2010 Porsche Cayenne Reviews

Ewan Kennedy road tests and reviews the 2003, 2007, 2009, 2010 and 2016 Porsche Cayenne as a used buy. When sportscar maker Porsche entered the SUV market with the big Cayenne SUV in June 2003 many thought it would ruin the company's image. How wrong they were, the SUVs (there's also the smaller Porsche Macan) saved

When famed sportscar maker Porsche entered the SUV market with the Cayenne in 2003 many thought it could be the end of the marque. Doubters said Porsche 911 was the purest model in the German marque’s range and that diluting it could ruin the Porsche image. Yet, in many countries the Porsche Cayenne outsells the 911 and the pure sportscar’s sales certainly haven’t suffered.Porsche deliberately gave the Cayenne a family resemblance to the 911. Some have described it as looking like a 911 on steroids, saying the stylists have simply added 250 millimetres to the underfloor of a 911. We have to say that the design of the original Cayenne isn’t one of our favourites and it’s interesting to see the Series 2, launched in Australia in July 2010, has taken a different direction in style.The Cayenne Series 2 is larger than the original model, particularly in the back seat which provides comfortable space for two adults. The backrest can be adjusted for rake to further let you tailor your space. Luggage space is slightly more voluminous than before and can be significantly increased by sliding the back seat forwards to create extra length. Up to 160 mm of seat travel is available.Rather than pour huge amounts of money into the all-new Cayenne, Porsche collaborated with Volkswagen and Audi, so the Cayenne, Touareg and Q7 share some out-of-sight components. Unlike the other members of the team, who aimed for quality on-road cruisers with some off-road ability, Porsche leaned very much in the sports wagon direction. This big Porsche SUV has on-road dynamics that defy the bulk of this large wagon.The Porsche Cayenne S Series 2 no longer tries to be a full-on off-road vehicle; it doesn't have a two-speed transfer case to provide low range for extreme driving. That, and others changes have resulted in a mass reduction of about 12 per cent which not only makes it slightly nimbler, but also lowers fuel consumption and emissions.Cayenne was launched in Australia in June 2003 with a 4.5-litre petrol V8 in either naturally aspirated or turbocharged format. Even more power, 383 instead of 331 kW, arrived in a special version of this engine, called the Turbo S, in February 2006.New designs of V8s with a capacity of 4.8 litres were introduced in April 2007, again as turbo and non-turbo engines. A 3.6-litre petrol V6 became optional at the same time, though it doesn’t provide the exhilaration of the V8s it does have enough performance to suit some owners.A V6 turbo-diesel displacing 3.0 litres joined the range in April 2009. With plenty of torque, up to 550 Nm, it performs well and turbo lag isn’t too bad. Naturally fuel consumption is lower than on the the petrol V8s.An interesting hybrid option is offered in the Series 2 Cayenne S. This uses a 3.0-litre supercharged V6 petrol engine and an electric motor. However, the Cayenne S hybrid costs significantly more than the equivalent Cayenne S in petrol format – and uses more fuel than the Cayenne turbo-diesel.The great majority of Australian imports have a six-speed tiptronic automatic transmission. Some six-speed manuals were brought in, but these haven’t been big sellers and may prove unpopular when you come to trade up.Porsche has had a presence in Australia for many decades and runs an efficient dealer network. These focus on major population centres so if you have any problems out back o’ Bourke you might have to get the Cayenne trailered back to the big smoke. Not a cheap exercise.Many Cayennes will have been serviced by these Porsche dealers strictly by the book. We recommend these as used vehicles; you will probably be asked to pay more, but it’s money well spent. Follow this up by keeping to the same servicing routine and you will benefit at trade-up time.Insurance charges are higher than average, but not outrageously so considering the type of buyers attracted to Porsche Cayennes. You will find quite a difference on quotes so it’s worth shopping around. As always make sure you do accurate comparisons between companies.WHAT TO LOOK FORCheck the interior for signs of rough usage, particularly in the back where bored kids can do a lot of damage. Make sure the engine starts easily and settles into a steady idle almost immediately.  The diesel isn’t quite as good as the petrol unit, but isn’t far behind them.The Porsche Cayenne has more off-road ability than you would expect, but few will have been bush bashing. If you do come across a used Porsche Cayenne that’s been on more than dirt roads it’s probably best to pass it up.Few Cayennes are used as heavy-duty towing vehicles, but if you inspect one for sale at a horse riding school, or similar, it might pay to ask a few questions.Cayennes with V6 engines were recalled in 2008 because of a possible fuel line problem that could lead to a fire. Check the problem has been rectified by talking to the seller. Or click on www.porschecars.com.au.Repairs can be expensive so make sure to get a quote on even apparently insignificant problems.CAR BUYING TIPSporting SUVs are likely to be driven harder than those bought as kid carters and probably have greatly accelerated wear rates as a result. 

NOTHING symbolises the irony of recent events at Porsche like its luxury SUV, the Cayenne. Its genesis, a decade or so ago, was a realisation within the company that it needed a mainstream model to iron out the fluctuations in sportscar demand.“After the difficult times we had in the early 1990s, we believed that aside from sportscars we needed something else to stabilise the company,'' Porsche Australia boss Michael Winkler says. “From a business and a strategic perspective it was the right decision.''It wasn't the first time a Porsche model had been co-developed with Volkswagen, but it was the first time the brand had dabbled in a segment other than sportscars. Porsche enthusiasts viewed it with alarm. The company justified the move as the best way to ensure that its sportscars would continue to get the development budgets they need. And when buyers snapped up the Cayenne -- nearly 50,000 were sold in its peak year, half of total output and double expectations -- it looked like genius. Porsche became the most profitable car company on the planet.However, it had solved one problem only to create another. Half of its sales now relied on a car that underneath was a Volkswagen Touareg. If Volkswagen changed hands or, for whatever reason, terminated its co-operation, then Porsche would again be in trouble. So the Cayenne effectively gave Porsche both the motivation and the means to attempt its ill-fated takeover of Volkswagen.That daring move became mired in debt and a year ago Volkswagen turned the tables, acquiring Porsche instead.Although the smoke is still clearing on what that means for Porsche, one consequence is likely to be a plethora of new models, with many sharing Volkswagen components. With the Cayenne, Porsche showed the potential of just this sort of brand stretching.From Porsche's perspective the irony is doubly chilling because as one of Volkswagen's stable of 10 brands, it no longer needs the stability and volume brought by the Cayenne. Volkswagen has shown with its stewardship of Bugatti, Bentley and Lamborghini that it's big enough to wear the uneven costs and cash flow of elite brands.Last week, a few days after Volkswagen announced it would install its own production strategist as head of Porsche, the local outfit was launching the second generation of the Cayenne. It looks similar to the original but, seven years after its debut, this reworking is about as complete as it gets.As before, the platform is shared with the Touareg and this model extends the engineering overlap further into the engine bay as well, with the first hybrid driveline offered by Porsche identical to the one that recently premiered in Europe in the Volkswagen. The V6 petrol and diesel units, which arrive next month, are also shared, while as before there are two Porsche-developed V8s, one turbocharged.All are more efficient -- by 20 per cent or better -- with hybrid-type fuel-savings strategies deployed across the range. These include stop-start during idle on the new eight-speed transmission, a world first for a torque converter automatic. The car is bigger, with more space in a completely redesigned cabin and a larger cargo area.An aggressive weight-saving regime, which includes new magnesium components and extensive use of aluminium panels, has removed 160kg or more and means the hybrid, the heaviest, weighs less than the previous Turbo despite packing an 80kg battery under the load floor.Other changes include a reworked air suspension, larger brakes and ditching the previous foot-operated park brake in favour of an electronic unit. Two variations of all-wheel-drive system are available, with the petrol V6 and V8s paired to an active system that can direct 100 per cent of power to one axle and selectively brake wheels without traction to stop them spinning. Optional Porsche dynamic systems include active anti-roll bars, standard on Turbo.Prices have risen by $1000 in most cases, with the V6 petrol and diesel due next month setting the entry points at $103,500 and $104,500 respectively. The hybrid sits $12,000 above the naturally aspirated V8 on price, at $159,900. The Turbo remains the second most expensive SUV you can buy after the Audi Q7 diesel V12.Besides the obvious objection that it wasn't a sportscar, the Cayenne was vulnerable to criticism about its design, which attempted to mimic a 911. Porsche hasn't abandoned this strategy but it's more successful this time around. The nose has been tapered, making it appear less imposingly upright and square-cut. The headlight shapes and bonnet are similar, if not identical, to those on the Panamera. The rectangular tail-lights have also gone, replaced by amorphous units that could have come from an Audi.Most beneficial are the interior changes, which follow the layout debuted in the Panamera. Here, they represent a big lift in design appeal and material quality over the previous Cayenne and serve to separate it from the donor Volkswagen components. There's good vision all round and five dials in the instrument panel, including one that doubles as a virtual display screen.The seats are great, with rears that now slide and tilt adjust. The cargo area is well-organised with the sole disadvantage, compared to the previous car, of fixed rear glass that no longer opens independently of the tailgate.Performance is critical to the Porsche brand and the weight savings on the Cayenne show up in improved sprint figures. The Turbo becomes a sub-five-second car to 100km/h, at 4.7 seconds, while the S dips under six seconds. The Hybrid is quicker than both the V6s, at 6.5 seconds to100km/h, and can reach a higher top speed too, of 242km/h. It's also much quicker than the only other hybrid SUV available here, the Lexus RX450h, which needs 7.8 seconds to hit the legal limit.The V8s sound good, with the Turbo emitting a low, visceral grumble that's addictive. It's performance is effortless, as you are entitled to expect from a Porsche bearing the Turbo badge. The standard V8 needs to work up hills and out of slow corners, with plenty of revs. Only here did I need to use the paddles to downchange: the rest of the time the transmission can be left alone. The stop-start function feels sufficiently refined to be left on permanently.Porsche's first Hybrid wasn't the revelation I'd been hoping for; it piles on speed almost as effectively as the V8s but to a higher pitched, more complex soundtrack. Graphics on the central screen ape Toyota hybrids by showing when the engine is being assisted by the electric motor, when it's recharging and so on, although following the dancing lines of arrowheads is impossible if your eyes are on the road.Around town it offers efficiency advantages over all the variants bar the V6 diesel, but on the open roads of Queensland the numbers didn't flatter it. It also seemed a bit less assured dynamically, at least compared to the V8s, and a bit less certain in its body movements.Perhaps that's because the V8s are outstanding on this score and would outhandle many smaller vehicles with their remarkably car-like dynamics. They turn into corners eagerly, without lurching but with a chassis that actually encourages the driver. If it wasn't for the high driving position, it would be possible to forget the absurd physics of the whole situation.The steering is light but reasonably engaging and the brakes are strong enough so that you don't notice they're arresting two tonnes of high-velocity metal. The ride quality and comfort levels are high, with a nicely planted feel to the car, although road noise intrudes a bit more than is ideal. On coarse country tarmac, few cars isolate that effectively.Most surprising about the Cayenne was its ability on a small offroad track at Porsche's Mt Cotton facility. There's no low-range gearing this time -- and no extra underbody protection or offroad rubber -- but the Cayenne showed it could climb and wade as well as bush-credentialled machines. It's too polished a car for an expedition, but it's nice to know it could get you out of trouble if the circumstances arose.On its merits, this Cayenne deserves to be more successful than the last. It's more appealing, efficient and luxurious. Porsche Australia says the order bank is strong and the first three months' supply is already sold, with early interest in the Turbo. The Hybrid hopes to attract 15 per cent of buyers eventually although it feels like the Cayenne variant Porsche had to have, thanks to ever stricter efficiency regulations, rather than one that would naturally occupy its portfolio.That said, the Porsche line-up itself is likely to go places it might not have gone if the takeover bid for Volkswagen had turned out differently. And in that context, the ultimate irony of this Cayenne is that it feels more Porsche-like than ever.PORSCHE CAYENNE - $147,900 (S) to $239,900 (Turbo)Read more about prestige motoring at The Australian.

Cayenne is no longer a VW Touareg with a Porsche badge. Despite sharing its chassis, a diesel engine and its first hybrid petrol/electric powertrain with VW, Porsche Cars Australia managing director Michael Winkler says the two models are "totally different"."On the last Cayenne you could exchange the doors with the Touareg. Now you can't," he says. "Every panel is totally different."PRICING AND DRIVETRAINSThree new Cayenne models have arrived in Australia: Turbo V8 at $239,900 (up $2700), Cayenne S V8 at $147,900 (up $1000) and S Hybrid at $159,900. They will be followed shortly by the V6 at $103,500 (up $1000) and Diesel at $104,500 (up $800).For those extra dollars, the customer gets 20 to 23 per cent better fuel economy with increased or similar power figures, more equipment, more cabin space and an eight-speed tiptronic transmission with stop/start technology that switches the engine off at idle.Winkler says the Cayenne is such an important seller for the company they flew powertrain manager Stefan Fegg from Germany to Brisbane for the national launch this week.Fegg says they worked with VW to develop the parallel hybrid system which uses a 3.0-litre supercharged V6 petrol engine (245kW/440Nm) and an electric motor (34kW/300Nm) that produces fuel economy of 8.2L/100km. Not bad for a two-tonne truck, but still not as good as the new Diesel which is down from 9.3 to 7.4L/100km.However, Fegg points out that city drivers will be able to squeeze more economy out of the hybrid and can even choose to run in electric-only mode for up to 3km if they don't go faster than 60km/h.Fegg says the massive fuel economy savings across all models are due to weight saving, reduced friction in the engine and transmission, low-rolling resistance tyres, recuperative power from the brakes used to charge the battery, two overdriven gears on the eight-speed tiptronic with 50 per cent faster changes, and stop/start technology.In Europe, the stop-start function defaults to the switched-on position, but in Australia, the driver must select it, although it then defaults to whatever setting it was on when the engine was last switched off.While Porsche added 65kg to the vehicle for structural safety and extra features, 103kg was shaved from the body by using lightweight materials, 74kg from the chassis, 63kg from the engine and 10kg from the electrics. Overall, vehicle weight is down 250kg.However, the Hybrid unit adds 165kg, of which 80kg is the battery. That makes it top weight at 2240kg, compared with the S at 2065kg and Turbo at 2170.APPEARANCE AND FIT-OUTStyling is now more svelte and less of a big-bottomed tank largely due to the less chunky and much lighter one-piece tailgate design. There is now no separate window opening, so dust penetration should be reduced.PCA training manager Paul Watson says the bonnet has been extended forward allowing the Porsche badge to be relocated. "Every Porsche now has the crest on the bonnet. It's back in its rightful place," he says.It also now features a front air intake that has been inverted from the previous smile to a more menacing grimace. Cayenne is 48mm longer and 11mm wider with a 40mm longer wheelbase, increasing cabin legroom. The rear seats also move forward and back by 160mm as well as folding and tilting.While the space-saver spare tyre is under the cargo floor, in the Hybrid it takes up a chunk of the cargo area because the battery is under the floor. Watson says customers can choose to swap the tyre for a can of goo to patch punctures. Tyres can be re-inflated by an on-board nitrogen compressor. The Cayenne cabin is almost identical to the new Panamera with its sloping centre console, cockpit-like clustered instruments and driver-oriented feel.MECHANICALDriving dynamics feature highly in the new Cayenne with a range of acronyms such as PASM, PTV Plus, PDCC and PTM.PASM is the Porsche Active Suspension Management which adjusts the dampers for sport, normal or comfort setting as selected by the driver.PTV plus is Porsche Torque Vectoring that brakes the inside wheels and varies power delivery via an electronically controlled cross differential on the rear axle in corners. It basically helps prevent understeer which is endemic in most SUVs. It is optional on the Cayenne, S and Turbo.PDCC is Porsche Dynamic Chassis Control is a hydraulic system that operates active anti-roll bars to keep the body flat in corners. It is standard on the Turbo and available as an option on all air suspension models.PTM is Porsche's Traction Management system. In active form on the Cayenne, S and Turbo it uses an electronic clutch to distribute torque up to 100 per cent to either the front or rear wheels. In "reactive" form in the Diesel and S Hybrid, PTM splits torque up to 40 per cent to the front and 60 per cent to the rear."Two-wheel drive isn't an option for the Cayenne, it's an SUV and will always be four-wheel drive," says Fegg.There are three modes for off-road driving. Mode 1 recalibrates electrical systems such as traction control and ABS for slippery terrain and in the air suspension models it raises the ride height. Mode 2 locks the clutch for better traction and Mode 3 locks the rear diff.Brakes in all models have been uprated with larger discs up to 410mm in the Turbo and stronger calipers. All models also feature a recuperative system that uses kinetic energy from braking to charge the battery. It's called a "micro hybrid" system.There is a vast range of options available including lane-change assist and adaptive cruise control that operates down to 20km/h.Cayenne is a combination of elements built in various locations. Its chassis is made in Slovakia, the engines are made in various locations in Germany and Hungary and the final vehicles are assembled in Leipzig, Germany.Winkler says S Hybrid represents about eight per cent of their 250 orders so far, but he expects to sell about 15 per cent after customers have test-driven it. "Hybrid customers will live in the city and buy it not only for economy, but for social acceptance," he says.Diesel will continue to represent about 40-45 per cent of sales. Winkler says there is no confirmation of GTS or Turbo S models.DRIVINGA quick strop across Mt Glorious and its 40-odd kilometres of gloriously winding tarmac reveals a car that is more lively and lithe in its handling, although still short of the BMW X5 benchmark. Despite load shedding, it still feels its weight and relies on the fancy electronics to keep things together. There is a moment of impending understeer at turn-in, but a smooth and predictable flick to oversteer.Road noise is substantially reduced which turns your attention to the wind noise around the wing mirrors and bottom of the windscreen. The S Hybrid deserves its S badge for the potent driving force when both the electric motor and petrol engine are working.It emits a typical Porsche growl as it stomps bucketloads of torque through its wheels. The V8 feels less powerful at the low and mid end than the Hybrid, but comes on song when revved out.The Turbo is simply stunning with lightning delivery of great globs of power for rapid overtaking that will leave you breathless and licence-less unless you are careful. Brakes tend to be too sensitive in initial bite, especially in slow-moving traffic, but offer great confidence when looming up on a hairpin turn.OFF THE ROADPorsche rounded out its country road strop with a short demonstration of off-road abilities at the Mt Cotton Training Facility. Here it was the turn of the mechanical diff and all the associated electronic trickery to strut their stuff.While low ratio has been tossed out to save weight, Cayenne retains hill descent with the speed now controlled by the cruise control stalk down to 3km/h. Wheel articulation is limited, but the traction controls work miracles on steep and uneven surfaces to produce more forward momentum than most luxury softroaders.Wade depth is limited by the air intake, so a bow wave will snuff the engine. However, it is fine for most off-road duties Porsche owners will require.Winkler admits only 20 per cent of Cayenne owners will ever get their wheels dirty.

All over Europe, governments are tightening their belts – Greece is crumbling, Britain has just announced the most draconian budget in a generation, and even Belgium is rethinking its generous social welfare system.And in Germany, Porsche is doing the same for the Cayenne SUV, making it leaner and greener … and a little meaner.The heart of the changes are the upgraded V6 engines: the V6 petrol unit from a platform shared with the Volkswagen Touareg, and the V6 diesel – joined now by a hybrid version that wasn’t available for test this week.And in place of the twin-clutch PDK autos, there’s a new eight-speed ‘Tiptronic’ automatic transmission geared for fuel economy with the top two slots functioning as overdrive.There’s also been work done to cut down body weight by around 130kg, and the introduction of lower rolling resistance tyres across the range.AppearanceThe designers have also worked to make it more ‘Porsche-like’, which translates as ‘less of a lump’. And while there’s no disguising that it’s an SUV – and one that has grown 1cm wider and taller and nearly 5cm longer – it does have a more refined appearance.Porsche says they aimed to make it look more compact, and while the Carsguide jury is still out on that result, the refined streamlining of the shape perhaps lets the eye slip more easily over the body. It’s design sleight-of-hand that has trimmed what you might call the visual co-efficient of drag.MechanicalAlong with the addition of stop-start technology that cuts the engine temporarily when you halt, the economy improvements have been achieved by optimising engine systems with over-run control, reducing weight and revising heat management to warm up the engine faster and reduce friction.For the 3.6-litre V6 petrol, that means it now develops 220kW of power at 6300rpm and 400Nm of torque at 3000rpm – a rise of about 7kW and 15Nm – while reducing fuel economy by about 20 per cent to 9.9L/100km, with emissions lowering in tandem to 236g/km. It gives 0-100km/h acceleration of 7.8 secs and a top speed of 230km/h.Although the 3.0litre turbo-diesel’s outputs are unchanged at176kW from 4000-4400rpm and 550Nm of torque from 2000-2250, it has also managed to cut fuel consumption by 20 per cent to 7.4L/100km and emissions to 195g/km. Performance is still respectable, matching the petrol V6’s 0-100km/h time of 7.8 secs, but with a top speed of 218km/h.The Hybrid S that’s on the way has a supercharged 245kW 3.0-litre V6 coupled with a 34kW electric motor with a combined torque output of 580Nm from 1000 revs. It uses just 8.2 litres/100km, has CO2 emissions of 193 g/km and can be driven for short distances at speeds up to 60km/h on electric power only.All-wheel drivePorsche has also worked to lighten the all-wheel drive, which on the petrol V6 is set up to give the rear wheels 85 per cent of the torque in normal driving, redistributing that as needed through the traction management that can send 100 per cent to either axle as needed. However the V6 diesel –  and the Hybrid – send 60 per cent to the rear wheels in normal driving, with a switchable centre differential lock changing that to 50/50 for surfaces like rough gravel.Extra off-roading ability is lent by a switchable suspension adjustment and a host of extra helpers such as the new hill control and improved stability system, and brake assist and force distribution for the 350mm front and 330mm rear discs.Pricing and rangeOn sale from July 27, the new range starts with the petrol V6 from $103,500, followed by the V6 diesel at $104,500, the updated 4.8-litre V8 S at $147,900, the S Hybrid at $159,900 and the range-topping Turbo at $239,900.There are some price rises over the current models, but Porsche Australia spokesman Paul Ellis says that’s outweighed by the extra kit. “There’s more equipment and the price rise is negligible – less than $2000,” Ellis says.Cayenne accounts for around 40 per cent of local sales, and Ellis sees that continuing. “We’ll sell as many as we can get, and indications are that we’ll sell a lot,” he says.“The Cayenne is the one Porsche that’s been immune in the financial slump. We noticed slacking off in the sports car segment during the GFC, but the Cayenne’s versatility enabled it to weather the storm. I’d say all our dealers are already holding deposits.”Fit-out and equipmentThe cabin is well laid-out, superbly upholstered and has some great design touches – the lozenge chrome bezels and the similarly angled grab handles on the console sides for a start – but rear visibility is uncomfortable, and you’ll come to depend on the parking assistants.Which brings us to the wallet-stretchers on the options list, because the V6 models get parking alerts rather than the reversing camera that’s standard on the V8s and Hybrid.The other down-specs include 18-in wheels rather than 19-in, steel suspension, adaptive headlights but not the higher models’ bi-xenon, and an 11-speaker Bose system – which you can upgrade to a 14-speaker Burmester for $11,950.DrivingWe weren’t big fans of the Cayenne when Porsche first launched it. It seemed so far from their traditional DNA of sporty engineering. Too big, too lumpen – and too damned thirsty.But we’re liking it a lot more after driving the new one. It looks better, more refined, more dynamic… and it’s more frugal.While they’re not going to have the grunt of the V8 models, neither of the versions we tested was a slouch. Both petrol and diesel V6 versions take off smartly for what is still quite a big lump of vehicle -- despite weight loss of about 130kg , it still tips the scales at about two tonnes.But the effortless strength of the diesel makes it our pick. The modest-sounding 176kW is more than compensated by the 550Nm thump of torque – and with just a $1000 premium over the price of the petrol, it’s not going to take you long to recoup the difference. With current fuel prices, it would even up after about 30,000km.The cars were on the optional 19-in wheels rather than the standard 18-in, but still fitted with low rolling-resistance tyres. But while we found the set-up great for the straight line speed of the smooth autobahns, they were still jittery over the stretches of crumble-edged back roads.We didn’t get a chance to take either of them off-road, but ventured into the tough terrain of narrow urban streets and some peak-hour jousting – which is where most of the Cayennes will do battle, if truth be told – and were happy to find it steered and negotiated the challenge easily.Would we buy it in preference to the Volkswagen stable-mate that comes in at about $25,000 less? It would come down to how much that $25,000 impacted on our budget vs the superior Porsche interior fit-out and equipment.

Porsche has learnt a lot of lessons from its first foray into the SUV field.