I never really understood why some Porsche fans looked down on the Cayenne. Sure, it was a big start for the sports car maker at first, but cayenne always Super power and technically great ride. Fast forward 20 years, and it’s better than ever.
Porsche wanted me to drive a 2024 Cayenne that they asked me to drive west of LA during rush hour. Porsche also bought me lunch. I had a grilled cheese.
Move power
25% Off
Greenworks Push Lawn Mower
Cut it up
This mower comes with the batteries and charger required to allow it to be used without cables, has a sizeable 20″ blade diameter, is surprisingly lightweight, and is really easy to use on even tougher lawns.
On paper, Porsche Cayenne 2024 It’s just a refresh, but in reality, it brings a lot of new changes, arguably the biggest of which is the return of the V8 on the Cayenne S. Yes, it’s the boosted V8. The 4.0-liter twin-turbo the brand has been around for a while, but with 468 hp and 442 lb-ft of torque, it feels much more premium than a turbocharged V6 current 2.9-liter dual-clutch, though only offering an extra 34 hp and 37 lb-ft. ft.
Other trim levels also benefit from some powertrain tweaks. For example, the E-Hybrid has a larger battery, resulting in more electric range and an increase in power output to 463 hp, an increase of 8 hp. The top-of-the-line Turbo GT now offers 650 hp instead of 639 hp, making lamborghini urus even more irrelevant in any practical sense. Even the base Cayenne has more power this year, with a 3.0-liter turbocharged V6 making 348 hp and 368 lb-ft.
The Cayenne’s optional air suspension has also been overhauled, now using twin chambers and double valves to improve ride quality. Sitting behind the wheel of a Turbo GT, it’s easy to forget that the Cayenne is in Sport Plus chassis mode because the ride is so smooth. Standard suspension is your typical steel spring, but Porsche Active Suspension Management is now standard equipment.
Regardless of the model, the Cayenne’s overall driving experience is superb. On-road handling is excellent and the electric power steering is well-weighted and extremely precise. (Porsche’s decision to put the 911’s steering wheel on the Cayenne was also a great one.) The brakes are very good, with carbon ceramic on the Turbo GT and steel parts on the Cayenne S providing braking power. sure brake.
In both the Cayenne S and the Turbo GT, the 4.0-liter twin-turbo V8 is absolutely loved and sounds great through the sports exhaust system. The Turbo GT is certainly more powerful, as you’d expect with its additional 182 hp, but honestly, I can’t think of any reason to buy it instead of the S other than bragging rights. The S feels very fast thanks to the available torque and the intelligent eight-speed automatic transmission. It really seems to be the sweet spot in the range.
That’s what’s inside that counts
The interior of the Cayenne 2024 also has many major changes, but it is not perfect. The overall layout is pleasant, with up to three screens spanning the dashboard if you opt for the super cool passenger display, but Porsche’s decision not to cover or cover the instrument display makes it looks unfinished. That said, I’ve never had a problem looking at the screen in direct sunlight. Unfortunately, no matter where I put the steering wheel, it always seemed to obscure part of the gauge display – like in a 911.
Another notable change includes shifting the gear lever to a dash, just like on the Taycan. It’s a physical toggle type switch, and moving the gear lever frees up the center console, which is a plus. Porsche has also chosen to keep the most important climate functions in the form of manual switches. There are still haptic feedback digital buttons, but they’re easy to use, even when you’re not looking at them, and if they save you from having to dig through menus, I’m fine with that. Porsche also equipped the Cayenne with an engine start button for the first time, which is neat due to the fact that the button is still mounted to the left of the steering wheel.
As far as ergonomics go, they’re great. I had no problem finding a comfortable position in the driver or passenger seat, and headroom in both front and rear is excellent. The cargo space is also great, with the SUV offering 27.2 cubic feet of space with all the seats. The sleeker Cayenne Coupe sacrifices some luggage space thanks to the steep rear hatch, but not enough to be a spoiler. (Porsche doesn’t have official Coupe cargo specifications yet.)
technology talk
Electronics are another of the Cayenne’s strengths. Porsche’s infotainment system remains easy to use, responsive, and offers wireless Apple CarPlay and Android Auto. The optional Burmester premium sound system is generally pretty good, but it hurts to know that Burmester-branded systems in Mercedes-Benz products sound much sweeter. The passenger screen I mentioned earlier mirrors the central infotainment screen, but with an active cellular connection, anyone riding a shotgun can stream video, and thanks to the stool overlay special poles on the screen, the driver can’t see anything.
The 2024 Cayenne may be packed with active safety tech, but as is typical of the brand, Porsche makes you pay separately for most of the good stuff. For example, adaptive cruise control is a $1,420 option. If you want Porsche’s super-intelligent InnoDrive system, which takes adaptive cruise to the next level by adding active lane keeping, that’s $2,750. Other handy features like a 360-degree camera and parking assist are also extras, but are worth ticking off the build board.
There is no alternative
A 2024 Cayenne starts at $80,850 including destination, up $7,200 over the 2023 model, but at least you get some extra standard equipment, like the aforementioned PASM, lights. LED headlights, 20-inch wheels, lane change assist, lane keep assist, keyless entry and a 15 watt wireless charging pad with air conditioning. Coupe models start at $85,950, but styling is more expensive, I suppose.
As before, Cayenne competes with Audi Q7, BMW X5 And Mercedes GLE. The Cayenne and Q7 actually share a platform, but Audi has three rows of seats available and it starts at around $20,000 cheaper. The BMW is the most comparable in terms of price and performance, but the Cayenne is arguably the better driver and has a nicer interior. A base GLE is a little over $20,000 cheaper than the Cayenne and has a very similar interior, but the Cayenne has a more powerful powertrain. Technically, the Land Rover Range Rover Sport also competes with the Cayenne but is less powerful in standard form, more expensive starting at $84,470, and has a significantly inferior infotainment system.
Regardless of whether you choose the base Cayenne, S, E-Hybrid or Turbo GT, Porsche’s updated SUV truly feels like the best luxury high-performance SUV on sale today. In addition to being an all-round excellent car, it’s also an excellent Porsche. All those who oppose you should really shut up and drive one.
