2012 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. 

At the international launch of this generation Cayenne five years ago, the biggest wig present dismissed the very notion of Porsche existing in the same temporal realm as diesel.Even in an SUV - the passenger vehicle type best suited to such a powerplant - a diesel would be simply too heavy, too inflexible, too common for Porsche.Well, here's another diesel Porsche, the latest of what will by next years by a Cayenne range of eight models of all types. Except, maybe not.The entry Cayenne diesel V6 doesn't do enough to disguise its commonality with Volkswagen's Touareg and Audi's Q7 (same basis, same engine, same Slovakian assembly line). The new one, however, the Cayenne S Diesel, almost succeeds in transcending its very dieselness.Indeed, when we turned the key not a rattle was to be heard, not an agricultural calling card. On accelerating sharply out of the compound and toward the mountain passes above Graz, we just about turned around to express indignation at the practical joke that had so evidently been played. The splendid V8 thrum that blurted forth could only come from a petrol engine.In its acoustic respect alone, the S Diesel resembles a muscle car. It'll make the other mums look when you cue outside school.VALUEAt $155,500 the S Diesel is some way from being the top whack Cayenne, sitting below the Cayenne Turbo and GTS. In so far as a few grand matters at this end of the market, it does come in some $4K over the petrol S - and would by any measure justify that premium and more.Standard is air suspension, the component that when set to optimum comes so close to covering the sense that this is the one SUV that truly deserves the cliche "car like" in terms of its dynamics.TECHNOLOGYIt's all about that engine, the twin turbo diesel V8 adapted from cousin company Audi then fettled and finessed to the degree described above. Putting out a 252kW and a mountainous 850Nm from 2000rpm, it out pulls most any petrol engine while sounding every bit as pretty to the ear.Reaching 100km/h from standing in 5.7 seconds isn't bad for any 2.1 tonne missile, let alone one driven by means not long ago dismissed by this very marque. It's barely more than a second slower than the 911 Carrera 4 Cabriolet, with which it shares the darkly magical Porsche Traction Management all-wheel-drive system. Combined with Porsche Stability Management, this settles any prattle about under or oversteer by removing the matter entirely from humans hands. In hard cornering, the inside rear wheel is relieved of responsibility by the one outside, setting up the up the most rapid corner exit. Turn it all off, or as off as possible, and see if you can do better. Or rather, don't. It's a question of constantly motoring mac apportioning torque, permitting to wheel than can be put down - a question it answers emphatically.Conversely, a cruising range of some 1200km using is claimed from the 100-litre tank at an ideal average of 8.3l/100km - a rate comparable to a Mazda3.DESIGNLoathe SUVS or merely hate them, the Cayenne is  the least visually offensive of this breed. Those Porsche exterior accents do a remarkable job of disguising this thing's immense bulk.Within the cabin sets a standard the 911 has only with its latest model began to emulate. Of shared and comparably humble origins the Cayenne surely is, but this interior -  lush without being over embellished - is all its own thing, one of the best of any type. It'll be interesting to see how cousin Bentley does with its own imminent and barge bummed SUV.SAFETYPorsches don't get crashed in laboratories. While the Q7 anomalously scored only four stars when released, the Touareg got all five.As with the Carrera 4, however, the Cayenne's singular battery of active electronic safety measures remove any but the most egregiously human changes of putting its crash proof ness to the real world test.DRIVINGWhile we've carped the Carrera 4 is possibly just a bit too clinically brilliant for the sake of fun, much the same tech arsenal makes the Cayenne an unalloyed joy. For an SUV that is. It's all relative.Squeezing by and around other vehicles on high mountain roads with origins in horse and dray days should be the very definition of difficult in something of the Cayenne's displacement. That it isn't says everything for technical accomplishment of the Stuttgart car maker.Hunched in its lowest suspensions setting, such is the response of this superb diesel that again it  the "car like" cliche that comes to mind. The merest throttle openings are enough to keep overtaking exposures to a sports sedan like minimum, the constantly varying all-wheel-drive working so seamlessly you scarcely suspect such electro-trickery's at play.All the while there's that cliche shattering engine note. If you can detect diesel in that, you're paying too much attention to the noise and failing to enjoy the crushing torque that only turbo diesel can bring.VERDICTA new departure and new prestige SUV benchmark

These hills are alive with the sound of Porsche music.VALUEThe GTS will come to Australia this September for $164,900, which is $13,600 more than the Cayenne S. For the extra cash you get a bunch of extra equipment, a more exciting drive, a pinch more power and torque and some enhanced motor music.TECHNOLOGYPorsche engineers developed a system that enables the GTS Cayenne to operate in a relatively serene manner until the driver presses the Sport button and effectively switches on an amplifier.Flaps in the exhaust open wide and two sound chambers in the engine bay draw ear-pleasing notes into the otherwise well-insulated cabin. The 4.8-litre V8 in the GTS has been tweaked with two new camshafts which bumps power up by 15kW over the S to kW and increases torque by 15Nm to 515Nm.Even with a hefty weight tally of 2085kg, this is enough firepower to sling the GTS from 0-100km/h in 5.7 seconds. It certainly feels that fast when you mash the accelerator, especially with the added soundtrack of Sport mode.The responsiveness of this engine is just brilliant and the power delivery comes on strong through to the 6700 rev cut-out without any lumps or gaps. The official fuel consumption figure is 10.7L/100km, but give it a hard time and you could uses as much a 18L/100km.Porsche says it is the most emotional largely because it has a sweet-revving naturally aspirated V8 engine that responds instantly to driver instruction instead pausing slightly for a turbocharger to spool up.The only transmission is a ZF eight-speed torque convertor automatic (not to be confused with the faster shifting dual-clutch auto from sports models) which is standard across the Cayenne range.DESIGNSilver is the standard wheel colour, but customers can have them painted all kinds of colours. One red GTS at the launch had red wheels, which looked hideous and clashed with the callipers (a different shade of red). A wide spectrum of body colours is available including an exclusive eye-ball assaulting green (with matching interior stitching).   All GTS Cayennes get a full body kit including a dual-layer rear wing, side skirts and a meaner front bumper with bigger air inlets and Cayenne Turbo headlights. Alcantara is used for the seats, doors, centre column and even the headlining.Like other Cayennes, the GTS has two easily accessible grab bars for the passenger which can come in handy if the driver is having a crack. Porsche dropped the suspension by 20mm, further reducing any chance this 4WD will ever make it off road, which helps it to sit as flat as can be expected in the turns. All Australian Cayennes get air suspension, so the driver can choose between the firm Sport mode, benign Normal mode and marshmallow Comfort mode.DRIVINGThe Cayenne sounds incredibly loud outside the car and the gravity-defying mountain cows at the highest point of our climb look at me with a form of bovine contempt. If they had opposable thumbs, they’d call the cops.Inside, the GTS sounds awesome whenever you have the throttle wide open, but is too quiet when you back off the throttle. All the cabin sound insulation that makes the Cayenne a quiet cruiser blocks out the fury of the exhaust unless you drive with the windows down.The transmission was chosen for comfort and even though it has been tuned for the GTS, the gearshifts are too slow for such a sporty car. The transmission is linked to all four wheels using a system that automatically shifts power between the front and rear wheels on the run. There’s no doubting the GTS is fast in a straight line, but what about when it arrives at corners? Thanks to a raft of changes to the suspension, the GTS corners remarkably well, for what it is. There’s no escaping the fact that this is a great big, heavy crossover wagon that seats four people comfortably (the fifth seat is near-useless) and has a big boot.  The ride is surprisingly comfortable even running in Sport mode on optional 21-inch rims (20 inch wheels are standard). After conquering the mountains, we are allowed to flog the Cayennes around a tight and twisty track, following a Boxster S.This activity does showcase the relative agility of the GTS, but also highlights the fact that while the steering is accurate, it is overly light and passes on very little feeling. The brakes also have to work extremely hard to pull it up in a timely fashion.VERDICTThe GTS is sportiest model in the Cayenne range. It isn’t the fastest, as the Cayenne Turbo out-guns it in a straight line, but the GTS is the most agile and driver-focused. I can’t help but want to be sitting nice and low in the Boxster, enjoying a real Porsche sportscar.That’s only natural, because Porsche sportscars are really something special, but the kind of person looking at a Cayenne wants an SUV and all the space and comfort that comes with it. In that case, the GTS is about as good as its going to get.

It's been 10 years since Porsche launched its four-wheel drivewagon the Cayenne. The naysayers poo-pooed the idea, claiming the company had no business producing anything other than sports cars.But, as history will show, they were oh so wrong. The five-seat Cayenne was an instant hit and has gone on to become the biggest selling Porsche of all time. In fact, on the strength of its success, they're getting ready to launch another, smaller offroader called the Macan.THE GTSAbout two years after launch, the GTS model was added to the lineup, a harder-edged, road-focused powerhouse with a naturally aspirated V8 engine. The GTS quickly became the most popular petrol model, with its characteristic V8 blatt, sporty good looks and lowered sports suspension. No one really cared if it wasn't much chop off road (for that matter very few Cayenne drivers even get their cars dirty).THE NEW GTSThe new one does just about everything better. It comes in two exclusive colours: Carmine Red and Peridot Green, with glossy black highlights and colour coded wheels. The GTS has been slimmed down and is lighter, faster and more powerful but uses less fuel (how do they do that?).Going on sale from September priced from $164,900 its by no means cheap but only $13,000 more than the S and $84,000 this side of the top drawer Turbo - and you get plenty of extra kit.THE STATSCayenne is based on the same platform as VW's Touareg and the Audi Q7. It’s 4846mm long and 1954mm wide, with a 2895mm wheelbase. The 4.8-litre direct injection V8 produces 309kW of power and515Nm of torque, an increase of 11kW and 15Nm on the old one.The engine revs to 6700 rpm and is hooked up to an 8-speed Japanese Aisin automatic, with steering wheel mounted paddlegear shifts. It has a top speed of 261km/h and does the dash from0-100km/h in a rapid 5.7 seconds (the old one did it in 6.5). Fuel consumption is a claimed 10.7 litres/100km, down from 13.9 and, with a knock sensor, we're told it will run on ordinary unleaded if need be - but maybe with a loss of power.WHAT ELSE?The car features automatic stop/start that shuts the engine down at traffic lights to help save fuel. The fact that it's lighter also helps in this department. They've managed to chop 160kg out, reducing the weight from 2245kg to 2085kg with extensive use of aluminium in the bodywork and power train components.The active all-wheel drive system is predominantly rear wheeldrive, but automatically sends torque to the front wheels as required. 20 inch alloys are standard, with 275/45 rubber and our cars will be fitted with air suspension.GOODIESComes with side skirts, wider colour coded wheel arches and a rear roof mounted spoiler. There's also LED daytime runners and tinted LED tail lights, plus a set of black, menacing quad tailpipes. The driver and front seat passenger get eight-way electrically adjustable sports seats. Also features dynamic lights, with integrated dynamic and static cornering lights.SAFETYThe Cayenne doesn't have a safety rating, at least not from ANCAP or its Euro equivalent. They won't buy the cars and Porsche won't supply them for testing, so the authorities must rely on supplied figures. Suffice to say with six airbags and a full suite of electronic aids, safety should not be a concern. A reversing camera is also standard.THE DRIVEIt's one of if not the best handling four wheel drives on the market. But it's definitely more at home on the road than on a race track as we discovered this week at Worthersee in Austria. The second generation GTS might be lighter and more powerful than its predecessor, but it still weighs more than two tonnes. And, in the end, it's this figure that counts against the car when you're charging full tilt into a corner. The harder you go and faster you corner, the sheer bulk of the vehicle becomes apparent, although there's surprisingly little body roll. That's at the extreme end of the spectrum. In normal circumstances, the GTS is fast out of the gates, sits flat on the road and remains remarkably composed, with very high levels of grip and brakes that just keep on braking. The dimensions of the car also came into play on the thin winding roads that we encountered in the Alps, especially when you meet oncoming vehicles - it doesn't leave much room for passing. The six speed auto has been replaced by an 8-speed unit in the second generation model. During normal operation it is designed to change up early and delay changing down to improve economy. In sport mode, gears seven and eight are locked out and the changes are more rapid - but in operation it is overly busy and does not change down quickly enough. The sound from the V8 is loud and raucous under full acceleration, but remains subdued unless the car is in sportmode. That's when the system opens up and delivers the full and unmistakeable growl of the V8 - a sound that signals get out of the way. Off throttle the exhaust begins to crackle, like the sound ofdistant fireworks but it lacks the declarative note usually associated with V8s - that sound that hoons love so much.WHY THE GTS?The economical diesel might be the best selling Cayenne in Australia but you can't beat the sound or responsiveness of a V8. It's cheaper than the Turbo, looks arguably just as good with firmer sports suspension that has been lowered 24mm. The active damper system automatically adjusts the ride to match the surface and way the driver is driving. Options include 21 inch wheels, Alcantara suede leather and for the first time the Sports Chrono Package that comprises a dashmounted stopwatch and additional performance information as part of the computer. The one thing the GTS doesn't get and that is not available is the PDK system and with its launch control. Bugger.WHAT ABOUT THE PANAMERA?The Panamera seats five too, but is more of an executive express. The Cayenne is the all rounder, the Porsche for cashed up Dadswith a family, that have a hankering for excitement and might want to tow a boat (it can tow 3500kg).THE COMPETITIONThe BMW X5/X6 M, Benz ML63 AMG, Range Rover Sport and perhaps Audi's V12 Q7, but in terms of handling it will probably outperform all.