Cayenne 6-speed ramps up engagement
Porsche’s luxury SUV impressively precise on twisty tarmac
Here’s a little tidbit of automotive trivia you can whip out to impress friends: Did you know you could get an honest-to-God manual gearbox in a Porsche Cayenne? Well, you can. A six-speeder, no less. It’s the standard transmission in the base model, six-cylinder version of Porsche’s mid-sized SUV.
Of course, the number of people who will choose the manual over the Cayenne’s optional eight-speed Tiptronic gearbox is probably smaller than the number of Canadians who have been to outer space. However, the six-speed makes the Porsche unique in its class. Neither the BMW X6 or Infiniti FX offer the ability to shift gears on your own.
In fact, Porschephiles may ask why the German “sports car” brand offers a manual gearbox in its SUV but not in some of its performance cars, such as the Panamera or 911 Turbo and GT3. That’s a good question, but a better one is: does the depressing a clutch pedal to swap cogs make the Cayenne V6 6M a better (and more fun-to-drive) utility vehicle?
Many Porsche fans have finally got over the fact the Cayenne even exists. More than a decade after its debut, it is the brand’s bestseller in many markets. (In Canada almost 1,500 units have been sold this year through to the end of September — about three times that of the nextbest-selling 911). That success has led to a plethora of Cayenne models, from the top-line eight-cylinder Cayenne Turbo S (that can scoot from zero to 100 km/h in 4.5 seconds) to the Cayenne Diesel to a hybrid version that can sip fuel at a rate of only 8.4 L/100 km on the highway.
But none of those Cayennes have what my base tester comes with standard: a stick. Mated to a freerevving 3.6-litre V6 engine with 300 horsepower and 295 pound-feet of torque, choosing your own gears gives the admittedly large vehicle a sense of driving purpose.
As it takes 7.5 seconds to go from rest to 100 km/h, the V6 Cayenne won’t scare any Cayman drivers, but the manual is about a half-second quicker than if you had opted for the $3,430 Tiptronic S autobox. And there’s nothing truck-ish about the manual. Clutch take-up is butterysmooth, and the gear selector moves from slot to slot with precision.
The snickety-snick action of the Cayenne’s gearbox only adds to its pseudo-luxury/sports wagon ways. There’s no denying its height, width and mass, but even while lacking the gobs of power blessing some of its siblings, it’s easy to drive the Cayenne V6 6M with serious intent on a back road.
The Porsche’s suspension does an excellent job keeping body roll and lateral movement in check. Once set, it’s easy to propel the Cayenne accurately through long, sweeping corners. The rear-biased all-wheeldrive system — it sends 60 per cent of the engine’s power to the back axle under normal driving conditions — helps here a lot. And the Porsche steering must also be acknowledged as a driver’s aid; for such a large vehicle, it’s impressively precise and linear.
For an SUV, the Cayenne — even in base V6 6M form — does a good job as a high-end luxury wagon.
Last year’s makeover introduced a new cabin design inspired by the Panamera sedan, with a wide, central console that brings many controls within arm’s reach of the driver. All the metal trim is real metal, and the leather is finely stitched. Overall, the Cayenne’s interior feels worthy of every penny you pay for it.
Speaking of payments, like all Porsches, even the Cayenne V6 6M isn’t immune to sticker shock when it comes time to add a few options. At $56,600, the Porsche comes well equipped, with standard gear that includes 18-inch wheels, eight-way power front seats with four-way lumbar adjustment and driver memory functions, and a 10-speaker sound system with a touch-screen display. But my tester had another $16,180 worth of 20-inch wheels, metallic paint, interior lighting package, upgraded Bose sound system, rear heated seats, and a Premium package (bi-xenon headlamps/Porsche Dynamic Light System, moonroof, automatically dimming exterior and interior mirrors, navigation and park assist), bringing the total (including a $2,015 freight and pre-delivery inspection fee) to $74,805.
Other nits to pick? On the utility side, the Cayenne definitely sits on the small end of the mid-sized SUV class. Three across in the 40/20/40 back seat is cozy. At least the latest redesign increases rear cargo space (now rated at 670 litres, about midway between the BMW X6 and Infiniti FX).
And going against conventional wisdom, the Cayenne 6M’s fuel estimates are worse than the autobox, which comes standard with a stop/start system. The manual gets 14.1 L/100 km city and 9.3 highway, whereas the Tiptronic version scores 12.9 and 8.6, respectively. In my week with the Porsche, I saw an indicated 11.8 L/100 km.
For drivers who want to feel more in control, it’s hard to argue against the 2013 Porsche Cayenne V6’s sixspeed manual gearbox. It offers a level of engagement no rival does. And the fact the stick is only available on the base model only makes it that much more of a value.