THE SPORTY 2015 PORSCHE CAYENNE
Having transferred the mantle of “the sports car of sport utes” to the smaller, lighter, nimbler Macan, the most interesting aspect of the redesigned, third-generation 2015 Cayenne is not the numerous tweaks and improvements that will keep the larger SUV competitive in the crowded segment, but how easily it adjusts to its new role — that of the grand doyen within the Porsche family.
This is rather critical: the first two generations of Cayenne as the sports car of the SUV segment have been hugely popular cash cows for the German company, with total sales of almost 580,000 since the original debuted in 2002.
To say the economic success of Porsche — and its ability to channel its profits into building better sports cars — has rested on the Cayenne is not overstating the point.
As it turns out, the Cayenne wears its new mantle quite well. Everything about the vehicle is as it was before: solid, nimble, powerful and comfortable, like a bank vault on wheels. It’s just that it now feels bulkier in comparison to the lithe Macan. Porsche launches four versions for the Canadian market: Diesel, S, Turbo, and — a world premiere — S E-Hybrid, the first plug-in hybrid in the luxury SUV segment.
At first glance, it appears there is little difference in styling between the new model and its predecessor. Closer inspection, though, will pick up on things such as the reshaped front fenders and hood. So, too, the air blades, those fins on both sides of the Cayenne’s front bumper that guide cooling air to the intercoolers. The bi-xenon headlights, standard for the Diesel and S models, feature “hovering” four-point LED daytime running lights. The Turbo offers standard LED headlights with the Porsche Dynamic Light System.
The rear end also sees some fine-tuning, specifically the brake lights and licence plate recess, tailgate handle, and tail lights. And a power tailgate is standard.
Inside, a new multi-function sport steering wheel with shift paddles is standard, its look and functions supposedly based on the 918 Spyder’s steering wheel. The rear seats have been reworked to be more comfortable (at least for two; anyone occupying the middle perch might have a different opinion) and ventilated seats are now an option. And yes, the centre console, with its myriad buttons and controls, still resembles a jet fighter’s cockpit.
The morning run in a Cayenne S was a twisty, winding one from the hills overlooking Barcelona to the off-road course 90 minutes away. The previous version’s V8 has been ditched in favour of a new 3.6litre V6 bi-turbo engine that’s been borrowed from the Macan Turbo and “improved.” If you think performance might take a hit as a result, think again. The new twin-turbo develops a more-than-substantial 420 horsepower, a gain of 20 hp. Torque is up as well, rising 37 pound-feet for a total of 406, and it’s available starting at a low 1,350 rpm. With its standard eight-speed Tiptronic S transmission, the S hustles with an alacrity that belies its 2,085-kilogram avoirdupois, accelerating to 100 km/h in just 5.5 seconds (5.4 with the Sport Chrono package), according to Porsche, which is faster than the previous S. The icing on the cake is fuel economy that’s better (by about a litre per 100 km) than with the V8.
A rather challenging off-road course was picked off with ease in an S Diesel, a model not destined for Canada. Instead of the 240-hp 3.0L V6 turbodiesel (with 428 lb.-ft. of torque) that we will get, the S Diesel has a 385-hp 4.2L V8 (627 lb.-ft. of torque!) under its hood.
The revisions to the three available suspensions — steel, Porsche Active Suspension Management or air suspension (standard in the Turbo, optional in all other versions) — see an increase in the spread between comfort and sport. The wheels may have been pogo-ing up and down over the bumps, humps and washes, but little was felt in the cabin.
The afternoon run was courtesy of the Turbo, the hot rod of the four Cayennes, thanks to the 520 hp pumped out by its 4.8L bi-turbo V8. Whether that many horses are needed in any sport ute is a discussion for another day, but acceleration for the two-plus ton Porsche will embarrass any number of sports cars — zero to 100 km/h comes up in just 4.5 seconds (4.4 with the Sport Chrono package).
The most interesting of the new models is the S E-Hybrid. The electric power was more than doubled — to 95 hp from 47. Combined with the supercharged 3.0L V6’s 333 hp, net system power is 416 hp at 5,500 rpm, with total system torque of 435 lb.-ft. available from as low as 1,250 rpm. According to the New European Driving Cycle, the S E-Hybrid’s combined fuel consumption is just 3.4 L/100 km.
The new Cayennes will arrive late October with pricing starting at $71,300 for the Diesel, $83,700 for the S, and $128,200 for the Turbo. The S E-Hybrid starts at $86,800.