Buying a used Porsche Cayenne (2010-18)

Sharing models between divisions of the same automotive juggernaut is nothing new, but it is remarkable when an entity such as Porsche employs advanced badge engineering to score a model it might not have developed on its own.

The Porsche Cayenne was intended to help insulate the German marque from downturns in the sports car market. For the Volkswagen Group, it would become just another platform upon which to base multiple derivatives.

Porsche, with a dose of marketing irony, called its version the Cayenne – no doubt with some expectation of spicing up a segment where Range Rover was dominant and BMW had developed a contender.

The project was codenamed ‘Colorado’ with a shared platform but different engines and packaging. Volkswagen produced the bodies in Slovakia, with Porsche versions being completed in Germany.

The first-generation models from both brands – Porsche Cayenne and Volkswagen Touareg – appeared in 2002 (the related Audi Q7 came a few years later), with the Cayenne offering V6 and V8 petrol engines and eventually a 3.0-litre V6 turbo-diesel.

Performance and luxurious appointments took centre stage, with the cheapest V6 version sold in Australia costing $136,900 plus on-road costs, with the 4.5-litre twin-turbo V8 starting at $204,000 plus ORCs.

Second-generation Porsche Cayenne models, which launched in 2010, would become less costly at entry level but a lot more expensive and also more powerful at the top end.

The new heavyweight engine was a 4.8-litre twin-turbo V8 with 368kW and 700Nm of torque against the standard V8’s 294kW/500Nm. It also was also $90,000 more expensive than the non-turbo 4.8 and that was before anyone delved into Porsche’s extensive options list.

In 2014, Porsche made minor styling changes and more serious progress beneath the bonnet. The thirsty 4.8-litre V8 was made more powerful but also more economical while hybrid versions gained plug-in versatility with the S E-Hybrid.

Four more years passed before the third-generation Porsche Cayenne arrived, landing in Australia mid-2018 and further softening the Cayenne’s styling to align it more closely to the 911.

All power units now ran – at least partly – on petrol. The diesel, which had suffered from association with the VW Group’s ‘dieselgate’ emissions debacle, was no more and the company seemed almost gleeful to be rid of the brand’s only oil-burner.

The big twin-turbo V8 was replaced by a V6 then 2019 brought even closer ties to the 911 with the introduction of the Porsche Cayenne Coupe.

• White exhaust smoke is a warning of impending turbocharger failure.
• Coolant leaks from the reservoir and coolant delivery pipes.
• Failure to shift cleanly under acceleration.

When releasing the second-generation Porsche Cayenne in Australia, the German brand was careful to ensure the SUV met the expectations of well-heeled suburban types.

At the entry level, the Porsche Cayenne was powered by a 3.6-litre petrol V6 that cost $103,500 plus on-road costs, followed by the 3.0-litre V6 turbo-diesel at $104,500 plus ORCs.

The petrol version with the mandatory eight-speed automatic transmission was lighter than the diesel and developed 220kW against the oiler’s 176kW. Both, however, ran 0-100km/h in an identical 7.8 seconds.

Both Porsche SUVs weighed more than two tonnes, and while the diesel’s 550Nm of torque got its version off the line a little faster, the 3.6 petrol (with 400Nm) closed the gap as speeds rose.

As you might expect, even at the entry level the Cayenne’s seats and various other items of cabin hardware were leather-trimmed. The seats adjusted electrically, as did the mirrors, which were heated too.

To get the seats heated and the steering wheel as well, while enjoying the pampering of active seat bolsters, buyers needed a Cayenne Turbo and one of those in 2010 was going to cost $239,900. That, of course, was before on-road costs or any additions from Porsche’s insanely expensive options list.

The latter, at lower price points, included a package of quite basic safety monitoring functions that should have been included on all models as standard.

The Cayenne variant most likely to be chosen by those on the frugal side was Porsche’s first-ever Cayenne Hybrid. Priced from $164,400 plus on-road costs in 2011, the Hybrid used an Audi-sourced 3.0-litre V6 that combined with a supercharger and electric motor to produce 279kW/580Nm, pushing the 2.2-tonne SUV to 100km/h in 6.5 seconds.

In common with other Cayenne models, the transmission used in the Hybrid was an eight-speed ZF automatic, which seemed to deal easily enough with the torque available from all engines including the twin-turbo V8.

In 2014, a fresh look arrived for Cayenne, but the biggest news was the addition to the range of a plug-in hybrid (PHEV) version. Launching in Australia in May 2025, the Cayenne S E-Hybrid started at $140,800 plus ORCs, which was actually about $10,000 cheaper than the previous non-plug-in hybrid powertrain.

Also in the enlarged line-up was a 4.2-litre V8 turbo-diesel with more torque (850Nm) than the twin-turbo 4.8-litre petrol V8 (750Nm). The Diesel S lost out to the Turbo on some frills but was still a relative bargain at $142,300 before on-roads.

The 4.8-litre Turbo S with 405kW remained the most powerful Cayenne and the most expensive. By mid-2017 it would top $290,000 – but also increase engine output to a prodigious 419kW.

Marvellous, of course. It’s a Porsche. Admittedly, the ride height and roly-poly Porsche Cayenne body will cause angst for those brave enough to explore the SUV’s cornering limits, but the engineers did produce a terrific chassis from the start and kept on tweaking to make it even better.

People who have driven the fastest Cayenne models as quickly as they could reported mild understeer up to the point where all the tyres lose grip simultaneously. Not too many of the Cayenne’s typical target market will ever get one going that quickly.

First-generation Cayenne SUVs were kitted out for quite serious off-road use but paid the penalty when driven quickly on regular roads. Post-2010, the Cayenne swung much further towards the soft-road spectrum, losing the locking rear differential and around 180kg of unhelpful weight.

Ground clearance didn’t change though and the ride remained supple even when fitted with optional 21-inch alloys.

Comfort front to back matches the plushness of the Cayenne’s interior presentation. Improvements brought with the second generation included rear seat adaptability, with reclining backrests making life easier for those who like to nod off in the back.

Boot space with both rows of seats in use is an impressive 670 litres, but anyone venturing away from populated areas needs to leave some space for a full-size spare wheel (costing $4590 at the time).

Fuel economy possibly won’t be a big issue with Cayenne buyers, but several versions do deliver impressive figures.

The popular diesel model averages 7.4L/100km and will better 6.0L/100km at highway speeds. With a 100-litre fuel tank, the oil-burning Cayenne could feasibly get from Australia’s east to west coasts with just two refuelling stops.

Hybrids won’t go quite as far as the diesel on a single tankful, losing out especially at highway speeds. Their forte is around town where, according to manufacturer’s test figures, they return 8.2L/100km while producing only 203g/km of CO2.

They do, however, need 98RON premium fuel to operate at peak efficiency.

Safety features in a Cayenne depend on which version you choose and/or how keen the original buyer was to include early warning of impending collisions. In models low on the price scale, almost every kind of driver assist safety system was optional, including lane change assist ($1540) and adaptive cruise control ($4690).

Passengers in all versions are comprehensively protected by airbags, ensuring a five-star ANCAP rating for all Cayenne models.

A big ‘Yes’ to that one, although if you don’t need the performance or prestige of a Porsche family crest, other brands do provide similar levels of SUV accommodation and practicality for considerably less money than the Porsche Cayenne.

Rear seat legroom and headroom are both excellent and the reclining seats are a nice bonus. Entertainment for those in the rear of lower-specification models is unlikely as the original buyer would need to have ticked an options box and spent $7980 extra.

The body might sit a little too high for very junior family members to climb aboard without help, however it is probably perfect for older relatives who could more easily ski Perisher than get down and into a 911.

• In July 2017, Porsche Cars Australia recalled more than 2200 Cayenne turbo-diesels to have emissions control software reprogrammed. Vehicles involved in the ‘dieselgate’ scandal were at risk of being deemed unroadworthy and refused registration and insurance, so making sure the required changes have been made is essential.
• A recall during 2015 was issued to rectify a possible under-bonnet fuel leak in petrol models. It is essential to check that owners at the time responded and this fire hazard has been fixed.
• Look at coolant delivery pipes and the header tank for signs of previous leaks, especially in Cayenne Turbo models.
• Rims with ultra-low-profile tyres can suffer damage if they hit an object or pothole. Check especially for buckling to the inside of wheels.
• The transmission when accelerating should shift cleanly without flaring and downshift without shuddering.
• While test driving, watch the mirrors on turbos for white exhaust smoke from a failing turbocharger.
• Plug-in hybrid Cayenne models will either have had the storage battery changed already or be due for a change after six-to-eight years. Factor this cost into pre-purchase calculations.

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Used vehicle grading for Porsche Cayenne (2010-18)
Design & Function: 16/20
Safety: 15/20
Practicality:15/20
Value for Money:10/20
Wow Factor: 14/20
Score: 70/100

Also consider: Audi Q7, BMW X5, Jeep Grand Cherokee, Mercedes-AMG ML-Class