The third-gen Cayenne has finally made it’s debut with slightly refreshed look and lots of goodies under the skin
by Robert Moore, on LISTEN 22:21Porsche has ushered in a third generation of the Porsche Cayenne, but before you get too excited, you should be aware of the fact that it looks quite a bit lot its predecessor. Now, this isn’t because Porsche was lazy. No. This is because the Cayenne went through an extensive update just back in 2015, so after three years it was time to make some changes while leaving the relatively fresh body intact with just little extras here and there. As such Porsche focused its energy on what happens beneath the skin bringing updated or new technology that includes rear axle steering as standard equipment, a three-chamber suspension, 48-volt electronic roll stabilization, and two new engines that offer up more power and better economy. At the skin level, we see a revised interior and exterior that is really more of a honing to the previous layout than an update, but it’s exactly what the Cayenne needed to take its respective segment by storm in 2018.
For now, there are only two trim levels available – the base level Cayenne and the Cayenne S. Like the second-gen model, it will likely take a couple of years, but Porsche should fill the lineup with a diesel and a plug-in hybrid variant at some point. There’s also the potential for an all-electric model at some point in this generation if Porsche really gets froggy, but we’ll leave that speculation for another time. For now, let’s take a good look and the new Cayenne and talk about all of the exciting changes that will carry it into the next decade.
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2018 Porsche Cayenne
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Year:2018
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Make:
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Model:
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Engine:V6
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Horsepower @ RPM:340 @ 5300
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Torque @ RPM:331 @ 5300
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Displacement:3.0 L
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0-60 time:5.8 sec.
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Top Speed:152 mph
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Price:63000 (Est.)
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Price:
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car segment:
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size:
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Purpose:
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body style:
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Overall:9/10
Official video
Exterior
The grille and side air intakes have been enlarged just a bit.
When it comes to the exterior, you can’t be blamed if you take one look and say “big deal; nothing interesting here.” In fact, unless you’re really paying attention, you wouldn’t even be wrong, but there are some changes between this generation and the last that are quite important. First off, the grille and side air intakes have been enlarged just a bit. To add to the effect, the top louver actually extends across the width of the grille from those vents, creating a one-piece type of look. The headlights are about the same but come to a sharper point on the inside corner while the hood now features sharper body lines that have been moved more center compared to before. Down below, the fog lamp mounting holes are actually a bit wider, while the air dam has expanded a bit. Thanks to new cladding in the front, the Cayenne doesn’t have that non-premium underplate exposed.
There are even fewer changes with the upper body line making a slightly more dominating presence and the lower body line sitting just a bit higher on the doors.
As far as the side profile goes, there are even fewer changes with the upper body line making a slightly more dominating presence and the lower body line sitting just a bit higher on the doors. The wheel arches get the same definition as before while the rear C-pillar has been tilted forward ever so slightly to provide a different look in the rear and make for slightly smaller rear quarter glass in the back door. The rest of the side profile remains the same, but the side view mirrors are now just a bit shorter from top to bottom and a bit wider, giving the Cayenne less of a “Dumbo” look.
The rear overhang on the hatch is titled slightly more upward at the end thanks to the revised C-pillar, while the Porsche revamped the overhang above the license plate to make it more dominate and the license plate just a little more recessed into the hatch.
The rear of the Cayenne see the most visual changes on the outside, and that includes taillights that aren’t only sleeker but more modern as well. Featuring a smaller footprint in the rear corners, they take on a tinted appearance with the turn signals and reverse lights featuring clear lenses for a unique look. The blend in with a clear insert on the rear hatch that connects the two together for good uniformity. The rear overhang on the hatch is titled slightly more upward at the end thanks to the revised C-pillar, while the Porsche revamped the overhang above the license plate to make it more dominate and the license plate just a little more recessed into the hatch. The rear fascia itself is pretty much the same, but the cladding down below changes a bit, with thinner reflectors in the corners and round exhaust outlets that sit lower and, as such, don’t have the fascia wrapping around them. In between, sits a new piece of cladding with a few flics on it to create a simulated diffuser. Thanks to the positioning of the body, you can’t see the skid plate under the rear fascia either, making the Cayenne look just a little less cheap than before.
| Wheelbase (Inches) | 117.51 |
|---|---|
| Length (Inches) | 193.62 |
| Width (including exterior mirrors) (Inches) | 78.07 (86.37) |
| Height (Inches) | 66.77 |
| Track width, front/rear (Inches) | 66.14/65.86 |
Now, it is important to note that if you pull up next to a second-gen Cayenne, you’ll find that it’s just a hair shorter than your third-gen model. This is because Porsche extended the body’s length by 63 mm or 2.48 inches for those of us on this side of the pond. Despite this, the wheel base and width remains unchanged at 117.51 and 78.07 inches, respectively, while the roof actually sits 0.35 inches lower at 66.77 inches. Track width is 66.14 inches in the front and 65.86 inches in the rear. All told the longer and slightly lower stance should, in combination with the rear axle steering and three-chamber suspension, make for more stable handling in the corners.
Interior
The interior could easily pass as a facelift to the untrained eye or occasional onlooker.
Much like the exterior, the interior could easily pass as a facelift to the untrained eye or occasional onlooker. And, you can’t be blamed as there are a lot of the same styling cues from the second generation here, but they have been tweaked just a little bit. Starting out with these things first, take a look at the corner HVAC vents. They are nearly the same shape, but now feature a flat edge on top and now sit a little deeper in the dash, making for thinner surrounding rings. And important point to note here is that the also it just a little further to the outside than before. Thanks to the thinner door skins, the dash is actually a bit wider – not by much, but it is there. The handles on the door trim and on the center console are nearly identical, and are even angled the same, but have been moved further back on the door time and further forward on the console. The vents on top of the dash are still in place but now sit flat in the dash instead of bubbling upward on either side of that analog clock. And, even though, you don’t see it in the picture here, that clock is available as an option and is less obtrusive thanks to the dash being angled further forward and sitting just a bit lower.
As far as new stuff goes, there’s actually more than you might realize at a glance. First, the passenger side of the dash look s a lot cleaner thanks to better air bag placement and blending. A 12.3-inch display adorns the center stack and is wider than the center console. This means that Porsche had to do something with the rearward facing center vents, so those have been placed below the screen in the area that used to house the audio controls for the display in the second-gen model. Now, one of the biggest problems with the second-gen Cayenne was that clustered mess that was the center console. It was packed full of analog buttons and wood trim and was hideously long. That is now a thing of the past as Porsche has decided to go with a glass insert here that makes way for a number of touch buttons. All told, the number of analog buttons in the cabin has decreased by at least half, and that portion of the console is now shorter than before making the cup holders easier to reach. Finally, the instrument cluster has been upgraded to an almost all-digital design, with the exception of the single analog gauge in the center.
Porsche hasn’t released anything in the way of interior dimensions aside from that of cargo storage figures which now come up to 770 liters or 27.19 cubic-feet.
With all of that said, Porsche hasn’t released anything in the way of interior dimensions aside from that of cargo storage figures which now come up to 770 liters or 27.19 cubic-feet. That’s an increase of just over 3.5 cubic-feet, which isn’t much but can be attributed to the slightly longer body and good use of those extra inches. With this in mind, it’s likely that all other interior dimensions remained about the same. Headroom could drop a bit, especially in the rear thanks to the lower roof height and more angled C-Pillar, but legroom and shoulder room should be the same. Front hip room could have increased marginally thanks to the thinner door trim panels, but at this point, that’s just speculation.
Drivetrain
We still haven’t received word about a “Cayenne Turbo” quite yet, but both the base Cayenne and the Cayenne S will come with new engines, at least for this lineup, anyway.
When I first speculated about the third-gen Cayenne, I figured that the same powertrains would carry over considering the extensive update that took place for 2015. Boy, I couldn’t have been more wrong. The 3.6-liter V-6 and the 4.8-liter V-8 are both a thing of the past at this point. Of course, we still haven’t received word about a “Cayenne Turbo” quite yet, but both the base Cayenne and the Cayenne S will come with new engines, at least for this lineup, anyway. The base model gets a 3.0-liter, turbocharged, V-6 that delivers 340 horsepower at 5,300 rpm and 331 pound-feet of torque at an impressively low 1,340 rpm. The Cayenne S, on the other hand, gets a big more go juice, thanks to the 2.9-liter, Biturbo, V-6 that pumps out 440 ponies at 5,700 rpm and 405 pound-feet at 1,800 rpm. Shifting duties are handled by an eight-speed automatic.
Before I go deeper into the performance figures for these engines, I want to point out one thing. While they have been made smaller in comparison to the offerings in the second gen, they are actually more powerful and should ultimately be more responsive. In the end, the 3.0-liter delivers an extra 40 horsepower over its predecessor, while the 2.9-liter in the Cayenne S is good for an extra 20 ponies, which isn’t bad. When you factor in the weight loss of 65 kilos or 143.3 pounds thanks to that all-aluminum body, it shouldn’t be a surprise that the new Cayenne can make the 60-mph sprint in 5.8 seconds or 4.9 seconds in S trim. Add on the Sport Plus package, and you’ll get there in 5.6 and 4.6 seconds, respectively. Top speed for the base Cayenne is set to 152 mph while the S can make it all the way to 164 mph if you’re really brave enough to push an SUV that hard.
Of course, thanks to things like rear axle steering as standard equipment to go with optional goodies like the three-chamber air suspension and 48-volt electronic roll stabilization, you don’t exactly need balls of steel to be a little spirited on a curvy road on Sunday morning. On a side note, the Cayenne also rolls on mixed tires that start out at 19-inches and can be optioned as large as 21 inches. Braking duties can be handled by an all-new, but optional braking system known as Porsche Surface Coated Brakes, which have a tungsten-carbide layer that is supposed to increase friction for better stopping while cutting back on wear and brake dust production. The PSCB is available only when the Cayenne is equipped with 20 or 21-inch wheels, but if you want the absolute best, you still need to go for the PCCB ceramic brakes.
Some Remaining Speculation
Yes; it is true the Porsche has spilled the beans, but it didn’t dump out the whole can. Nope. It pulled out the old plastic wrap and saved some for later. See, with the second-gen Cayenne it took a while, but there was eventually a Turbo, a Hybrid, and a Diesel thrown into the lineup too. Now, considering that Porsche has revamped the powertrain offerings for the base and S trims, there’s no telling what it will do for the remaining models. I have a feeling the Turbo will use some form of the old V-8 or at the very least an uprated version of that 2.9-liter V-6. The hybrid could make use of the 3.0-liter with a supercharger as it did before, but I would put my money on a bigger battery pack and even a more powerful electric motor. As for the diesel, there’s no telling what will happen, but I would expect an increase in horsepower and torque output to go with better emissions and economy as well. For now, we’ll just have to wait, but it should only be a year or two at the most before the third-gen Cayenne lineup is complete. Until then, the Cayenne S seems like a good starting point, though, doesn’t it?
| Cayenne | Cayenne S | |
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| Engine Type | V6 turbo | V6 bi-turbo |
| No. of cylinders | 6 | 6 |
| Valves/cylinder | 4 | 4 |
| Displacement | 2,995 cm3 | 2,894 cm3 |
| Bore | 84.5 mm | 84.5 mm |
| Stroke | 89.0 mm | 86.0 mm |
| Max. power output | 340 HP @ 5,300-6,400 RPM | 440 HP @ 5,700-6,600 RPM |
| Max. torque | 331 LB-FT @ 1,340–5,300 RPM | 405 Lb-FT @ 1,800–5,500 RPM |
| 0 to 60 mph (with Sport Plus) | 5.8 seconds (5.6 seconds) | 4.9 seconds (4.6 seconds) |
| Top Speed | 152 mph | 164 mph |
2019 Porsche Cayenne Safety Features
| Model: | Porsche Cayenne | Porsche Cayenne Turbo | Porsche Cayenne Turbo S |
|---|---|---|---|
| Dual Front And Dual Rear Side-Mounted Airbags | yes | yes | yes |
| 4-Wheel ABS | yes | yes | yes |
| Rear Door Child Safety Locks | yes | yes | yes |
| Cornering Lights | yes | yes | yes |
| Daytime Running Lights | yes | yes | yes |
| Engine Immobilizer | yes | yes | yes |
| Rear Center 3-Point Belt | yes | yes | yes |
| Child Seat Anchors | yes | yes | yes |
| Front And Rear Head Airbags | yes | yes | yes |
| Stability Control | yes | yes | yes |
| Emergency Braking Assist | yes | yes | yes |
| Passenger Airbag Occupant Sensing Deactivation | yes | yes | yes |
| Rear Height Adjustable Headrests | yes | yes | yes |
| Remote Anti-Theft Alarm System | yes | yes | yes |
| Front And Rear Ventilated Disc Brakes | yes | yes | yes |
| 2 Front Headrests | yes | yes | yes |
| 3 Rear Headrests | yes | yes | yes |
| Dusk Sensing Headlamps | yes | yes | yes |
| LED Headlamp | yes | yes | yes |
| Auto Delay Off Headlamps | yes | yes | yes |
| Tire Pressure Monitoring | yes | yes | yes |
| Traction Control | yes | yes | yes |
| Self-Leveling Headlights | no | yes | no |
| Front Fog/Driving Lights | no | yes | no |
| Adaptive Headlights | no | yes | no |
| High Pressure Washers Headlamps | no | no | no |
Prices
As far as pricing in the U.S. goes, we still have a bit to wait, but Porsche has already opened the order books for the new, third-gen Cayenne over in Germany and you’re going to have to pony up at least €74,828 for the base model or €91,964 for the Cayenne S, including VAT. That computes to $89,028 and $109,416 at current exchange rates, respectively. Of course, considering the current, second-gen Cayenne goes for $60,600 or $77,400 for the S, we can’t really use German prices to guesstimate, but expect to see pricing in the U.S. go up by a few thousand at least, making the base model carry an MSRP closer to $63,000 and the S closer to $80,000. But hey, you get more power and a refined look, so you can’t complain too much, right?
Competitors
BMW X5
The Cayenne’s main competitor is the BMW X5. It is equal in size, offers similar cargo room, and is equal on the luxury front. The X5 should see its own generational update by 2018, but until then we have to look at the current lineup. There are five trims to speak of here in the U.S., ranging from the base-level sDrive35i to the range-topping xDrive50i. The base model and the xDrive35i are both powered by a 3.0-liter V-6 that produces 300 horsepower. The 60-mph sprint on these models takes just 6.1 seconds. Moving up to the xDrive35 D gets you a 3.0-liter diesel that produces 255 horsepower and can hit 60 mph in 6.5 seconds. The xDrive40e is Bimmer’s hybrid variant of the X5 that is powered by a 2.0-liter four-cylinder and a lithium-ion electric motor. Total output of sits at 308 horsepower, and the sprint to 60 mph takes 6.5 seconds. The range-topping xDrive50i comes with a 4.4-liter V-8 that produces 445 horsepower. It takes just 4.7 seconds to hit 60 mph with this baby. The X5 starts out at $54,700 for the base model and climbs to $71,500 for the xDrive50i. Pricing should remain about the same when the next generation debuts.
Read our speculative review on the BMW X5.
Mercedes GLS
It wouldn’t be a proper review if we didn’t put Porsche, BMW, and Mercedes against each other, so I’ve done just that. If the name seems a little off, that’s because what I’m really talking about is the Mercedes GL SUV, but for 2016 Mercedes is updating the name so that it fits within the new naming structure. Naturally, the GLS boasts similar cargo room and luxury compared to the Cayenne and comes in several different flavors. There is a total of four drivetrain options, starting with the 3.0-liter V-6 found in the GLS450. It pumps out 362 horsepower and 369 pound-feet. The GLS 550 4Matic has a V-8 that puts down 455 horsepower and 516 pound-feet, which is a 20-horsepower improvement over last year’s model. The third gasoline-powered option comes in the Mercedes-AMG GLS63 that delivers 577 horsepower and 561 pound-feet from its V-8. As you would expect there is also a diesel variant, known as the GLS350d. It has a 3.0-liter V-6 that delivers 255 horsepower and 455 pound-feet of torque. In current form, the GLS starts out at $64,550 for the entry-level model, with the range-topping Mercedes-AMG GLS63 commanding $121,100 – significantly cheaper than the Cayenne in range-topping form.
Read our full review on the Mercedes GLS.
Conclusion
From a certain perspective, it doesn’t look new at all, but when you go over things in detail, there’s actually a lot of newness to be discovered.
I must at admit that it’s pretty easy to be sad when taking a first glance at the new Cayenne. From a certain perspective, it doesn’t look new at all, but when you go over things in detail, there’s actually a lot of newness to be discovered. And, you can’t fault Porsche for not changing up the exterior profile too much. After all, it did an extensive update to the second-gen just a couple of years ago that gave us the current look. This time around, it was all about what really matters – weight, power output, chassis refinement, and technology. Exactly the things that needed improvement from the second-gen model and exactly what you’ll get when you decide to upgrade to a third-gen model. On top of that, Porsche took things a step further and ditched most of the analog buttons and brought more digitalization into even the base model Cayenne. BMW and Mercedes better take note because Porsche isn’t playing around. What do all of you think about the third-gen Cayenne? Are you happy with the engine and technology updates or were you hoping for a new look as well? Let us know in the comments section below.
The Third-Gen Cayenne is here:
While we’re busy at work revamping this review, we’ve put together a short article to discuss all of the important aspects of the new Cayenne. Check it out in our article: The Third-Gen Porsche Cayenne Makes a Symphonious Debut in Stuttgart.
2018 Porsche Cayenne Official Photos
Spy Shots
August 2, 2017 – 2018 Porsche Cayenne gets ready to make its long-awaited debut
There really isn’t a whole lot to mention here. The Cayenne has been rocking production headlights and taillights for a while now. Porsche still has tape along the outside edges of the taillights, though so we still can’t make out the full matrix layout, but the rear of this model is sporting a quad exhaust layout with four square tips as opposed to the dual rectangular tips on the last mule or the quad round tips on the one before that. Everything else in the rear and along the side is as it has been, but the white finish does make it easier to see some of the body lines, and one has to admit, it’s pretty attractive.
Compared to the last two models we’ve seen, there’s also a small change up front, that goes back to the black model we say testing back in May of 2016. That model was one that sported a quad exhaust layout with round pipes, but it also had a different grille setup up front, just like the one we’re seeing today. Basically, the difference is that the grille up front is completely different. When the last model had those big vents just below the headlights too, they were separated by a part of the fascia. The top louver of those vents extended over to the grille. On this mule, the grille is actually wider, and those vents have a big insert surrounding them. It looks a bit cheaper than on the last mule, but it could turn out to be more attractive in the long run. The grille itself has the same number of vertical louvers, but there are only two horizontal louvers. The vents also get an eyelid of sorts at the top without the vertical insert on the outside edges, while there’s also only one horizontal louver in the middle. This should contribute to more airflow, indicating that this mule is more of a higher-performance version. On a side note, Porsche also decided to tape over the hood emblem, despite it being exposed on the last mule, so there’s that.
So, what do you think? Do you like the look of the last mule better or this one? Let us know in the comments section below.
July 14, 2017 - 2018 Porsche Cayenne caught wearing basically no camouflage
July 11, 2016 - 2018 Porsche Cayenne testing in Spain
May 20, 2016 - 2018 Porsche Cayenne reveals its interior
March 11, 2016 - First testing session
Updated History
Update8/2/2017: The next-gen Porsche Cayenne was caught out in the wild yet again, this time wearing a pretty white finish. Not a whole lot has changed, considering that last mule we saw had already shed most of its camo, but there are a couple of obscure differences to point out. So, join me in the spy shot section below to see what’s poppin.
Updated 07/14/2017: Our spy photographers caught a pre-production Cayenne wearing basically no camouflage except for some camo-foil on the lights.
Updated 07/11/2016: Our spy photographers caught the upcoming Porsche Cayenne out for a new testing session, this time during some hot weather conditions in sunny Spain.
Update 5/20/2016: The next-generation Cayenne has been caught testing in the wild again. This time, it sheds the fake taillights, and we get a look at the interior. Check out the review below for all the details.
Press release
Porsche is introducing the third generation of the Cayenne. This successful model from the Stuttgart-based sports car manufacturer is launching as a completely new development and will combine even more of the typical Porsche performance with excellent everyday practicality. Its powerful turbo engines, new eight-speed Tiptronic S gearbox, new chassis systems and innovative display and control concept with total connectivity will take both sport and comfort to the next level. At market launch, there are two newly developed six-cylinder engines to choose from: The Cayenne’s 250-kW (340 hp), three-litre turbo engine delivers 29 kW (40 hp) more than the previous model. The 2.9-litre V6 biturbo engine in the Cayenne S, which reaches speeds of up to 265 km/h, brings it up to 324 kW (440 hp) – an increase of 15 kW (20 hp). Equipped with the optional Sport Chrono Package, the new Cayenne S accelerates from zero to 100 km/h in less than five seconds.
The Cayenne is based heavily on the iconic 911 sports car: The third edition of the SUV, which has also been enhanced visually, now has mixed tyres and rear-axle steering for the first time. In addition to these typical sports car features, the on-road capabilities are further improved by active all-wheel drive as standard, Porsche 4D Chassis Control, three-chamber air suspension and the Porsche Dynamic Chassis Control (PDCC) electronic roll stabilisation system. Despite its significantly extended standard equipment, the Cayenne weighs up to 65 kilograms less than its predecessor and remains perfectly suited to off-road use.
Dynamic design language: firmer design and larger wheels
Sporty and precise with a clear design – new and yet familiar: The appearance of the Cayenne has been enhanced in the style that runs through the Porsche Design DNA. The enlarged air intakes at the front are clear indicators of the increased performance. The new horizontal light edges mean that the SUV now appears wider and more athletic, even when stationary. With an exterior length increased by 63 millimetres without any change to the wheelbase (2,895 millimetres) and a roof height reduced by nine millimetres compared with its predecessor, the elegant, streamlined impression of the Cayenne, which is 4,918 millimetres long and 1,983 millimetres wide (excluding mirrors), has been noticeably enhanced. The luggage compartment volume is now 770 litres – an increase of 100 litres. The wheels are one inch larger in diameter, with wider tyres on the rear axle for the first time, emphasising the enhanced driving dynamics. The distinctive, three-dimensional Porsche logo spans the redesigned rear lights with three-dimensional light design and end-to-end narrow strip of LEDs.
Porsche is offering a new three-stage lighting concept for the headlights: Every Cayenne is fitted with LED headlights as standard. In the next upgrade, the Porsche Dynamic Light System (PDLS) can be selected as an option, offering a variety of light modes such as cornering light and motorway light. The new LED main headlights with matrix beam including PDLS Plus are the best system available. Fully variable light distribution and intensity are enabled by 84 individually activated light-emitting diodes. This means that the Cayenne can offer new functions such as high beam that does not glare opposing traffic, as well as adaptive sign glare control.
Cayenne and Cayenne S market launch
The new Porsche SUV is launching in two variants: The Cayenne with a six-cylinder turbo engine and displacement of three litres delivers 250 kW (340 hp), developing a torque of 450 Nm. That means that even the standard model achieves outstanding driving performance: It accelerates from zero to 100 km/h in 6.2 seconds (5.9 seconds with the Sport Chrono Package). The maximum speed is 245 km/h. The second model to launch is the Cayenne S. It is driven by a 2.9-litre V6 engine with twin turbocharging. This engine, which has also been newly developed, delivers 324 kW (440 hp), achieving a torque of 550 Nm – 15 kW (20 hp) more than its predecessor. Accordingly, the vehicle accelerates from zero to 100 km/h in just 5.2 seconds (with Sport Chrono Package: 4.9 seconds). The maximum speed is 265 km/h.
Faster on the road, even more impressive on rough terrain: Tiptronic S and PTM
The Cayenne’s expanded performance range, improving both sportiness and comfort, is due in no small part to the new eight-speed Tiptronic S gearbox. Shorter response times and sportier ratios in the lower gears enhance both on-road performance and off-road capability. At the other end of the expanded spread between comfort and sportiness, the long-transmission eighth gear ensures low torques, optimised fuel consumption and relaxed driving.
Even on rough terrain, the Cayenne provides straightforward driving pleasure. Programmed off-road modes make it easy for the driver to select the right setup for their drive. The default setting is the Onroad programme. Four other modes activate the conditioning for mild off-road terrain: Mud, Gravel, Sand or Rocks. The drive, chassis and differential locks can be selected to adapt to the relevant scenario. For power distribution, Porsche utilises the active all-wheel drive in all Cayenne models. The intelligent, fully variable Porsche Traction Management (PTM) distributes the driving force between the drive axles. Its hang-on concept is a key principle for the excellent sporting performance of the Cayenne. At the same time, it fulfils all requirements for extensive traction on rough terrain.
Following the 911: lightweight chassis with mixed tyres
The new Cayenne combines three chassis concepts in one new design: sports car, off-roader and touring car. This involved developing a new lightweight chassis base with a front axle featuring a separated link design and a multi-link rear axle. A typical sports car feature is the new mixed tyres, which are now on wheels of at least 19 inches. The mixed tyres improve stability and driving dynamics on bends. Porsche offers wheel sizes up to 21 inches as an option for the Cayenne.
New developments: rear-axle steering, air suspension, roll stabilisation
This format provides the optimal basis for the active chassis systems, which are analysed and synchronised by the integrated Porsche 4D Chassis Control system. The system works in real time, optimising handling even further. With the exception of the active PASM damper system (as standard with the Cayenne S), all other chassis systems are new developments. For the first time, the Cayenne is available with electric rear-axle steering. The system, tried and tested both in the 911 and the Panamera, improves agility on bends and stability when changing lanes at high speeds. The reduced turning circle also makes everyday handling of the SUV easier.
The optional adaptive air suspension with new three-chamber technology significantly increases the spread between a sporty, firm connection and the driving comfort expected of a touring car. Just as before, the system enables adjustments to the ground clearance on rough terrain. With the optional Porsche Dynamic Chassis Control (PDCC) roll stabilisation, sporty drivers benefit by changing from a hydraulic to an electric system. This switch is made possible by a powerful 48-volt vehicle electrical system. Shorter response times enable even more precision in the driving dynamics – and even more comfort on moderate drives.
World première: Porsche Surface Coated Brake with tungsten-carbide layer
With the innovative Porsche Surface Coated Brake (PSCB), the sports car manufacturer is once again assuming a pioneering role in the development of high-performance brakes. This world first is available as an option for all Cayenne models and consists of a cast-iron disc with a tungsten-carbide coating. This finish increases the friction values and wear and brake dust are reduced. The brake, exclusive to Porsche, is also visually impressive: The brake callipers are painted white, while the surface of the discs develops a unique gloss level after bedding-in. The PSCB is only available in combination with the 20-inch and the 21-inch wheels. The PCCB ceramic brakes remain the top system in the range.
New Sport Chrono Package with PSM Sport
The new Cayenne offers even more potential when it comes to sporty performance. Porsche has redeveloped the Sport Chrono Package based on the model of the sports car. The Mode button on the steering wheel is one clear indicator of this approach. As well as the Normal, Sport and Sport Plus driving modes, the driver can select an individually configurable mode. Pressing the Sport Response button in the centre activates the engine and transmission maps, which are calibrated for maximum performance. The Sport Chrono Package also includes a separate PSM Sport mode, in which the driver can utilise the new Cayenne’s full driving dynamics.
Reduced weight means lower fuel consumption and even more driving pleasure
Sports cars need a lightweight construction. Following the 911 and the Panamera, the new body of the Cayenne also uses an intelligent combination of alloy and steel. The exterior is made entirely of aluminium. The floorpan assembly, front section and virtually all the chassis components are also manufactured from alloy. One particular technical highlight is the innovative lithium-ion polymer starter battery, which alone accounts for a weight saving of 10 kg over the predecessor model. In total, the weight of the Cayenne when empty has been reduced from 2,040 to 1,985 kilograms – even in spite of the significantly extended standard equipment, which now includes LED main headlights, larger wheels, ParkAssist (front and rear), an LTE telephone module including a WiFi hotspot, Porsche Connect services and anticipatory pedestrian protection.
Digital evolution: Porsche Advanced Cockpit and new PCM
With this new generation, the Cayenne is writing a new chapter in the relationship between driver and vehicle: The Porsche Advanced Cockpit is fully integrated into the sporty, luxurious atmosphere. At the heart of the new display and control concept from Porsche is the 12.3-inch full-HD touchscreen from the latest generation of Porsche Communication Management (PCM), launched last year with the new Panamera. A range of digital functions can be operated intuitively – including by voice control. The standard Porsche Connect Plus allows access to online services and the Internet. This includes the standard online navigation with real-time traffic information. The analogue controls on the new centre console are focused on the main functions of the vehicle. Other buttons are harmoniously integrated into the smartphone-like, glass-look touch surface, giving acoustic and haptic feedback when operated. In typical Porsche style, the driver has a central analogue tachometer to view. This is flanked by two 7-inch full-HD displays, which display all other relevant driving data plus additional information selected using the multi-function steering wheel. Night Vision Assist with a thermal imaging camera is one of the most important assistance systems, along with Lane Change Assist, Lane Keeping Assist including traffic sign recognition, traffic jam assist, ParkAssist including Surround View and Porsche InnoDrive including adaptive cruise control.
Your personal Cayenne – more customisation, more online services
At the same time, the new PCM brings the next level of customisation. It is not only the start screen and main menu that can be adjusted to the driver’s needs. Up to six individual profiles can also be configured. As well as a large number of interior settings, a profile is used to store specifications for lights, driving programmes and assistance systems. Depending on the equipment, the driver can also apply their own settings to the new sound systems from Bose® and Burmester®. Plus, the new Cayenne is always online if the driver needs it to be – the expanded Connect Plus services are available through the integrated LTE-enabled SIM card. The engine-independent heating, for example, can be programmed remotely via smartphone. In addition, the Offroad Precision App, specially developed for the Porsche Cayenne, is now also available as part of the new standard package. It allows rough-terrain drives to be documented in detail, helping the driver to improve their own skills using video recordings.
Prices
The third generation of the Porsche Cayenne is available to order now. The Cayenne is available in Germany from EUR 74,828. Prices for the Cayenne S begin at EUR 91,964 – each including VAT and country-specific features.
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