2008 Porsche Cayenne Turbo Review

Specifications

“Who needs 500 horsepower?” my friend asked when we walked up to Porsche’slatest Cayenne Turbo.

“Well Andre, it’s not a question of need, now is it?” I commented, adding, “After all, who needs a Patek Phillipe watch, or a Brioni suit?”

“Point taken,” he said reluctantly, as he swung open the passenger door and immersed himself into the SUV’s leather-clad opulence.

It doesn’t take long for a high-dollar machine like the Cayenne to change someone’s perceptions about what’s needed, kind of like when my previous wife, a “devout” animal rights advocate slipped on a full-length red fox coat I just happened to have stashed in my closet, an item of clothing that incidentally matched her hair perfectly … how quickly a person’s ideals can be marginalized when something makes them look as good as she did at that moment in a full length mirror.

The Cayenne Turbo makes a person look extremely good too, and decidedly rich as well. It’s the kind of excess that makes greenies wretch in disgust; that is unless they happened to be the one behind the wheel, being corrupted into submission. It would take a strong will to resist the world’s fastest SUV, a 5,192-pound behemoth that can turn high-speed hairpin turns into seeming straight-aways and, when called upon, flatten mountains of treacherous off-road trails with the flick of a series of console mounted switches, all the while eating through as much premium unleaded as Sheikh Mohammed bin Rashid al-Maktoum’s 525-foot Platinum super yacht at full throttle … OK, maybe not quite that much (and besides the yacht is powered by four 9,000 hp diesels, so it’ll be a bit thriftier than if using premium unleaded), but you get the picture. Thrifty it’s not. Porsche’s rather optimistic prognostication is 12 mpg in thecity and 19 on the highway, and I suppose if you drove it as if it was a hybrid you’d get better mileage than I achieved. All I know is that in seven days I pumped more than twice the amount of fuel in the Cayenne’s 26.4-gallon tank than I would have in a comparably sized, albeit less powerful luxury SUV, resulting in almost $140 worth of high-test.

But then again, saving the planet is hardly the Cayenne Turbo’s mission, now is it? It simply has one purpose in mind; to reaffirm Porsche’s dominance amongst performance SUVs, a title temporarily, and embarrassingly, stripped by Jeep’s outrageously quick Grand Cherokee SRT8 last year. The previous Cayenne Turbo trumped by the SRT8 could only muster a mere mortal 450-horsepower, so no wonder it lost out to Auburn Hills’ mega-muscle HEMI-powered SUV, a vehicle that’s much lighter and makes its power sans turbo lag. But enough about this raucous upstart. After all, we’re talking about a $94,000 Porsche here, not a $40K wannabe in acheap suit and sneakers.

The vehicle in question, my weeklong tester, will actually set its owner back $108,840 when sold, thanks to a few extra goodies. And yes, it’s possible to spend more on this ultra-SUV, the most expensive 4×4 this side of Mercedes-Benz’s ultimately silly G55 AMG. It’s a whole lot quicker than the top-heavy Merc too, and for that matter, a nudge faster to 60 mph than M-B’s new ML63 AMG … 4.9 seconds to 60 mph compared to 5.0 (hmmm … cutting it fine and hardly noticeable from the seat of the pants, but bragging rights are bragging rights). Oh, and how does Jeep’s quickest do next to these pricey Europeans? According to previous tests, 4.9 seconds to 60 mph. Yes, I suppose a tie is better than a loss, and it won’t likely be watching the lowly domestic’s taillights disappear into the horizon after the 60 mph marker point, thanks to a 171 mph top speed, which is,incidentally, identical to the ML63’s terminal velocity.

I’ve previously beefed about Porsche’s thumb-controlled steering-wheel mounted shifter buttons, which step the six-speed automatic through its smoothly shifting gears in relatively rapid fashion. It’s not that I have a problem with the buttons themselves, as they work quite well, but rather they require a bit of stretch for my smallish hands, resulting in the need to release my grip from the wheel. It’s an annoying process, and being that I’m not big on shifting the transmission tunnel mounted lever it pretty well stayed in fully-automatic mode throughout the week, other than when blasting through my backwoods “test track” … a thoroughly enjoyable process, by the way. Hopefully, Porsche’s rather hefty acquisition of Volkswagen shares will result in a version of the other German brand’s dual-clutch sequential manual, which, in Bugatti form at least, can handle all of the Cayenne Turbo’s 516 lb-ft of torque and more.

Of course, there’s so much more to the Cayenne Turbo than just straight-line performance that it’s silly comparing it to any other, so once and again I’ll stop. On that previously mentioned curving stretch of tarmac the big Stuttgartian was unflappable, no matter how hard I threw it into a corner and thus, how many lateral Gs were tugging away at its center of gravity. Firm, planted, composed, it takes to the road with a steadfast confidence that only its smaller, lighter and more agile siblings can out-master. Certainly no SUV I’ve ever driven, and Merc’s ML, BMW’s new X5, Infiniti’s FX45 and Acura’s MDX can each whip up a steady mix of on-road entertainment, can match the Cayenne Turbo for sheer grip and determination in the face of gravity, inertia and adhesion, the latter helped along via big, optional 21-inch ten-spoke Sport rims wrapped in 295/35 R21 shoes, a $4,145 option. Eighteen-inch Cayenne Turbo II wheels with 255/55 R18 tires are standard, and no doubt would hamper forward progress if called upon to perform at the same level that I coaxed out of the 21s, but then again they’d probably ride a little better than the rather rigid wheel-tire and suspension combo I experienced.

I could only imagine this setup would yield a rather uncomfortable off-road experience, at least when compared to regular 17-inch rims on taller-profile rubber, and I suppose if you’re planning on using your Cayenne for such rough and tumble activities an extra set of wheels and tires would be optimal, and save these wonderful 21s from being marked up by stumps and rocks.

I didn’t off-road the Turbo as it was just too pretty to even consider scratching up, although I know the local rep would have been only too happy to throw on some more appropriate wheels and tires if I’d asked. Still, time would not permit and, all the same, I’m already an absolutebeliever after taking a previous version up and back down a rather intimidating off-road trail (see the archives for the story and wheel in the air photos). For the off-road techies, it comes with air suspension as standard, can clear 8.5 inches at normal level and 10.7 inches at its fully extended off-road height, and can wade through a 19.7-inch deep standing pool of water, or a little less if the water is flowing as it can swell up under the vehicle. If I were going trekking in my Turbo, I’d first make a wooden staff before embarking and mark the 19.7-inch limit in bright yellow paint for depth testing purposes, then I’d put on my waders and check each puddle before I took the plunge, because something tells me swamping the turbocharged V8’s induction system would be a rather costly mistake.

Costs in mind, if you’re buying a Cayenne, whether base or Turbo, a full leather interior is a must, as the elephant-hide plastic Porsche chooses to cover its dash and console with is an acquired taste that I certainlyhaven’t acquired, something that fortunately isn’t even on the menu with the upper crust model, as everything is covered in authentic cowhide. I’d even be willing to buck up for the chestnut brown and black two-tone interior option at $1,510, as it looks so fabulously rich in comparison to the somewhat austere all-black cabin of my tester. Stone Gray/Steel Gray and Havanna/Sand Beige two-tone combinations, plus a solid Sand Beige are no-cost options that might be more suitable to your personal taste, and the standard comfort seats don’t seem to be any more comfortable than the no-cost optional sport seats with memory, so I’d opt for the better looking and more supportive of the two.

The rear seating area is comfortable too, and extremely accommodating even for larger folk. Fortunately Porsche didn’t go the seven-occupant route, so there’s no compromise needed when it comes to legroom and luggage capacity. Although the cargo bay is so beautifully finished that you won’t want to put anything in it, but I managed to overcome the sense of awe and loaded up a couple of bikes, some beach gear and other items,easy when the split rear seatbacks are lowered. And the new power liftgate, standard, has to be the quickest at opening and closing in the industry … fitting of a Porsche.

Porsche offers a number of options on top of those mentioned, plus some packages that bundle in popular options to save a little coin. The aptly named Preferred Package (whether it’s preferable to the dealer or the buyer is a point left open for discussion) includes a glass sunroof, a trailer hitch without hitch ball (which is exposed and quite ungainly … odd considering there are a number of very good hidden hitches on the aftermarket now), wheel hub covers with colored crests, a six-disc CD changer (which is in the trunk … how lame), and PCM, including off-road navigation. It’s a $2,590 package, which by Porsche standards is quite reasonable.

And I could understand it if you wanted to spend the $3,510 needed for Porsche’s Dynamic Chassis Control (PDCC) feature, which reduces body roll during hard cornering and therefore makes for more controlled performance, and greater safety. Then again, the Offroad Technology Package, which incorporates an electrically controlled rear axle differential lock, plus rocker panel protection with integrated skid plates, a reinforced engine skid plate and additional rear axle and fuel tank protection is pretty tempting too, and fairly reasonable at only $2,640.

Inside, Porsche offers its $610 Light Comfort Package with Memory, featuring automatic headlamps (why these aren’t standard on a $94K SUV is dumbfounding), dimmer controlled interior lighting (ditto), self-dimming interior and exterior mirrors, and programmable homecoming illumination. A pretty nifty Cargo Management System can be had for $590, and well worth the money if you’ll ever need to strap down awkward items. Floor mats with embroidered Porsche script will cost you an extra $140 (again, Porschenickel and diming for things that should be standard … so make sure your dealer throws these into the deal at no charge), but then again the optional four-zone climate control system is the stuff of Bentleys, so the $1,690 charge needed to give rear seat passengers a separate air conditioning system, featuring independent electronic left and right/front and rear controls, the switches in back located in the rear of the center console, is arguably good value. If you live in a colder clime the optional pre-heater with timer might be a good idea, even at $1,570, although for only $140 the ability to grab a fire extinguisher hidden below the front passenger’s seat to thwart a potential under-dash wiring blaze might be priceless in retrospect.

And remember those leather seats I spoke of earlier? They can be had in either natural (tufted) or smooth leather for an additional $395, plus $270 can get you Porsche’s revered crest embossed into the headrest … and how can you put a price on effective branding? If you’ve just traded in your Range Rover, don’t worry as authentic wood can be had in theCayenne as well. A choice of high-gloss dark walnut or light olive is available, either for $345 (quite reasonable, don’t you think?), and the multi-function steering wheel is available wrapped in either wood grain with leather for $240.

Oh, and I’d be remiss not to mention the power glass sunroof my tester came with, well worth $1,190, and the $190 rollup side sunscreens that are a must if you’ve got small children.

Last but hardly least, in pricing anyway, is the Cayenne Turbo’s audio and navigation options. To be fair, the Porsche Communication Management (PCM) 2.1 system, which includes Offroad Navigation, is pretty cool and unusually cheap at $205, especially when considering it turns the standard nav system into a Jacques Cartier-like explorer, charting unmapped areas so that you’ll be more likely to get out of the hinterland before the weekend passes. PCM can also be had with an electronic logbook for an additional $650, probably not a popular option, but those who know what to do with it will no doubt find it a worthwhile investment. Then again, $1,680 for a rear camera system enhanced with electronic parking assist is steep, once again considering that most lower-end luxury ‘utes are coming to market with these systems as standard fare once the nav system is ordered, if nav isn’t already standard on a given trim level. Another nickel and dime feature is a compass display for $95, but this can’t be had with PCM, so make up your mind what matters most.

More specialized is the phone module for the PCM system, allowing users with a GSM phone to insert its SIM card and use the PCM as a hands-free telephone … I would have liked that before Bluetooth made it redundant, and its $960 price tag can buy you a couple of Blackberrys and an iPhone to boot. Add a handset to that phone and the price goes up by $565,although for some a little privacy goes a long way. Then again, my Blackberry pearl gives me the option of privacy when I want it and Bluetooth when I don’t. And then there’s $750 for XM satellite radio, which is uuuultraaaa-steeeeeeep for something that comes standard in a Hyundai! And you can get a Hyundai with a proximity sensing remote too, so you don’t need to use your key to get in or turn over the engine … a $995 option in the Porsche. And where’s the electronic parking brake? Most vehicles in this class don’t make you press down on a foot brake, and worse use a hand lever to release it. Lastly, a six-disc CD changer can be loaded behind a stowage panel in the luggage compartment for $650, but really, this is an old tech music solution when much less expensive cars come equipped with 20 gig+ hard drives. Altogether, a fully-optioned Cayenne Turbo will set you back $130,205, with $36,505 worth of available options included. Still cheap when compared to a similarly equipped 911 Turbo, and a lot more vehicle (in size and poundage, at least) for your money. It’s even a much better deal than the old Cayenne Turbo S, although not quite as powerful.

And while I’ve beaten Porsche up a bit for some old-tech solutions to modern-day problems, and for pricing that is often ridiculously high for options that are regularly standard in less expensive brands, there’s nothing that can match the Cayenne Turbo on and off the road. Certainly some will perform as well in a straight line, and others will take to the corners with similar gusto, but managing such feats to and from, and then on the off-road trail is something only the Cayenne can do, which is something Stuttgart’s engineers should be very proud of.

And while I already mentioned that this SUV is hardly the poster child of the green movement, it should be noted that a Cayenne hybrid is in development. Reportedly the test mule saves up to 25 percent in fuel and can cruise at 70 mph on electric power alone! It will be no match for the Turbo from zero to 60, but it will do a great deal to appease regulators who are coming down hard on polluters. It will also reach anew kind of Cayenne buyer, allowing Porsche to increase sales further than the amazing 57 percent improvement it enjoyed from June 2006 to June 2007. Popular? The word doesn’t quite do justice.

So as much as I’ve complained about some luxury and convenience items missing from the spec sheet, and pricing that is often hard to stomach, Cayenne buyers hardly seem to care. Porsche couldn’t have hoped for a greater success, and no doubt has its collective fingers crossed for a similar take-rate on the upcoming Panamera four-door. Interestingly, the high price of entry can actually be perceived as a bonus to Cayenne Turbo buyers, being that they’re unlikely to see one parked next to theirs at the dinner club, let alone in the shopping mall parking lot. Need is obviously not part of this equation.