Porsche Cayenne 2003 Review

What we liked
>> Powerhouse performance
>> Civilised manners for a big wagon
>> Take the rough with the smooth

Not so much
>> Bulbous styling hard to take
>> Rear seat isn't exactly spacious
>> Turbo model very pricey

OVERVIEW
Specialist sports-car maker Porsche has produced iconic performance cars such as the 911 and Boxster and won the Le Mans 24 hour race plenty of times, but for decades has been investigating whether to do a four-door. That car has finally arrived but instead of being a conventional sedan it is a big, 2.3 tonne 4WD wagon called the Cayenne.

The move is a controversial one, with many current Porsche owners wondering how a car like the Cayenne fits into a line-up of otherwise lithe, compact and potent sporties. For Porsche the Cayenne represents an opportunity to lift sales by appealing to a more mainstream market, and points out its new 4WD has better performance than many luxury sedans and true off-road ability.

It has a good point, given even the cheaper Cayenne S with its 250kW 4.5-litre V8 outguns almost every SUV rival in terms of engine power, but the Turbo model takes things up another notch. Twin turbochargers boost power output to a huge 331kW, meaning despite its bulk the Cayenne Turbo is said to hit 100km/h from standstill in 5.6 seconds. Clearly, this is a different beast to your average LandCruiser or Range Rover, but with the S weighing in at $129,900 and the Turbo at $203,400, the Cayenne is also a lot more expensive.

FEATURES
Porsche faced a huge challenge providing the Cayenne with better than average on-road dynamics and real off-road ability because while most car-makers at best manage a compromise between the two, this is a company with a reputation for building fine driver's cars to protect.

So while the basics of the Cayenne are interesting if not original - there's a roughly LandCruiser-sized five-door body with seating for five - the marriage of engine, suspension and 4WD technology is another matter.

Air suspension is standard on the Turbo and a $7490 option on the S, providing a low stance for bitumen driving and up to 273mm ground clearance for extreme off-roading. The permanent 4WD system normally sends most torque to the rear wheels, but a number of electronic aides, including a variable centre differential, traction control and selective braking of different wheels, can vary that to send traction to the wheel needing it most.

Low range gears are available at the push of a button, and the centre diff can also be locked when the going gets really rough.

A six-speed manual gearbox becomes available at the end of this year, but for the moment the more popular six-speed automatic or Tiptronic transmission is the only choice. It is standard on the Turbo, adds $7000 to the S and has various programs for adapting to the driver's needs in 'drive' or low-ratio modes, or can be shifted manually via the gear selector or steering-wheel mounted buttons.

Not surprisingly given the price, the Cayenne Turbo comes with high levels of standard features including parking sensors, keyless entry and starting, a satellite navigation system awaiting local maps at launch in 2003, full leather upholstery and powered seats, climate control air conditioning and a multi-speaker Bose stereo. Not all those features are fitted to the S, but it is still very well appointed.

You won't get a full-size spare tyre without paying for an optional carrier for the rear of the vehicle, so there's a caveat on the Cayenne's off-road ability for anyone who doesn't want to be stuck in the bush with only a space-saver or aerosol can of leak-stopper to get them home. The good news is the air suspension system can be used to pump up a repaired flat.

COMFORT
One of the charms of Porsche sports cars is despite their speed and agility, good space utilisation makes them remarkably easy to live with. The Cayenne obviously takes that practicality to a new level with a proper back seat, large luggage area and a high driving position for good visibility in traffic.

Front seat passengers are especially well looked-after with seats offering the right degree of support and comfort, plenty of storage in the centre console and door pockets, and while the large multi-function display on the instrument panel takes some learning, it does eliminate the usual mess of buttons operating climate, stereo, navigation and trip computer functions.

The rear seat offers nothing extraordinary in the way of leg room and indeed, a large passenger is going to be cramped sitting behind a long-legged driver. The rear doors are also a little small for a completely easy entry, but the good news is the tailgate is split so either the glass or whole door can be lifted, and the rear seats fold completely flat for larger loads.

SAFETY
The Cayenne has a monocoque chassis designed with crash-worthiness in mind, but the full complement of traction, stability control, massive anti-lock brakes and the sure-footed handling afforded by wide tyres and the active 4WD system are all there to help the driver avoid a collision. If the worst should happen there are full-sized two-stage driver and passenger airbags, side airbags for front-seat occupants and full length curtain airbags for upper-side protection.

COMPETITORS
Porsche claims the Cayenne has all the off road ability of a Toyota LandCruiser, but admits the two cars aren't really rivals, so you have to look towards the more expensive and almost exclusively European 4WD wagons for some true competition.

The BMW X5 and Mercedes ML-Class are obvious choices, although only the faster and more pricey X5 4.6is ($152,300) and ML 55 AMG ($139,900) come close to the Porsche's performance and dollar value, and only the ML has low-range gears for off-roading.

Probably the closest Cayenne competitor would be the Range Rover HSE ($134,900) or Vogue ($155,900) with its space, equipment, prestige and off-road ability, even if its 210kW V8 means the Rangie falls a little short on performance. It will be a different story when the Volkswagen Touareg, which was developed in conjunction with the Cayenne, arrives with different engines, similar features but lower pricing.

ON THE ROAD
This is where the fun really begins because there's no doubting the Cayenne is indeed an exciting thing to drive. The engine is a cracker in either naturally aspirated or turbocharged forms: in the S it is smooth and powerful, or in the Turbo it simply adds another dimension when it comes to shove.

The performance is easily accessible thanks to total traction and an especially civilised automatic transmission that means the driver is left to simply accelerate, brake, steer - and keep a wary eye on the speedo to ensure the Cayenne hasn't whisked its way smoothly and quietly beyond the posted limit.

The burning question is whether the Cayenne betters its rivals on the road and maintains Porsche's reputation as a provider of driving magic. The answer is a qualified yes, because the Cayenne has so much power and grip it corners virtually as swiftly as any performance-bred sedan. It sits flat on the road, but there's always the weird feeling for the driver of being well above what's happening, and even Porsche's trademark front guards poking out of the bonnet don't leave the impression this is anything other than a heavy SUV, and not a sports car.

Ride quality on the coil-sprung S is quite firm and verging on uncomfortable on corrugated bitumen, but the air-sprung Turbo is much more compliant, and has three settings for comfort, normal and sport suspension modes.

The Cayenne really comes into its own on unsealed roads. The 60/40 rear/front torque split means it handles much like a rear-drive car except there is massive traction even with so much power on tap, and the traction system keeps it stable through corners even at higher than usual speeds. Even so, there's enough give in the system to allow for some fun if the driver prefers to slide around a little.

Jack the suspension up high, slip it into low range and the Cayenne will crawl over more rocks and hills than a vehicle with such outstanding on-road performance has a right to do. The ride becomes very rocky with the suspension on its top stops, and on loose surfaces there's plenty of whirring and clanging as the brakes and differentials automatically search for grip, but it just seems to keep going. Thankfully, there's plenty of engine braking in low range.

The short story is the Cayenne makes a very convincing case that the worlds of high-speed touring, sports sedan handling and off-road crawling aren't mutually exclusive. This is probably the first Porsche that isn't a natural on the race track, but takes to bush tracks with ease. It is difficult to think of a better 4WD wagon for all seasons, but then the owner will have to pay for the privilege.

BOTTOM LINE: For badge enthusiasts only; VW Touareg V8 makes more sense

Times are changing, and in a bid to stay relevant in an SUV-mad world, even Germany's greatest sports car builder has succumbed to the offroad explosion.

The Porsche Cayenne is the result of a joint development between Porsche and Volkswagen. Both companies pooled resources and technologies to get the fundamentals in place before bringing body design and dynamics back in house. The result is the Volkswagen Touareg and the Porsche Cayenne.

The Cayenne is roughly equivalent in size to a BMW X5, though slightly longer and wider. From the front, two fried-egg shaped headlights and massive air intakes give it an unmistakable Porsche face, distended to fit the exaggerated proportions. Like it or loathe it, the Cayenne takes Porsche styling to an entirely new place.

The Cayenne is all-Porsche inside as well, from the sculpted sports seats to the layout of the dashboard, instruments and dials. Purposeful and perhaps even spartan, every control, dial and knob has a place and a purpose.

We're not gonna rattle off the list of equipment here; suffice to say the Cayenne S we tested had all the usual mod cons. Importantly, the driver's seat is (electrically) adjustable for height and reach, which, coupled with the tilt and telescoping steering wheel, makes an ideal driving position easily achievable.

Porsche focussed the Cayenne unashamedly towards on road performance, and it certainly excels on the bitumen. Straight-line acceleration is far better than any 2.3ton vehicle should be, and cornering is a no roll, no fuss affair, thanks to stiff suspension and direct steering.

If anything, the suspension is too stiff, impacting (good choice of words) harshly on the ride quality. It's an unrelenting jostle that performs no better than an HSV ClubSport at hiding road bumps and potholes, and did make one occupant queasy over a longish journey.

Surprisingly, the Cayenne is rated to tow a braked trailer up to 3500kg, and though we didn't have that size test rig on hand, it feels like it'd do a good job of it. The throttle's sports-car sensitive, which makes smooth getaways a challenge, and the brake pedal's equally touchy, but both are soon acclimatised to.

Rearward visibility can be a problem with a full complement of headrests in the back seat, and you'll thank Porsche for big wing mirrors because big B, C and D pillars hamper direct vision.

Another issue with our test car, and we suspect all Cayennes, was a recalcitrant, reluctant rear door which required a very firm shove to latch properly. No bother, because a really annoying in-cabin beep will continuously alert you to any imperfect closure.

Fuel economy was pretty woeful on test, though we'll admit succumbing to temptation more often than not -- the engine's a ripper, and sounds half decent too. The best we managed was around 18 litres per 100km -- exercise a little discipline and that can be dropped below 15.

So, does this new breed of Porsche have what it takes to wear the badge proudly? Enthusiasts, blinded by the heritage, will probably think not. Pragmatists, looking for the fastest four-wheel drive in Australia, will say yes. We reckon that, unless you absolutely have to have the Porsche of 4WDs, then buy a Volkswagen Touareg and save the difference.