2019 porsche cayenne reliability

2019 porsche cayenne reliability DEFAULT

What is it: The Porsche Cayenne is the vehicle that saved the brand. Sure, the Boxster helped round out Porsche’s portfolio, but it was the company’s first SUV -- which has outsold the reliably since its introduction -- that allowed Porsche to bring us the really sweet sheetmetal that we now love and adore. The third-generation Cayenne arrived this year, lost a few pounds and gained a little length and some speed.

Key Competitors:Jaguar F-Pace, BMW X5, Mercedes-Benz GLE

Base Price: $84, As-Tested Price: $98,

Full review: Porsche Cayenne first drive

Highlights: The Cayenne S borrows from the Panamera with the same liter twin-turbo V6 and eight-speed Tiptronic transmission. It has paddles on the steering wheel, but it’s still a torque converter setup -- surprising, based on how it acts. But we’ll get to that in a minute. All Cayennes come with all-wheel drive and Porsche Traction Management, the variable torque distribution system that “ensures maximum propulsion at all times.” A noble goal, indeed.

Our Opinion: This Porsche Cayenne feels and looks kind of plain; there's not a lot of wild styling inside or out. It’s only the S, not the Turbo or Turbo S, so I’m thinking, "This will be reasonably priced." Wrong! We’re at $98, with just a small handful of options. Big wheels, big brakes and leather make up about 10 grand of those. However, I think the last X5 I drove was near $K and the Mercedes-Benz GLE can easily go into the $90K range too. All three of the Germans start around $60K, which seems more reasonable. Six figures for a midsize SUV? Doesn’t feel like enough car.

Don’t get me wrong, the Cayenne's power and handling are great. Best in the segment. The liter V6 is very smooth, and I didn’t notice any turbo lag, but Robin just drove the base model, so maybe that’s the difference. I did notice the downshifts that make the car rock back and forth, which made me think this was a dual clutch. Maybe Porsche just tuned in some I don’t want to say harshness, but, something, in the name of feeling fast. But this thing is already plenty fast, and shifts at speed feel normal and smooth.

Cayenne steering and handling are way above average for an SUV. The ratio feels quick and the effort/weight is right too for making spirited moves in traffic and cutting along roundabouts at the very edge of the shallow curb. Also, Porsche does a great job of keeping the suspension stiff but muting out the bigger road imperfections. I think the three-chamber air suspension helps here, as does the volt electric system and adjustable antiroll bars. The new Cayenne also offers an off-road mode that loosens things up. I didn’t get to the dirt in this drive. Maybe next time.

Inside the Cayenne S, there are a lot of buttons, but like I said, the styling is clean. The big inch screen shows all the info you need and Apple CarPlay worked as intended. I always like the redundant infotainment mode buttons, because I’m getting old and worse at “technology” -- I also love the sport dial/button on the wheel. That’s where you switch from normal to sport and sport-plus, but it also features a button in the center that moves all settings to max power for 20 seconds. It’s basically a push-to-pass button, and it’s awesome.

The Porsche Cayenne S starts at $82K; if you skip the bigger wheels and leather and premium audio, you’ll probably be at less than 90 grand. Still sort of feels like a lot, but in this realm it is really closer to average. I was just in an Escalade -- I know it’s a size bigger -- that STARTED above $K. Yikes.

--Jake Lingeman, road test editor

Options: inch wheels ($3,); leather interior ($3,); Porsche Surface Coated Brakes ($3,); summer tires ($1,); Bose surround sound ($1,); seat heat ($); auto-dimming interior mirror ($)

Porsche Cayenne S Specs

Base Price: $84,

As-Tested Price: $98,

Drivetrain: liter twin-turbocharged V6, eight-speed automatic, AWD

Output: hp @ 5,, rpm; lb-ft @ 1,, rpm

Curb Weight: 4, lb

Fuel Economy (EPA City/Highway/Combined): 18/23/20 mpg

Pros: Buttery smooth powertrain, best handling in the segment

Cons: Pick a flashy color if you want to be, well, flashy

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Sours: https://www.autoweek.com/drives/a/porsche-cayenne-s-essentials-newk-normal/



People have strong opinions about Porsche. “You need this trim, not that trim. It’s not a real Porsche with that engine. How could you possibly get that body style?” But here’s a dirty secret: a base Porsche is still a Porsche.

That’s been true with the and it’s true with the latest Cayenne, too. While down on power compared to other variants, the horsepower version of Stuttgart’s acclaimed SUV does 90 percent of what the S and Turbo variants do for a more reasonable price, all while offering a less aggressive character. At the same time, it’s available with broadly similar equipment and customization options.



Bless Porsche. Outfit it properly – an easy task – and the base Cayenne looks every bit like the more aggressive variants. And that’s all while benefiting from a redesign that makes this the most attractive Cayenne yet.

The overall face is broadly similar to last year’s model. That’s to say it’s attractive. The Panamera-inspired headlights aren’t dramatically different than the second-gen Cayenne, but the new fascia and its horizontal intakes are far more attractive. Uniform in height and with a smaller section of body color trim beneath, the Cayenne also bears a closer resemblance to the latest That’s no bad thing.

But it’s out back where the third-generation Cayenne improves the most, ditching the blob-like taillights of yesteryear for units heavily inspired by the With a light strip tying the two lamps together and also serving as home for the “PORSCHE” badging, the rear end of the Cayenne is the best of its many good angles.

In the cabin, the Cayenne takes heavy inspiration from the Panamera sedan with an all-glass layout dominated by a inch touchscreen display in the center stack and twin inch displays that flank a central tachometer and digital speedometer. Touch-capacitive controls on the tall central display complement the Cayenne’s modern interior design, while the upright, horizontal shape of the dash harkens back to classic Porsches in much the same way as the new ’s dash does.

Our lightly optioned base Cayenne is a reassuring sign that you don’t need to go mad with Porsche’s wide catalog of options for trim and upholstery. Aside from optional black leather on the seats and dash (we recommend this $3, expenditure wholeheartedly), the base cabin with piano-black trim and high-quality plastics scattered throughout is plenty good. Save your pennies on interior decor, unless you absolutely can’t live without carbon-fiber or wood trim (you can, we promise).



Porsche offers two distinct seats in the Cayenne: Comfort (with both eight- and way options) and Sport Seats Plus. With all due respect to Cayenne owners out there who have ordered the sportier, more expensive chairs, there’s no reason to buy them. Our tester’s way Comfort seats were endlessly pleasant during testing, providing ample support without feeling constricting. The optional way chairs are a smart buy, too, as they offer a memory function. Aside from the seat, there’s adequate leg space and headroom for the driver and front passenger.

That’s also true in back. Even with the driver’s seat set up for your author’s six-foot, one-inch frame, the second-row bench is a pleasant place to hang out. There’s plenty of space for the long legged, while the tall-torsoed won’t brush their head against the roof liner. Two adults can easily lounge in the back seats, although as with all the Cayenne’s competitors, we’d hesitate to cram a third back there.

Cargo space is adequate, too, with cubic feet of space available behind the second row and cubes with it stowed. A low-enough rear bumper and a high-opening tailgate enhance the Cayenne’s versatility too. That said, a BMW X5 has cubic feet with the seats in place, a max of , and a split tailgate that makes loading easier.

Noise, vibration, and harshness – a tricky category for a vehicle with such a dynamic character – is limited, although we’d wager our tester’s relatively tiny inch wheels had a lot to do with that.

Technology & Connectivity


Featuring largely the same technology suite as the Panamera, the redesigned Cayenne’s multiple displays and touch-capacitive controls are both attractive and impressively simple to figure out. The instrument cluster features two inch displays flanking a central tachometer, digital speedometer, and gear indicator. The main display dominates the vertically narrow dash’s center stack with inches of real estate, feeding cleanly into the center console and its assorted controls.

The touchscreen’s graphics are as crisp as its responses to inputs. A light tap elicits a suitable response, while the wait time entering and exiting different menus is about equal to opening an app on an iPad. Simply put, the system rarely asks its operator to wait.

As for optional extras and customization, Porsche is pretty much the best in the game, offering owners a huge variety of equipment. While our Cayenne is (relatively speaking) a stripper, it’s possible to build even a base version of this SUV into a $, vehicle, and that’s without dipping into some of the more absurd customization options.

That said, boatloads of extras and customization are a double-edged sword, and there are some disappointing absences in the Cayenne’s standard equipment. For example, heated seats and comfort access – two popular features – require a $6, option package. At the same time, those items are standard equipment on the $61, Mercedes-Benz GLE and the $60, BMW X5 comes standard with heated seats. You’re paying for the Cayenne’s dynamics, but you’re giving up some stuff in the process.

Performance & Handling


This shouldn’t shock anyone, but even the base Cayenne is a charming driving partner. Featuring a turbocharged liter V6 that produces a healthy horsepower and pound-feet of torque, this Porsche offers up a second sprint to 60 miles per hour (with the Sport Chrono package’s launch control engaged) and a top speed of mph. But those modest numbers tell only half the story.

This turbocharged liter is a fine engine, offering abundant low-end torque, ample mid-range punch, and a pleasant acoustic signature. While the fire-breathing nature of the Cayenne S’ turbocharged liter V6 is certainly tempting, for most consumers, the base liter will do everything they ask of it. In fact, the base SUV shares its 7,pound towing capacity with the more powerful Cayenne S.

Aiding and abetting the liter is an eight-speed automatic transmission. The automatic isn’t one of Porsche’s excellent dual-clutch transmissions, but we didn’t miss that quick-shifting setup during our week with the Cayenne. Quick to engage off the line and able to blend into the background during everyday driving, the eight-speed auto is also a fair amount of fun in manual mode, where the gearbox does a fair impression of Porsche’s PDK rig.

Our test model lacked all of the Cayenne’s available performance and handling enhancements. That means no adaptive air suspension, Porsche Dynamic Chassis Control, rear-axle steering, or even an oversized set of wheels. Our tester wore the smallest available wheels – inch alloys – and the standard adaptive dampers. And yet, the Cayenne felt both impressively agile and composed. The base suspension manages body motions tightly, even if those motions are present in greater abundance than if our tester carried the $9, of available ride and handling upgrades. And while they aren’t the prettiest setup, the $ Cayenne S wheels provided a comfortable, relaxed ride at highway speeds and on rougher city streets.



While our tester is light on active safety gear, Porsche offers an impressive array of active safety gear as options. An available $6, Assistance package collects the best, ranging from the excellent InnoDrive system to more common features like lane-keeping assist, traffic sign recognition, a night vision system, and a surround-view camera. Our tester did include blind-spot monitoring as part of the $6, Premium package.

As for crash testing, neither the National Highway Traffic Safety Administration nor the Insurance Institute for Highway Safety have crashed the Cayenne. The optional swiveling LED headlights, though, would likely rank well with the latter. They’re also part of the Premium package.

Fuel Economy


Despite being the least powerful Cayenne, the V6-powered base model only returns 19 miles per gallon city, 23 mpg city, and 21 mpg combined, according to the Environmental Protection Agency. That doesn’t compare too favorably with German competitors.

The BMW X5 xDrive35i nets 20 mpg city, 26 highway, and 22 combined, while the Mercedes GLE returns 19 city, 24 highway, and 21 combined. The Cayenne’s counterpart at Audi, the three-row Q7, is good for 19 city, 25 highway, and 21 combined. While the Cayenne is down a smidge, aside from the X5, the disadvantage isn’t severe enough that it should really matter to the consumer.

Porsche recommends Premium fuel, but it isn’t required.



Porsches aren’t cheap vehicles, but our Cayenne’s $66, staring price and $80, out-the-door sticker isn’t exorbitant. In fact, considering its dynamic advantage, the Cayenne’s base price being $6, higher than the X5 and $5, more than the GLE doesn’t bother us. For a more natural dynamic competitor, though, the Cayenne isn't bad – the Mercedes-AMG GLE43 starts at $68,

While Porsche’s options sheet is expansive, the automaker makes life easier with its Premium and Premium Plus packages, which bundle some of the most desirable features in one place. Our tester carried the lesser of the two packages, demanding $6, and adding a Bose audio system, proximity key, way front seats, an auto-dimming rearview mirror, a panoramic sunroof, LED headlights with active front lighting, blind-spot monitoring, heated front seats, an ambient lighting system, and Porsche’s Power Steering Plus system (it adjusts the steering effort so the Cayenne is easier to manage at low speeds).

Other options on our tester included a $3, black leather interior, $ Cayenne S wheels, the $1, Sport Chrono package (Sport Plus and Individual driving modes, an analog/digital stopwatch on the dash, launch control, and a Sport setting for the stability control) and $ for the handsome Biscay Blue paint. There’s also a $ trailer hitch.


Correction:A previous version of this review indicated the Cayenne did not come standard with LED headlights. This was incorrect. The review has been updated accordingly.

Editor’s Note: This review was updated in December and the ratings changed to reflect Motor1.com’s revised vehicle rating system. Changes to this vehicle’s scores were made primarily to the Safety, Fuel Economy, and Pricing ratings. For more on how Motor1.com rates cars, click here.

Porsche Cayenne

EngineTurbocharged liter V6

Output Horsepower / Pound-Feet

Transmission8-Speed Automatic

Drive TypeAll-Wheel Drive

Speed MPH Seconds

Maximum speed MPH

Efficiency19 City / 23 Highway / 21 Combined

Weight4, Pounds

Seating Capacity5

Cargo Volume / Cubic Feet

Base Price$66,

As-Tested Price$80,

Sours: https://www.motor1.com/reviews//porsche-cayenne-review/
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Few luxury SUVs meet discerning, thrill-seeking owners&#; expectations better than the Porsche Cayenne. However, most consumers and critics place Lexus and BMW at the top of the midsize luxury SUV reliability list while giving a less enthusiastic nod to the Cayenne.

This could have something to do with issues Cayenne owners have endured before their SUV reaches the ,mile mark. Some of those problems began as early as 30, miles on the model, causing owners to question whether choosing this Porsche SUV was wise.

The Porsche Cayenne&#;s 30,mile issues

In a 30,mile update of their Porsche Cayenne, Car and Driver&#;s testers note several problems. Here&#;s a rundown of their significant maintenance and repair bills:

They spent $21 on two quarts of Porsche-spec OW oil to replace the quarts missing just before the 30,mile checkup. But that was trivial compared to the maintenance and repair costs that piled up afterward. An oil change and new spark plugs during the 30, scheduled service required $1, out-of-pocket. Another $ to replace a gouged tire was an irritating precursor to replacing another wheel and a suspension realignment after hitting a curb. That cost $2,

According to CD&#;s 30,mile update, the overall cost of owning their Porsche Cayenne adds up to $1, for service, $ for normal wear, $ for repairs, and $3, for damage and destruction, bringing the month total to $5, But with a new transmission problem that has developed, concerns of a significant increase in out-of-pocket expenses loom. So, what&#;s up with the transmission?

Their Cayenne&#;s transmission began to behave rather uncouthly at low speeds, which the frigid winter weather didn&#;t help. The automatic transmission&#;s issues include clunky, jerky downshifts, along with stop-start driveline jolts. They&#;re concerned that a visit to the dealership for a diagnosis will raise repair costs yet again. And the issue has dampened their original enthusiasm for owning and driving a Porsche Cayenne.

But the Porsche Cayenne boasts plenty of positive features

RELATED: Squeaky Brakes Lead to a Lawsuit Against Porsche

Despite their concern for long-term Cayenne ownership, Car and Driver&#;s testers have found plenty of positive features. Its liter turbocharged V6 rattles the cupholder at 5, rpm but produces an impressive hp and lb-ft of torque. With that sort of power, the brakes&#; firmness provides greater confidence, but it takes some getting used to.

The Cayenne&#;s controlled and competent suspension provides a smoother, quieter ride than other luxury SUVs while contributing to its balanced handling. Despite its 4, pounds, which partly accounts for the SUV&#;s average 21 mpg, the Cayenne offers effortless driving dynamics.

Behind the wheel sits a five-gauge instrument cluster featuring a true analog tachometer in the center, creating a sporty vibe. A clean and technical look defines the Cayenne&#;s haptic-feedback center console, featuring a smartphone-smooth black surface and crisp graphics.

Those who drive an SUV like a sports car rather than a limousine will find the right combination of elements to feed their rebellious side.

Owning a model

The Porsche Cayenne provides plenty of features to please luxury midsize SUV seekers with refined yet somewhat playful tastes. However, owning a Cayenne is less than a perfect experience. Its reliability tends to lag behind Lexus and BMW models in the same class despite its superior performance.

So, although this SUV may give you many reasons to love it, expect it to challenge your affections as it throws nagging issues at you along the way.

Sours: https://www.motorbiscuit.com

Porsche Cayenne review

This latest version of the big Porsche 4x4 was introduced in late , and is the third generation in the Cayenne series. While the previous-generation Cayenne was available with a V6 or V8 diesel engine, for the new model Porsche is concentrating on petrol and plug-in hybrid power for the time being. 

With the growing popularity of SUV-coupes Porsche has also introduced the Cayenne Coupe, which omits a bit of practicality for more a svelte coupe-like body. 

The launch line-up for the MkIII consisted only of the bhp Turbo V8, and a pair of turbocharged V6 engines, but the arrival of the E-Hybrid and Turbo S E-Hybrid brought a welcome dose of economy to the range, without compromising the performance one associates with Porsche's cars. 

Features of the new model include 4D chassis control (inherited from the firm’s Panamera) with a variety of drive modes, active four-wheel drive and an eight-speed automatic transmission that’s standard across the range. It also comes with improved air suspension, while a new multi-link suspension set-up, torque vectoring, and optional active anti-roll bars set the scene for formidable performance on the road. 

For an alternative review of the latest Porsche Cayenne SUV visit our sister site carbuyer.co.uk

Sours: https://www.autoexpress.co.uk/porsche/cayenne

Cayenne reliability porsche 2019

Porsche Cayenne Reviews

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Sours: https://www.autoblog.com/buy/Porsche-Cayenne/user-reviews/
Porsche Cayenne 2019 review: family test
Clean Retail Price

The MT clean retail price reflects a reasonable asking price by a dealership for a fully reconditioned vehicle (clean title history, no defects, minimal wear) with average mileage.

5-Year Cost to Own / Rating
$65,Coming Soon$76, / Poor
$65,Coming Soon$76, / Poor
$79,Coming Soon$90, / Poor
$82,Coming Soon$91, / Poor
$,Coming Soon$, / Poor

5-Year Cost to Own



  • Excellent ride and handling
  • Punchy engines
  • Highly customizable


  • Expensive options
  • Could use more cargo space for its size

Porsche Cayenne Expert Review

Stefan Ogbac

The Porsche Cayenne is all-new and features a new range of powertrains and improved performance on all models.

The Porsche Cayenne is a midsize five-passenger luxury crossover that slots above the smaller Macan.

Cayenne: The base Cayenne comes with inch alloy wheels, Bluetooth, a speaker audio system, front and rear parking sensors, a rearview camera, four USB ports, navigation, Apple CarPlay, LED headlights, dual-zone climate control, partial leather upholstery, eight-way power front seats, a power tailgate, keyless start, and a inch touchscreen.

Cayenne S: Moving up to the Cayenne S adds Porsche's 4D Chassis Control system, active suspension management, and a panoramic sunroof.

Cayenne Turbo: The Cayenne Turbo gets inch alloy wheels, adaptive air suspension, a speaker Bose premium audio system, adaptive headlights, leather upholstery, way adjustable power front seats, and heated front and rear seats.

Optional features include sport seats, keyless entry, soft-close doors, Porsche Dynamic Chassis Control, rear axle steering, torque vectoring, air suspension, active anti-roll bars, carbon ceramic brakes, sport tailpipes, a speaker Burmester premium audio system, four-zone climate control, ventilated front and rear seats, and a degree view camera system.

The base Cayenne comes with a liter twin-turbo V-6 rated at hp and lb-ft of torque. Move up to the Cayenne S and you get a liter twin-turbo V-6 with hp and lb-ft. Sitting at the top of the range is the Cayenne Turbo, which comes with a liter twin-turbo V-8 good for hp and lb-ft. All engines come paired to an eight-speed automatic transmission.

A number of active driver assistance features such as lane keeping assist, lane change assist, traffic sign recognition, traffic jam assist, adaptive cruise control, forward collision warning, automatic emergency braking, and night vision with the ability to detect pedestrians and animals is also offered as optional extras.

Behind the second row, the Cayenne has cubic feet of cargo space and it can be expanded to cubic feet. When properly equipped, the Cayenne can tow up to 7, pounds.

In a First Drive, we noted the base Cayenne is significantly quicker than its predecessor, yet it's quieter and more refined, featuring a comfortable ride even with the inch alloy wheels. The hp Cayenne S is quicker but it's slightly coarser in this application than in the Panamera. Opt for the Cayenne Turbo and the liter twin-turbo V-8 offers effortless acceleration. Also, the optional torque vectoring system handles exceptionally without hurting the crossover's overall ride comfort.

Sours: https://www.motortrend.com/cars/porsche/cayenne//

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30,Mile Update

At our last checkup, our long-term Cayenne was the perfect patient. Only a certified quack in desperate need of cash could have found something fundamentally wrong with our Porsche SUV. Yet, while we have yet to encounter a serious problem with it, a few smaller concerns have crept up in recent months.

The most alarming issue is the unbecoming low-speed behavior of its automatic transmission. Although it hasn't been helped by Michigan's frigid winter weather, the clunky, jerky downshifts and stop-start driveline jolts that we've experienced recently are so uncharacteristic of its ZF 8HP eight-speed gearbox that one misinformed editor wrongly jabbed Porsche for not fitting the Cayenne with the ZF unit. This is somewhat understandable given that the 8HP's track record has been nothing but stellar in more than 15 of our long-term tests and countless other evaluations since its debut in Either way, the uncouth clunks that our Cayenne is exhibiting have gotten to the point that they warrant an unscheduled visit to the dealer for a diagnosis.

Just before its last scheduled service, the Cayenne's turbocharged V-6 let us know it was down quarts of oil, which we filled after spending $21 on two quarts of Porsche-spec 0W That 30,mile service wasn't a major one by Porsche standards, but it did include a new set of spark plugs in addition to an oil change and came with a hefty $ bill. An even larger cash drain came when we shelled out $ to repair a mysteriously gouged wheel and another $ to replace another wheel when a driver lost control of the Cayenne while trying to avoid a pothole and struck a curb. That impact blew a hole in the right rear wheel, and that cost also includes getting the suspension back into alignment.

The miles from its 30K-mile service to that unfortunate curb strike was far and away the most expensive stint in our Cayenne's life. That distance is usually reserved for the span between fill-ups on a road trip, which our long-termer has made plenty of lately, including jaunts to Florida and Virginia plus numerous escapes throughout Michigan. We remain smitten with its seemingly effortless driving dynamics considering its pound girth. We wish that all of its travel would have resulted in an uptick to its mpg average fuel economy, but it hasn't. Our mph highway fuel-economy test resulted in a mpg score—on par with its EPA estimate but still not great.

At the time of this writing, the Cayenne has ventured south in search of a more photogenetic location for its final 40,mile sendoff, which is only a few thousand miles away. We're hoping that its costliest miles are behind us.

Months in Fleet: 14 months Current Mileage: 32, miles
Average Fuel Economy: 21 mpg
Fuel Tank Size: gal Observed Fuel Range: miles
Service: $ Normal Wear: $ Repair: $
Damage and Destruction: $

View Specs

25,Mile Update

No news is good news when it comes to long-term cars. The perfect long-term car is one that delivers 40, happy miles, and our Cayenne is well on its way to achieving that platonic ideal. It's never left us stranded, and so far all of our gripes have been handled by the dealer. That is, when we remember to ask the dealer to examine something.

The Cayenne has been with us for about a year of trouble-free driving. Since our last update, the Cayenne had two dealer visits, both for scheduled maintenance. The first service was a partial redo because just as the odometer crested 10, miles, in March , Michigan went into stay-at-home mode. To avoid potentially damaging the engine by using oil that was well past its lube-by date, we bought an oil filter and eight quarts of Porsche-spec 0W (it's like pouring water) for $ and performed the oil-change part of the 10,mile service ourselves. "It was money well spent," said the hypochondriac in our head.

Just before the Cayenne hit 13, miles, we got it back to the dealer for the full 10,mile service. It's a freebie for the Cayenne that consists of a basic lube job and inspections. During that stay with the dealer, we learned of a pair of recalls to the optional Porsche Surface Coated Brakes (PSCB). These aren't the carbon-ceramic rotors Porsche puts on its hottest sports cars—those are PCCB—but the tungsten-carbide-coated rotors that are designed to reduce brake dust. (And they sport a cool mirror finish). The recalls (replacing the front brake pads and the springs for the rear pads) couldn't be performed at that time because parts needed to be ordered. When it went back a few weeks later, we also asked the dealer to look at the passenger-door alignment; we forgot to mention it at the service. At times the door wouldn't close with what we thought was an appropriate swing force. Our dealer didn't find the striker or hinges to be out of alignment, but they did lubricate all the moving parts, and that seemed to solve our sticky door.

While that 10K service and recall work didn't come with an invoice, the 20,mile service reminded us that Porsche ownership is just as expensive as it sounds. It set us back $ In addition to the work done at the 10K visit, the 20K visit calls for replacement of both the cabin and the engine air filters. The dealer also replaced some worn-out wipers for $

While we love the Cayenne's handling, some of the day-to-day dynamics could be improved upon. An aggressive stop-start system often kills the engine too early, and the restart occasionally comes with a horrible driveline thud. Disabling stop-start eliminates the thud, but we can't help but wonder if the occasional transmission stumble on cold mornings is related and a sign of something else going on with the ZF automatic. We will for sure be bringing this up with the dealer in about miles. Also, the brake pedal requires quite a bit of acclimation. The initial firmness is great when setting up for an apex, but it turns to undesired grabbiness at more relaxed speeds. It just takes a day to get used to, so it isn't a total dealbreaker.

We've averaged just 21 mpg so far, and we don't expect that number to budge much. While we are now taking the Porsche on more trips—it's trekked to northern and western Michigan, as well as southern Virginia—the high-speed fuel economy isn't great. We averaged 23 mpg on our mph highway fuel-economy test, and that's about the best we've seen out of a full tank. Then again, this is a Porsche, and it's glad to cruise at 90 mph. Here's to 15, more happy miles.

Months in Fleet: 11 months Current Mileage: 25, miles
Average Fuel Economy: 21 mpg
Fuel Tank Size: gal Observed Fuel Range: miles
Service: $ Normal Wear: $82 Repair: $0
Damage and Destruction: $

10,Mile Update

Most of the C/D crew has been holed up at home for about a month. Because of that, this long-term Cayenne, as well as the rest of our fleet, has not been gathering miles at the usual pace. During this (so far) roughly monthlong containment, our Cayenne accumulated fewer than miles. (Someone at Porsche reading this just did the mental math, and no, it will not take 30 months more to complete this test.) But we have driven it just enough to break the 10,mile seal, triggering an update.

Three months into the loan, we were on pace for a month, 40,mile test. While that pace has slowed, our professional nit-picking hasn't. Don't get us wrong, this is one fantastic SUV. The first half-dozen comments in the logbook all praise the Cayenne's dynamics—not a huge surprise since the Cayenne is a comparison-test winner.

All Porsches are pricey, but a base Cayenne like ours is priced right against its peers. Sure, competitors do come with a longer list of standard features, things that you take for granted such as passive entry. When we ordered our Cayenne, we thought the $ stand-alone option price was a bit excessive. Our opinion on the cost has not changed, and while we have only just gotten used to pulling the key out to unlock the car, then returning said key to our pocket before starting the car—you don't need to insert the key to start the car—we do find it a bit annoying to have one but not the other, considering our Cayenne is $80K. Staff editor Eric Stafford captured it perfectly in the logbook: "This first-world problem is a first-world pain in the ass."

Driving at night on back roads has brought to light (sorry) the inability to dim the instrument cluster sufficiently. On a dark road, the interior lights glare into our eyes. Not only that, dimming the lights requires you to go through a menu in the infotainment system, and there are three separate dimmer controls for the instrument cluster, clock on the dash, and center touchscreen. Remember dimmer knobs? Porsche says forget them; doing it through an infotainment menu that can't be adjusted while moving is a much better solution. This is a prime example of technology taking a simple task and making it unnecessarily complicated. Granted, most owners will set it once and be done with it. Either way, "-5" for all three settings isn't dim enough for our liking.

We haven't had to take the Cayenne in for service yet. It is due for its 10,mile check-up (oil change and a host of inspections), but considering we'd have to let a stranger or two sit in the driver's seat, our commitment to social distancing dictates we wait until the shelter-at-home order has been lifted. If the miles start piling up—unlikely—we will order Porsche-spec oil and a factory filter and do it in the driveway. When we do get to a dealer, we'd like them to take a look at the passenger door's annoying habit of not sealing when you close it. We're guessing the striker alignment is off slightly. It's the little things, right? These days, however, they seem extra small, and we are grateful that in a world where all vehicles are relegated to grocery getters, the Cayenne remains a fun and refined one.

Months in Fleet: 5 months Current Mileage: 10, miles
Average Fuel Economy: 20 mpg
Fuel Tank Size: gal Observed Fuel Range: miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0


When we got the go-ahead for a long-term 40,mile Porsche Cayenne, we pretty much knew what we wanted. Well, we knew at least whatever configuration we decided on would spark more than a few arguments among our staff. Because one of our favorite things to do is tinker with Porsche's online car configurator, everyone here at C/D HQ had some idea what they wanted, individually. Coming to a consensus took some work.

When the dust settled, though, we ended up with a conservatively optioned Porsche SUV that felt like a suitable compromise. Technical editor and snowmobile-trailer-towing enthusiast David Beard was pleased with the $ trailer hitch but irked that it does not come with a trailer wiring connector from the factory. The dealer charged us an additional $72 for a seven-pin connector that we installed ourselves. Beard also was put off that we didn't get the $ off-road package for its skid plates, dash-mounted compass, and additional tow hook. (Beard's typical weekend plans often include getting stuck in snow or mud.) What he didn't realize is that the off-road package forces an additional $ in other upgrades, notably air springs, that we didn't think were worth the upcharge. Our art department was happy that we spec'd the car in a sharp color, $ Biscay Blue metallic. And everyone agreed that we needed Porsche's superbly tuned adaptive dampers ($), the way power-adjustable seats ($), and heated front seats ($) to maximize the Cayenne's comfort quotient.

We also agreed that we should get the new Porsche Surface Coated Brakes (PSCB.) Because science. Porsche claims these tungsten-carbide-coated rotors improve performance, and they better, what with piston calipers squeezing inch front rotors and inch rotors with four-piston calipers in the rear. But, more important, they also reduce brake dust on the wheels. What we didn't immediately realize is that those massive front discs won't fit within the Cayenne's stock inch wheels. That meant the $ brake-hardware experiment grew by another $ for inch Cayenne Design rollers. Porsche also may have snuck in the Sport Chrono Package ($) on us, but we're not mad. Without it, we wouldn't have launch control.

Special Delivery

All told, our entry-level Cayenne, which started at $66,, rang in at $79, This is about the normal delta between base and as-tested prices that Porsche expects to see with its Cayenne models, only there won't be too many Cayennes with PSCB out there. And if you've been following along with a calculator, as some of you do because we get the letters, you'll notice that there is $ left off the tally. That's because we took part in the Porsche Experience Center Delivery, er, experience at PCNA's headquarters in Atlanta.

For $ (the price recently jumped to $) you can fly to Atlanta (or Los Angeles, but that location is a little more expensive), get a behind-the-scenes tour of the Porsche center, receive 90 minutes of track instruction in a similar car, and eat lunch before a one-on-one walk-through of your vehicle with a product specialist. Our track-vehicle proxy was a Cayenne Turbo, and because Porsche SUVs ostensibly have some off-road capability, that minute window also included some off-road instruction on a purpose-built obstacle course.

Porsche's delivery process is an indulgence. For most people, it requires a flight and at least one night in a hotel, making it a luxury on top of an already luxurious purchase. But if you've been pining for a Porsche and ordered a car after spending weeks on the online configurator, it is a worthwhile reward.

Before we left Atlanta, we installed a set of OE-size Michelin Pilot Alpin 5 SUV winter tires, which are pretty quiet as far as winter tires go. Those set us back a not-insubstantial $ before installation, and some of that cost surely lies with these being N0-spec winters, meaning they are developed specifically for a Porsche.

On its stock Bridgestone Dueler H/P Sport summer tires, our pound Cayenne stops from 70 mph in feet and holds onto the skidpad at g. While those aren't mind-blowing numbers, remember, this is just the base Cayenne model. With a modest horsepower from its turbocharged liter V-6, the Cayenne scoots to 60 in just seconds and trips the quarter-mile lights in seconds at mph.

All of these performance numbers are in line with the other starter Cayenne that we previously tested, which also happened to be a comparison-test winning Cayenne. So, we have a good idea of what to expect. Despite our personal preferences, our long-termer surely will help make many of our upcoming fair-weather vacations more enjoyable ventures. Until then, however, it will continue to battle Michigan's dreary, sloppy winter, probably with a snowmobile or two in tow.

Months in Fleet: 2 months Current Mileage: miles
Average Fuel Economy: 19 mpg
Fuel Tank Size: gal Observed Fuel Range: miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0



Porsche Cayenne

front-engine, all-wheel-drive, 5-passenger, 4-door wagon

$79, (base price: $66,)

turbocharged and intercooled DOHC valve V-6, aluminum block and heads, direct fuel injection
in3, cm3
hp @ rpm
lb-ft @ rpm

8-speed automatic

Suspension (F/R): multilink/multilink
Brakes (F/R): in vented, tungsten-carbide-coated disc/in vented, tungsten-carbide-coated disc
Tires: Bridgestone Dueler H/P Sport, F: /45R (Y) N-0 R: /40R (Y) N-0

Wheelbase: in
Length: in
Width: in
Height: in
Passenger volume: ft3
Cargo volume: 27 ft3
Curb weight: lb

60 mph: sec
mph: sec
mph: sec
Rolling start, 5–60 mph: sec
Top gear, 30–50 mph: sec
Top gear, 50–70 mph: sec
¼-mile: sec @ mph
Top speed (mfr's claim): mph
Braking, 70–0 mph: ft
Roadholding, ft-dia skidpad: g
Standing-start accel times omit 1-ft rollout of sec.

Observed: 21 mpg
mph highway driving: 23 mpg
Highway range: miles
Unscheduled oil additions: 0 qt



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