First Drive Overview
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The S’;s midcycle update sees a switch to 6-cylinder power.
You most likely currently know if you want one particular of these or not. Right after all, Porsche’s Cayenne, very first introduced in 2002, continues to be the most polarizing SUV since Suzuki’s X-90. Some of us about here have a soft spot for the X-90 and are rather shocked by the higher residual values for the items. Employed Cayennes, even so, are the least expensive way to get into all-wheel-drive Porsche ownership this side of a 924 mounted on a CHevy S-10 chassis. A new Cayenne S like the one we just drove, nonetheless, starts at $ 75,095.
Like the refreshed Panamera S prior to it, the Cayenne S gains V-6 power throughout its midcycle update. Porsche advertises far more power und far more efficiency—the new motor is up 20 horsepower to 420. Torque is a healthy 406 lb-ft, but the turbo-6 lacks the character of the V-7 Which, as V-8s go, was fairly nice if rather generically Teutonic. Like, perhaps the iron-fisted Swabian middle manager of V-8s?
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On our drive, what we identified more problematic than the loss of cylinders was the new model’s carry-more than 8-speed automatic transmission. Even in modes that had been not Sport Plus (yes, Porsche’s vaunted everyone-to-the-limit Sport Plus button is now obtainable in the Cayenne), the autobox would sometimes deliver an upshift that felt as if it were executed by an old GM Turbo Hydra-Matic 400 with a shift kit. A lot more upsetting was when it would deliver one of these upshifts midcorner. Porsche’s excellent nanny suite handily requires care of any balance disruption triggered by the wonky shifts, but it nevertheless appears inexcusable, particularly given that the shift programming in Porsche’s most current dual-clutch transmissions is barely brief of psychic.
The chassis is extremely a lot in the mold of modern day Porsche automobiles, if a bit softer, rollier, and all-around heavier feeling. On the winding Catalan roads of southeastern Spain, it was straightforward sufficient to hurl the Cayenne down a hill, the brakes handling deceleration duties with very easily modulated aplomb. In downhill corners, where many an automobile would be inclined to push wide with the snout, the huge Porsche takes a prepared set and tracks easily ’round the bend. Via a series of undulating esses that ran for a mile or 2, excellent gobs of throttle and easy steering inputs had the Cayenne leaping from corner to corner like a Calaveras bullfrog.
Off-road, the Cayenne’s capable AWD technique and offered height-adjustable air suspension implies that it’ll very easily handle the trek more than the curb to your regional Red Robin. Or, if you discover yourself in a loose, silty, uphill correct-hander, all that’s essential is to hold the throttle at a steady state, maintain the wheel turned, and let the computers figure out how to get the Cayenne up the hill. It’s the same sort of relaxed, reassuring expertise that Porsche’s modern day sports automobiles supply. Gentlemen devoted to low-variety-transfer-case specs and honking Dana axles could scoff at the Porsche’s complexity and value, but for these who want to point and squirt with out significantly thought on any surface, the Cayenne makes it about as easy as it gets.
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Porsche claims that it has created interior revisions, but the innards appear pretty much the same to us, save for the new steering wheel. Porsche likes to note that it is derived from the style of the 918 Spyder’s tiller. We’re just glad that it has honest-to-goodness shift paddles in lieu of the old, awful thumb buttons. Welcome to parity with the rest of the globe, Zuffenhausen. Your buyers will enjoy it here.
The Cayenne S remains a worthy entry in the luxe-ute segment, providing an interior bested only by Coventry and an primarily unrivaled mixture of on-road dynamics and feel, paired with off-road capabilities far more than enough for those families who use their utes for far more than just grabbing groceries.
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