Porsche Cayenne 2010 Review

Porsche Cayenne S, Hybrid and Turbo

What we liked
>> Improved style
>> Offroad capability
>> Performance and on-road dynamics

Not so much
>> Hybrid model's limited market appeal
>> Rear-seat legroom could still be better
>> Turbo price is a bit rich

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 3.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0

About our ratings

OVERVIEW
-- Can't keep up with Cayenne
Never driven a Porsche Cayenne before? You're in for a surprise...

Perhaps not so much on the road, although that's where the Cayenne Turbo will outrun some much more fancied high-performance sedans and sports cars. That in itself is nothing to be sneezed at, since the Cayenne is an SUV, after all.

But no, the real surprise comes when the Cayenne heads off the beaten track. That was this writer’s jaw-dropping moment, watching (and later driving) an example of Porsche's new generation SUV as it traversed a short but very steep and rutted grade at the Mount Cotton Training Centre outside Brisbane.

Here we were, thinking that the Cayenne was just a high-priced softroader with steroidal powerplants -- right up until the point where it lifted a front wheel off the deck and proceeded without any significant wheelspin from the three wheels still in touch with the ground.

The Cayenne has been superseded by an all-new model this year and the range now features a Hybrid variant, with diesel and petrol V6s to follow soon. Key among the criteria handed down to the development team working on the new car were: Improve the style, lighten the load, enhance the packaging and find efficiency gains.

Mission Accomplished... without any irony intended.

PRICE AND EQUIPMENT
-- Turbo buyers need their own blow-off valve?
The new range of Porsche Cayenne comprises the Cayenne S, Cayenne S Hybrid and the range-topping Cayenne Turbo -- until the base petrol V6 model and the Cayenne Diesel follow in August.

In ascending order of hierarchy, the range starts with the Cayenne V6 (petrol) at $103,500, followed by the Cayenne Diesel at $104,500. From there it's a jump to the atmo V8-powered Cayenne S at $147,900, with the Cayenne Hybrid above that, at $159,900. Filling out the range is the top-spec Cayenne Turbo, at a price that may make your eyes water: $239,900.

At the entry-level end of the range, the petrol V6 Cayenne and the Diesel are trimmed to the same specification. Auto-on/off halogen headlights, front fog lights, electric windows, remote central locking and electric mirrors are all fitted as standard in these vehicles.

Furthermore, additional standard equipment comprises: front/rear parking guidance sensors, cruise control, Porsche Communication Management (including satnav), 11-speaker/six-disc CD/DVD audio with USB/iPod/MP3-player connection, Bluetooth connectivity, eight-way electrically-adjustable front seats, triple-split folding rear seats, leather-bound three-spoke multifunction steering wheel and steering reach/rake adjustment.

Also specified alike, the Cayenne S and Hybrid add these standard features over the entry-level trim: bi-xenon headlights, powered tailgate, electro-chromatic exterior/interior mirrors, 14-speaker BOSE audio system, 14-way electrically-adjustable front seats with memory and electric adjustment for steering wheel rake and reach. In addition, the Cayenne Hybrid also boasts an energy management display, something the Cayenne doesn't share.

There's a lot of leeway in price between the Cayenne Hybrid and the Cayenne Turbo that tops the range -- it's a difference of precisely $80,000. While the Cayenne Turbo comes with a lot of kit, does it justify the gulf in price and market standing? That will be one for the buyer to decide.

Standard features fitted to the Turbo include: Adaptive cornering lights, speed-sensitive headlight control, headlight cleaning, LED indicators, Comfort (ambient) light package for interior, Keyless entry/start, front/rear seat heating, turbo boost display, adaptive sports seats, leather interior package, alcantara headlining and brushed-aluminium decorative trim.

It isn't quite here yet, but the petrol V6 develops 220kW of power and 400Nm of torque. Displacing 3.6-litres, the entry-level engine is an undersquare design, with a longer stroke, narrower bore. Combined-cycle testing in accordance with the European NEDC standard reveals that the Euro 5-compliant V6 uses 11.2L/100km and emits 263g/km of CO2.

The Euro 5-compliant Volkswagen Group-sourced 3.0-litre turbodiesel V6 is also an undersquare design and comes with variable-turbine geometry, common-rail high-pressure injection and a diesel particulate filter. Producing 176kW of power and 550Nm of torque, the diesel power unit uses 7.4L/100km of fuel and emits 195g/km of CO2, based on combined-cycle testing.

With wider bore and shorter stroke, the oversquare 4.8-litre V8 powering the Cayenne S is rated at 294kW of power and 500Nm of torque. Fuel consumption and CO2 emissions figures are 10.5L/100km and 245g/km respectively.

Basically a turbocharged version of the Cayenne S V8, the Turbo engine develops peak power of 368kW and maximum torque of 700Nm. That torque is available across a range of engine speeds from 2250 to 4500rpm. According to Porsche, the Turbo engine will use 11.5L/100km consumption and emit 270g/km of CO2 in combined-cycle testing.

A new variant for a new range, the Cayenne Hybrid is a parallel hybrid combining a supercharged V6 of 3.0-litre capacity with a 34kW/300Nm electric motor. This is a different (Audi-sourced) V6 than the ‘plain’ petrol V6 Cayenne.

The petrol and electric power units work together through a 'separator clutch' that can open and close for the internal-combustion engine and the electric motor to operate independently. The combined-cycle test is not, traditionally, where hybrids work most efficiently, but the Cayenne Hybrid achieves a fuel consumption figure of 8.2L/100km in this mode, emitting 193g/km of CO2.

Peak power for the petrol engine is 245kW and the torque maxes out at 440Nm. The two power units reach their respective power and torque peaks at different engine speeds, so the optimum combined figures are 279kW and 580Nm.

The new Cayenne arrives in Australia with a standard eight-speed automatic transmission, supplied by Japanese transmission specialist, Aisin. This box has been designed to enable an auto-stop/start function to reduce fuel consumption in urban driving environs. All variants of the new Cayenne are equipped with this feature.

There are two different means of transferring drive to the four wheels in the new Cayenne. All models other than the diesel and hybrid cars are fitted with an active all-wheel drive system with a multi-plate clutch. The diesel and hybrid models send drive to the wheels via a 'reactive' final-drive system, consisting of a self-locking centre differential that splits the torque in a 40:60 ratio, from front to rear during normal operations. As Porsche tells it, the Active AWD system is heavier than the Reactive system, but more capable offroad.

In the first-generation Cayenne, the final drive incorporated a dual-range transfer system, but the new model does away with this in order to save weight. Other weight-saving measures in the second-generation Cayenne include migrating to a fixed-window tailgate as well as dropping the suspension subframes of the previous car and fastening the suspension mounting points to the body itself. According to Porsche, the lower weight of the new Cayenne has resulted in fuel consumption improvements ranging from 20 to 23 per cent, depending on specification.

With all the weight reduction measures, Porsche could opt to increase the overall size of the new Cayenne. As a consequence of that, every external panel is different and the car shares no sheet metal or glass with its predecessor.

Where the rubber meets the road, said rubber girds 18-inch alloy wheels for the base Cayenne and Cayenne Diesel. 19-inch alloys are standard for Cayenne S and Hybrid and the Cayenne Turbo rides on 20-inch wheels.

Ventilated discs for all four wheels are complemented by six-piston calipers at the front and four-piston calipers at the rear. The rotors measure 350/330mm (front and rear) for the Cayenne V6 and Diesel; 360/330mm for the Cayenne S and Hybrid; and 390/358mm for the Cayenne Turbo.

All models, other than the basic V6 Cayenne and the diesel variant are fitted with air suspension. The alternative suspension system for the lower-priced cars comprises steel springs.

PACKAGING
-- Vroom with a view
Headroom in the Cayenne is excellent, even with a sunroof fitted. Legroom in the rear was adequate, with the seats adjusted as far aft as possible. Even with the legroom optimised this way, it seemed like the Cayenne offered no more room than the significantly shorter Audi Q5 -- although the Cayenne offers substantially more luggage-carrying volume to compensate.

The one qualification there is the Hybrid variant, which has to relocate a spacesaver spare to an upright position in the right side of the luggage compartment to allow room for the battery pack under the boot floor (where the spare sits in the other cars). Buyers can specify the Hybrid without the spacesaver, if they can live without it and rely on just a tyre repair kit.

Seats in the front were exceptionally good, providing high levels of comfort and support. They were very much an integral part of the driving position, but the instruments are slightly concealed by the steering wheel.

The parking brake is the electronic kind, released or actuated by a toggle on the dash to the lower right of the steering column. Unlike similar devices from other German car companies, the Cayenne's is pushed to engage, pulled to release.

The Cayenne has a stalk mounted on the lower right of the steering column to scroll through various display functions, including satnav map, trip computer and Bluetooth phone connection -- all appearing in the right-side dial of the instrument binnacle.

In keeping with traditional Porsche ergonomic practice, the speedo is a smaller dial to the left of the tachometer, which is located dead-ahead, in the centre of the driver's field of vision. Calibrations are too small and the dial lacks sufficient detail for the Australian driving environment, but there's a digital speed read-out in the lower section of the tacho.

The front section of the cabin feels snug, rather than spacious, as a consequence of the high centre console, which rises to meet the centre fascia. Both are loaded with gadgets.

All the switches for the dynamic driving aids (suspension modes, ride height, diff locks, 'e'-mode, auto-stop/start, etc.) are located south of the gear shifter and there are separate temperature dials for the climate control either side of the shifter, just below the centre fascia -- along with a host of other switchgear for comfort and convenience features. Add to that the touchscreen in the centre fascia and it all starts to look busy.

All that said though, the functions of this legion of switches can be learned swiftly, so while it looks a little intimidating on first impressions, it actually ends up being pretty straightforward.

There is a whole raft of features that we didn't get to sample during the drive program for these three Cayenne variants and there are also V6 and diesel variants not far away.

SAFETY
-- Cayenne fights flab for longer life expectancy
For the sake of weight reduction, without compromising safety, Porsche has engineered the new Cayenne with front quarter panels and the tailgate formed from aluminium and lightweight steel for the doors. Different tensile-strength ("multi-phase") steels are used throughout the body to channel load paths around the cabin in the event of a collision.

Porsche claims that by making weight reduction a priority, but balancing that against safe, robust construction, the new Cayenne is stiffer and stronger, despite being larger and yet lighter than its predecessor.

According to the company, impact loads are transferred safely through longitudinal and crossbar structures front and rear, with ultra-high-strength steel used to protect vehicle occupants from side impacts. Combined with the roof, constructed from heat-moulded steel, the nett effect is of a safety cage to provide optimum protection for the occupants.

Standard features contributing to the Cayenne's safety include: dual front airbags, side-curtain airbags and front-seat side-impact airbags. Side-impact airbags for the rear seats can be specified as an option.

All variants come equipped with a roll-over detection system, pre-tensioners (front and rear outboard seats) and force limiters (front seats only), with a three-point seatbelt for the rear/centre position. Active safety features fitted include anti-lock braking, traction control and stability control.

COMPETITORS
-- X6 comes closest, but Range Rover Sport is in the mix
The first car to spring to mind as a competitor to the Cayenne is BMW's X6. It's a capable car in its own way, but there are other considerations for the buyer. While the X6 is cheaper to purchase than some Cayenne variants, it may not match the Porsche precisely. On top of that, it's a little less practical than the Cayenne (four seats only, rear-seat headroom, luggage capacity, etc.) and not everyone is enamoured of the car's looks. For those buyers, the X5 might be the more appropriate choice.

Audi's Q7 is larger, but built on the same basic platform as the previous generation Cayenne and can provide seating for seven. Once again however, the aesthetic issue raises its ugly head. Ultimately too, the Cayenne is more capable on the road and probably won't surrender much ground off the road either.

Land Rover will sell you a Range Rover Sport that is more adept on bitumen than its upright looks suggest -- and its offroad ability is unquestionably excellent. That might sway the buyer towards the Rover.

For those who are taken with the idea of hybrid SUVs, Lexus has its RX450h to compare against Porsche's Cayenne Hybrid, but despite the nominal eco-friendliness of the two vehicles, they're like chalk and cheese.

Mercedes-Benz will sell you an M-Class, which seems to this reviewer more focused on offroad ability than the Cayenne. There are a number of reasons why you might choose one over the other, including style and on-road dynamics, but both are very capable in their own way and it's basically down to the personal preference and needs of the buyer.

Volkswagen (with Touareg) and Volvo (with its XC90) also sell expensive SUVs. In the case of the former, an all-new car is on the way which shares its platform with the Porsche. The XC90 can be ordered with a V8 like the Cayenne S, but the Volvo range tops out below the price of the cheapest Porsche. It also provides seven-seats, unlike the Porsche...

ON THE ROAD
-- Germans sure know how to build a SPORT utility vehicle
The Cayenne S and the Turbo both turn in more promptly than the Cayenne Hybrid and the two V8s convey a sense of stronger cornering ability generally, irrespective of the suspension settings. The Hybrid's cornering improves significantly with the dampers set to Sport mode and, as is the case too with the Turbo, the ride didn't appear to suffer unduly.

The different suspension modes were distinctly different in character, but the Comfort mode was still well controlled and, at the other extreme, the Sport mode still coped with all but the worst bumps and speed humps in Suburbia.

The Cayenne is not directly comparable, but even with dampers in Comfort mode, it wasn't as pillowy soft as the Mercedes GL driven recently. Nor did we expect it to be. It is a Porsche, after all.

At times, the suspension could be a little noisy over rougher bitumen surfaces and tyres generated the lion's share of NVH over country roads, although considering the very broad remit the Cayenne's tyres address -- high performance grip on road, lower-speed grip offroad, ride comfort in all conditions -- they were commendably subdued over most surfaces.

The braking in the Hybrid, thanks to the energy recovery, was more apparently sudden than in the Turbo or the S, both of which boasted a higher-performance braking system.

Fuel consumption figures for the Hybrid and the Cayenne S were 12.5L/100km and 15.5L/100km respectively. We didn't obtain a figure for the Turbo.

The Hybrid had been driven previously by two writers who had not managed to achieve better than about 15 or 16L/100km, driving in hilly country. Finishing up with a figure of 12.5L/100km was achieved by a combination of gentler driving through towns and using EV mode ('e'-mode) through 40km/h-limited roadworks zones. Straight and flat country roads also helped.

More of such driving would have reduced the fuel consumption further, as indeed we discovered on the freeway cruise to Brisbane Airport, when the Cayenne Hybrid's average fuel consumption dropped to 9.3L/100km.

But for enthusiastic drivers, either the Cayenne S or the Turbo would be the preferred option. If, on the other hand, you're more a fan of offroading, the Cayenne Diesel might be more your style, when that variant arrives in August. Even then, the Cayenne S might still be the best choice -- as long as you can hack the fuel bills.

Demonstrated at the Mount Cotton Training Centre, the Cayenne S was quite adept when it came to such criteria as approach/departure/breakover angles, traction uphill, hill descent control and wading; although our co-driver admitted that the watercourse forded during the launch was unusually shallow at this time of year.

Based on photos taken of the Cayenne wading its way through the watercourse, the water level didn't reach much higher than the wheel hubs And the bed seemed fairly firm underfoot, without so much as a hint of sticky clay below the waterline.

Nonetheless, raised to its maximum height, the suspension ensured the Cayenne wouldn't be snagged on anything as it drove through the water, which barely lapped around the lower edges of the doors.

There are two further remarks to be made concerning the Cayenne's controls. The Aisin eight-speed automatic transmission selects the highest gear it conceivably can at the lowest possible road speed, to save fuel and reduce CO2 emissions. When the driver uses the shift paddles, it's necessary to pull back on the left paddle three of four times to shift to the lower gear required.

Then there's the accelerator pedal, which operates through firmer-sprung travel near the floor. Again, this deterrent to using full throttle is aimed at reducing fuel consumption and emissions.

When you measure up the three cars tested -- and without the diesel to counterpoint the argument -- the Cayenne to choose would seem to be the Cayenne S with its naturally aspirated V8. It's quite capable offroad, for a start (in the contrived setting at Mount Cotton at least).

The Hybrid is $12,000 more to purchase, but offers at least $13,000 less driving enjoyment. And you also need to make that further choice -- is the Turbo worth the extra $92,000 to knock 1.2 seconds off the 0-100km/h time of the already quick Cayenne S?

Not for this little black duck.

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