Its strikingly dynamic lines and specially tailored design elements make the new Cayenne Coupé markedly different from the Cayenne. It comes as standard with a 2.16-square-meter fixed panoramic glass roof. With a see-through surface area of 0.92 square meters, the roof creates a unique spatial experience for everyone in the vehicle. An optional contoured carbon roof is also available. It also enjoys all the technical highlights of the third model generation, which boasts the impressive combination of powerful drivetrains, innovative suspension systems, digital display and operating concept, and comprehensive connectivity.
The general contractor for the development of the variant was Porsche Engineering. From the concept greenlighting project phase onward, the company headed up complete vehicle development as well as, with a few exceptions, the development of all component assemblies. The scope of work included not only the validation of the technical properties, but indeed managing production launch at the Volkswagen plant in Bratislava.
By the time of handover in February 2016, the principal technical concept for the vehicle had been defined and passed feasibility testing for later series production. This also involved the preliminary styling concept, which was refined and modified at detail level in subsequent development stages. Manufacturability analyses played an important role in the process. While the dimensions of the glass roof were roughly defined in the greenlighted concept, the geometric details were fine-tuned by Porsche Engineering as development progressed further. These details included connection to the body.
For the development of the Cayenne Coupé, Porsche Engineering created ten digital prototypes, each of which came with different model properties to analyze different overall vehicle characteristics
Thanks to its experience with numerous customer development projects within and outside of the group, Porsche Engineering was able to adopt the project structure and the existing development processes quickly. They were put in place even before the concept was greenlighted to ensure smooth handover. This included defining simultaneous engineering teams with clearly delineated responsibilities for components. Due to the scale of the project, one focus of the project management was orchestrating the interaction of numerous technical specialists. For the development process, Porsche Engineering used the Porsche IT system environment, in which the employees primarily work on separate servers and make the data available at predefined times.
Thanks to the consistent use of digital development instruments, Porsche is reducing the number of physical prototype vehicles needed. The use of physical prototypes from prototype tools is largely omitted in the development of variants in order to exploit time savings and financial benefits. The validation of a non-physical development process is largely conducted with digital tools, albeit supported by two manually assembled mule units for the chassis and electrics/ electronics. The latter is necessary in order to account for electromagnetic compatibility requirements in the dimensions of the series vehicle—even minor variations in the geometry can change the shielding behavior.
For the development of the Cayenne Coupé, Porsche Engineering created ten digital prototypes, each of which came with different model properties to analyze different overall vehicle characteristics. Validating crash behavior was a key aspect, and was conducted entirely using finite element simulations. Because of glass’s particular crash behavior, the model for the glass roof—especially the bonding points—required adjusting in advance through substitute tests. Bodyshell stiffness testing was also performed purely mathematically. The results of these calculations led to individual measures such as additional stiffening and the shifting of connection points.
In order to analyze installation space on the body, for instance for routing wires, the engineers maintained a physical design check model throughout the development process. This was particularly important for the rear area, where adequate headroom for passengers had to be assured in spite of the sloping roofline.
The design of the aeroacoustic vehicle characteristics was done by way of a substitute test as simulation models are not yet capable of providing sufficiently precise results. A clay model was tested in the Porsche wind tunnel in Weissach, making it possible at an early stage to identify potential sources of noise caused by the contour of the exterior shell. The aeroacoustics question also demonstrates the limits of non-physical development, however: A final decision concerning the acoustics in the interior can still only be made by getting in the vehicle and driving it.