Auto Bild Sportscars August 2014 Two tuning SUVs: AC Schnitzer v. Techart MASS MOVEMENT Techart AC Schnitzer Cayenne S Diesel X5 M50d 0-100 km/h: 4.9 s 0-100 km/h: 4.9 s Unladen weight: 2319 kg Unladen weight: 2312 kg Techart converts the front in the style of the Cayenne Turbo, while Schnitzer modifies in the style of the slightly more liberal M pack The X5 M50d and the Cayenne S Diesel pull their weight with powerful torque as standard. Yet AC Schnitzer and Techart upgrade them further If it has to be a diesel, then only in the right setting Have you ever thought about the number of diesels in our magazine? No? Then just count them. Every bet that you wouldn't make ten pages per issue, even with news and future events. But don t misunderstand us! In principle, diesels are wonderful - always of course assuming that they're presented in the right setting. Wrapped in the modern superstructure architecture of an X5 M50d for example, or in the typical Porsche nose of an otherwise not so typical Porsche Cayenne S Diesel. This is where they're at home, defying their huge mass with even more torque and developing a sovereign performance where petrol engines would be racing frantically. Problem: to bring the oil-burner to performance values close to the 400 mark, the manufacturers have already spent huge amounts. Porsche had to use new pistons and valves in the 4.1 litre V8 before they could turn up the boost further, and BMW has no fewer than three turbos upstream of its straight six to extract 127 hp out of every litre. So you have to wonder how much room is left for tuning. "Almost none!" answers AC Schnitzer Development Manager Roman Fenners, with characteristic honesty. Because the straight six from BMW is watching its maximum 2.9 bar boost with super-sharp eyes, so this screw can t be turned much more. Schnitzer instead programs the extra power via the injection quantity, which gives a further 49 hp and 100 Nm. Purely mathematically, the result is 430 hp and 840 Nm - and strategically, enough power to represent up the in-house 2014 collection in a befitting manner. This is more than just an M-pack from the tuner. A spring set reduces the working travel of the standard active dampers at the front by 30 mm, and by 20 mm at the rear. 22 inch wheels with low-profile, mixed tyres (295/30 front, 335/25 rear) ground the 2.3 tonne monster, while the front and rear skirt and dual-flow exhaust system effectively give the finishing touches. Techart does considerably more work on the Cayenne, but the result is scarcely more dramatic. Could be suggestive of false promises - especially as the body kit isn't exactly
cheap at 25,362 Euro, but this is finally explained by the sheer range of products. Because Techart deliberately positions the body kit as the visual opposite to the Magnum range. A breath of Turbo look, new spoiler, unique headlight graphics, décor panel trim and the compulsory 22 inch wheels with 295 tyres all round, make up the Aerodynamic Kit 1 - which visually remains totally Porsche although it comes 100% from Techart. The performance upgrade to 460 hp and 1000 Nm (standard: 382 hp, 850 Nm) also suggests far-reaching hardware intervention: in fact, Techart too achieves the extra power purely electronically. In contrast to AC Schnitzer, the Leonberg tuner rewrites the engine management directly, increasing not only the injection times but also the rail and boost pressure. In terms of longitudinal dynamics, Techart has achieved a type of Power Cruiser with afterburner. The 4.1 litre V8 remains tied to the mid-rev range, but unnaturally showers this with so much torque that despite the 2.3 tonnes and all-wheel drive, you sometimes have to rein it in. Take the sprint for example: up to 3000 revs, you could press away from the start through the eight-speed automatic box. But it won't be effective above 2400 rpm - otherwise the Cayenne spins its wheels, something which even a 550 hp Turbo S can't manage. The monster powers up to 200 km/h in just 20 seconds, cutting 0.8 seconds from the former diesel king Q7 V12 TDI, and 1.1 from the Schnitzer, and a whole 3.3 from the base model. One curious aspect: if you don't keep your eyes on the frantically changing digital speedo, you get little impression of all this power. Because the Cayenne cultivates power balanced with driving comfort. Its automatic transmission shifts through the eight-stage menu as smoothly as a knife through butter, and the torque develops lightning-fast from 1500 to 3500 revs, while audibly only a gentle murmuring testifies to the maximum 2.0 bar raging through the engine bay. Purely subjectively, the Schnitzer X5 is substantially more athletic. Its straight six holds onto the gas more sharply and it revs more freely, while its sports automatic would rather smash the gearbox bearings than lose a tenth in converter slip. In the end though, Schnitzer sets tighter limits. So the automatic hits its 840 Nm limit rather annoyingly from time to time. In top gear, when the boost pressure is at its highest at 1500 rpm, it's clearly grumbling. In addition, the extra box can't completely smooth out the use of the third turbo around 2700 revs. Right at the torque peak, the drive always drops off slightly. But that's not too important, because firstly the electronic beauty blemish only appears in the otherwise well-mannered power development when you deliberately look for it, and secondly, the driving performance with 21.1 seconds to 200 km/h certainly fulfils all expectations (standard: 23.2 s). Only the top speed stagnates at standard level with 250 km/h. For comparison: the Techart, according to official minimum figures, races to 265 km/h; according to Nardo measurements, it's really 281. So all in all, it would be best if Techart hadn't over-spiced the menu in the suspension sector. Not that the Cayenne is slow through the curvy sections: it's only that the smooth, lightfooted being which inhabits the standard vehicle has got lost somewhere between the 22 inch wheels and the air suspension module. Problem: the wheels uninhibitedly knock on the sprung strut in every suspension setting, which doesn't sit well with the very gentle overall setup of a Cayenne. Comfort mode sways lazily, Sports mode still damps with too much give. Grip is there, but it's not transferred ideally. In fast corners, the entire superstructure tends to pump, throwing the Cayenne off balance slightly every time. In contrast, the spring set from AC Schnitzer shows how to control the roll tendency of a 22 inch wheelset more harmoniously, countering the tightly spread adaptive suspension with slightly more hardness, and supporting the mass more skilfully. So the 2.3 tonne car not only gains in transverse force, it also pulls round the apex more fluidly and quietly. But the
problem remains of more understeer at the absolute limit than you find in the Cayenne - in the end though, superb travelling comfort is rather more important. AC Schnitzer X5 M50d Mixed tyres and spring set for balanced cornering dynamics The tuner can't turn up the boost any further, so it's more from the wheelset. Bottom: standard cockpit with added aluminium pedal set Techart Cayenne S Diesel The Cayenne S Diesel shines on long straights but not in tight corners Tuned biturbo V8 with almost inexhaustible torque reserves. Bottom: Techart steering wheel, painted dials, leather-trimmed foot mats etc. Both tuners have found more thrust, but are still looking for more sound. Summary: Longitudinal dynamics Transverse dynamics Emotion Suitability for everyday use Price/performance AC Schnitzer X5 M50d Techart Cayenne S Diesel Total 3.7 3.7 ***** to dream of **** good enough *** acceptable ** could do better * weak Both deserve to win: In terms of points, the race couldn't be closer. Both tuners really improve longitudinal dynamics, where Techart with its grandiose power upgrade extracts better values. In contrast, Schnitzer finds the more convincing balance between 22-inch wheels and handling, eliminating the transverse dynamics advantage of the Cayenne. Visually, the BMW tuner creates a similarly dramatic effect at less cost, while both tuning kits impose almost no restrictions in everyday use. A win for Aachen? Not completely, but it's a fair draw.
Technical Data AC Schnitzer Techart Engine Straight 6 diesel V8 diesel Charging / boost pressure Triturbo / 2.9 bar Biturbo / 2.0 bar Installation position Front longitudinal Front longitudinal Valves / camshafts 4 per cylinder / 2 4 per cylinder / 2 Capacity 2993 cm3 4134 cm3 Bore x stroke 84.0 x 90.0 mm 83.0 x 95.5 mm Compression 16.0 : 1 16.4 : 1 Power kw (hp) at rpm 316 (430 ) / 4400 339 (460) / 3500-3900 Power per litre 144 hp/l 111 hp/l Torque Nm at rpm 840 / 2000-2400 1000 / 2200-2900 Drive type All-wheel All-wheel Transmission 8-speed automatic 8-speed automatic Brakes front 385 mm / internally 360 mm / internally vented vented Brakes rear 345 mm / internally 330 mm / internally vented vented Brake material Steel Steel Wheel size front - rear 10 x 22-11.5 x 22 10.5 x 22 Tyre size front - rear 295/30 R 22-295/30 R 22 332/25 R22 Tyre type Combi SportContact 5P Michelin Diamaris 4x4 Length / width / height 4896 / 1985 / 1732 mm 4846 / 1939 / 1699 mm Wheelbase 2933 mm 2895 mm Tank volume 85 l 85 l Luggage compartment volume 650-1870 l 670-1780 l Measurement values Acceleration 0-50 km/h 1.7 s 1.7 s 0-100 km/h 4.9 s 4.9 s 0-130 km/h 8.0 s 7.9 s 0-160 km/h 12.3 s 12.0 s 0-200 km/h 21.1 s 20.0 s 0-402.34 m (quarter mile) 13.60 s 13.42 s Flexibility 60-100 km/h in 4th 3.1 s 3.4 s 80-120 km/h in 5th / 6th 4.0 / 5.2 s 4.0 / 5.0 s 80-120 km/h in 7th / 8th 6.5 / 10.1 s 7.0 / not measurable Braking distance 100-0 km/h cold (deceleration) 35.3 m (10.9 m/s 2 ) 34.3 m (11.2 m/s 2 ) 100-0 km/h warm (deceleration) 34.9 m (11.1 m/s 2 ) 35.1 m (11.0 m/s 2 ) 200-0 km/h warm (deceleration) - - Test consumption Average over 100 km / range 10.8 l diesel / 790km 11.4 l diesel / 750 km Weights Unladen weight / payload 2319 / 586 kg 2312 / 623 kg Weight distribution front/rear 52 / 48% 56 / 44% Weight to power ratio 5.4 kg/hp 5.0 kg/hp Top speed GPS measurement 250 km/h (governed) 281 km/h Prices (Euro inc. VAT)
Basic price 85,060 Euro 82,373 Euro 1) Tuning Performance / engine styling 3508 / 442 Euro 6054 / 2329 Euro Exhaust system 3096 Euro 3546 Euro Wheel set 10,735 Euro 6440 Euro Suspension 908 Euro (springs) 3087 Euro Exterior 6031 Euro 25,362 Euro Interior 904 Euro 16,483 Euro Total price 110,785 Euro 147,674 Euro 1) including optional air suspension for 3499 Euro