2023 Porsche Cayenne review

The price for one. While Cayenne used to start at $153k, it now asks $165,200. That’s before the spend up on options, of which there are plenty. This particular machine rolled with a few that took the price to $200k, which is rather a lot for a base model Cayenne. There is more standard equipment this time around with adaptive cruise, smart key, charge pad and 20-inch wheels on the list, for instance.

The facelift rearranges the front and rear ends, Cayenne now with compound eyes via the inclusion of matrix LED headlights as standard. The bonnet (complete with power dome), guards, bumpers and grille designs are all (subtly) new, as are the rear bumper, tailights and lower apron.

The engine is revised, the 3.0-litre V6 turbo now with 260kW (plus 10) and 500Nm, up 50. Cayenne has emissions figures of 265g/km and fuel consumption is 11.6L/100km (rightcar.co.nz).

The line-up also offers an E-Hybrid at $182,500. This uses the same V6 as the Cayenne paired with a new, more powerful 130kW/460Nm electric motor, giving a combined output of 346kW/650Nm. There’s also a bigger 25.9kWh battery and an electric range of up to 90km. An improved 11kW on-board charger also allows for faster AC charging, while the WLTP fuel consumption is just 1.8L/100km, meaning no fee to pay.

The V8 is back for the Cayenne S ($209,300), a 4.0-litre twin-turbo with 349kW and 600Nm allowing for a 0-100km/h run of 4.7sec. Each version is also available in the Coupe bodystyle for a $5k-$7k premium, while there is also the Cayenne Turbo GT Coupe at $369,900, replete with 485kW. A GTS has also been added to the range, with a 368kW/660Nm V8 and a sports tuned chassis and a price of $249,9990. 

The Cayenne cabin has been digitised in the redesign, with a layout akin to the Taycan’s. They haven’t gone overboard with the touchscreen/digital madness, retaining a separate air con panel and a few real switches, making it all straightforward in operation. There’s even a real knob for the volume control. The tricky panel of buttons for the air con has a satisfying haptic feedback when pressing the touch points. 

The touchscreen itself isn’t hard to use either, though some of the touchpoints are a tad small. There are more embedded apps like Spotify and Apple Music, and additional connectivity, just not for Android users though. There’s a 12-inch digital instrument display, with a range of views, including the familiar arrangement of five dials for the faithful. Want even more screen time? Option another 10-inch unit for the passenger ($2670) to save them having to reach across the dash…

You’ll notice the gear lever has gone, replaced by a stubby little selector on the dash. While that frees up console space, its positioning is a little awkward, your hand always searching for it. So too the siting of the start button on the other side of the wheel. Guess you’ll eventually get used to it.

The charge pad has a lid to conceal a device, and is air conditioned, as some of these trays can get quite hot when they are juicing. The finishing is sound but there’s too much plastic. While it’s of the nice variety, at this price level it grates. So you’ll need to add the extended leather option.

Active cruise is now standard, with improved functionality. While it’s controlled via a wand slung off the steering column, it’s not concealed by the wheel, and is easy enough to operate. There are other handy helpers like blind spot minders and self parking, while lane keeping is a cost option, and not recommended; it’s of the annoying sort.

There’s plenty of adjustment at the seat and wheel, although the latter is manually operated. This has the optional 18-way adaptive sports seat (a snip at $750) with deeper, adjustable side bolsters. While a bit firm, they do hold you in place well.

The cargo hold is decent, well shaped, while the powered tailgate rises quickly and quietly. As this has air springs, you can press a button and the rear lowers to aid loading. The rear seat is split 40/20/40 for added load versatility and is easily folded.

Most should find enough space to sprawl in the rear, and there’s an easy entry. The optional panoramic roof is $3800 that we’d save but it doesn’t rob headroom and makes the cabin feel more spacious, airier.

The standard suspension set-up now comprises steel springs and new adaptive dampers said to offer better everyday ride comfort in the normal drive mode setting while also enhancing handling ‘during dynamic cornering’.

Can’t comment on that as this Cayenne was fitted with the optional air springs ($4430).

These are also new, moving from a three-chamber design to dual-chamber, two-valve technology, and while we’re not sure exactly what that means, the intention is for a more marked difference between the modes (Normal, Sport and Sport Plus) along with better ride quality and sharper handling; “improves driving precision and performance, and reduces body movements in dynamic driving situations”.

Cayenne never seems to disappoint on roads of interest, even the entry model. This engages without being too taxing when you want to cover ground swiftly but calmly. There’s no need to move the dial on the drive mode switch, the suspenders maintaining a balance of ride decorum and control while the powertrain is responsive enough. The road noise is okay too, only noticeable on the coarser surfaces.

Up the ante, click into Sport mode, and there’s a slight stiffening of the air plungers that lets a few of the sharper jolts through but it’s still entirely civil. It’s the management of the mass that makes this machine dance. There’s lots of weight, and centred at a less than optimal height, yet it still manages to feel almost nimble.

Minimal roll helps it carve through turns, the steering quick, well weighted and thanks to that stability, wonderfully accurate. With generous 285 cross section tyres up front, the nose grips well, and with those minute electronic interventions helping, it’s not often it strays from a cornering line.

Even hard on the picks (pedal feel thoroughly decent, as always) there’s almost no dive, so it’s quickly into its cornering duties again. The transmission times its downshifts expertly, keeping the engine perky and ready to haul you off the bend, the traction assured by the variable nature of the AWD which mitigates any power-on understeer.

The V6 has a decent midrange, hauling well from 3000rpm and revs quickly to 6500rpm, when the auto plucks another gear. It’s quick enough these days, 0-100 in 5.7sec with the 80-120 taking 3.8sec. It’s subdued sonically but so it goes.

Too many revs gets it drinking, the average peaking at 17L/100km but the long term figure for this tester was 13L/100km.

The air -sprung ride is agreeable yet Cayenne always feels like a machine in control; no wallowing 4×4-ness here. The idle/stop refires the V6 quickly, and it delivers the torque readily with good urge in the 1500-3000rpm zone for easing about in traffic.

While not overly large, Cayenne does feel substantial at times, think congested school pick-up zones and sporting venue car parks. As such, the turning circle could be better, though it’s not quite bad enough to justify the optional rear wheel steering ($3340). The effort at the wheel could be lighter at manoeuvring speeds though. The view from the 360 degree camera is decent however.

While the higher RRP puts it at even more of a premium now, Cayenne is still a good luxury SUV. Think of it as the everyday complement to that 911 in the garage, or more likely, the more practical substitute for the 911 you wish you had.

ModelPorsche Cayenne

Price$165,200

Clean Car DiscountFee– $6900

Engine2995cc, V6, T, DI

Power260kW@5400-6400rpm

Torque500Nm@1450-4500rpm

Drivetrain8-speed auto / AWD

Fuel Use11.6L/100km

C02 Output265g/km

0-100km/h5.71sec

80-120km/h3.82sec (108m)

100-0km/h35.45m

Stability systemsABS, ESP, TV

SafetyAEB, ACC, BSM, LDW, RCTA, ALK, AHB

Luggage Capacity772-1708L

Tow rating750kg (3500kg braked)

Fuel capacity90L

Service intervals12 months/15,000km

Warranty3 years/unlimited km

ANCAP ratingNot yet rated

Weight2055kg (claimed)