2025 Porsche Cayenne Reviews

If the Boxster isn't quite butch enough for you because it's a convertible and the 911 Coupe is too expensive then the Cayman could be the perfect solution.

We Aussies love our V8s. The history books say it, the Bathurst fans say it, and now there are more than 500 cash-paid deposits for the GTS from Holden Special Vehicles that prove it.The overwhelming support for the supercharged 6.2-litre Big Dog, and the rest of the HSV pack that's romping to a sellout V8 success of more than 3000 cars in 2013, shows there is still a place for old-school muscle in the modern world.But not at Nissan, where the all-new, petrol V8-powered Patrol is a disaster. Things are so bad that the geriatric superseded model is continuing alongside the newcomer and still finding plenty of friends.Nissan dealers have a backlog of unsold 5.6-litre V8 heavyweights and there is a growing backlash from long-term Patrol fans who cannot see the point in the company's new off-road flagship. It's nicely cushy, but it costs anywhere from $82,690 to $114,490 - a sharp jump from $53,890 to $57,390 for the old one - and there is no diesel engine.It's not just that, as the new Patrol also arrived in Australia more than 18 months late and - because development was focussed on wealthy Middle East buyers with no petrol paranoia - carrying the sort of specification that only works for a very limited number of people who are probably more interested in a Porsche Cayenne or Benz GL.Nissan has only sold 1600 of the new Y62-series Patrols this year and, to put that into perspective, more than 6000 people have driven away smiling in a new Toyota LandCruiser 200 Series in the same period.Nissan even resorted to a $1500 petrol voucher for a while to try and get things moving, but that's only 1000 litres - give or take, mostly take - in today's world, and the hulking Patrol can easily guzzle at 25 litres of unleaded for every 100 kilometres under the treads if you're towing something big or crawling off the blacktop.So it seems V8 engines have become a case of horsepower for courses. They are still fine for HSV fans who want something fun and fast, and also for Mercedes-AMG buyers who want flashy and fast, but not for family-focussed suburban work, or towing and off-roading.Even the latest Range Rover, the current Carsguide champion in the top-end SUV stakes, is most popular with a turbodiesel V8 despite prices that can balloon to $250,000. So, what makes the difference in the world of V8s? "I think there is a performance market still in Australia, and people want great cars," the head of HSV, Phil Harding, tells Carsguide. "I think there is still a passion in Australia for V8 performance, and sporting saloons that deliver excitement. We're fulfilling a need and a demand."

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.

The Porsche Cayenne S Series 2 is significantly different to the original in precisely the way we would expect from this iconic German sportscar maker.

BEAR Grylls wouldn't approve of the Porsche Cayenne. The tough “man's man” star of the TV show Man Vs Wild likes to conquer tough terrain with a blunt pencil, a piece of chewing gum and a sharp stick.The Porsche Cayenne doesn't conquer tough terrain with mechanical grip, but with a host of electronic aids.The result is the same in both cases: Bear and Porsche climb dizzying heights, inch down ravines and belly crawl through slime. We tested the V8 petrol Cayenne S which makes Bear's sinewy physique look sick. And it's more likely to be invited to civilised dinner parties than the bug-eating Bear.VALUEThe V8 Cayenne S at $147,900 sits in the middle of the range with prices from $103,500 for the V6 Cayenne right up to $239,900 for the Turbo V8. It would be wrong to compare prices with the VW Touareg which only comes in a diesel V6 at $75,990 even though the two share a chassis and a diesel engine.On the last Cayenne you could exchange the doors with the Touareg. Now, every panel is totally different and there is a lot more electronics and features in the Porsche. Plus the Porsche emblem has returned to its rightful place on the bonnet which adds value for those who care.You could also compare it with the luxury SUV benchmark BMW X5 ($134,000) or X6 ($149,000), the Mercedes-Benz ML 500 ($133,895), or Range Rover Sport ($138,900) or Vogue ($158,100). Audi's Q7 doesn't come in a V8 petrol model.TECHNOLOGYOodles of it. You only have to sit in the cockpit to see it. In fact, it is more like a plane's cockpit than a car driver's seat. There are 49 toggles, switches, knobs and buttons on the centre console, alone.But wait, there's more - 11 controls on the overhead light, four steering wheel stalks and the touch screen includes even more controls. In front of the driver are five instrument pods with so much technical information it's mind-boggling. Perhaps this display of technology is a slap-in-the-face reminder to the driver of what their hard-earned cash has bought.Apart from technical controls, the new Cayenne has achieved substantial fuel savings thanks to reduced friction in the engine and transmission, weight saving, low rolling resistance tyres, recuperative power from the brakes used to charge the battery, two overdriven gears on the eight-speed tiptronic with 50 per cent faster changes, and stop/start technology.DESIGNThe designers have tried hard to disguise the fact that it looks like a 911 with a gland problem. If you compare it with the previous model, it looks slightly less J-Lo with a new bumper and lighter one-piece tailgate design. But there is only so much you can do to disguise a big bottom.To take your attention off the bum, it has had a facelift with a longer bonnet featuring the prominent Porsche badge and the front air intake has been inverted from the previous smile to a menacing grimace.Inside, the Cayenne cabin is almost identical to the new Panamera, with its sloping centre console, cockpit-like clustered instruments and driver-oriented feel.SAFETYApart from the usual suite of safety features, Porsche added 65kg to the vehicle for structural safety as well as extra features. However, with weight savings elsewhere (103kg from body, 74kg from the chassis, 63kg from engine and 10kg from electrics), overall weight is down 250kg.Despite the lighter weight, the brakes in all models have been upgraded with larger discs for safer stopping. There is also a vast range of safety options available including lane-change assist and adaptive cruise control that operates down to 20km/h.DRIVINGOn the launch last year, the Cayenne performed all its electronic trickery on an off-road obstacle course.There are three modes for off-road driving. Mode 1 recalibrates electrical systems such as traction control and ABS for slippery terrain and in the air suspension models it raises ride height. Mode 2 locks the clutch and Mode 3 locks the rear diff. But for the sake of this test, we used the Cayenne S in its more typical environment - the suburban obstacle course.While it weighs over 2 tonnes and looks like a bloated cane toad, it doesn't feel big and cumbersome in the suburban shopping centre or trolling the city streets.With the “comfort” setting engaged on the suspension, it rides over potholes better than German luxury saloons and with the sport setting engaged it still hits its limits when punted hard, but those limits are extensive.There is a moment of impending understeer at turn-in, but a smooth and predictable flick to oversteer. It doesn't quite match the BMW X5/X6 for driver feel, feedback and that connected feeling with the road.One annoying trait is that the 265mm tyres tend to follow road camber so it constantly feels like it's pulling to the left unless you are in the right lane on a double carriageway; then it pulls to the right. Road noise is substantially reduced which turns your attention to the wind noise around the wing mirrors and bottom of the windscreen.The cockpit may be like a fighter jet, but it doesn't feel right. My main complaint is the absence of the usual audio and cruise controls on the steering wheel because Porsche wants a traditional, simple look.The cruise control stalk is handy, but different to almost every other type I've used and difficult to get used to. Cruise also had difficulty staying on the selected speed even on minor hill gradients. I felt uncomfortable in the stiff leather seats and the claustrophobic footwell where my right size 11 hoof kept getting caught on the carpet bump next to the throttle.The stop-start function felt a little rough and intrusive in crawling traffic. It also momentarily switches off the audio as the vehicle restarts. In Europe, the stop-start function defaults to the switched-on position. In Australia the driver must select it which suits me. It then defaults to whatever setting it was on when the engine was last switched off.VERDICTYou pay for the badge, but at least it's now back on the bonnet. After all this is a powerful, look-at-me pavement poseur. Surprisingly it's also a good off-roader thanks to electronic trickery.KEY FACT: Porsche says only 20 per cent of Cayenne SUV owners ever take them off road.ALPHABET SOUPThe new Cayenne comes with a host of acronyms. Here are the major ones -PTV plus: Porsche Torque Vectoring that brakes inside wheels and varies power delivery via an electronically controlled differential on the rear axle in corners. It helps prevent understeer, endemic in most SUVs. It is optional on the Cayenne, S and Turbo.PDCC: Porsche Dynamic Chassis Control is a hydraulic system that operates active anti-roll bars to keep the body flat in corners. It is standard on the Turbo and available as an option on all air suspension models.PTM: Porsche Traction Management system in active form on the Cayenne, S and Turbo uses an electronic clutch to distribute up to 100 per cent of torque to either the front or rear wheels. In reactive form in the Diesel and S Hybrid, PTM splits torque up to 40 per cent to the front and 60 per cent to the rear.AT A GLANCEPorsche Cayenne SPrice: from $147,900Warranty: 3 years, unlimited km, 12 years body corrosionResale: 68%Service interval: 12 months, or 20,000 KMEconomy: 10.5L/10km; 245g/km CO2Safety: six airbags, traction and stability control, ABSCrash rating: Nil. Meets or exceeds legislated requirementsTECHNICALEngine: 4.8-litre 294kW/500Nm V8 petrolTransmission: 8-speed tiptronic with stop/startBody: 5-door, 5-seater wagonDimensions: 4846mm (L), 1939mm (W), 1705mm (H), 2895mm (WB)Weight: 2065kgTyres: 265/50 R19, space-saver spare

NOTHING symbolises the irony of recent events at Porsche like its luxury SUV, the Cayenne. Its genesis, a decade or so ago, was a realisation within the company that it needed a mainstream model to iron out the fluctuations in sportscar demand.“After the difficult times we had in the early 1990s, we believed that aside from sportscars we needed something else to stabilise the company,'' Porsche Australia boss Michael Winkler says. “From a business and a strategic perspective it was the right decision.''It wasn't the first time a Porsche model had been co-developed with Volkswagen, but it was the first time the brand had dabbled in a segment other than sportscars. Porsche enthusiasts viewed it with alarm. The company justified the move as the best way to ensure that its sportscars would continue to get the development budgets they need. And when buyers snapped up the Cayenne -- nearly 50,000 were sold in its peak year, half of total output and double expectations -- it looked like genius. Porsche became the most profitable car company on the planet.However, it had solved one problem only to create another. Half of its sales now relied on a car that underneath was a Volkswagen Touareg. If Volkswagen changed hands or, for whatever reason, terminated its co-operation, then Porsche would again be in trouble. So the Cayenne effectively gave Porsche both the motivation and the means to attempt its ill-fated takeover of Volkswagen.That daring move became mired in debt and a year ago Volkswagen turned the tables, acquiring Porsche instead.Although the smoke is still clearing on what that means for Porsche, one consequence is likely to be a plethora of new models, with many sharing Volkswagen components. With the Cayenne, Porsche showed the potential of just this sort of brand stretching.From Porsche's perspective the irony is doubly chilling because as one of Volkswagen's stable of 10 brands, it no longer needs the stability and volume brought by the Cayenne. Volkswagen has shown with its stewardship of Bugatti, Bentley and Lamborghini that it's big enough to wear the uneven costs and cash flow of elite brands.Last week, a few days after Volkswagen announced it would install its own production strategist as head of Porsche, the local outfit was launching the second generation of the Cayenne. It looks similar to the original but, seven years after its debut, this reworking is about as complete as it gets.As before, the platform is shared with the Touareg and this model extends the engineering overlap further into the engine bay as well, with the first hybrid driveline offered by Porsche identical to the one that recently premiered in Europe in the Volkswagen. The V6 petrol and diesel units, which arrive next month, are also shared, while as before there are two Porsche-developed V8s, one turbocharged.All are more efficient -- by 20 per cent or better -- with hybrid-type fuel-savings strategies deployed across the range. These include stop-start during idle on the new eight-speed transmission, a world first for a torque converter automatic. The car is bigger, with more space in a completely redesigned cabin and a larger cargo area.An aggressive weight-saving regime, which includes new magnesium components and extensive use of aluminium panels, has removed 160kg or more and means the hybrid, the heaviest, weighs less than the previous Turbo despite packing an 80kg battery under the load floor.Other changes include a reworked air suspension, larger brakes and ditching the previous foot-operated park brake in favour of an electronic unit. Two variations of all-wheel-drive system are available, with the petrol V6 and V8s paired to an active system that can direct 100 per cent of power to one axle and selectively brake wheels without traction to stop them spinning. Optional Porsche dynamic systems include active anti-roll bars, standard on Turbo.Prices have risen by $1000 in most cases, with the V6 petrol and diesel due next month setting the entry points at $103,500 and $104,500 respectively. The hybrid sits $12,000 above the naturally aspirated V8 on price, at $159,900. The Turbo remains the second most expensive SUV you can buy after the Audi Q7 diesel V12.Besides the obvious objection that it wasn't a sportscar, the Cayenne was vulnerable to criticism about its design, which attempted to mimic a 911. Porsche hasn't abandoned this strategy but it's more successful this time around. The nose has been tapered, making it appear less imposingly upright and square-cut. The headlight shapes and bonnet are similar, if not identical, to those on the Panamera. The rectangular tail-lights have also gone, replaced by amorphous units that could have come from an Audi.Most beneficial are the interior changes, which follow the layout debuted in the Panamera. Here, they represent a big lift in design appeal and material quality over the previous Cayenne and serve to separate it from the donor Volkswagen components. There's good vision all round and five dials in the instrument panel, including one that doubles as a virtual display screen.The seats are great, with rears that now slide and tilt adjust. The cargo area is well-organised with the sole disadvantage, compared to the previous car, of fixed rear glass that no longer opens independently of the tailgate.Performance is critical to the Porsche brand and the weight savings on the Cayenne show up in improved sprint figures. The Turbo becomes a sub-five-second car to 100km/h, at 4.7 seconds, while the S dips under six seconds. The Hybrid is quicker than both the V6s, at 6.5 seconds to100km/h, and can reach a higher top speed too, of 242km/h. It's also much quicker than the only other hybrid SUV available here, the Lexus RX450h, which needs 7.8 seconds to hit the legal limit.The V8s sound good, with the Turbo emitting a low, visceral grumble that's addictive. It's performance is effortless, as you are entitled to expect from a Porsche bearing the Turbo badge. The standard V8 needs to work up hills and out of slow corners, with plenty of revs. Only here did I need to use the paddles to downchange: the rest of the time the transmission can be left alone. The stop-start function feels sufficiently refined to be left on permanently.Porsche's first Hybrid wasn't the revelation I'd been hoping for; it piles on speed almost as effectively as the V8s but to a higher pitched, more complex soundtrack. Graphics on the central screen ape Toyota hybrids by showing when the engine is being assisted by the electric motor, when it's recharging and so on, although following the dancing lines of arrowheads is impossible if your eyes are on the road.Around town it offers efficiency advantages over all the variants bar the V6 diesel, but on the open roads of Queensland the numbers didn't flatter it. It also seemed a bit less assured dynamically, at least compared to the V8s, and a bit less certain in its body movements.Perhaps that's because the V8s are outstanding on this score and would outhandle many smaller vehicles with their remarkably car-like dynamics. They turn into corners eagerly, without lurching but with a chassis that actually encourages the driver. If it wasn't for the high driving position, it would be possible to forget the absurd physics of the whole situation.The steering is light but reasonably engaging and the brakes are strong enough so that you don't notice they're arresting two tonnes of high-velocity metal. The ride quality and comfort levels are high, with a nicely planted feel to the car, although road noise intrudes a bit more than is ideal. On coarse country tarmac, few cars isolate that effectively.Most surprising about the Cayenne was its ability on a small offroad track at Porsche's Mt Cotton facility. There's no low-range gearing this time -- and no extra underbody protection or offroad rubber -- but the Cayenne showed it could climb and wade as well as bush-credentialled machines. It's too polished a car for an expedition, but it's nice to know it could get you out of trouble if the circumstances arose.On its merits, this Cayenne deserves to be more successful than the last. It's more appealing, efficient and luxurious. Porsche Australia says the order bank is strong and the first three months' supply is already sold, with early interest in the Turbo. The Hybrid hopes to attract 15 per cent of buyers eventually although it feels like the Cayenne variant Porsche had to have, thanks to ever stricter efficiency regulations, rather than one that would naturally occupy its portfolio.That said, the Porsche line-up itself is likely to go places it might not have gone if the takeover bid for Volkswagen had turned out differently. And in that context, the ultimate irony of this Cayenne is that it feels more Porsche-like than ever.PORSCHE CAYENNE - $147,900 (S) to $239,900 (Turbo)Read more about prestige motoring at The Australian.

Cayenne is no longer a VW Touareg with a Porsche badge. Despite sharing its chassis, a diesel engine and its first hybrid petrol/electric powertrain with VW, Porsche Cars Australia managing director Michael Winkler says the two models are "totally different"."On the last Cayenne you could exchange the doors with the Touareg. Now you can't," he says. "Every panel is totally different."PRICING AND DRIVETRAINSThree new Cayenne models have arrived in Australia: Turbo V8 at $239,900 (up $2700), Cayenne S V8 at $147,900 (up $1000) and S Hybrid at $159,900. They will be followed shortly by the V6 at $103,500 (up $1000) and Diesel at $104,500 (up $800).For those extra dollars, the customer gets 20 to 23 per cent better fuel economy with increased or similar power figures, more equipment, more cabin space and an eight-speed tiptronic transmission with stop/start technology that switches the engine off at idle.Winkler says the Cayenne is such an important seller for the company they flew powertrain manager Stefan Fegg from Germany to Brisbane for the national launch this week.Fegg says they worked with VW to develop the parallel hybrid system which uses a 3.0-litre supercharged V6 petrol engine (245kW/440Nm) and an electric motor (34kW/300Nm) that produces fuel economy of 8.2L/100km. Not bad for a two-tonne truck, but still not as good as the new Diesel which is down from 9.3 to 7.4L/100km.However, Fegg points out that city drivers will be able to squeeze more economy out of the hybrid and can even choose to run in electric-only mode for up to 3km if they don't go faster than 60km/h.Fegg says the massive fuel economy savings across all models are due to weight saving, reduced friction in the engine and transmission, low-rolling resistance tyres, recuperative power from the brakes used to charge the battery, two overdriven gears on the eight-speed tiptronic with 50 per cent faster changes, and stop/start technology.In Europe, the stop-start function defaults to the switched-on position, but in Australia, the driver must select it, although it then defaults to whatever setting it was on when the engine was last switched off.While Porsche added 65kg to the vehicle for structural safety and extra features, 103kg was shaved from the body by using lightweight materials, 74kg from the chassis, 63kg from the engine and 10kg from the electrics. Overall, vehicle weight is down 250kg.However, the Hybrid unit adds 165kg, of which 80kg is the battery. That makes it top weight at 2240kg, compared with the S at 2065kg and Turbo at 2170.APPEARANCE AND FIT-OUTStyling is now more svelte and less of a big-bottomed tank largely due to the less chunky and much lighter one-piece tailgate design. There is now no separate window opening, so dust penetration should be reduced.PCA training manager Paul Watson says the bonnet has been extended forward allowing the Porsche badge to be relocated. "Every Porsche now has the crest on the bonnet. It's back in its rightful place," he says.It also now features a front air intake that has been inverted from the previous smile to a more menacing grimace. Cayenne is 48mm longer and 11mm wider with a 40mm longer wheelbase, increasing cabin legroom. The rear seats also move forward and back by 160mm as well as folding and tilting.While the space-saver spare tyre is under the cargo floor, in the Hybrid it takes up a chunk of the cargo area because the battery is under the floor. Watson says customers can choose to swap the tyre for a can of goo to patch punctures. Tyres can be re-inflated by an on-board nitrogen compressor. The Cayenne cabin is almost identical to the new Panamera with its sloping centre console, cockpit-like clustered instruments and driver-oriented feel.MECHANICALDriving dynamics feature highly in the new Cayenne with a range of acronyms such as PASM, PTV Plus, PDCC and PTM.PASM is the Porsche Active Suspension Management which adjusts the dampers for sport, normal or comfort setting as selected by the driver.PTV plus is Porsche Torque Vectoring that brakes the inside wheels and varies power delivery via an electronically controlled cross differential on the rear axle in corners. It basically helps prevent understeer which is endemic in most SUVs. It is optional on the Cayenne, S and Turbo.PDCC is Porsche Dynamic Chassis Control is a hydraulic system that operates active anti-roll bars to keep the body flat in corners. It is standard on the Turbo and available as an option on all air suspension models.PTM is Porsche's Traction Management system. In active form on the Cayenne, S and Turbo it uses an electronic clutch to distribute torque up to 100 per cent to either the front or rear wheels. In "reactive" form in the Diesel and S Hybrid, PTM splits torque up to 40 per cent to the front and 60 per cent to the rear."Two-wheel drive isn't an option for the Cayenne, it's an SUV and will always be four-wheel drive," says Fegg.There are three modes for off-road driving. Mode 1 recalibrates electrical systems such as traction control and ABS for slippery terrain and in the air suspension models it raises the ride height. Mode 2 locks the clutch for better traction and Mode 3 locks the rear diff.Brakes in all models have been uprated with larger discs up to 410mm in the Turbo and stronger calipers. All models also feature a recuperative system that uses kinetic energy from braking to charge the battery. It's called a "micro hybrid" system.There is a vast range of options available including lane-change assist and adaptive cruise control that operates down to 20km/h.Cayenne is a combination of elements built in various locations. Its chassis is made in Slovakia, the engines are made in various locations in Germany and Hungary and the final vehicles are assembled in Leipzig, Germany.Winkler says S Hybrid represents about eight per cent of their 250 orders so far, but he expects to sell about 15 per cent after customers have test-driven it. "Hybrid customers will live in the city and buy it not only for economy, but for social acceptance," he says.Diesel will continue to represent about 40-45 per cent of sales. Winkler says there is no confirmation of GTS or Turbo S models.DRIVINGA quick strop across Mt Glorious and its 40-odd kilometres of gloriously winding tarmac reveals a car that is more lively and lithe in its handling, although still short of the BMW X5 benchmark. Despite load shedding, it still feels its weight and relies on the fancy electronics to keep things together. There is a moment of impending understeer at turn-in, but a smooth and predictable flick to oversteer.Road noise is substantially reduced which turns your attention to the wind noise around the wing mirrors and bottom of the windscreen. The S Hybrid deserves its S badge for the potent driving force when both the electric motor and petrol engine are working.It emits a typical Porsche growl as it stomps bucketloads of torque through its wheels. The V8 feels less powerful at the low and mid end than the Hybrid, but comes on song when revved out.The Turbo is simply stunning with lightning delivery of great globs of power for rapid overtaking that will leave you breathless and licence-less unless you are careful. Brakes tend to be too sensitive in initial bite, especially in slow-moving traffic, but offer great confidence when looming up on a hairpin turn.OFF THE ROADPorsche rounded out its country road strop with a short demonstration of off-road abilities at the Mt Cotton Training Facility. Here it was the turn of the mechanical diff and all the associated electronic trickery to strut their stuff.While low ratio has been tossed out to save weight, Cayenne retains hill descent with the speed now controlled by the cruise control stalk down to 3km/h. Wheel articulation is limited, but the traction controls work miracles on steep and uneven surfaces to produce more forward momentum than most luxury softroaders.Wade depth is limited by the air intake, so a bow wave will snuff the engine. However, it is fine for most off-road duties Porsche owners will require.Winkler admits only 20 per cent of Cayenne owners will ever get their wheels dirty.