Porsche Cayenne

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 - which we’ll discuss in a future issue - and the Porsche Cayenne.

Two models make up the Australian range: the 250kW, V8-powered Cayenne S at $129,900, and the twin turbocharged, 331kW Cayenne Turbo for $203,900. Both have a 4.5lt V8 engine mated to a five-speed automatic gearbox with tiptronic shifters on the steering wheel. The S is also available with a six-speed manual gearbox.

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 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 focused the Cayenne unashamedly towards on-road performance, and it certainly excels on the bitumen. Straight-line acceleration is far better than any 2.3 tonne 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 no better than a HSV ClubSport at hiding road bumps and potholes, and it 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 is sportscar sensitive, which makes smooth getaways a challenge, and the brake pedal is equally touchy - but you soon find yourself acclimatising to both.

Rearward visibility can be a problem, whether towing or not, with a full compliment 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 that required a very firm shove to latch properly. No bother, because a really annoying in-cabin beep will continuously alert you to any less-than-perfect closure.

Un-trailered 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 17lt 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. A robust tow rating of 3500kg is simply an added bonus.