Driving the Porsche Cayenne S Is an Emotional Experience

Each time I drive a Porsche, I’m instantly pissed off. It’s unimaginable to not sit within the completely thought-about cockpit of a automotive from the northern finish of Stuttgart and stew about the way it will get all the pieces good. Like how the steering column generously telescopes the wheel towards you in a rigorously thought-about seating place (low, reclined, with loads of thigh assist.) Or how the inside is at all times fashionably austere and timelessly elegant. Then, when you’re on the street, how effortlessly right all the pieces is relative to virtually each different automotive in its section.

Driving the refreshed and re-V-8’d 2024 Cayenne S is additional proof of that idea. Stuttgart’s engineers might’ve simply phoned it in right here; The Cayenne has been so good for therefore lengthy. As a substitute, Porsche took the E3-generation Cayenne, did a number of thankless and invisible mechanical upgrades, subtly refreshed the inside, and critically, re-installed the V-8 rather than the disliked 2.9-liter twin-turbo V-6.

For an SUV, all of this effort appears weird. It’s a runabout, a sensible object. Simply give it some huge screens, perhaps some enormous wheels, and make it spill-proof for the youngsters. So why undergo the difficulty of constructing a very wonderful, luxurious, and shockingly emotional SUV?

It begins with the return of the V-8. Volkswagen Group’s 4.0-liter V-8 is among the most prolifically produced engines on the planet. It goes in nearly each single premium mannequin below the group’s huge umbrella: From the Audi A7 to the Lamborghini Urus, and even the Bentley Continental and Bentayga. Not solely does it have to work as a strong, considerably environment friendly, emissions-friendly engine, but it surely additionally has to match all kinds of name personalities.

Each variant I’ve pushed of the 4.0-liter has felt distinct, related solely within the best of particulars. The place the Audi RS7’s explosive 600-horsepower variant is a mid-range torque monster with a flatulent exhaust, the Bentley permutation is a dignified, muscular athlete. Then, the Urus is only a 657-horsepower knife-wielding assassin.

But the comparatively diminutive 468 hp model that powers the brand new Cayenne S is likely to be the very best one of many pack. Loopy to say, contemplating it’s down 200 hp on the Urus. Like the remainder of the Cayenne, its V-8 has a sublime one thing that solely Porsche might actually pull off.

As a substitute of prioritizing brutality like its friends, the Cayenne takes a step again and intentionally tones down the shock worth. The exhaust doesn’t thunder with deep bass. As a substitute it has wealthy, filling mid-range tones which are nearer to a Maserati Quattroporte than a sober German sport SUV. There are genius touches of element work within the synthetic engine sound pumped into the cabin, which leads to probably the most convincing pretend sounds I’ve heard in any automotive.

Execs: Wonderful Inside, Emotional Powertrain, Unbelievable Dealing with

By some means, the Cayenne completely replicates the stank-face-inducing trill of a V-8 at low rpm and heavy throttle. And it soulfully captures the valve-overlapping howl of a high-revving engine regardless of solely revving to six,800. Utilizing (I believe) a mix of lively drivetrain mounts and its door-mounted stereo audio system, it completes the impact with vibrations that subtly buzz your toes as you attain the rev limiter as if your foot is immediately linked to the engine.

The torque-converted automated transmission shifts as ferociously as a dual-clutch, and the wheel-mounted paddles elicit an on the spot response. And since the engine is so comparatively underpowered and frivolously boosted, it’s responsive, making linear energy to redline. Even when it is all a cautious ruse, I don’t care. The phantasm is so genuinely unimaginable that it’s nearly as good as a naturally aspirated V-8.

Instead of the earlier single-way adaptive suspension is a two-way adaptive damper with impartial changes for compression and rebound. Mixed with a brand new, extra responsive two-chamber air system (rather than the outdated three-chamber system), the precision of the suspension management is commendable.

The up to date suspension feels particularly noticeable in medium-sized, short-duration bumps that might usually jostle passengers out of their seats. Within the Cayenne, the impartial management of compression and rebound cleanly arrests the upward movement of the bump with out bringing it again down too shortly. For probably the most half, it’s a magic carpet journey, save for the harshest of cracks.

However there’s virtually no logical clarification for the way nicely the practically 5,000-pound SUV handles. Set to Sport Plus mode, with its air suspension lowered totally, the hulking factor settles into a pleasant rhythm on a backroad. The burden just isn’t invisible. Fairly, it’s a part of the dialog. With lively sway bars, the Cayenne corners largely flatly, which feels weird in one thing so tall. It virtually tips you into pondering it might roll extra cornering pace, till it lastly provides up and settles into recoverable understeer. All of the whereas, the digital energy steering is basic Porsche: An ideal V-shaped effort curve, sturdy on-center, and a murmur of details about remaining entrance traction.

Cons: Barely Uneven Experience, Annoying Contact-Delicate Buttons, Mild On Normal Tools

A lot as driving the Cayenne is as soul-fulfilling as plate of BBQ, it nonetheless must function a sensible, modern runabout. Porsche addressed that with a light-weight facelift: A blockier, extra aggressive entrance fascia, and three-dimensional, virtually skeletal tail lights. The inside replaces conventional air vent slats for satisfyingly knurled single air administrators that really feel match for a Ritz Carlton greater than a household SUV. And the brand new gauge cluster is clear and crisp, making it straightforward to neglect the analog cluster of earlier than.

Flip the methods again into Regular mode and the Cayenne drops the perspective. As current because the V-8 was, it disappears upon command. Street noise is minimal, and the seats are supportive, tender, and cozy for passengers back and front, with an particularly first rate quantity of rear legroom.

The trunk is giant sufficient to be thought-about a cargo bay, and at a cruise, the V-8 even manages a reasonably astounding 23 miles per gallon in the actual world. My complete common, together with a wholesome dose of backroad carving and wanton acceleration, was nonetheless at 18.5 mpg.

It appears, then, that the 2024 Cayenne S can do little fallacious. Certain, it’s steeply priced at $133,910 as examined. And that worth doesn’t embrace a panoramic sunroof, which is prison on this class of automotive. However what it lacks in options and flash, it makes up for with dollops of substance.