2009 Porsche Cayenne

(3 Reviews)


2009 Porsche Cayenne Expert Review:Autoblog

The following review is for a 2008 Model Year. There may be minor changes to current model you are looking at.

2008 Porsche Cayenne GTS – Click above for high-res image gallery

Porsche makes sports cars backed by a rich tradition and race history. The thought of something wearing the badge that's also able to cart around your family and a load of their assorted junk was once laughable. Today, of course, that thought manifests itself in the form of the Porsche Cayenne. Even now, the idea of the Porsche SUV still seems wrong. Sure, the red Cayenne GTS in the Autoblog Garage has a spec sheet that looks exciting on paper. 405 V8-sourced horses and that shield on the hood makes you almost forget the five doors and 4,900 pounds that fill out the rest of the package. Read on to find out how the 2008 Porsche Cayenne GTS fared as a family hauler during a quick vacation up the coast.

Photos Copyright ©2008 Alex Nunez / Weblogs, Inc.

The base V6 Cayenne and V8-powered Cayenne S look as if they're grinning at some inside joke, while the GTS and two Turbo models share an angrier visage (the expression is similar to one you might see on a tiki souvenir in a Hawaiian airport gift shop). Either way, the Cayenne isn't pretty, but the more agitated face of the GTS is an improvement over the base models, and it instantly communicates the muscular nature of the 4.8L V8 that sits behind it.

While the Turbo and Turbo S have metallic accents, the GTS does away with said fanfare, instead blacking out that trim on the door handles, around the windows and elsewhere on the exterior. It makes for a monochromatic presentation that's more understated than the approach taken by its glitzier cousins, the VW Touareg and Audi Q7, despite the fact that Porsche is the highest-profile brand of the three. Immense 21-inch wheels wrapped in steamroller-sized performance rubber leave no doubt as to the mission statement.

Porsche made the GTS the most street-oriented Cayenne in the range, so it sits lower than even the Turbo. Color-keyed sill extensions further enhance that visual impression. The rear liftgate is topped by a spoiler and angled to give the Cayenne a faster-looking profile. While this is in keeping with Porsche's performance image, it creates a problem when you're loading up the cargo bay with luggage, beach chairs, toys, a stroller and the other assorted bits of family life that people with young kids need to bring on vacation.

There's only 19.1 cubic feet back there. Frankly, I thought I was screwed, as did my wife who took one look at the cargo area and said, "There's no way you're fitting all this stuff. We may need to leave the stroller." There was no way we were leaving that stroller and we didn't want to block rear visibility unless it was absolutely essential. After trying a few packing-order combos, we got everything in without obstructing the rear window at all. The Cayenne wound up swallowing an impressive amount of stuff in what's really not a lot of usable space. We were impressed.

The Cayenne's main passenger compartment isn't overly spacious. Think Jeep Grand Cherokee dimensionally minus an inch or two here and there. As such, headroom, legroom and the like are all pretty average. Our tester was finished in a stone grey leather-and-Alcantara combo, with pseudo suede trimming the main seating surfaces in both the front and back seats. Comfy and grippy, yes, but we lived in fear that some unnaturally-colored beverage would find its way from the kids' hands to the light-colored Alcantara.

The front seats are a nice, well-bolstered place to be, particularly if you have to drive for hours at a time. My wife commented more than once on how comfortable the accommodations were – surprising given that the Cayenne, as mentioned earlier, has roominess that's pretty much on par with other 5-seat SUVs. I took it as a reminder of how important a quality seat is to the overall experience, be it as driver or passenger.

Porsche's instrument panel layout in the Cayenne is pretty simple and straightforward. The driver's instrumentation is easily legible, with a multifunction display positioned between the speedometer and tach. Multifunction controls adorn the steering wheel, ranging from radio tuning and volume to the Tiptronic rockers positioned a thumb's reach away when your hands are at three- and nine-o'clock. All the other critical stuff is located in the center stack and console area.

The optional Porsche Communication Management (PCM) system – Porsche's screen-based, button-happy, do-it-all info/audio interface – was the focal point of this test vehicle's center stack. Apparently a product of Zuffenhausen's psychological warfare division, PCM, which has its own separate 200-page manual in the glovebox, does nothing to diminish the sentiment that German engineers are seriously overthinking the best way to find a radio station or adjust a nav destination. In effect, they outsmart themselves and drivers in the process.

Entering our hotel into the navigation system proved to be a source of frustration. No, we didn't look at the manual beforehand – this stuff should be extremely intuitive. After five minutes of fussing with PCM, I told my wife to use our TomTom. She had never, ever used the thing before; we had a route 30 seconds later. Just saying. In fairness to Porsche, it seems they also knew that PCM was imperfect, as they've introduced a brand-new touchscreen version for 2009. Moving on, the Cayenne's climate controls are straightforward and can be hidden under a roll-back cover for a cleaner appearance.

The center console is where you'll find the shifter (Tiptronic S in this case, but you can also order a manual in the GTS) and the controls for the suspension and Sport mode. The big Sport mode button is prominently located in the middle, and you can manually choose between three different suspension modes (Comfort, Normal, and Sport) on the right. Finally, the switch that bookends the assembly allows the driver to manually adjust the air suspension's ride height. For our purposes, we focused on the suspension modes and the Sport setting -- off-roading, or anything remotely resembling it, was not in the cards. After all, we were simply using the Cayenne as a big, muscular station wagon.

Flip the switchblade key out of its Cayenne-shaped fob (seriously – look at the photo), stick it into the left-mounted (of course) ignition switch and turn to summon the 4.8-liter V8 and its 405 horsepower. Out back, a mild burble emanates from the double-barreled tips peeking through the rear bumper. Don't worry – in Sport mode the exhaust discovers its machismo and blats out a more fiendish, guttural rasp.

The Cayenne is more than happy to mosey around like any other modern-day family truckster. Just leave it in Drive and it will launch in second gear, ready to tackle whatever grocery-getter tedium is thrown its way. Oh, the power's still there – jump on the gas and the Cayenne snaps right to attention, but it'll revert back to its domesticated-animal form without any prodding. We kept the suspension setting in Comfort mode much of the time, and it seemed to dampen the effects of road imperfections better than the also-perfectly-adequate Normal mode. Considering the aggressive wheel/tire package fitted to the GTS, this winds up being a good thing either way. We expected the ride to be harsher than it actually turned out to be. Bottom line: the Cayenne GTS is perfectly happy to be perfectly boring when the situation calls for that.

Now that we all understand that the Cayenne GTS is adept at pretending to be an $88,000 minivan, it's still a Porsche and will happily behave like one when asked. Encouraging it to do so is simple: press the Sport button. Those second-gear starts become a distant memory, the muted exhaust note gives way to something far more becoming of a 405-horsepower sports truck, and the GTS becomes more responsive to the orders issued by your right foot. If it's your thing, you can manually shift using the Tiptronic, but the wheel-mounted shift buttons don't add a whole lot of fun to the process. It doesn't matter anyway. In automatic mode, it gleefully rockets forward on command – power is prodigious and omnipresent.

The Cayenne GTS is plenty fast, as well it should be. It's composed, too – body roll is remarkably controlled despite its hefty curb weight. The average, everyday driver (raises hand) wheeling a Cayenne GTS will likely never come close to the handling limits that Porsche has engineered into this SUV. Mostly, you'll just have good, clean fun while devouring long, curved on-ramps under power and tackling your favorite local driving roads on the weekends. The major difference is that with the Cayenne, you can bring Mom and the kids along to share in your weekly motoring catharsis. Maybe even Fido, too.

We also managed to get in some unplanned sloppy-weather testing thanks to a fairly wicked storm system during the drive back home from our quick vacation. Monsoon-like rain and hail pelted the GTS as we cruised toward the family HQ on the interstate. There was abundant pooling along both shoulders and it was pretty deep in spots. The Cayenne just motored through, undeterred and sure-footed. It never felt dicey, no matter how miserable the conditions – a very nice, confidence-inspiring bonus.

In all honesty, I was one of those people who never "got" the Cayenne. Sure, I understood why Porsche made it, and now it's impossible to dispute this SUV's importance to the corporate bottom line. But how good could it really be? It's expensive, it chugs gas and is not pretty. It's also damned good, despite all the reasons you think it shouldn't be. You may not like the Cayenne, but go try one and you'll get why the folks who drive them do. After several days behind the wheel, I finally understood.

Photos Copyright ©2008 Alex Nunez / Weblogs, Inc.

More models broaden lineup.


When the Porsche Cayenne was launched five years ago enthusiasts cried blasphemy. Porsche should not build sport-utilities, they said, Porsche should build sports cars. But buyers won the vote. Cayenne had what they needed in a five-passenger SUV: more cargo space than a sedan, off-highway capability, and impressive towing capacity. They found the Cayenne technologically advanced and remarkably fast, as Porsches are supposed to be. So, buyers wondered, why all the hand wringing?

Cayenne's balance of style, performance, and sport-utility virtues were compelling, and it quickly became a success story for the small manufacturer of legendary sports cars. When Porsche launched Cayenne as a 2003 model, executives said they hoped to sell 20,000 of the SUVs a year. Clearly, these projections were conservative. In some years Porsche sold more than 50,000 Cayennes. More than 150,000 have been sold in the past four years. Following a redesign for 2008, sales have again increased, making the Cayenne a boon for Porsche's financial planning. Cayenne's ongoing success smoothes over wildly fluctuating sports car sales, which tend to follow the consumer confidence index. Cayenne's success is helping Porsche do what enthusiasts want: develop and build great sports cars and a new four-door sport sedan. Enough hand-wringing already. 

For 2009, Porsche has returned the Turbo S version and announced the 2010 Transsyberia Cayenne that goes on sale in Spring of 2009; the Cayenne GTS formally debuted late in 2008. With major advancements made for the 2008 model year, the 2009 primarily adds more extreme examples. 

Grabbing headlines is the 2009 Porsche Cayenne Turbo S, boasting 550 horsepower and 553 pound-feet of torque from its twin-turbocharged 4.8-liter V8 and capable of propelling this SUV from 0-60 mph in just 4.7 seconds. It's the fastest Cayenne and most expensive, almost 2.8 times the price of a base Cayenne. 

Although it isn't as fast as a Cayenne Turbo, the GTS is the most agile and lithe, with all the suspension tricks of the Turbos, huge tires and wheels, big brakes, and 300 pounds less weight to haul around. The GTS is the only Cayenne V8 offering a choice of manual or automatic transmissions. 

We find any Porsche Cayenne enjoyable to drive, smooth, stable, and responsive. It inspires confidence and we felt comfortable driving it right to and beyond grip levels on a gravel road. It's easy to control and predictable and always behaves as expected. 


The 2009 Porsche Cayenne lineup features five models: Cayenne ($44,600), Cayenne S ($59,400), Cayenne GTS ($70,900), Cayenne Turbo ($97,700), Cayenne Turbo S ($123,600). Also available will be the 2010 Cayenne S Transsyberia. All models come standard with full-time four-wheel drive (high and low range gearing). The Cayenne V6 and GTS come with a six-speed manual and six-speed automatic optional; all others are six-speed automatics. 

Cayenne comes with a 3.6-liter V6 (290 hp, 273 pound-feet of torque). Leather seating with 12-way power adjustment comes standard, along with titanium-look interior trim; manually controlled climate control with charcoal and micro-particle cabin filtration; heated folding exterior mirrors; multi-function trip computer; 12-speaker stereo with CD; air conditioned glove compartment; cruise control; insulated laminated privacy glass; Homelink; immobilizer anti-theft alarm; and an electronically latching power tailgate. 

Cayenne S gets a 4.8-liter V8 (385 hp and 369 lb-ft) and 18-inch wheels. Cayenne S adds automatic climate control with dual front-passenger settings and a 350-watt, 14-speaker Bose stereo. 

Cayenne GTS spins the 4.8-liter V8 up to 405 hp and adds shorter gearing, lower-ride-height air suspension with Porsche Active Suspension Management (PASM), big brakes, 21-inch wheels with 295/35 tires, power tilt/telescope wheel, sport seats front and rear with Alcantara inserts, more aggressive bodywork and light-tube front signal/marker lamps. 

Cayenne Turbo features a twin-turbocharged version of the V8 (500 hp and 516 lb-ft). The Turbo comes standard with an adjustable air suspension with PASM, heated front and rear seats, and park-assist radar warning front and rear. It's equipped with Porsche Communications Management (PCM), a GPS navigation system with integrated telephone and audio controls, and headlights that turn with the steering wheel. 

Cayenne Turbo S bumps power to 550 hp and 553 lb-ft and adds Porsche Dynamic Chassis Control (active suspension), ceramic composite brakes, 21-inch wheels, and most luxury amenities. 

Options are extensive with fewer available as the base price increases, but even Turbos offer plenty of them. In Porsche fashion you can order seatbelts and gauge faces in matching or complementary colors, sport seats and bodywork upgrades, leathers and interior finishes (aluminum, carbon, wood), choose from multiple steering wheels, add chassis controls and larger wheels, painted wheels and crest logos, get laminated side glass or four-zone climate control, plus more generic items like park warning sensors, a tow hitch and keyless open and start. 

Porsche options can be pricey ($750 for XM radio) and unending. Even without using any exclusive factory customizing options, which are virtually limitless, it's none-too-difficult to add a third of the base price in options or run a $60,000 Cayenne S into six digits. 

Safety features on all models include electronic stability control, traction control, antilock brakes with off-road capability, trailer stability control, and full-time four-wheel drive. Six airbags come standard: dual-stage front and side-impact airbags for front passengers, and curtain-style head protection airbags on both sides of the cabin. All five seating positions have three-point belts with pretensioners to instantly tighten them and limit stretching on impact. The front belts also have automatic force limiters, reducing potential for belt-related injuries. 


With the 2008 restyle the designers wanted to lower the visual center of gravity of the Porsche Cayenne. The headlights were moved farther apart and feature new bi-xenon designs. The air intakes were re-shaped and a rear spoiler adorns the trailing edge of the roof. Wheels are available in 17-, 18-, 19-, 20-, and 21-inch sizes with a variety of finishes and styles. Aerodynamics are better than the first-generation (2003-07) models. New taillights, a redesigned rear bumper cover, a new exhaust system, and a new diffuser setup brought changes to the rear for 2008. The outside mirrors mimic the shape of the tail lights. 

Cayenne is easily identifiable as a Porsche with headlights and grille that resemble that of the 911 and Boxster. From the driver's seat, the valley between the headlights looks similar, only wider. The more powerful models have functional design cues indicating higher levels of performance. The GTS and Turbos are distinguished by larger grilles that increase the amount of air flowing through the coolers and the Turbos have strakes along the hood. 

The Cayenne is not small, measuring nearly 189 inches in length, with a wheelbase of 112.4 inches. That's about the same length as the current BMW X5, X6 (191.1 inches), and Mercedes M-Class (188.5 inches). Cayenne is also similar to its German rivals in width and height. 

In size, Cayenne most closely matches Volkswagen's Touareg, which is no surprise given the two vehicles were developed jointly. Engines and other Cayenne components are built by Porsche in Zuffenhausen, Germany, and mated to the Cayenne at an assembly plant in Leipzig. Cayenne, Touareg, and the Audi Q7 share basic structures, though the Audi is stretched for three-row passenger space. Engine and suspension tuning, styling and all the finish work were the separate responsibility of each manufacturer and in many cases only 15 percent of parts are common. 

The Cayenne offers near optimal front/rear weight distribution of 52/48 percent, for outstanding handling balance in all circumstances; the weight in most SUVs is more heavily biased toward the front. At least as important, in Porsche's view, is the Cayenne's optimal aerodynamic balance. Aerodynamic downforce on the rear wheels increases with speed, delivering the high-speed stability that has become a Porsche trademark. 


Anyone who has spent time in one of Porsche's sports cars will get a familiar feeling in the Cayenne driver's seat. The cabin cues are pure Porsche: the ignition switch to the left of the steering column, a tradition dating back to vintage Le Mans starts requiring drivers to run to their cars and simultaneously twist the key and engage the shifter; the shape and feel of the gear selector; the thick, grippy, steering wheel with the three-spoke hub; the contour of the seats; and the multi-ring gauge layout. 

Cayenne's instrument cluster is tucked under a single, prominent arch, with two big gauges on either side of a central multifunction display, tachometer on the left, speedometer on the right, numbered oil temp, coolant temp, fuel and volts surrounding them and styled to look like a 911. The central display presents information on audio and trip functions, mechanical operations and ambient conditions. Cruise control and the switch for the wipers are located on stalks on either side of the steering column. The bulk of the switches, including audio and climate controls, are racked in the center of the dash above the center console. These are replaced with a CRT monitor on Cayennes equipped with Porsche Communications Management, with plenty of small white-on-black switches to amuse you. A dozen vents throughout the cabin distribute warm or cool air evenly. Big, wide outside mirrors offer good rearward visibility. The steering wheel tilts and telescopes to help ensure a proper driving position. 

The Cayenne is not as richly appointed as a similarly priced Range Rover Sport, but it's not supposed to be. The emphasis here is sporting flair and German efficiency rather than traditional luxury. (We like both vehicles for different reasons.) We liked the contrasting stitching on the Porsche seats. The standard leather upholstery is high grade, while the standard metal trim has a brushed finish; on premium models what looks like aluminum is aluminum. The front seats stand out for their balance of support, comfort and adjustment range; the sport seats in the GTS yet a notch or two better because of the low-slip Alcantara centers and deeper side bolsters. 

The navigation display screen is sizable and mostly out of sun glare. Called Porsche Communications Management, the navigation system comes with a 6.5-inch display and calculates routes and makes adjustments very quickly. It uses DVDs rather than CDs, allowing for maps for the entire United States on a single disk, rather than several that must be changed from region to region. An optional electronic logbook automatically records the mileage, journey length, date and time, starting point and destination address for every trip made. In addition, buyers can opt for a module that will help you find your way back to your starting point, even if the roads or trails aren't on the system's map. Voice recognition and off-road navigation are available options. 

Cayenne transports five adults in reasonable comfort. The rear seat is well contoured, with excellent headroom and decent legroom, even when the front seats are well back in their travel range; by virtue of its heavily bolstered outboard seats the center of the GTS rear is best reserved for kids or their child safety seats. The rear floor angles up slightly toward the front creating a very mild footrest that eases leg fatigue. Seating for five is something we're not used to seeing in a Porsche, but don't expect the interior volume of a Lincoln Navigator and don't look for a third-row seat because it isn't available. 

The rear cushions lift and the seatbacks fold forward in a 60/40 split, and includes a pass-though slot with a ski sack, allowing Cayenne to haul longer, narrow items inside without flattening or messing up the rear seat. Four D-rings and a cargo net keeps grocery bags and other items from sliding around during travel and a retractable shade-type cover opens and closes over the cargo hold. The cargo area is nicely finished in heavy carpet and the cover is mounted high to preserve maximum concealed storage. 

Cargo capacity is nearly 62 cubic feet with the rear seats folded down, and nearly 19 cubic feet with the rear seats in place. The tailgate is two-stage, so either the glass or entire gate can be opened upward, and the electronic latch lets you simply lower the gate to the latch while the electric mechanism pulls it shut; the upgraded power hatch require just a button push. The dimensions of the tailgate opening and load floor allow Cayenne to haul small appliances such as a bar-size refrigerator or a large TV set. With a payload of 1600 pounds, the Cayenne can haul just about anything that'll fit inside without worrying too much about exceeding recommended weights. 

In addition to a conventional moonroof you can also order a Panorama Roof comprising four glass panels, three of which slide open under electric power. The massive glass section can be opened either above the first row of seats, the second row, or both rows. A power sunblind is integrated into the roof. 

Driving Impression

The Porsche Cayenne is the rally car of big, heavy SUVs. It drives like a big sports car. Measured against other SUVs, it's hot. Measured against sports cars, it's quick and it's fast. Handling and stopping are impressive given its mass, but there's no denying that mass. And therefore, the Cayenne is no alternative to a Carrera: For true sports car performance, there is no substitute for the Porsche 911, except perhaps the Cayman. But among SUVs, the Cayenne hauls. It is the Porsche of its class. 

The Porsche of SUVs is what those familiar with the brand probably expect from the Cayenne. One can hear silky mechanical whirring and if you pay close attention, you can feel most of the mechanical components working, each doing its own job, yet it all blends together in a smooth, synchronous whole. The Cayenne is fast, satisfying and, even in the things it does least efficiently, quite competent. It stops with more energy and precision that any SUV we can name. 

The deep rumble of the exhaust is a reminder you're driving a Porsche, as is the engine notes of fine mechanisms. Even at idle, the burble of low-restriction mufflers, the cams and the suck of intake air remind us of the late, great Porsche 928, a V8-powered GT that swallowed chunks of pavement at an alarming rate. This is not your typical SUV, though it can perform the duties of one. 

Off-road capabilities are considerable. Cayenne invokes images of the Paris-Dakar Porsche 959s. Bigger wheels equals smaller sidewalls and in the end the tires and low-lying bodywork will be the limiting factors; a standard Cayenne V6 is the best for real off-road use and nothing more than a smoothly graded dirt road or sandy beach should be attempted in a GTS or Turbo S. 

We drove a Cayenne S hard on a gravel road, a 2.0-mile special stage at Continental Tire's Uvalde Proving Grounds west of San Antonio and were impressed with the predictable handling. Hurling the Cayenne deep into gravel corners well past grip limits was met by the system catching the car mid-corner, allowing us to accelerate hard out of the turn and shoot down another short straightaway and dive into the next turn. With so much technology helping us control the car we would have had to work at it to bite the ditch. In short, the Cayenne works phenomenally well on dirt and gravel roads and make its driver look like a hero. 

We drove a Cayenne through a muddy off-road course in Spain. This was not a boulder-laden wilderness trail like the Rubicon, but included axle-deep mud and long, steep, low-grip grades. Up, down and across, the Cayenne performed flawlessly. In most cases the onboard electronics did the heavy lifting, and the driver had to simply, lightly, modulate the throttle or brake in low range. When introduced, Cayenne's back country performance impressed even the jaded, and it supported Porsche's assertion that it has more off-road capability than the BMW X5, X6, or Mercedes M-Class, which we've driven in similar conditions. Cayenne has a maximum ground clearance of 8.5 inches, or 10.6 inches with the optional air suspension. It can ford 19 inches of water, nearly 22 inches in the off-road mode with air suspension. The Advanced Off Road Package adds skid plates to protect the underbody and a locking rear differential. We drove a Turbo with these options on the desert sands of Dubai and were astounded by the vehicle's prowess in difficult conditions. 

Cayenne's permanent all-wheel-drive system, with its variable-rate center differential managed by multiple clutch plates, is similar to that used on all-wheel-drive versions of the Porsche 911. Cayenne enhances this setup with a low-range set of gears along with a locking center differential for creeping over rugged terrain. The all-wheel-drive system can vary the amount of engine power distributed to the front and rear wheels, sending more or less power in one direction depending on available traction and other conditions. The Cayenne has a default power split of 38 percent front, 62 percent rear, but is said to be capable of 100 percent to either end; we'd be very careful with the gas pedal in such conditions. The nominal drive is biased much a bit more to the rear than most SUVs, more closely replicating the rear-wheel-drive characteristics of a sports car. 

On the road, the Cayenne handles crisply, but it's no Carrera. Though lighter than the BMW X5 and X6, the lightest Cayenne tips the scales around 4,775 pounds, the S about 4,950 pounds and the Turbo about 5,200 pounds (and more than 5,700 pounds when fully optioned). All this weight rears its head in transient maneuvers. Cayenne performs lane-change maneuvers better than an SUV, but there's no getting around the physics of all that mass when pushed hard in tight cornering situations. That said, the Cayenne offers excellent grip in steady state corners, even slippery corners. Steady corners can be taken quite quickly. The fat Michelin sport tires on the GTS models will prove the value of larger seat bolsters due to the grip they offer. 

Porsche Dynamic Chassis Control features active anti-roll bars that almost eliminate body roll (lean) in corners; PDCC cars can be identified by looking inside for the silver chassis controls behind the shifter. This system makes it easier to control the car when driving hard through corners, improving cornering stability, and the choices in ride softness let you cruise or hurry as wished; the Normal mode is almost as smooth as the Comfort mode and an excellent default position. Porsche Stability Management was upgraded for 2008 with pre-loading of the brake system when needed and a trailer stability control algorithm added to improve stability when towing. 

The V6 in the standard Cayenne is a narrow-angle 3.6-liter V6 with a single cylinder head and uses Direct Fuel Injection. It produces 290 horsepower at 6200 rpm and 273 pound-feet of torque at 3000 rpm. 

We found the V6 enjoyable to drive and welcomed the midrange increase. It's available with a six-speed manual transmission, which is equipped with a feature called Porsche Drive-Off Assistant that allows a driver to easily set the Cayenne in motion on steep grades; the system automatically maintains brake pressure when the brake pedal is released, then releases the brakes once the driver begins to let out the clutch pedal. The manual's shift action is sweet, agricultural by Porsche car standards but very good by truck standards. The V6 Cayenne delivers adequate acceleration performance. Porsche reports 0-60 mph times of 7.5 seconds and a top speed of 141 mph. Its wide power band gets the Cayenne up to speed in convincing fashion, and the V6 is the lightest Cayenne. 

The 4.8-liter V8 in the Cayenne S generates 385 hp at 6200 rpm and 369 pound-feet of torque at 3500. This engine produces 405 hp at 6500 rpm in the GTS by virtue of better breathing and increased engine speed. The V8s are pure Porsche with the latest technology and materials, including a dry-sump lubrication system that allows uninterrupted oiling at extreme angles of operation, either off road or at high lateral loads when cornering at speed on pavement. 

We found the Cayenne S offers responsive performance. Porsche says it can accelerate from 0-60 mph in 7.9 seconds. At any speed, the six-speed Tiptronic S automatic kicks down quickly with a jab at the gas pedal and the Cayenne S accelerates like a jumbo jet approaching rotation speed. We're not sure why anyone needs more get-up in a big SUV than the Cayenne S offers, but we're well beyond need here and it's not a bad place to be. 

The Cayenne GTS has shorter gearing than the Cayenne S in addition to its 20-hp advantage, giving it quicker acceleration performance. Porsche says the GTS covers 0-60 mph in 5.7 seconds with the manual transmission, 6.1 seconds with the six-speed automatic. A GTS with the manual is revving higher when cruising in top gear at normal highway speeds (70 mph is about 2800 rpm, typically 2000 rpm in the average SUV). Yet the manual allows the best control and flexibility. We found on some tight uphill hairpins the traction control intervened to eliminate some tire spin but choosing a gear higher and flooring the throttle made better progress; that would be hard to do with an automatic. 

The Cayenne Turbo generates 500 horsepower at 6000 rpm and 516 pound-feet of torque between 2250 and 4500 rpm. The Turbo can accelerate from 0-60 mph in just 4.9 seconds and from 0-100 mph in just over 12 seconds, which we experienced at the Uvalde Proving Grounds. The Turbo hit its top speed of 171 mph there. 

The Turbo S proves the old adage that higher speeds require exponentially more money as the extra $26,000 above a regular Turbo adds 50 hp and about 40 lb-ft of torque to take 0.2 seconds off the 0-60 dash and top speed is up by 3 to 174 mph. Sure, it's a bragging rights thing in the limited U.S., but sending a postcard to the Hemi Challenger at a dragstrip is silly fun. 

Brakes, traditionally a Porsche strong point, are appropriate for the brand. The Cayenne brakes feature six-piston fixed calipers on the front wheels and four-piston calipers at the rear. Vented brake discs measure 13.0 inches on all V6 Cayennes with calipers finished in black. The Cayenne S and GTS get even larger 13.8-inch front discs and silver-painted calipers. The Cayenne Turbo gets even larger discs, 14.5 inches in front and 14.1 inches at the rear with red calipers. ABS programming is adapted to four-wheel drive use by allowing some wheel lock to build a wedge in front of the tire and stop shorter, a great feature on gravel roads. 

Composite ceramic brakes are on the Turbo S (and represent a significant part of the price increase). These excel at shedding heat and the discs will reportedly last the life of the car, but they are also lighter which helps improve steering response, handling, and ride due to lower unsprung weight. 

On pavement, the Cayenne is smooth, fast, and big. It's not just acceleration or the top speed that impressed us, but the high speeds the Cayenne comfortably carries in most circumstances. The steering isn't as quick as that in a 911, but its weight and response have a familiar feel. The air suspension keeps it on the stiff side, though it can be manually softened if the driver chooses. It's impressively precise and responsive given its 2.5-ton mass. The Cayenne drives lighter than other big SUVs, including the X5, X6, and M-Class, and speed creep is a constant issue. Almost without realizing it, you can be traveling 120 mph on roads posted 65. Oops. And 80 mph feels like comfortable cruising, officer. 

The towing capacity of the Cayenne is impressive. All models are rated to tow just over 7700 pounds. That's plenty to pull that vintage 356 around. 

Fuel economy is not the strongest asset of the Porsche Cayenne due to its considerable weight and performance orientation. However, stepping up or down in horsepower does not drastically affect fuel economy nor does switching transmissions. The 2009 Cayenne is rated 14/20 mpg (manual or Tiptronic); Cayenne S rates 13/19 mpg; GTS 11/17 mpg with the manual, 13/18 with Tiptronic; Cayenne Turbo and Turbo S get 12/19 mpg. All call for 91 octane fuel. SUVs are not subject to the Gas Guzzler Tax. 

By comparison, the Cayenne Turbo gets slightly better fuel economy than does the big-power Mercedes-Benz ML63 (11/15 mpg). Most competitors have similar ratings: BMW X5 and X6 six-cylinder (15/21 mpg) and V8 (12/18 mpg), Touareg V8 (13/18 mpg) and Mercedes ML350 six-cylinder gas (15/20 mpg). Only the Mercedes ML320 diesel (18/24 mpg) and upcoming and not-yet-tested BMW X5 diesel will offer Cayenne V8 torque and notably better mileage. 


The Porsche Cayenne is the sportiest, best-performing SUV, a high-performance machine that will fit a family of five, haul a small washing machine, tow a large boat and get you through the woods when there's no road. It's a 5000-pound speed-sled that can handle rugged trails and it is exactly what you'd expect from the Porsche of SUVs. We think the GTS is the best value for enthusiasts, but the choices are widely varied. For most folks, the Cayenne S is probably the best choice. 

NewCarTestDrive.com editor Mitch McCullough reported from Texas, with J.P. Vettraino reporting from Detroit, Greg Brown from Dubai, and G.R. Whale from Los Angeles. 

Model Lineup

Porsche Cayenne ($44,600); Cayenne S ($59,400); Cayenne GTS ($70,900); Cayenne Turbo ($97,700); Cayenne Turbo S ($123,600); 2010 Cayenne S Transsyberia. 

Assembled In

Leipzig, Germany. 

Options As Tested

Special paint ($3,140); upgraded leather/Alcantara interior ($3,170); Porsche Dynamic Chassis Control ($3,510); bi-xenon headlights w/wash ($1,560); Porsche Communication Management (navigation, etc.)($3,070); moonroof ($1,190); Bose surround sound ($1,665); XM radio ($750); heated front seats and steering wheel ($560); trailer hitch ($630); light comfort pkg ($610); floor mats ($140). 

Model Tested

Porsche Cayenne GTS ($70,900). 

*The data and content on this web site is subject to change without notice. Neither AOL nor any of its data or content providers shall be liable for errors in the content, or for any actions taken in reliance thereon.

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