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Porsche 958 Generation Cayenne review (2010-2014)

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A classy SUV with serious dynamic ability by Autocar.co.uk.

Although there had been rallying Porsches and four-wheel-drive Porsches, there hadn't been a Porsche SUV before the Porsche Cayenne arrived in 2002. That it was developed alongside the VW Touareg allowed Porsche to share some of the costs with a manufacturer that was - then - just a technology partner. The first-gen Cayenne was facelifted in 2007, after which Porsche's first diesel was introduced. This is the second-gen Cayenne along with which came Porsche's first production hybrid.

The first line of the Autocar road test of the original Cayenne, read: 'Perhaps it should be called the Porsche Controversy." How times change. Since the Cayenne's 2003 introduction, Porsche's entry into the then-burgeoning SUV market has been accepted to the extent that it is now consistently Porsche's best-selling model. Even those who have not come to love the Cayenne would find it hard not to be impressed by its dynamic ability – and perhaps heartened by the knowledge that its contribution to Porsche's coffers has allowed for impressive improvements to the rest of the Porsche range. The Cayenne is not controversial now.

Nor, then, is the advent of a replacement for it which has, as before, been developed alongside the Volkswagen Touareg, whose architecture it again shares. There are five engine flavours for the Cayenne. They range from a petrol V6 through to a storming turbocharged V8 (with sub 5.0secs 0-62mph time) and again include a diesel.

Most intriguing, though, is Porsche's first hybrid although it's not being billed as an eco hybrid – the diesel emits less CO2. Instead, the hybrid is still a performance car. With a 46bhp electric motor mated to a 329bhp, supercharged 3.0-litre V6 petrol engine, the Cayenne hybrid can reach 62mph from a standstill in 6.5sec.

DESIGN

The Porsche Cayenne's platform is a heavily modified version of the previous one, rather than all-new architecture (which is fine, as many manufacturers are finding they're almost at the pinnacle of what materials will allow them to do) and a better choice of materials is accountable for some of the weight loss. The Cayenne tips the scales a good deal less than its predecessor, with the exact figures depending on model.

The Cayenne's suspension is by double wishbones at the front, with a multi-link set-up at the rear.

All Cayennes get a distinctive headlight treatment "” smaller and more aggressive, like a Panamera's. High-beam lamps are positioned to the inside, and there are daylight running lamps as standard. Adaptive radar cruise control is optional and adds a slightly sinister-looking Cyclops-style lens to the front.

As successfully achieved on Porsche's 928, some chamfering around the edges and corners of the Cayenne makes the car look smaller than it is. Would you believe the new car is 48mm longer, 11mm wider and 6mm taller than before?

The sloped rear window helps to reduce the perceived bulk of the Cayenne, but it marginally cuts into the available boot space. The rear spoiler improves aerodynamic efficiency.

INTERIOR

If there is one thing that Porsche has learnt in the past few years, it is how to build a proper luxury interior. The original Porsche Cayenne lacked both style and quality in its cabin, but there's no chance that you'll feel similarly short-changed here; the new cockpit is a brilliant success.

The theme – although not the components – is the same as in the recently introduced Panamera. There is lots of metal being metal and some components doing a fine job of appearing to be metal. Leather is stitched finely and the man-made materials have a solidity to them that is worthy of the highest price that Porsche charges for this car.

Praise be, too, that for the eight-speed automatic (a conventional torque converter, not a dual-clutch job) there are left-down, right-up steering wheel paddles behind a superb-sized steering wheel that's the introduction to a fine driving position.

It's only a shame, then, that when Porsche realised its transmission tunnel needed to impinge on one front footwell, it decided to make it the right one. As a result, on right-hand-drive versions it robs drivers of a proper place to rest their left foot. Had Porsche chosen the left footwell instead, it would have caused no problems for drivers of left-hand-drive cars because their right foot is generally applied to a pedal.

Rear passengers are not so afflicted: the central transmission tunnel is low, leaving room for three abreast in a back seat that slides back and forth, and splits and folds. The sloping rear window has a very marginal effect on the Cayenne's practicality – we can imagine most owners preferring the defter looks to an extra few litres of volume – and the boot is otherwise large, with well shaped walls.

PERFORMANCE

Let's deal with the Porsche Cayenne Hybrid first. There's the outright performance itself, about which we have no qualms whatsoever. Secondly, there's the way the Cayenne hybrid goes about supplying its performance, which is far less satisfactory.

First, then, to the poke. Six seconds from rest and the Cayenne hybrid, its driver, passenger and a tankful of fuel pass 60mph. After 16.6sec they pass 100mph (via a standing quarter mile in 14.7sec) and reach a terminal velocity, after a mile of acceleration, of 130mph. These figures are far from shabby for a 2.3-tonne car that can tow a 3.5-tonne trailer.

In reality, however, the way it goes about delivering its performance is far less satisfactory. The good part is that either the electric motor, or the internal combustion engine, or both, can supply power to the wheels. The bad part is that those processes are controlled via a clutch that fails to be totally smooth in the way it goes about those things.

The highlight of the Cayenne range remains the Turbo. Its twin-turbo 4.8-litre V8 delivers 500bhp and a sturdy 516lb ft of torque, so it's got more reserves than many celebrated supercars – and more pace than the old Cayenne Turbo, according to Porsche's claims.

The diesel is surprisingly good, too. Surprisingly because at one stage Porsche said it would never build a diesel. A 0-62mph time of 7.6secs makes the V6 petrol model redundant, unless a little diesel rumble really irks you. The real attraction is a claimed average economy of 39.2mpg and emissions of 189g/km.

Slightly disappointing – not in their performance but, again, in their modulation – are the brakes. They stop the Cayenne in no time and resist fade admirably, but they are woefully lacking in finesse.

RIDE AND HANDLING

The Porsche Cayenne hybrid runs on coil springs and optionally, as fitted to our review car, can be had with Porsche Active Suspension Management (PASM), which gives continual damper adjustment.

Even without it, you could guess, the 2315kg Cayenne would ride well, although the optional 20-inch wheels (with 45-profile tyres that actually constitute quite a tall sidewall, in the scheme of things) sometimes fail to flatter in town.

But (and you may notice a theme developing here) the performance is one thing; the way it is transmitted to the driver is quite another. Unlike on other Cayennes, the hybrid gets an electrically assisted system that is often overly light and utterly devoid of feel. Other models, especially the Turbo, offer much more feel through the helm.

The really great thing about the Cayenne is its ability to be sports car or luxury cruiser. This i strue of all models, but especially the Turbo. The standard air suspension that the Turbo comes fitted with is an improvement on the steel springs fitted to the rest of the range, both in terms of body control and isolating occupants from the road surface.

At low speeds it can be slightly lumpy, but at higher speeds on uneven rural roads or on typical motorway surfaces the Turbo is relaxing transport. Excellent cabin refinement and a comfortable interior also goes a long way to making the Cayenne a soothing long distance companion.

And yet, select 'Sport' on the torque converter 8-speed auto gearbox and air suspension (both don't have to be selected together) and there are few four-door cars - saloon, hatch or SUV - that offer the handling precision of the Cayenne Turbo.

This isn't to say that you aren't always aware of the car's significant weight shifting around, but the suspension very effectively restrains body movement and so it takes little effort to balance the Cayenne through high-speed corners despite its height and dimensions.

MPG AND RUNNING COSTS

Direct comparisons of equipment and performance for the Porsche Cayenne Hybrid are difficult. Touareg cousin aside, the only other hybrid SUV is the Lexus RX450h and, despite that car's slightly cleverer drivetrain, the Porsche canes it in almost every other respect imaginable. The Lexus, as you might expect, is the more frugal – 44.8mpg versus 34.4 – with the commensurate benefit in CO2 emissions and taxation. And you have to go to the lavishly-equipped range topping Lexus to beat the Cayenne hybrid's list price.

The alternatives come in the form of higher-performance diesels, such as the BMW X5 xDrive40d and Mercedes ML450 CDI, against which the Cayenne has admirable running costs (because of its low CO2 figure) but suffers a high price.

Range Rover Sports and BMW X5/X6s are the more usual rivals for the rest of the Cayenne range, with the general rule being that the Porsche is more expensive, as you might expect with the brand. The V6 diesel looks to be the weak link in performance terms, when V8s are available elsewhere, but the Cayenne Turbo has the beating of all bar the V8-powered M versions of the BMW X5 and X6.

Equipment-wise, the Cayenne comes nicely equipped with a gorgeous cabin, but as with all of these premium marques, there's no end of expensive options that will affect the luxury, look and feel of your Cayenne. Choose carefully or the true ravages of depreciation might be felt. Otherwise depreciation is sound.

Servicing and running costs? Porsches are never cheap in this respect.

VEREDICT

Here's a sign of how the Porsche Cayenne has improved over the years: the Cayenne hybrid has almost as much performance as the first Cayenne Turbo, yet similar economy to the Cayenne diesel. This can only mark it out as a great success, and a significant improvement over its predecessors.

However, it comes with a perhaps inevitable compromise that makes it a less satisfying car to drive than it was. And we're not talking about ultimate handling balance here; its mere daily operation is marred by the hesitancy and indecision of a powertrain attempting to save as much energy as possible.

The diesel would return superior economy on touring runs, but lacks the punch of the hybrid (or other diesel SUVs). However, the diesel is good enough to make the V6 petrol car redundant, and make a case for itself as the most logical purchase in the line-up.

However, the real star of the show is the Turbo with supercar performance and dynamics that do their best to defy physics – the Cayenne is a large, heavy car after all.

In overall terms, the Porsche Cayenne is seriously easy to live with in all forms, delivering family-friendly accommodation and a family-friendly ride to match. It still rides firmly, in keeping with its sporting ability, but it is now far more acceptable.

As is the cabin, which nicely sums up this latest Porsche Cayenne. Taking much from the Panamera's cabin, it blends style, tasteful materials and superb detailing – it's just a shame there's not more room to rest your left foot.

The Cayenne is a fine example of what Porsche does best – always moving forward, in terms of quality, performance, dynamics and desirability.
Source. www.Autocar.co.uk

3.5 STARS OUT OF 5
 

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