German quality, nice style, sporty but good for a family vehicle. Great sound, great leather, good fuel economy.Could be 5000 cheaper though...but then again... it is a luxury vehicle.....The performance of this SUV is just unbelievable. It has the kind of power,handling,and brakes that you would find on the finest performance cars in the world.
I never even considered buying one until I took a test drive and was hooked.If you have the extra cash its worth it and the tax break for a vehicle over 6000 lbs. made the decision a no brainer.
The Cayenne is Porsche’s SUV, offered in three versions: Cayenne, Cayenne S, and Cayenne Turbo. While the Cayenne is Porsches first SUV, Porsche experience with 4-wheel drive includes the Lohner-Porsche, one of Prof. Porsche’s first race cars over 100 years ago. The legendary 959 supercar that won the 1986 and 1987 Paris-Dakar rallies was also 4-wheel drive and lead to the Carrera 4 and 4-wheel drive 911 Turbo.
News
Having now expanded to four models, Porsches SUV is due to get a front-end restyle and other cosmetic updates for 2007, say reliable sources. An uprated base model with 275-hp 3.6-liter V6 is also expected. Porsche was known to be mulling a long-wheelbase wagon, a short-chassis 2-dr wagon, and even a 4-dr crew cab pickup, but its unclear if these ideas are still on the board. Further out, a second-generation Cayenne is expected by model-year 2010 with a gasoline/electric drive system among the powertrain choices. Porsche has promised to offer a hybrid Cayenne using technology shared with one of several mass-market manufacturers, but nothing more is known at the moment.
Meantime, Porsche is working on its first sedan, a sleek 4-dr intended to take on the BMW 6-Series, Mercedes CLS, and other high-style 4-seaters. To be called Panamera, its expected by 2009 or 10 on a new front-engine platform mounting Cayenne V8s. Production reportedly will be limited to about 20,000 per year for worldwide sale.
2006 Porsche Cayenne : Highlights
Porsche adds a more powerful turbocharged model to its SUV lineup for 2006. Cayenne shares a basic design with the Volkswagen Touareg, but differs in styling and engine choices. The base Cayenne has a 247-hp V6, the S model a 340-hp V8, the Turbo version a 450-hp turbocharged V8. Added during the 2006 model year, the Turbo S has a 520-hp turbocharged V8. The V6 comes with a 6-speed manual transmission or a 6-speed automatic, the V8s with the automatic only. Cayennes have all-wheel drive with low-range gearing and locking center differential. An off-road option includes a locking rear differential. Standard on Turbos and optional on the others is a load-leveling suspension that allows driver adjustment for firmness and ride height. Turbo S models have specific suspension tuning and larger brakes.
Front side airbags, curtain side airbags, ABS, and traction/antiskid control are standard. A navigation system is optional. Also available are heated steering wheel and seats, and front and rear obstacle detection. Ability to heat and cool the interior with the ignition off is newly available.
Interior Design and Special Features
In a nod to its Porsche heritage, the Cayennes ignition switch is on the dashs left side, and the instrument cluster would look equally at home in a 911. For those unfamiliar with the legendary sports car, this means that the gauge cluster is nearly perfect, but the climate and radio controls are an indecipherable cluster of buttons and knobs. Cabin furnishings are truly opulent, even by luxury SUV standards. The Cayenne has a maximum cargo capacity of 63 cubic feet, a low number for this class.
Safety
Standard safety features on all models include seat-mounted side airbags in the front, full-length side curtain airbags, four-wheel antilock disc brakes and stability control. The Porsche Cayenne has not been crash tested.
Powertrains and Performance
The base Porsche Cayenne uses a 3.2-liter V6 that makes 247 horsepower and 229 pound-feet of torque. The midgrade Cayenne S is upgraded with a 4.5-liter V8 rated at 340 hp and 310 lb-ft of torque. Turbos boast 450 hp and 460 lb-ft of torque from a twin-turbocharged version of the S models V8, and the top-shelf Turbo S squeezes out 520 hp and 530 lb-ft of torque. Power flows to all four wheels via a permanent dual-range four-wheel-drive system. Although the base model takes about 9 seconds to reach 60 mph, acceleration is sports-carlike on other Cayennes: the S hits 60 mph in 6.8 seconds while the Turbo S dispatches that sprint in 4.8 seconds. Maximum towing capacity for all models is a substantial 7,700 pounds. The base Cayenne is available with a six-speed manual transmission. A six-speed automatic is optional on that model and standard on S and Turbo models.
Driving Impressions
The Porsche of SUVs is what those familiar with the brand probably expect from the Cayenne. If you pay close attention, you can feel most of the mechanical components working, each doing its own job, yet it all blends together in a smooth, synchronous whole. The Cayenne is fast, satisfying and, even in the things it does least efficiently, utterly competent. It stops with more energy and precision that any SUV we can name. The V6 runs well, but its the V8 engines that separate Cayenne from others in the SUV pack.
Want Porsche? Sit still in the Cayennes driver seat and gently blip the accelerator pedal (just like the guy in the commercial). These are not the sounds emanating from the typical SUV. The Cayennes exhaust rumbles a bit louder, maybe, but mostly deeper. Even at idle, the burble of low-restriction mufflers, the cams and the suck of intake air remind us of the late, great Porsche 928, a V8-powered GT that swallowed chunks of pavement at an alarming rate. Yet this is an SUV, and the thought can be difficult for longtime Porsche enthusiasts to get their arms around. Perhaps Cayenne more appropriately invokes images of the Porsche 959s that won the grueling Paris-Dakar Rally through North Africa, skimming over giant dunes in the Sahara at 140 mph.
The Sahara we couldnt arrange, but we have mucked a Cayenne through a muddy off-road course in the south of Spain. This was not a boulder-laden wilderness trail like the Rubicon, but it included axle-deep mud and steep, low-grip 50-yard grades. Up, down and across, the Cayenne performed flawlessly with little sweat for the driver. In most cases the onboard electronics did the heavy lifting, and the driver had to simply, lightly, modulate the throttle or brake in low range. When introduced, Cayennes back country performance impressed even the jaded, and it supported Porsches assertion that it has more off-road capability than the BMW X5 or Mercedes M-Class, which weve driven in similar conditions. Cayenne has a maximum ground clearance of 8.5 inches, or 10.7 inches with the optional air suspension, and a water fording depth of nearly 22 inches. The Advanced Offroad Package adds skid plates to protect the underbody and a locking rear differential. We drove a Turbo S with these options on the desert sands of Dubai and were astounded by the vehicles prowess in such difficult conditions.
We also got some lessons off road in the operation of Cayennes permanent all-wheel-drive system, and how it might affect performance on pavement, where most owners are more likely to drive. This system, with its variable-rate center differential managed by multiple clutch plates, is similar to that used on all-wheel-drive versions of the Porsche 911, with two Cayenne enhancements: a low range for off-roading and a locking center differential. Its managed by Porsches latest stability- and traction-control electronics, modified to handle the special needs of off-road driving.
Cayennes AWD can vary the amount of engine power distributed to the front and rear wheels, sending more or less power in one direction depending on available traction and other conditions. In many luxury SUVs, the default torque distribution is as much as 70 percent front wheels, 30 percent rear and this can make them drive like a front-drive minivan. The Cayenne has a default power split of 38 percent front, 62 percent rear, so the rear wheels clearly rule. This more closely replicates the rear-drive characteristics of a sports car.
On the road, the Cayenne handles crisply, but it isnt a Porsche 911. Its 4800-pound curb weight, which ballons to 5192 pounds in the Turbo S (and over 5800 pounds when fully optioned), rears its head in transient maneuvers. It performs these maneuvers better than an SUV, but theres no getting around the physics of all that mass when pushed hard in tight cornering situations. That said, it offers excellent grip in steady state corners, which can be taken quite quickly.
The standard Cayennes narrow-angle 3.2-liter V6 engine was developed by Volkswagen. Porsche did its own finish work for its version of the V6, which features variable timing for both the intake and exhaust valves for an impressive combination of smooth idling, good low-end torque and free-revving high-end horsepower. Theoretically, at least, the V6 Cayenne should offer a mileage advantage over the V8s; unfortunately, the Cayennes weight negates most of that potential gain. With EPA ratings of 15 mpg city and 19 highway, the Cayenne does only 1 mpg better then the V8-powered Cayenne S. That may or may not prove significant in real driving.
However, with 247-horsepower and 250 pound-feet of torque over a wide range of engine speeds, the Cayenne V6 is no slouch. Its aided by a six-speed manual transmission. The manual is equipped with a feature called Porsche Drive-Off Assistant, which allows a driver to easily set the Cayenne in motion on steep grades; the system automatically maintains brake pressure when the brake pedal is released, then releases the brakes once the driver begins to let out the clutch pedal.
The manuals shift action is Porsche sweet, and the V6 Cayenne is anything but underpowered. Porsche reports 0-60 mph times of 8.5 seconds and a top speed of 133 mph; 10 years ago, those numbers were good for a sports car, and they remain competitive among SUVs. Further, the V6 is as pleasant to operate as the V8s, if not as exhilarating. Its wide power band gets the Cayenne up to speed in convincing fashion, and the V6 Cayenne actually feels lighter, perhaps better than the V8s, for mundane chores like commuting or shopping.
Yet the V6 also demonstrates what we might call the conundrum of Cayenne. Its perfectly suited for the typical SUV buyers driving tasks and its priced competitively with the VW Touareg and SUVs from Japans luxury car makers. Yet for roughly the same price as the standard Cayenne, the Touareg offers a 310-horsepower V8 and a bit more standard equipment. A V6 Touareg sells for thousands less. And Cayenne is a Porsche, for crying out loud, with the expectation of acceleration and exhilaration that goes with that. But if you want Cayenne with acceleration that begins to separate it from the mundane pack, youll have to ante up for the Cayenne S.
The Cayennes V8 engines are pure Porsche. These 4.5-liter V8s have all the latest high-tech systems and materials, including a unique dry-sump lubrication system that allows uninterrupted oiling at extreme angles of operation, either off road or at high lateral gs on pavement. To account for higher operating pressures, the intercooled, twin-turbocharged versions in the Cayenne Turbo and Turbo S have durability enhancements such as forged pistons and more oiling jets. The normally aspirated 4.5-liter engine makes 340 horsepower at 6000 rpm and 310 pound-feet of torque between 2500 and 5500 rpm, which puts it near the top of the SUV class.
Theres more than rumbling exhaust to suggest that Cayennes V8 isnt the typical SUV engine. Theres a ton of power here. The Cayenne S delivers more than ample torque. At any speed, the six-speed automatic kicks down quickly with a jab at the gas pedal and the Cayenne S accelerates like a jumbo jet approaching rotation speed. Were not sure why anyone needs more get-up in a big SUV than the Cayenne S offers, but those who do might try the Turbo or Turbo S.
The Turbo generates a mighty 450 horsepower at 6000 rpm and 457 pound-feet of torque between 2250 and 4750 rpm, while the new Turbo S delivers a genuinely thrilling 520 horsepower at 5500 rpm and 530 pound-feet of torque between 2750 and 3750 rpm.
Beyond sheer acceleration, theres engineering you dont see in Cayenne that gives it Porsche character. The standard Cayenne suspension uses coil-over struts with an extra set of conical springs to control lateral movement. Thats not typical SUV fare. Even more sophisticated, the upgrade air suspension automatically adjusts ride height according to speed, with a range of nearly five inches. The air suspension also automatically (or manually) adjusts shock damping rates for the preferred balance of ride quality and body-roll control.
The subtle things can make a difference. The Cayennes steering rack, for example, is supplied by ZF, a company that also builds the steering components for the 911 sports car. Cayenne comes with Y-rated tires (certified for operation up to 186 mph). Its brakes are truly impressive: 13.5-inch discs, with six-piston calipers in front and four-piston rear. The brakes allow it to shed speed like a good sedan. Moreover, Porsche claims the Cayenne brakes were developed to meet the same rigid anti-fade standards as those on a 911. These components, with what we learned off-road about Cayennes body stiffness, torque bias and skid-management programming, become part of that smooth, synchronous whole on the open road.
On pavement, the Cayenne is smooth, fast, and big. Its not just acceleration or the reported 165-mph top speed that impressed us most, but the high speeds the Cayenne comfortably carries in most circumstances. The steering isnt as quick as that in 911, but its weight and response have a familiar feel. The Cayennes air suspension keeps it on the stiff side, though it can be manually softened if the driver chooses. New programming introduced on the 2005 models softened the Comfort setting, reducing some of the chop in Cayennes ride. Either way, this SUV is impressively precise and responsive. Its 2.5-ton mass is masked by impressive stability and agility.
The Cayenne drives lighter than other big SUVs, including the X5 or M-Class, and speed creep is a constant issue. Almost without realizing it you can be traveling 120 on roads posted 65. Speeds wed never even consider in a Chevy Tahoe or some equally hefty truck-based SUV, except in a carefully controlled experiment, feel mundane in the Cayenne. It can be unnerving, almost otherworldly, based on conventional SUV sensibilities.
None of the Cayennes performance comes at any particular cost, except perhaps in the size of the parking space it requires or its thirst for gasoline (14 mpg city, 18 highway for Cayenne S, 13/18 for the Turbo and Turbo S). As an SUV, the Cayenne is not subject to a gas-guzzler tax. Cayenne isnt the least bit finicky, or hard starting or rough. Nothing during our test runs suggested that you couldnt or wouldnt want to drive it every day, even for the most mundane chores.
Speaking of chores, this hot-rod SUV is no pretender when it comes to towing capacity. All Cayennes, including the V6, can pull 7700 pounds.
2006 Porsche Cayenne Summary
The 2006 Porsche Cayenne is a 4-door, 5-passenger luxury sport-utility, available in 4 trims, ranging from the Base to the Turbo S.
Upon introduction, the Base is equipped with a standard 3.2-liter, V6, 247-horsepower engine that achieves 15-mpg in the city and 20-mpg on the highway. A 6-speed manual transmission with overdrive is standard, and a 6-speed automatic transmission with overdrive is optional. The Turbo S is equipped with a standard 4.5-liter, V8, 520-horsepower, turbo engine. A 6-speed automatic transmission with overdrive is standard.