaruKid37 View Public Profile Send a private message to SubaruKid37 Visit SubaruKid37's homepage! Find More Posts by SubaruKid37 Feb 07, 2005, 5:52 PM #3 beemerd Interseptor Join Date: Jan 2005 Location: Ireland Posts: 811 Re: Porsche tiptronic Quote: Originally Posted by SubaruKid37 , what are you? lazy? Well he is american! beemerd View Public Profile Send a private message to beemerd Find More Posts by beemerd Feb 07, 2005, 5:55 PM #4 beemerd Interseptor Join Date: Jan 2005 Location: Ireland Posts: 811 Re: Porsche tiptronic I always like the idea of have the combination of auto and manual comprised into one unit, althought i cant report how bad/good it is on a porsche, there is a tip/gearbox in my family car which is excellent? beemerd View Public Profile Send a private message to beemerd Find More Posts by beemerd Feb 07, 2005, 5:59 PM #5 SubaruKid37 UK Mustang V8 owner Join Date: Mar 2004 Location: Surrey, UK Posts: 8,218 Re: Porsche tiptronic hahaha! it is a nice idea, but to be honest, I dont like merc's for 1 reason, they wont sell me a manual, and I want a manual gearbox, there is so much more feeling from it. I think Porsches is one of the best on the market though... SubaruKid37 View Public Profile Send a private message to SubaruKid37 Visit SubaruKid37's homepage! Find More Posts by SubaruKid37 Feb 07, 2005, 6:08 PM #6 beemerd Interseptor Join Date: Jan 2005 Location: Ireland Posts: 811 Re: Porsche tiptronic Dont get me wrong...manual is the true professional's choise of stick. We should make a rap song about manual gearboxes....Mmm yes beemerd View Public Profile Send a private message to beemerd Find More Posts by beemerd Feb 07, 2005, 9:12 PM #7 mrcoupe1 Starting Member Join Date: Feb 2005 Posts: 12 Re: Porsche tiptronic I just wanted to know if anybody has ever driven one. The only way you can drive a Porsche, is if it has a manual! mrcoupe1 View Public Profile Send a private message to mrcoupe1 Find More Posts by mrcoupe1 Feb 07, 2005, 9:16 PM #8 Kirstyn Banned Join Date: Sep 2004 Location: Just Outside Reality Posts: 7,101 Re: Porsche tiptronic I drive one everyday. Works Fine Kirstyn View Public Profile Visit Kirstyn's homepage! Find More Posts by Kirstyn Feb 08, 2005, 8:06 PM #9 OBX www.carsource.org Join Date: Oct 2004 Location: Western Michigan Posts: 605 Re: Porsche tiptronic I love Tiptronic, and no better way to get it than Porsche, who created it in 1992. I had a 2000 Audi A4 where Tiptronic broke, but it was the drivers' fault, rather than Tip's. Don't do anything stupid like downshift at redline and you should be okay. OBX View Public Profile Send a private message to OBX Find More Posts by OBX Feb 09, 2005, 3:28 PM #10 beemerd Interseptor Join Date: Jan 2005 Location: Ireland Posts: 811 Re: Porsche tiptronic Did porsche have it in the 959?? beemerd View Public Profile Send a private message to beemerd Find More Posts by beemerd Feb 09, 2005, 3:34 PM #11 SubaruKid37 UK Mustang V8 owner Join Date: Mar 2004 Location: Surrey, UK Posts: 8,218 Re: Porsche tiptronic I thought the 959 was 1989, so no would be the answer if it came out in 1992, but I might be wrong!! SubaruKid37 View Public Profile Send a private message to SubaruKid37 Visit SubaruKid37's homepage! Find More Posts by SubaruKid37 Feb 09, 2005, 3:39 PM #12 beemerd Interseptor Join Date: Jan 2005 Location: Ireland Posts: 811 Re: Porsche tiptronic It was probly used in the 911 first...just wondering beemerd View Public Profile Send a private message to beemerd Find More Posts by beemerd Feb 09, 2005, 4:30 PM #13 Ghalos SCF Join Date: Sep 2003 Location: New York Posts: 12,586 Re: Porsche tiptronic All 959's were manual's. And if they, Porsche, offered anything else I'd have to smack someone...That would of course be someone ugly. OBX, smooth, reeeealllll smooth...I often think, "Redline" Gotta go the opposite way! Hehehe..just kidding I've muffed shifts too, from 4th to 5th flat out suddenly turns into 3rd, whoops! Course, that's in a Probe, and it's a stick, not a button...Come to think of it, how do you do that? __________________ "I couldn't fire someone today and it made me sick, firing people is a *perk* of my job!" Ghalos View Public Profile Send a private message to Ghalos Find More Posts by Ghalos Feb 09, 2005, 5:04 PM #14 Porscheboy Porsche-Audi Whore Join Date: Feb 2005 Location: Durham, NH (UNH) Posts: 3,727 Re: Porsche tiptronic Quote: Originally Posted by beemerd Did porsche have it in the 959?? Are you serious? It was made in 1984-1988. And it was a Porsche racing supercar. No automatics. never. __________________ http://www.flickr.com/photos/andymccartney/ Porscheboy View Public Profile Send a private message to Porscheboy Find More Posts by Porscheboy Feb 09, 2005, 5:06 PM #15 Porscheboy Porsche-Audi Whore Join Date: Feb 2005 Location: Durham, NH (UNH) Posts: 3,727 Re: Porsche tiptronic Quote: Originally Posted by beemerd Well he is american! That's not generalizing. I can make a few about Irish people, but that would only come back to me, being like 80% Irish. __________________ http://www.flickr.com/photos/andymccartney/ Porscheboy View Public Profile Send a private message to Porscheboy Find More Posts by Porscheboy Page 1 of 3 1 23 > « Previous Thread | Next Thread » Thread Tools Show Printable Version Email this Page Rate This Thread Excellent Good Average Bad Terrible Posting Rules You may not post new threads You may not post replies You may not post attachments You may not edit your posts vB code is On Smilies are On [IMG] code is On HTML code is Off Forum Jump Similar Threads Thread Thread Starter Forum Replies Last Post American magazines finally get a hold of a Z06. Z06 American Cars 89 Sep 17, 2005 2:24 AM Porsche Panamera Gets the Thumbs Up! slezak12 European Cars 64 Sep 01, 2005 5:18 PM Z06 + Nurburgring...really, need I get your attention more?? Ghalos American Cars 43 Aug 20, 2005 11:39 PM The Porsche Aspect Kirstyn European Cars 25 Oct 22, 2004 6:19 AM 2005 Porsche 996 Turbo S Cabriolet SubaruKid37 European Cars 7 May 22, 2004 6:56 AM All times are GMT -4. The time now is 7:45 AM. Powered by: vBulletin Version 3.6.8. Copyright © 2000-2010, Jelsoft Enterprises Ltd. Contact Us | RSportsCars.com | Site Map | Links | Top | Privacy Policy | Terms of Service || Home NEWS NEW CAR reviews DVD+Blu-ray reviews CD reviews VIDEOS WIN TRAVEL & LIFESTYLE BOOKS Contact MotorBar MotorBar — Online since 2000 Copyright © 2000-2010 MotorBar.com & MotorBar.co.uk All rights reserved “Of course the Cayenne S is fast. That’s its job — it’s a Porsche!” JUDGING BY THE NUMBER of "Wow! What is that?" queries we fielded during a week testing Porsche's imposing new Sports Utility, the Cayenne S, not a lot of people — except perhaps Porsche enthusiasts — appear to know that it even exists� But exist is most certainly does, and for something apparently so elusive it possesses real and palpable presence. First impressions — Porsche's must-have red-and-gold coat of arms aside — of what, in Turbo form, is undoubtedly the fastest SUV you can buy are of clean, refreshingly unfussy lines that cleverly mask its long (almost 5 metres) body and blend Porsche DNA with a chunky off-road appearance. Come face-to-face with a Cayenne and you will be in no doubt that it is a Porsche, thanks almost single-handedly to the Cayenne's V-shaped 911-style bonnet and headlamps, albeit set far higher than on any road-going 911 ever built. But, unlike any other Porsche, the Cayenne boasts five adult-size seats plus ample room for all the family's luggage. Six-feet three inches wide, with a roof that's level with most people's eyes, the Cayenne looks dramatically distinctive. Riding on spoked 19-inch alloy wheels shod with 275 cross-section Pirellis, it has the ability to empty the outside lane of the motorway quicker than almost anything else on four wheels. Cayenne ownership starts at an unexpectedly affordable �35,000 for the 3.2-litre 250bhp six-cylinder 'entry-level' model. Most drivers would be more than content with its 133mph maximum and 9.1 second 0-62mph time but another �10,000 will get you into the Cayenne S, whose lusty all-new V8 engine displaces 4.5 litres and pumps out 340bhp. The S will hit 150mph and knock-off the 0-62mph sprint in 6.8 seconds (Tiptronic auto takes 7.2). By any standards, that's pretty good going for a large 4x4 — even more so for one with a kerb weight of well over two tonnes. Should you really, really want your Sports Utility to go as fast as a high-performance sports car, Porsche have just the Cayenne for you — the top-of-the-range �70,000 Turbo. As its name suggests, its 4.5-litre power unit uses intercooled twin turbos to produce a whopping 450bhp and a massive 457lb ft of torque to get it from zero to 62mph in just 5.6 seconds en route to 165mph! For most people, the Cayenne S tested here will be all the car they could wish for. The big V8 provides 'big' entertainment courtesy of 310lb ft maintained consistently between 2,500 and 5,500rpm. And it's worth mentioning that the Cayenne's practical side is certain to endear it to genuine family buyers as much as its performance abilities will appeal to keen drivers. Despite its 'high-stepping' stance, the Cayenne is an easy car to get in and out of: the seats are the perfect height from the road for 'sit and swivel' entry. Wide front and rear doors help enormously, and the driver benefits from a powered a facility that automatically moves the steering-wheel out of the way on both entry and exit. Another nice touch is the puddle lights underneath each door mirror. Inside, the Cayenne looks, feels and smells just like a regular Porsche sports car. Beautifully finished, with contoured soft leather seats complemented by high quality cabin trim and headlining, there is a three-spoke leather-clad steering-wheel reinforcing the promise that driving this Sport Utility is going to be a satisfying experience. Tiptronic finger pads at the apex of both the left and right steering-wheel spokes further hint that this Porsche is no less a driving machine than its ground-hugging brethren. The twelve-way electrically-adjustable seats are standard. Both front seats provide three memory settings and, in addition to seat and belt positions, the driver's memory also includes steering-wheel and door mirror settings. Both seats are heated and get 4-way electric lumbar support. The generic leather-clad Porsche steering-wheel also adjusts electrically for height and reach and there is a superb driving position. Heat-insulating glass is standard, as are electric windows all-round. The CD player shares the SatNav's CD slot. This sounds fiddly but it isn't a problem as once a destination has been selected the map CD is no longer required. Ergonomically there's a welcome 'neatness' to the conservatively laid out cabin, lifted by minimal aluminium trim, that's best defined by the uncluttered central tunnel with a substantial grab handle on either side. A foot-operated parking brake replaces the handbrake. Controls — apart from the Tiptronic gear selector — are for the off-road transmission settings. The rest of the switchgear is exactly where it should be, and there's a central locking master switch in the door, along with the window switches. There are one-shot up/down front windows and the Cayenne also locks its doors automatically as it moves off. The tilt/slide electric sunroof has a roof mounted 'dial and forget' switch. The driver gets a smart cluster of trademark Porsche dials covering speed, revs, oil and water temperature, fuel, volts and fuel, siamesed, silver-ringed and with simple graphics. Between the larger speedo-meter and rev-counter is a 3-inch multifunction display that shows key vehicle information — including the gear engaged and the current speed as an easy-to-read digital figure. Very helpful on today's speed-camera infested roads! There's a useful drawer under the driver's seat and ample cubbies provide storage for all those essential everyday items, even a pair of (Porsche-branded) sunglasses! Sited dead-centre of the leather-clad fascia is a 6.5-inch colour screen for the optional infotainment/navigation system. Buttons beneath the display provide access to individual menus, including Set and Return functions that avoid the need to jump around from one sub-menu to another. Better still, it's intuitively easy to use with some nice features, such as the ability to zoom in on tricky road junctions and provide vital orientation off-road. Probably the most useful facility is the back-tracking function which memorises the route covered then guides the driver back to the starting point over the identical route. Dual zone automatic air conditioning is standard, pampers both front and rear passengers and will also chill the lockable glovebox. Rear seat passengers will find themselves sitting as comfortably as those up front in individually-shaped and supportive seats. Head, shoulder, knee and leg room are all commendably good for adults travelling in the back who also have an exceptional view out. The S comes with regular springs and dampers as standard but can be ordered with the Turbo's sophisticated air suspension. Other testers say the air set-up provides a far suppler ride that's closer in comfort to that of a big saloon along with providing superior off-road abilities. All models, however, share the same rack-and-pinion steering with variable power assistance. With 2.7 turns lock-to-lock it is precise, provides tidy turn-in and offers a tight turning circle. When it comes to getting people and possessions from A to B in a very short time, the Cayenne is quicker than almost all its genre. But that doesn't mean it's not practical: it will happily tow loads up to 3.5 tonnes, such as a glider or sports boat. Not only that, but its regular-shaped, intrusion-free boot will also take a mass of holiday luggage. Seats up, it will accommodate 540 litres, but fold the 60/40 rear-seat backrests — individually or together — and this goes up to a maximum of 1,770 litres. There's also a ski-bag, partition net and a roller-blind luggage cover that doesn't ping open at the first speed hump. There's also a separately opening rear window for quick access to the boot. The view over the bonnet is very much like that of a 911, albeit far more commanding. Turn the key and the compact, all-alloy V8 fires up instantaneously. Select Drive and release the parking brake ahead of your right knee with a quick flick of your fingers and you're ready. Press hard on the accelerator and you won't need telling twice that the Cayenne S is startlingly quick — a real licence-teaser. At tickover you don't hear the engine as the refinement is Lexus-like, but if you squeeze the throttle the engine responds instantly. Even before the smooth V8 is fully into its stride at 2,500rpm, the power on tap is impressive. From outside, Porsche's new V8 emits a hard-edged burble that bursts out of squared-off tailpipes, one at each corner and each big enough to put your fist into. All that you'll hear inside is a muted growl: even at speed, the noise from the road, the wind and the chunky Pirellis is low, making the Cayenne a serious long-distance express. In addition to the five-speed Tiptronic S available on the 911 and Boxster, Porsche now offers the Cayenne with a new six-speed Tiptronic S transmission. Apart from the additional ratio, maximum flexibility is provided by the option to shift gears manually either by 'thumb-tipping' the buttons on the steering-wheel or traditionally using the selector lever. To avoid possible errors when driving off-road, the steering-wheel buttons are deactivated when the low ratio trans-mission is in use and manual changes are made by the central lever only. A further feature of the Cayenne's Tiptronic S is the hill-holder function which prevents the car from rolling back when setting off — even on a near vertical gradient — and also holds onto a low gear on long uphill and downhill gradients. While many owners will be content to leave the Tiptronic in Drive, press-on drivers will appreciate the ability to override the transmission while in the automatic mode. By 'tipping' the toggle switches on the steering-wheel, gears can be shifted manually even though the selector lever remains in automatic. Mechanical response to this manual override is immediate, with the gear engaged being displayed with a 'M' alongside the numeral. At the same time, the transmission retains its kickdown function enabling downshifts whenever required. Road and engine speed permitting, the automatic transmission will shift down a maximum of three gears the instant a driver steps hard on the throttle. In automatic mode, Tiptronic S offers various programs with different control maps activated automatically as they adapt to the driving style and route taken. The range of shift points extends from the economical — activated whenever the driver prefers a calmer and more reserved style of motoring, with the gears shifting up at an earlier point and engine speeds being reduced accordingly — all the way to a dynamic, active mode, with the gears being held for as long as possible during acceleration to exploit the V8's free-revving nature. Most of the time the permanently-engaged electronically-controlled four-wheel-drive system opts for a front-to-rear torque split of 38:62, giving the Cayenne a natural rear-biased balance. Depending on conditions, however, up to 100 per cent of engine power may be fed to the front or rear wheels for optimum stability and performance. A sophisticated array of electronics, including ABS, ASR and ABD, ensure that the Cayenne is always kept on track — be it metalled or mud. For serious off-road work there's a low-ratio mode activated by the toggle switch on the centre console, which also allows the differentials to be locked. In addition to the active safety provided by the permanent four-wheel drive, all Cayennes come with full-size, two-stage front and side airbags for the driver and passenger. A side impact system comprises a thorax airbag integrated into the front seat backrests, and a curtain airbag fitted into the roof frame. So effortlessly stable at speed does the Cayenne feel that it's easy to take it completely for granted and forget to mention it — as I almost did. This, of course, is Porsche's fault, because they have, in spite of its size, made the Cayenne feel so damned manoeuvrable, with strong grip and really tangible poise. Thanks to Porsche's traction manage-ment system, which maintains grip no matter what the terrain, direction changes are accomplished with the body remaining flat and predictable on all but the most evil of corners. However, nobody cheats the laws of physics — push your luck in the bends and the Cayenne's blunt nose will run wide, albeit progressively. And while it's no 911, it does do a pretty convincing impression of a sports car — enough that you can really hustle in it and have some fun. Which brings us to the brakes. Porsche has a reputation for superb brakes — some of their 62mph-0 figures are as interesting as their 0-62mph ones! Stamp on the Cayenne's large brake pedal and 2.3 tonnes of metal are arrested as if by a giant hand. Actually, that's four giant hands: 17-inch brakes front and rear with internally vented 13-inch discs, six-piston callipers at the front and four-piston callipers at the rear all ensure fade-free stopping time after time. As usual, and purely in the interests of research, we drove the Cayenne S pretty hard. At first we didn't seem to be using that much petrol — an illusion courtesy of the 22-gallon tank. When we checked the actual mpg figures we were pleasantly surprised: 18.7mpg overall, with a best of 24.6mpg extra-urban. Officially the touring figure is 25.2mpg and we feel that it will be easily attainable, giving a not-to-be-sniffed-at 500-mile range. For the record, the V6 entry-level Cayenne returns 21.4mpg overall and 26.6mpg touring. If you're seriously in the market for a premium sports utility vehicle that's also fast and enjoyable to drive, then you'd be extremely short-sighted not to have a Cayenne S on your list. Factor in the Porsche's practicality and premium image, pay the extra for the Turbo's air suspension — and for most people it will then be down to an agonising choice between the V8 Cayenne and a Range Rover. At MotorBar we have a saying: 'May you have the car you deserve'. And Porsche, you have to agree, has certainly done everything in its power to make sure that you do! Porsche Cayenne S Tiptronic S | �43,540 Maximum speed: 150mph | 0-62mph: 7.2 seconds Overall test MPG: 18.7mpg | Power: 340bhp | Torque: 310lb ft Visit Porsche's website ------------------------------------------------------------- Porsche Cayenne S || New User? 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Advanced Search if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['mNPoAUwNPOs-']='&U=13fdbg7rb%2fN%3dmNPoAUwNPOs-%2fC%3d399283.14477695.14318856.13733880%2fD%3dNT1%2fB%3d6282702%2fV%3d1'; Home > All Categories > Cars & Transportation > Car Makes > Porsche > Resolved Question chris a Member since: May 11, 2007 Total points: 186 (Level 1) Add Contact Block Resolved Question Show me another » Porsche boxster with tiptronic or just manual? which is better and y? i was honestly thinking about buying a real usued porsche boxster like a 2000 s model when i get my g2 my dad can afford one a thsoe ones and i want to know which kind a manual or a tiptronic. ok i know tiptronic means manual and auto. but how does that work i mean i know the manual is on the wheel u change gears on the steering wheel. but what are the benifets of having a tiptronic over a manual? which would u prefer and y. i mean id want a tiptronic for city driving busy hours so i dont have to shift as much but u want to have fun when traffic is at a minimum. so what should i think about getting tiptronic or manual and y? i really need help at this stuff i dotn want to byu the wrong thing my father doesnt know much about cars specialy performance cars he jsut drives a darn lexus auto and leather his fav feature. and i dont want to waste his money on something that i wudnt enjoy as mcuh as he and i wud want to. apolagize for teh spelling errors 3 years ago Report Abuse by Dan Member since: May 21, 2006 Total points: 1,024 (Level 3) Add Contact Block Best Answer - Chosen by Voters yea sports cars really should be manuals. Tiptronic is fine, much better than automatic, but if you are buying a Porsche, I honestly think getting anything but a manual would be a shame. Think about it this way, when you are driving a manual in heavy traffic, do you seriously think it will annoy you enough to the point that you would have wished you had a tiptronic...hell no because shifting becomes automatic to the mind anyway. It gets into your muscle memory and you won't even think about it. But when you are trying to "fake shift" with the tiptronic when the roads are clear, do you think you might wish you had a manual? Definitly yes! Get the manual. trust me on this. Besides, if you get tiptronic, you will probably get **** from people like me who understand the importance of shifting in a sports car. Get a manual, trust me. 3 years ago Report Abuse 100% 1 Vote Action Bar: 0 stars - mark this as Interesting! Email Comment (0) Save Save to Yahoo! Bookmarks Add to My Yahoo! Add to Del.icio.us RSS There are currently no comments for this question. * You must be logged into Answers to add comments. Sign in or Register. Other Answers (9) Show: by LaissezF... Member since: December 01, 2006 Total points: 11,679 (Level 6) Add Contact Block If you buy any European sports car, it must be manual. Tiptronic is just another lame excuse for drivers who don't know how to drive a real manual, to feel like they're driving a manual. It just doesn't work for sports cars. I personally drive an automatic as a primary vehicle because I'm too lazy to have to shift every 300-500 feet in the city streets. But if I was getting a Porsche, it'd have to be manual. And if I were getting a Porsche, it'd be one of the upper class Porsches and I'd only drive it like once or twice a week for recreational purposes. 3 years ago Report Abuse 0% 0 Votes by atvman_4... Member since: September 08, 2006 Total points: 5,232 (Level 5) Add Contact Block I would go with the manual. It is simpler and more reliable, plus loads more fun to drive. 3 years ago Report Abuse 0% 0 Votes by Butter Member since: April 18, 2006 Total points: 1,312 (Level 3) Add Contact Block Tiptronic is best 3 years ago Report Abuse 0% 0 Votes by Oxygen-Bar Tender Member since: December 31, 2007 Total points: 2,411 (Level 3) Add Contact Block From what I understand early versions of the Tiptronic are just not as effective at shifiting as the new ones. I think they had a lot of teething problems in the early years. A Porsche Boxster definitely deserves a manual transmission. 3 years ago Report Abuse 0% 0 Votes by 855T Member since: November 19, 2007 Total points: 1,582 (Level 3) Add Contact Block sports car= has to be manual we have an auto 350z b/c my stepdad wanted black and they didnt have any manual and its just not as appealing as an automatic. 3 years ago Report Abuse 0% 0 Votes by RickVici... Member since: June 08, 2007 Total points: 1,494 (Level 3) Add Contact Block that clutch is just too important to give up... 3 years ago Report Abuse 0% 0 Votes by 12pleze Member since: February 26, 2007 Total points: 18,910 (Level 6) Add Contact Block Tiptronic, although shifts like manual, you get no where the perfromance of shifting with manual. A Porsche is meant to be driven with manual in my opinion. 3 years ago Report Abuse 0% 0 Votes by C7S Member since: November 18, 2006 Total points: 74,761 (Level 7) Add Contact Block Manual is quicker, faster, lighter, more reliable, cheaper to buy and fix, and much more fun to drive. 3 years ago Report Abuse 0% 0 Votes by Jack B Member since: August 16, 2007 Total points: 122 (Level 1) Add Contact Block Hmm...well, it doesn't sound like a Porsche would exactly be his cup of tea. Porsche's are drivers cars, for people who like to drive and appreciate engineering excellence. Perhaps he would be better suited to a Jaguar XK or a Mercedes SL? Obviously the tip is for women and poseurs, it adds about a second onto the 0-60 time and kind of defeats the purpose of owning the car, but as far as tips good, it's a good slush box. 3 years ago Report Abuse 0% 0 Votes Discover Questions in Porsche Is there a difference between the H6 and F6 in porsche 911's? 2010 Porsche Panamera? What jobs are there that i could afford a lamborghini(if nothing substantial or fun) then id go witha porsche? When was the 2649cc engine fitted to the porsch 944 coupe cars? Ready to Participate? Get Started! ADVERTISEMENT if(window.yzq_d==null)window.yzq_d=new Object(); window.yzq_d['ltPoAUwNPOs-']='&U=13f62es5l%2fN%3dltPoAUwNPOs-%2fC%3d763943.14475450.14315882.6227634%2fD%3dLREC%2fB%3d6018957%2fV%3d1'; Related Questions Okay so I want to buy a porsche boxster with a tiptronic… Educate me:What does it mean Tiptronic on the Boxster, the V6… Manual vs. Tiptronic transmission! What do you think? Considering an '03 996 Targa tiptronic, 35K miles. 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