- Doors and Seats
5 doors, 5 seats
- Engine
4.0TT, 8 cyl.
- Engine Power
404kW, 770Nm
- Fuel
Petrol (95) 11.9L/100KM
- Manufacturer
4WD
- Transmission
Auto
- Warranty
3 Yr, Unltd KMs
- Ancap Safety
NA
Porsche Cayenne Turbo 2019 Review
It’s been an SUV powerhouse for three generations, but this all-new Porsche Cayenne Turbo is the first that’s truly all things to (almost) all people.
While the original Cayenne Turbo (2002) opened the world’s eyes to just how fast and capable an SUV could be, it failed to balance its physics-defying dynamics with ride comfort worthy of such a big and heavy beast.
Today’s third-generation Cayenne Turbo, on the other hand, is a proper luxury hyper-express. It has the hushed refinement and suspension compliance expected of a mega SUV like this – one approaching 300 large in fully optioned form – as well as an underlying level of performance and handling ability that will blow most punter’s minds, in conjunction with proper off-road talent.
Watching a Cayenne Turbo squat on its haunches and blast madly forward is one thing; seeing one jacked up in Terrain mode, with the centre and rear diffs locked, clamouring over rocky inclines, is entirely another. Does this SUV have the greatest band width of any car on earth?
- Stunningly rapid performance
- Superb agility
- Beautifully refined ride
- Snatchy low-speed braking response
- Awkward gearlever action
- Multimedia system needs finessing
Is it right for me?
Besides the obvious yacht-club cred in having ‘turbo’ written alongside ‘Cayenne’ on this Porsche SUV’s tailgate, as well as the allure of having a twin-turbo V8 beating away under the bonnet, the logic behind overlooking the rest of the Cayenne range for the slightly unhinged Turbo is flawed.
The model below it – the twin-turbo 2.9-litre V6 Cayenne S – is such a superb piece of kit in terms of lusty performance, fruity exhaust note and delightful agility that the Turbo appears to have ‘indulgence’ written all over it. But the Turbo’s mind-blowing blend of sports-car performance and dynamics with super-sensible cruise-ability, practicality, and even economy if you drive it gingerly, is deeply seductive …. if you can afford it.
Can I afford it ?
How long is a cruise round the Pacific? How many hens does it take to change a lightbulb? It’s not an easy question to answer, even though it’ll be a resounding ‘no’ for most of Australia.
The Cayenne Turbo starts at $239,400 – a not inconsiderable $85K more than the V6-engined Cayenne S – though with a bunch of dynamic and cosmetic enhancements, our test Turbo tipped the pricing scales at $272,150. If you can afford it, you probably don’t need to ask, but if you can’t, that’s a bloody big wedge for a bloody fast SUV.
Your alternative is to go for a Cayenne S and option it to the eyeballs with additional kit if you don’t need a twin-turbo V8 that nails 0-100km/h in 4.1 seconds. There’s not a whole lot wrong with the Cayenne S’s 5.2-second time for the same discipline – marginally quicker than the original Cayenne Turbo!
What do you get for your money?
Deceptively refined pace for one thing, but the Cayenne Turbo isn’t just about performance. It’s a luxurious, beautifully presented premium SUV with pretty much everything that garnishes that territory.
The Turbo nails the equipment basics. Guard-filling 21-inch wheels, outstanding sports front buckets, expensively crafted leather upholstery that covers more than just the seats, and a surprisingly excellent 14-speaker 710-watt Bose stereo that is good enough to make you question the need to spend another $10K on the 21-speaker 1435-watt Burmester option (though the sound of that set-up must be seriously ear-splitting).
There’s an extensive array of safety equipment too (with a Porsche twist – they aren’t as nannying as other systems, and much smoother in operation), but once you start dabbling in Porsche’s extravagant options catalogue, you can watch tens of thousands of dollars disappear with a few mouse clicks.
Our test car was loaded with all the dynamic options that should be mandatory on an SUV as rapid as this – rear-axle steering ($4590), Porsche Torque Vectoring Plus ($3590), Power Steering Plus (with a variable steering rack – $650) and Sport Chrono Package with mode switch ($2690) – as well as 21-inch Cayenne Exclusive Design alloy wheels in Jet Black Metallic ($5400), Night Vision Assist ($4990), LED Matrix headlights in black with Porsche Dynamic Lighting System ($3440), Thermal- and Noise-insulated glass with rear privacy tint ($2990), tinted LED tail-lights ($1530), black aluminium roof rails ($1390), Porsche crest embossed into the front and rear headrests ($990), and an exterior package in high-gloss black ($500).
The grand total for our test Cayenne Turbo? A sobering $272,150, not including on-road costs.
How much does it cost to maintain?
Porsche Australia doesn’t offer capped-price servicing due to varying labour costs in different states, though you should expect service costs to be considerably more expensive than mainstream makes.
Porsche recommends the Cayenne Turbo should be serviced every 12 months or 15,000km by an authorised dealer. Indeed, maintaining an impeccable service record on any Porsche is paramount to its long-term worth – both monetarily and in mechanical condition. Years one, three, five and seven are regular-maintenance services; years two and six are intermediate services; and years four (60,000km) and eight (120,000km) are major services.
Porsche’s new vehicle warranty covers the Cayenne for three years/unlimited kilometres, though you can purchase additional warranty coverage that covers an additional year ($1890) or two years ($2890). On a second-hand Cayenne, you can add a two-year expired-warranty renewal for $3290. There’s also a three-year paint warranty and 12-year coverage against corrosion.
The Red Book’s three-year resale estimate for the 2019 Cayenne Turbo is a robust 68.3 per cent, which is on par with most 911s (and way better than a Panamera’s). That’s also eight per cent better than the DNA-related Bentley Bentayga SUV (which starts at $334K).
Is it well built?
Manufactured in the eastern German town of Leipzig alongside the Panamera and Macan, the third-generation Cayenne embodies everything that is great about German build quality – in particular, Porsche’s.
Long gone are the days of sharing various pieces of cabin switchgear with a Volkswagen Golf. The third-gen Cayenne’s trim quality, instrument clarity, and overall feeling of expense is tangible.
If we had to be brutally honest, some of the fonts and the map display in the large central multimedia screen don’t quite match the high-end standard of the rest of the Cayenne’s interior and exterior in their classy appearance, but that’s just software, not fundamental stuff.
What are the Standout features?
The Cayenne Turbo’s stealthily supersonic thrust and incredibly focused dynamics, underpinned by proper off-road ability.
We took the Turbo down some deeply challenging rocky roads, with the air suspension raised to its highest ‘Terrain’ setting and with ‘Rock’ mode engaged (which locks the centre and rear diffs) and the stocky Porsche effortlessly took everything in its stride.
It wasn’t a particularly fast or economical exercise – the twin-turbo V8 crawling along in first or second gear, to ensure we didn’t damage the test car! – but it proved the go-anywhere ability of this toweringly accomplished SUV.
What does it have that others don't?
An almost breathtaking combination of refinement in all areas, mixed with a Jekyll-and-Hyde personality that can switch in an instant – turning this smooth and suave SUV into an equally smooth, but frigging rapid performance car.
Even when giving its all, the Cayenne Turbo’s superb composure can be felt by all occupants. If it wasn’t for the g-force, its pace would be deceptive. A Jeep Grand Cherokee Trackhawk the Cayenne Turbo most certainly is not, and that isn’t criticism!
How practical is it?
In terms of mixing four-seat comfort (the centre-rear spot isn’t what you’d call comfortable) with effortless driveability, adjustable ride height, and impressive cargo space, the Cayenne Turbo nails the brief. But it’s the hidden talents of this SUV that, ahem, elevate its standing among automotive circles.
With its suspension raised to maximum height, the Cayenne Turbo offers 245mm of ground clearance (same as an Audi Q7 but 13mm lower than Volkswagen’s closely related new-gen Touareg on air suspension), and its braked towing capacity of 3500kg is a match for any dual-cab ute this side of a Ram or Chevy Silverado.
The Cayenne Turbo’s load maximum is also a useful 760kg, which is a shed-tonne of camping gear. And with optional rear-axle steering, the Cayenne’s turning circle is reduced from 12.1 metres to an impressively manoeuvrable 11.5m.
Is it comfortable?
You don’t even need to make concessions for the Cayenne Turbo’s extreme wheel size (21-inch alloys wearing 285/40ZR21 tyres up front and 315/35ZR21s at the rear) because it rides remarkably well regardless. That said, imagine how cushy it would be if it wasn’t wearing rapper-spec rolling stock?
Unlike the original-gen Cayenne, whose abrasive ride quality was panned in Australia, the new-gen Turbo on standard adaptive air suspension is almost wafty in its ride comfort. You can ultimately sense that each 21-inch wheel is far from hoola-hoop light – transmitting the road-surface topography back to the cabin in anything other than the default ‘Normal’ suspension mode – but for an SUV this focused, the Turbo’s ride comfort is an achievement. And it’s quiet too, no doubt aided by the option of thermal- and noise-insulated glass.
Same goes for the seating quality in its tombstone-like 18-way sports front buckets. Backed by sporty-looking one-piece shells, with the Porsche crest embossed on each headrest, the Cayenne Turbo’s perforated-leather front seats offer exceptional long-distance comfort. There’s also a huge range of (electric) adjustment, including side bolsters and under-thigh length, as well as three-setting heating and cooling.
The Cayenne’s rear bench isn’t quite so blessed. The 10-position adjustable rear backrest rake is welcome, but the base isn’t quite deep enough to offer true under-thigh support. Overall comfort is good, but not up to the greatness of the front pair.
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Easy in, easy out?
For all its bulk compared to something like a Boxster or 911, the Cayenne is actually quite svelte when parked alongside many competitors. You don’t need sidesteps as a means to an end when jumping on-board, and if you’re really mobility-challenged, you can always dump the suspension on its guts to aid entry and egress – or raise it to the hilt if you love stirring the pot.
The Cayenne’s triangular door grab handles are really effective in providing some leverage when climbing in and out, though the front seat cushions’ side bolsters do cop a bit of a hit every time you slide in and out.
Space and versatility?
The third-gen Cayenne rides on the same 2895mm wheelbase as its predecessor and continues to offer an excellent combination of space, versatility and useability.
The 18-way sports front seats can be adjusted every which way, the front door bins easily house 1.5-litre water bottles (one-litre in the rear doors) and the front passenger has three grab handles – on the door, roof, and centre console – from which to hang onto in moments of terror. There’s a nifty wallet-holder slot aft of the gearlever, below the electric park-brake switch, and a pair of USB slots under the centre armrest, as well as a wireless charging pad … that doesn’t charge phones unless you option it.
The Cayenne’s rear seat gets proper roof and door grabs, dual-zone climate control, two USB ports, as well as a 10-position rear backrest and loads of foot, toe and leg room, even with the front seats at their lowest setting. The rear seat itself is adjustable fore-aft and offers good lateral support and a great view from the centre position, though under-thigh support isn’t amazing and that centre seat is only really comfortable for kids. But you could easily spend many hours luxuriating in the outer two spots.
Great boot too – a beautifully trimmed cargo hole which Porsche claims holds 745 litres (or 1680 litres with the 40/20/40 rear backrests folded). And the tailgate opens electrically, as you’d bloody well hope for the Cayenne Turbo’s sticker price.
What's the engine like?
A relatively quiet achiever, but also a massive over-achiever. There’s a docility to the Cayenne Turbo’s 4.0-litre twin-turbocharged petrol V8 that stems from its enormous torque reserves – 770Nm from 1960-4500rpm – and almost invisible turbo lag in normal driving situations (they’re now mounted between each cylinder bank, which shortens the exhaust paths between the combustion chambers and the turbos for “more spontaneous response”). And when you want it, there’s 404kW (from 5750-6000rpm) waiting to lift you up and thrust you forward.
The Turbo’s Porsche-developed twin-turbo V8 is related to the Audi-developed twin-turbo V6 engine in the Cayenne S in that they share bore and stroke dimensions, as well as the aforementioned turbocharger placement. Porsche says that locating the counter-rotating twin-scroll turbochargers in the engine’s ‘vee’ results in significantly more compact dimensions, enabling the V8 to be installed lower and further back – benefitting the Cayenne’s centre of gravity and weight distribution.
How much fuel does it consume?
With the bonus of a 90-litre fuel tank, the Cayenne Turbo can achieve a theoretical range of 756km at the official government combined-cycle fuel consumption of 11.9L/100km. The Turbo’s highway figure is 9.5L/100km, while its urban figure is a more representative 16.4L/100km. In all instances, the twin-turbo V8 requires 98-octane premium fuel.
On a test route of more than 600km, often three up, or with the back seat down and the boot loaded, our Cayenne Turbo’s trip-computer average hovered around the mid-11s. Porsche claims the Turbo’s maximum speed (a dizzying 286km/h) is achieved in sixth gear, with seventh and eighth used as overdrive gears to enhance efficiency.
Is it enjoyable to drive?
Massively so, and not just for its grunt. The Cayenne Turbo is one of those vehicles that feels naturally attuned to any environment you throw it into – be that lazily tootling to the local shops, trudging through the daily traffic grind, hauling the whole family across country, or tackling a one-up twisty road drive.
Even navigating roundabouts in this all-wheel-steered Turbo is a textbook exercise in effortless manoeuvrability, and even though the steering only has 2.2 turns from lock to lock, it never makes the Cayenne feel too darty or nervous. That said, as soon as you jump into a regular hatchback you wonder where all the steering response went!
Dialling up through the Cayenne Turbo’s various drive modes (Normal, Sport, Sport Plus and a configurable Individual mode) introduces firmer damper, weightier steering, and sharper throttle and transmission response, yet unlike the chalk-and-cheese settings in so many cars, the step-ups in Porsche’s SUV are finessed and expertly calibrated.
We spent much of the time in Sport mode, switching the dampers between Sport and Normal depending on the road surface, yet even in default Normal mode, the Cayenne Turbo is a formidable performance SUV. Ramp up to Sport Plus, though, and this 4926mm-long SUV weighing more than two tonnes does a remarkable job of shrinking around its driver. Seated deep in its confines, you’d swear you were in a Macan.
It’s on a really twisty road, though, where the Cayenne Turbo’s physics-defying dynamics really shine. The fast-geared steering melds seamlessly with the rear-axle steering and active anti-roll bars to make the Cayenne feel almost chuckable. The way it favours drive to the rear axle when punching out of tight corners is grin-inducing, and you genuinely feel like you’re flogging a sports car – flapping away on the steering-wheel paddles, extending that glorious V8 right up to the 6800rpm redline, and relishing the handling poise of this phenomenal SUV.
Yet the Cayenne Turbo does have its flaws. Its muscular braking system – huge 415mm front discs with 10-piston calipers and 365mm rear discs with four-piston calipers – is forceful and tireless in hard driving but the pedal response is touchy and difficult to modulate in low-speed situations. And the gear selector frequently fails to deliver reverse or Drive when you intend it to, unless you’re OCD-perfect in squeezing the lever’s back selector section, then using the full extent of its movement (ie. using it properly!). Any laziness is rewarded with an embarrassing dose of neutral.
The Cayenne’s climate control also worked hard in NSW’s hot Christmas weather. In high-30s temps, we had the climate control set to 17 degrees, air on recirc, with both front-seat fan coolers cranking, and it took some time for the system to achieve crisp comfort. There’s also insufficient air flow through the low-mounted centre-dash vents in ‘auto’ mode – most of the air was diffused through those in the upper dash section. Perhaps that’s yet another of the joys of driving a metallic black car!
Does it perform as you expect?
You’d have to be a harsh critic not to be impressed by the Cayenne Turbo’s pace. Deceptive yes, but hugely effective in its ability to haul a fully loaded SUV along at an absolutely cracking clip.
Porsche claims 4.1 seconds to 100km/h for a stock Cayenne Turbo, or 3.9 seconds when fitted with an optional Sport Chrono package with mode switch ($2690), which mounts a small drive-mode dial on the steering wheel and also includes launch control (when the dial is in Sport Plus mode).
The drive-mode dial has a ‘sport response’ button in its centre which, when pressed, delivers 20 seconds of enhanced response to accelerator inputs – making the Cayenne Turbo feel even perkier than it already does. Admittedly, there is some turbo lag when you nail it off the line as the boosted V8 mobilises 2175kg worth of SUV – activating ‘Performance Start’ every time simply isn’t practical – but there’s a hastening of proceedings when you push the dial’s centre button.
The downside of all this is that much of the Cayenne Turbo’s supersonic stonk is wasted in speed-restricted, over-regulated, under-driver-educated Australia. That’s an unequivocal fact. But the flagship Cayenne also has more than just this hard-edged performance personality up its sleeve.
Cruising along on the freeway, drinking in the distant V8 burble from its four exhaust pipes and delighting at the soothing calm of its beautifully damped ride, luscious seats and superb refinement, there’s an air of imperviousness to the Cayenne Turbo that is infectious.
It’s as great at the day-to-day stuff as it is at keeping sports cars honest and rocky mountains accessible. There’s little doubt it’s the greatest performance SUV on sale today, yet after having lived with one in almost every environment imaginable, I’m now just as certain that the new-gen Cayenne Turbo has the broadest band width of any vehicle on earth.
2019 Porsche Cayenne Turbo price and specifications
Price: $239,400 (before on-road costs)
Engine: 4.0-litre twin-turbo petrol V8
Power: 404kW at 5750-6000rpm
Torque: 770Nm at 1960-4500rpm
Transmission: 8-speed automatic, AWD
Fuel use: 11.9L/100km