Porsche Cayenne 2014 Review

Believe it or not, it's been four years since Porsche launched its second-generation Cayenne, and so it's time for a midlife makeover to keep it fresh for another three years. Like it or loathe it, Porsche's first SUV has attracted almost 580,000 buyers globally since 2002, including a record 80,000 last year alone, accounting for half of all Porsche sales and showing no sign of being impacted by the smaller, cheaper and newer Macan. As one of Porsche's most profitable model lines and a substantial contributor to the investment in its beloved sports cars, it's no surprise few stones have been left unturned for the E2 Series II.

Porsche has a long history of releasing new and upgraded models that deliver more performance and efficiency, and the 2015 Cayenne is no exception – as you can read in our detailed product news story from earlier this week.

In short, despite bringing more power and torque, every model variant consumes less fuel and emits less CO2 than the vehicle it replaces, and the new Cayenne S E-Hybrid will set new standards by sipping a Toyota Prius-beating 3.4L/100km.

With the world's first plug-in luxury SUV held back for its global reveal next month, the headline act of this week's international press launch is the upgraded Cayenne S, which in the search for efficiency downsizes from a 4.8-litre naturally aspirated petrol V8 to a twin-turbo 3.6-litre petrol V6 from the smaller (and $17,000 cheaper) Macan Turbo.

Granted, as 309kW, it offers about 15kW more power than the Macan Turbo and the old Cayenne S, as well as 50Nm more peak torque than the latter (but the same 550Nm as the top-shelf Macan).

As a result, combined with the weight saving (it's the lightest of the four facelifted Cayenne models revealed so far, at a still-porky 2085kg), the V6 Cayenne S is not only four-tenths quicker to 100km/h (now 5.5 seconds), but almost 1.0L/100km more fuel efficient (9.8L/100km) than the V8 it replaces.

But it doesn't feel any quicker and it certainly doesn't sound any quicker. In fact, while the big-bore atmo V8 of the previous Cayenne V8 has an unmistakably German V8 rumble, the new force-fed V6 sounds positively asthmatic in comparison.

It does the job and it's clearly 'cleaner' and more efficient, but the turbo V6 lacks the bottom-end grunt of the old V8 anywhere below 2000rpm, making it both less flexible and less charismatic.

Compensating somewhat for its $1400 price increase (to $139,900), however, is more standard equipment including 20-inch alloy wheels, heated front seats, an electric sunroof, metallic paint and Porsche Dynamic Light System (including auto high-beam and active cornering lights),

While these new standard features are now fitted to both the petrol S and S Diesel models, they're in addition to range-wide extra standard equipments like a new 918 Spyder-style multifunction steering wheel with shift paddles, bi-xenon headlights, powered tailgate, tyre pressure monitoring (TPM), stainless steel door sill panels and auto-dimming interior and side mirrors.

There are also subtle cosmetic changes, led up front by a new bumper with 'air blades' and 'floating' four square LED daytime running lights, a fresh grille, new quarter panels and bonnet, plus four-part LED tail-lights, a new tailgate, new roof spoiler and revised exhaust outlets, with twin-pipes for S models.

New exterior paint colours include Carrara white metallic and Palladium metallic, joining a new two-tone black/luxor beige colour scheme and dark walnut-burr trim options for the cabin.

Inside, Porsche says the three individual positions of the Cayenne's rear bench seat is now more comfortable thanks to softer padding, and new options include rear seat ventilation, soft-close doors, Park Assist and Surround View.

Efficiency gains are aided in all models by a new 'coasting' function for the standard eight-speed automatic transmission, improved thermal management via active air inlet flaps and idle-stop 'Plus', which switches off the engine when the car slows to walking pace.

Chassis upgrades include new multi-part mounts on the transverse links of the front and rear axle and the rear wheel mounts, which Porsche claims increases the spread between ride comfort and sporting dynamics for both the steel-sprung base V6 models and the air suspension fitted as standard to all other models in Australia.

We didn't notice much difference though; the Cayenne still achieves the best ride/handling compromise of any SUV – except Porsche's own smaller Macan, which corners even more flatly while maintaining impeccable ride comfort on all surfaces.

The Cayenne's trademark sportscar-sharp steering remains and, although it can't eradicate the head-shake associated with any high-riding vehicle, has one of the quietest, most refined and most luxurious cabins of any SUVs.

Well upstream of the downsized Cayenne S, the top-shelf Turbo easily remains the king of the Cayenne hill, thanks to more performance, efficiency and equipment, including LED headlights and 20-inch RS Spyder wheels with integrated wheel-arch extensions.

At the business end there's an extra 14kW of power and 50Nm of peak torque, bringing the outputs of the Cayenne Turbo's twin-turbo 4.8-litre V8 to 382kW/750Nm.

That's enough to lower the 2185kg SUV's claimed 0-100km/h time by three-tenths to a rapid 4.5 seconds, or 4.4 seconds with the optional Sport Chrono pack's 'performance start' function. At the same time, consumption drops by 0.3L/100km to 11.5L/100km, and CO2 emissions fall to 267g/km.

While there's an even quicker Turbo S yet to come (as well as base petrol V6, GTS and S E-Hybrid plug-in hybrid versions), the Cayenne Turbo tops the initial five-model MY15 Cayenne line-up for now.

And it's undoubtedly a fitting flagship, offering an even greater surge of turbo V8 thrust, one of the finest sounding engines available in any SUV and benchmark levels of engine and handling performance.

But it also comes with the heftiest price hike ($9200), bringing the Turbo price to $230,800, making it one of the world's most expensive SUV – even if the top-spec Cayenne is only a little dearer than the cheapest 911.

Despite this, there are plenty of omissions from the standard spec sheet of even the flagship Cayenne.

Sure, all Cayennes get a reversing camera, front/rear parking sensors, brake pad wear meter, front and full-length side curtain airbags, stability control, anti-lock brakes, post-collision braking, an electric park brake, electric steering wheel adjustment and a hard-core off-road mode with three locking diffs. Air suspension models also offer six height levels, but there's no full-size spare solution outside the car.

And, as before, the Turbo gains bigger brake rotors with red callipers, Porsche Dynamic Chassis Control (PDCC), Alcantara roof lining, light comfort package 18-way powered adaptive sports front seats, brushed aluminium interior highlights and keyless starting.

But all Cayenne customers must pay extra for blind-spot monitoring, lane departure warning and radar cruise control, while advanced safety aids like low-speed autonomous emergency braking and a head-up display are unavailable, despite being offered in some lights cars.

In any case, the S Diesel is our pick of the latest crop of Cayennes. Priced at $143,200, the S-badged oil-burner comes with the same equipment and chassis upgrades (and the same $1400 price rise) as the petrol S, but retains a tweaked version of Audi's cracking 4.2-litre V8 turbo-diesel.

That means it combines the best of both worlds with a hairy-chested V8 rumble and 283kW of power and 850Nm of torque (making it about 100kW less powerful than the Turbo but, more importantly, 100Nm more muscular), but efficiency that would embarrass some small cars -- 8.0L/100km and 209g/km of CO2.

As you'd expect, the Cayenne S Diesel is no slouch. Despite topping the range in terms of kerb weight at 2215kg, Porsche says it can exceed 250km/h and hit 100km/h in just 5.4 seconds (5.3 with Sport Chrono) , making it less than a second slower than the Turbo.

Yes, the Turbo might sound a fraction sweeter and crisper, and it has a much wider engine speed range and a hair-raising turn of speed if you're brave or stupid enough to unleash its full potential on a public road.

But the S Diesel feels brawnier off the bottom where it matters, and produces a mountain of midrange shove that makes it more tractable and more rewarding in a different way.

Complimented by precise, communicative steering that never kicks or rattles, this 2.2-tonne four-wheel drive's its ability to generate power oversteer so effortlessly – while maintaining its suspension composure – makes it a real engineering masterpiece and has to be experienced to be believed.

Icing on the cake is the S Diesel is not only 3.5L/100km more frugal than the Turbo, but costs almost $90,000 less to buy.

Close to $150,000 is a lot of money for an SUV though and the S Diesel is some $38,500 pricier than the base Cayenne Diesel, which at $104,700 is $4100 pricier than before.

But while the VW-built 3.0-litre diesel V6 also lifts its game (by 12kW/30Nm to a respectable 193kW/580Nm), the 2110kg Cayenne Diesel isn't a whole lot more efficient (6.8L/100km and 179g/km) than the S Diesel, which is almost two seconds quicker to 100km/h.

Of course, the new S E-Hybrid plug-in is more efficient, with Prius-beating consumption of just 3.4L/100km, and is also $10,700 cheaper than the hybrid model it replaces, at $139,200 – less than both the S petrol and diesel.

But the first plug-in Cayenne won't arrive in Australia with the rest of the facelifted Cayenne line-up in November, because it won't be officially revealed and launched until next month, so stand by for our first drive review.

For now, although the world's first plug-in luxury SUV promises outstanding efficiency for less money, the S Diesel is the best of a significantly improved Cayenne range that cements its position as the world's most dynamic full-size SUV.

2014 Porsche Cayenne S pricing and specifications:
Price: $139,900 (plus on-road costs)
Engine: 3.6-litre V6 twin-turbo
Output: 309kW/550Nm
Transmission: Eight-speed auto
Fuel: 9.8L/100km (ADR Combined)
CO2: 229g/km (ADR Combined)
Safety rating: Not tested
On sale: November 8

What we liked:
>> More power
>> More efficiency
>> More equipment

Not so much:
>> No more V8
>> More expensive
>> Some safety gear missing

Also consider:
Audi Q7
BMW X5
Mercedes-Benz M-Class