Rock Crawling Perfection - The Porsche Cayenne

Discussion in 'OT Driven' started by TriShield, Oct 30, 2002.

  1. TriShield

    TriShield Super Moderator® Super Moderator

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    It's either a brilliant marketing scheme or a sure sign that The End is near.

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    BY AARON ROBINSON

    "Who let the dogs out? One of 'em took a crap on the grass."

    The voice comes from behind me. There are Australians in the crowd. They're cantankerous. They've been forced to wear a coat and tie when nobody has died.

    "Hey, this thing is uglier than a hatful of busted arse'oles."

    I don't turn around. Ten hours were whiled away in an Airbus getting to this particular hotel lawn in Leipzig, Germany, 10 more will be consumed by the trip home, and this is the only 15 minutes Porsche has scheduled out of the whole trip to touch and sit in its new Cayenne sport-utility. It's a big deal, and seconds count.

    The impressions are quick out of necessity. The $56,665 Cayenne S and the $89,665 Cayenne Turbo each resemble a 911 that was rear-ended by a Country Squire, sliced horizontally from nose to tail, and sectioned upward with about 16 extra inches of sheetmetal. Considering that it wears the Porsche shield, the Cayenne sports a full figure.

    Indeed, it is a precious few inches wider and longer than a BMW X5 but actually feels a tighter fit inside. The leather front buckets are intimate; the leather rear bench is a squeeze. Some extra space seems to be hiding in the back: no third row of seats, but a deep cargo area. The five clustered dials are a super-size variation of the 911's instrument panel, and leather terror grips bracket the shifter for the six-speed automatic transmission. A six-speed manual, maybe, comes to the U.S. next year, says Porsche spokesman Jay Allison.

    A diesel? A V-6 version? All rumors.

    Porsche employees suddenly hop into the Cayennes and drive away. The crowd murmurs its frustration. "Well, fist it," says an Aussie voice, whatever that means.

    Regardless of how you feel about Porsche giving up sports-prototype racing for four years to develop a two-and-a-half-ton luxury sport-utility, the Cayenne is guaranteed its place in the company's annals. The Cayenne is Porsche's first truck, its first vehicle of any kind with five doors, and its first product since 1950 to be built in a Porsche-owned factory that isn't in Zuffenhausen.

    Porsche's sport-utility. It's like saying Piaget's pencil sharpener. Some words simply don't belong in the same brochure. But if you stack every air-cooled 911 ever built, three Porsche 917s, the pit clock at Le Mans, and James Dean's string-backs on one side of a philosophical scale, Porsche CEO Wendelin Wiedeking believes you can easily tip it in the Cayenne's favor with this one assumption:

    "For Porsche to remain independent, it can't be dependent on the most fickle segment in the market," he says. That's a reference to two-seat sports cars, pricey baubles with sales that generally crater in conjunction with the economy, as they did in 1991-93 when Porsche sales collapsed.

    "We don't want to become just a marketing department of some giant," Wiedeking continues. "We have to make sure we're profitable enough to pay for future development ourselves."

    Wiedeking isn't a sentimentalist. In fact, he's a pit bull dressed in a pinstripe suit. He recently shelved plans to list Porsche AG on the New York Stock Exchange rather than take the SEC-mandated oath on the company's earnings statements, and he told managers of a German stock index to fist it when they demanded Porsche AG increase the frequency of its earnings statements.

    Whatever Porsche needs to do to survive, Wiedeking will likely do it. Hence, the Cayenne. It is not so much a joint venture between Porsche and Volkswagen, which will sell the substantially cheaper Touareg version that it builds in the nearby Slovak Republic, but a handshake agreement between Wiedeking and Ferdinand Piëch, the VW Group's former chairman-in-czar and a major shareholder of Porsche.

    Under the deal, struck in 1998, Porsche and Volkswagen jointly set the hard points of the platform, VW engineered details such as the electrical architecture, and each company did its own engines, styling, and chassis tuning. VW supplies Porsche's new $124 million glass-walled Cayenne assembly plant in Leipzig with painted bodies, and suppliers ship in about a dozen preassembled modules. Only 20 percent of the Cayenne, mainly the new 335-hp, 4.5-liter DOHC V-8 and its 444-hp twin-turbo variant, is in fact built by Porsche.

    Klaus-Gerhard Wolpert, the Cayenne's project leader, promises the Cayenne "will show what a sport-utility is capable of."

    The 5200-pound Turbo model should hit 62 mph in 5.6 seconds; the 4950-pound S in 7.2 seconds. Axle weights are split nearly 50/50, and each will be able to tow 7700 pounds. The full-time four-wheel drive has an open center differential and splits the torque 38/62 percent front to rear. Unlike most of its competitors, the Cayenne has a 2.7:1 low-range ratio for rock crawling and an optional locking rear differential. Six-piston-front and four-piston-rear calipers on huge (13.8 inch front, 13.0 inch rear) rotors do the stopping.

    Porsche knows many of the purists, especially in the U.S. where 60 percent of the 25,000-unit annual build is headed, won't forgive the company for the Cayenne no matter how sweetly it drives. We might, but not until we get more than 15 minutes with it.

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    Vehicle type: front-engine, 4-wheel-drive, 5-passenger, 5-door wagon
    Base price: Cayenne S, $56,665; Cayenne Turbo, $89,665
    Engines: DOHC 32-valve 4.5-liter V-8, 335 hp, 310 lb-ft; twin-turbocharged and intercooled DOHC 32-valve 4.5-liter V-8, 444 hp, 457 lb-ft
    Transmission 6-speed automatic with lockup torque converter
    Wheelbase 112.4 in
    Length 188.3-188.4 in
    Width 75.9 in
    Height 66.9 in
    Curb weight 4950-5200 lb
    Manufacturer's performance ratings:
    Zero to 62 mph 5.6—7.2 sec
    Top speed 150-165 mph
    Estimated fuel economy:
    EPA city driving 11-13 mpg
    EPA highway driving 16-19 mpg
     
  2. flynfrog

    flynfrog Cool isnt Cheap

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    wow is that dumb or what
     
  3. nucl3ar

    nucl3ar Guest

    It has a hell of a lot of cool features, including ones good for off-road (including the Tourag), too bad no one will ever use it in such a manner.
    I also think the Cayenne is ugly as sin, the VW looks much better.
     
  4. flynfrog

    flynfrog Cool isnt Cheap

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    i cant belive poshe would ruin its good name to produce that
     
  5. TriShield

    TriShield Super Moderator® Super Moderator

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    I think the VW is going to be a great rig, even if it is pricey. Hopefully they can get the diesel option out in North America. :x:

    The Cayenne is simply disgusting in every sense of the word.
     
  6. SycoPhant

    SycoPhant Get out my way

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    "Rock crawling" :rofl:
     
  7. Otto

    Otto Who the hell do you think I am!?!?!?!

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    i think every sport ute made has more cargo room than that thing, i think it only beats the chevy tracker and the BMW X5 and then probally not by much. Some cars have more cargo space in their trunks
     
  8. Otto

    Otto Who the hell do you think I am!?!?!?!

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    you know the paving stones they use for driveways, that must be it
     
  9. Wolvrin704

    Wolvrin704 Guest

    Why do they keep calling vehicles like this SUV's? They look more like station wagons than SUV's. At best they are a cross-breed. An SUV should look like a truck deriviant. That thing couldn't crawl over a pebble let alone rocks.
     
  10. flynfrog

    flynfrog Cool isnt Cheap

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    suv sounds better tahn mini van

    wahoo a 4x4 mini van made by porshe
     
  11. TriShield

    TriShield Super Moderator® Super Moderator

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    (00:01 Dec. 16, 2002)

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    By J.P. VETTRAINO

    HIS NAME WAS JIM, we’re fairly certain. Jim was an AutoWeek subscriber, an engineer by trade, an autocrosser and loyal Porsche owner by passion.

    It was somewhere about the mid-1990s, and Jim was pitching a story. Circumstances allowed him to own only one car, that being a 911, and with some thinking and a handful of two-by-fours, he’d developed a simple, inexpensive rack that allowed his 911 to haul sheets of plywood and sundry building materials. Jim figured other 911 owners would find his invention useful, and he was willing to share.

    For some reason, Jim popped to mind as we sat in the rear seat of a 2003 Porsche Cayenne, arm draped over the seatback into the cargo hold, watching a Porsche development engineer muck the Cayenne through a muddy course inside the Jerez circuit in Spain. The engineer dropped a wheel on one side into a hole 10 inches deep, and then another wheel into another hole, and so on, so the Cayenne rose and fell at its corners like a hashish-sedated camel put back to work too soon. Maybe Porsche had the Jims of the world in mind—conservatively, there must be several hundred like him—when it announced in June 1998 that it would build this sport/utility vehicle.

    Since then, company executives have taken to calling Cayenne “the everyday Porsche.” Or maybe Jim absolutely abhors the thought of a big, fat SUV from the sports car company he has revered. Our hunch says that, with time, Jim will have no trouble getting behind this SUV thing.

    Yes, Jim, your next Porsche is ready, if you can afford it. If you can’t, there are more than enough willing customers who can, at least for the immediate future. Never mind the cargo space or the camel routine. The Cayenne is wickedly fast, to the point where we reckon it will mop the pavement with those few vehicles that might be considered competitors.

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    For Porsche, fast was the easy part.

    What is tough is making a truck, and the relationships required to get it done. Now we don’t put weight behind the nebulous “sell-out” sentiment hanging in the auto-enthusiast community, that Porsche is doing something wrong by building a truck. Yet from this perspective things might get progressively tougher for the little manufacturer in Stuttgart. With Cayenne, Porsche’s factory/dealer culture will—must—require core-deep behavior modification, from the showroom to parts distribution. And then there’s Porsche’s long-term relationship with its development partner on the Cayenne/VW Touareg platform—the Volkswagen Group. That relationship hasn’t always been good for the smaller company.

    With Cayenne, however, Porsche will have it made for at least a year or two. After that, things could get dicey.

    JUDGED BY ALL
    we know to be true, thanks to reader letters and interaction over the years, there is no more loyal following than the one behind Porsche.

    Yet the truly interesting thing is that this Porsche passion extends beyond Porsche owners; it is seen in would-be owners, the people who have embraced the values represented by a Porsche without experiencing them. They are wannabes: That student with a 930 slant-nose poster on the wall; a middle manager with Porsche Design sunglasses and a die-cast 917 on his desk. These people are more vocal about Porsche partnering to build an SUV than anyone—including owners—if only because non-owner loyalty is a pure ideal.

    Regardless from where this marque angst comes, no one at Porsche appears worried about a Cayenne backlash damaging Porsche’s reputation. The company has invested time and money trying to determine, as scientifically as can be, why people actually buy Porsches.

    “What conclusion did we reach? No one actually needs one of our sports cars,”
    says Porsche board member Wolfgang Durheimer. “Compared to many vehicles, they have little practical value. The Cayenne, on the other hand, satisfies every possible need a person can have in a modern vehicle. It seats five and can carry a washing machine. It has immense practical value and it’s a true Porsche, because it has pure emotion... emotion will make people want Cayenne.”

    Okay, but what’s this thing really for? Why did Porsche feel the need to stretch?

    If Durheimer’s emotion theory applies, Cayenne might have been any number of vehicles other than a sports car, from a luxury sedan to a Subaru Baja-style hybrid. Cayenne is a fairly conventional unibody SUV, largely due to the times.

    The third Porsche after Boxster and 911—any third Porsche—is more basic than the form it’s taken.

    Cayenne is what industry analysts call an independence vehicle—an effort to establish a profit center outside of Porsche’s core manufacturing facility in the Stuttgart suburb of Zuffenhausen.

    The company makes no bones about that. Indeed, “independence”—the ability to work on its own and not as a subset of another, larger corporation—is the word most frequently heard at any public gathering of Porsche executives for at least the last five years. It’s a mantra.

    “Cayenne makes Porsche more approachable to a wider market, increases stability for the company and its dealers, and doubles income within a few years,” says Rich Ford, Porsche’s sales director in North America. “Income means more money to fund R&D and maintain independence.”

    R&D, money to fund R&D—hard to say which came first. With ground-up platform development running in the $1 billion range, a company that sells 55,000 cars in a great year starts at a distinct disadvantage, especially if it’s venturing into new territory. If Porsche needed Cayenne, then it needed a partner to build Cayenne, and that turned out to be Volkswagen AG.

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    Loyalists who equate a giant like VW with “Bad!” should be reminded: This is not the first time, nor the second, that Porsche joined financial and technical forces with VW, and the company survived those ventures. Porsche executives are sensitive when it comes to specifics on Cayenne/Touareg development, and they offer few details. Porsche acted as project leader, and much of the work done on VW AG’s nickel was conducted by Porsche’s contract engineering division, which, coincidentally, accounts for one third of all Porsche business. Joint development was limited to the basic floor pan and some drivetrain parts. Engines, suspension tuning, styling and the finish work were the independent domain of each manufacturer.

    Anyway you cut it, the Cayenne/Touareg venture brings potential pitfalls for Porsche—the most immediate being an overlap of hardware. If two vehicles share a foundation, they presumably share a basic goodness, or lack thereof. By all accounts, Touareg is impressive, and a well-equipped copy will sell for roughly 40 percent less than Cayenne.

    To Porsche’s view, Touareg is more utilitarian, and built for comfort; Cayenne has Porsche emotion, and it is built for speed.

    CAYENNE—AND TOUAREG—bodies are stamped and welded at a joint-venture plant in Bratislava, Slovakia. Engines and other bits built by Porsche in Zuffenhausen will meet the Cayenne shells at a new assembly plant in Leipzig, Germany, that’s exclusive for Cayenne, and where there is both a pavement and off-road test track. Every Cayenne undergoes a dynamic evaluation before delivery. Porsche’s SUV is on sale in Germany, and plans call for it to be available in other markets, including North America, by March 2003.

    There are two Cayennes at launch: the S and the Turbo, both powered by a new front-mounted, liquid-cooled, 90-degree 4.5-liter Porsche V8. Neither version is cheap ($55,900 for the S, a whopping $88,900 for the Turbo), and both are loaded with stuff befitting both “sport” and “luxury” themes. Highlights follow, but we’ll begin with some anti-Porsche items that will make the sell-out contingent say, “I told you so.” Cayenne is the first Porsche launched with a foot-operated emergency brake and without a manual transmission (a six-speed with clutch is a year off). The Cayenne Turbo, by the way, weighs 5192 pounds dry.

    Note that the least expensive Cayenne is an S. Under Porsche’s conventional naming designation, S identifies high-trim models, and while there’s nothing in the product plan today, Porsche execs say they chose to leave room for a still less expensive Cayenne.

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    Measuring 188.3 inches in length, with a wheelbase of 112.4 inches, the Cayenne is slightly longer than the BMW X5 and Mercedes M-Class and a few hundred pounds heavier than either. Conversely, it weighs about 550 pounds less than a Lincoln Navigatorwhich is two feet longer than Cayenne. Crawl under a Cayenne or study a cutaway and you might conclude it’s over-engineered. It seems Porsche engineers preferred not to take chances by trimming a few pounds here or there.

    The V8 has over-square cylinders and all the latest goodies, including Porsche’s VarioCam camshaft phasing and dry-sump lubrication that allows uninterrupted oiling at extreme angles of operation. To account for higher operating pressures, the intercooled two-blower Turbo version has forged pistons and more oiling jets to increase durability. The normally aspirated 4.5 makes 340 horsepower at 6000 rpm and 310 lb-ft between 2500 and 5500 rpm; the Turbo generates a mighty 450 hp at 6000 rpm and 457 lb-ft between 2250 and 4750 rpm.

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    The Turbo’s headlights are bi-xenon, which turn, Tucker-style, with the steering wheel.

    The standard Cayenne suspension uses coil-over struts with an extra set of conical springs to control lateral movement. The Turbo upgrades with an air suspension (optional on the Cayenne S) that automatically adjusts ride height according to speed, with a range of nearly five inches. The air suspension also automatically (or manually) adjusts dampening rates for the preferred balance of ride quality and body- roll control.

    Power is transmitted through a permanent all-wheel-drive system with a variable-rate center differential managed by multiple clutch plates. There is a standard low range and a lock for the center diff. An optional off-road package includes a locking rear differential, extra skid plates and mechanical-disconnect for the antiroll bars. Porsche’s latest stability and traction managing electronics control the drive system.

    So far, it looks like standard stuff for a high-end luxury SUV.

    Where’s the Porscheness in Cayenne?

    It seems the development team tried to quantify the less-than-tangible appeal of a 911 and transfer it to the Cayenne. Thus, we can presumably identify “pure Porsche emotion” in bits of Cayenne hardware.

    There are the obvious things, like the 450 hp, that make the Turbo the most powerful SUV extant, and easily the quickest. If Porsche’s 0-to-62-mph time of 5.6 seconds bears up, the Cayenne Turbo has more than a half second on its closest competitor, which would be Mercedes’ ML55 AMG. Remember the days when a quick sports car hit 60 in less than seven seconds?

    There are more subtle things, too, such as a steering rack from ZF, the 911 supplier. The Cayenne AWD has a default torque split of 38 percent front, 62 percent rear; the Touareg has standard 50/50, while some SUVs default to as much as 70 percent of the power to the front wheels. With the Cayenne, in most driving circumstances, the rear end clearly rules. Cayenne has a near optimal front/rear weight distribution of 52/48 percent.

    At least as important, it has optimal aerodynamic balance, with rear downforce increasing with speed. Cayenne is the first SUV with Y-rated tires (186 mph) and the first with a six-speed automatic transmission (equipped with Tiptronic and steering wheel-mounted shift buttons), and it has a ton of brakes. Porsche calls them “18-inch brakes,” but that’s false advertising, because it simply means they are the largest disc-caliper package that could be crammed in the standard 18-inch wheels (19- and 20-inch rims are optional). The rotors measure 13.5 inches, with six-piston calipers in front and four-piston rear. Moreover, Porsche claims the Cayenne brakes were developed to meet the same rigid anti-fade standards as those on a 911.

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    The company says styling is a crucial element of Porscheness, and Cayenne clearly shares cues with other Porsches, most obviously in the headlights, the front grille work and the way the roof flows into its hips.

    In all, Porsche execs believe they have transferred Porsche sports car emotion to Cayenne.

    “This is the athlete among sport/utility vehicles,” says Durheimer. “It has Porsche DNA in every cell of its body. We believe it is the absolute best on-road and quite well positioned off-road.”

    Meaning it will outperform the ML and X5 when the pavement ends, in Porsche’s view. Which brings us to a few other things we’ve never seen in Porsche, aside from comfortable space for five. Cayenne has maximum ground clearance of 10.75 inches and fording depth of 21.9 inches. It will tow 7700 pounds, with a 1600-pound payload. It has from 19.6 to 62.4 cubic feet of cargo volume, which is considerably more than the X5, but not as much as the ML.

    WHO WILL BUY the Cayenne? Porsche people for starters, and there are a lot of well-heeled Porsche people hanging around. The company has sold 65,000 911s in the United States since 1995, and the Porsche Club of America boasts 55,000 members. At least as significantly, Jim is not the typical Porsche owner. Two-thirds of them own more than two cars, and the primary choice after a Porsche is an SUV. Until now, it has been someone else’s SUV.

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    With a modest target of 12,500 annual Cayenne sales in the States (25,000 worldwide), Porsche has some time before it depletes its built-in customer base. Moreover, the first Cayenne sold represents net profit. It’s widely believed Porsche financed Cayenne development and the Leipzig factory from operating revenue, which means Porsche assumed no additional debt. That, however, explains where its racing budget went.

    But remember: Cayenne is about long-term sustenance, and eventually the built-in customer base will be depleted.

    Obstacles to long-term customer satisfaction remain. Cayenne represents a 50 percent volume increase for Porsche, and we’ll learn soon enough if Porsche dealers are ready. Many never wanted the Cayenne in the first place.

    “Initially, most dealers were apprehen-sive because it’s a very crowded segment,” says Bob Snodgrass, the CEO at Brumos Motor Cars in Jacksonville, Florida. “But certainly Porsche has been able to capture the brand. It comes out in every aspect of the Cayenne.”

    Then there’s service. If Cayenne is the everyday Porsche, then owners will need it every day. They aren’t likely to tolerate five days at the dealership for relatively minor repairs, as has been AutoWeek’s experience with long-term Porsches.

    PNA’s Ford says nothing short of a complete change in Porsche’s operation is in order. Porsche’s 600 dealers have invested $600 million in anticipation of Cayenne, and the 200 stores in North America have spent fully half of the money. A new cadre of technicians has been trained, and service bays have been expanded. Porsche is pushing its loaner program to dealers.

    We’re back to VW. Remember the 914-6? That was the truly desirable Porsche 914, the one that might have made the 914 line of the early 1970s viable for the long haul. Trouble was the 914-6 was too costly, thanks in part to the markup Porsche paid VW to manufacture the bodies. And then there was the 924, originally developed by Porsche as an Audi coupe. After Audi bailed, Porsche was left holding the bag. It put a Porsche badge on the 924, but it didn’t have capacity to build it. So 924 production became a profit center at VW, and in return Porsche got quality problems that took years to live down.

    Porsche has apparently learned from its mistakes. It has an equity stake in the Cayenne/Touareg body plant in Bratislava, and it has veto power in the joint development process.

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    PORSCHE’S OFF-ROAD test course at Jerez was impressively rugged, but it was also carefully crafted to play to the Cayenne’s strengths. Nonetheless, the Cayenne’s capabilities impressed even the jaded, and supported Porsche’s assertion that it delivers more than the X5 or ML (which we’ve tested in similar circumstances). Perhaps Cayenne’s off-road prowess was a surprise, and perhaps it doesn’t amount to much. If many 911 owners won’t even take their cars out in the rain, as Porsche concedes, is there reason to believe Cayenne owners will allow gravel to pelt and mud to cake their SUVs?

    The off-road course was instructive as to the overall stiffness of the Cayenne’s unibody. It flexed little. Yet it was a muddy flat at Jerez that we found most interesting, for its hint as to what that Cayenne might do on the circuit itself (the track was occupied that day by FIM race bike testing). In the mud, Cayenne’s standard 38/62-torque bias presented itself in nice, easy dirt-tracking power slides, steering wheel dialed with a quarter-turn opposite lock, back end hung out with a little modulation.

    On the road, the Cayenne Turbo is just smooth, fast and big. Yet its size is masked by impressive agility, and that can be a problem. It feels lighter than an X5, and speed creep is a constant issue. Without realizing it, you can be doing a buck-twenty on two lanes posted at 65.

    Inside, Cayenne is not as well appointed as a similarly priced Range Rover, but it’s not supposed to be. With the exception of questionable headliner material and oddly designed door armrests, the style and finish are acceptable. Cayenne has the quickest-responding nav system we’ve encountered.

    Does this add up to a Porsche, or just a nice SUV that goes faster than the rest?

    Cayenne is a 2.5-ton 165-mph sled that will fit your family, haul a small washing machine, tow a large boat and get you through the woods when there’s no road, and maybe that is practical. But please, Jim, if you’re out there, let us know what you think.

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    ON SALE: March 2003

    BASE PRICE: $55,900

    POWERTRAIN: 4.5-liter, 340-hp, 310-lb-ft V8; AWD, six-speed automatic

    CURB WEIGHT: 4949 pounds

    0 TO 62 MPH: 7.2 seconds (mfr.)

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    All Content © 2001 Crain Communications, Inc.
     

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