Written By- Syed Galib ,

Pictures- Ayan Rahman Khan

This all-new, third-generation Porsche Cayenne is the quickest and lightest of the bunch, which tells us something about the amount of technical work they have developed there.

 This is bigger, lighter and broader than before. It has a wider gob, muscle-fit bodywork, and a full-width LED light bar between the rear lights that also features Porsche lettering with 3D impact. The upgrades are good enough, even if you didn’t think the last one was a head turner, there isn’t anything to win you over here, while the updated rear lights are being implemented very seamlessly.

Engines are down on size but up on power. You have four choices for now, starting with a 3.0-litre turbocharged V6 with 335bhp, followed by a 2.9-litre twin-turbo V6 with 434bhp and heading to the 4.0-litre twin-turbo V8 with 542bhp, otherwise known as the Turbo. There’s also a 456bhp V6 hybrid with nous from the 918 Spyder hypercar in its mode strategy. Porsche’s full-strength Turbo S E-Hybrid powertrain has got 671bhp.


“A Turbo with launch control engaged explodes from 0–62mph in 3.9secs and from there it sucks down the path like a mad coaster under you.”

To people who prefer cars to cargo vessels – particularly those who had a Cayman or 911 until children came – the Cayenne has always been the SUV, and Porsche has held to its guns for the latest. Not only driving an SUV is fine, it is excellent driving, full stop.  You sort of need to spec it-in the process of paying up to £10k more-to save the Cayenne from falling victim to its scale and heft.

The rear wheels, for example, will also help steer, like on a 911, and you can plunge into corners with a speed you just don’t anticipate from anything so heavy. It’s disturbing at first, as if the steering is too responsive, but then you remember that with a calculated flip you can handle fast bends instead of a confident bung. The reverse tires are even narrower than the front ones, which contributes to the entire aggressive look.

If you want your Cayenne to drive like a Porsche, its money well spent. If you just want a fancy badge on the front of your tow car, perhaps the case is less strong.

Then there’s the sheer speed of the thing. A Turbo with launch control engaged explodes from 0–62mph in 3.9secs and from there it sucks down the path like a mad coaster under you. Well, then you might sort of anticipate it from a 542bhp V8, but it’s hysterical in an SUV. To be frank, there’s rarely enough route to use it for more than a few seconds and some super-sized brakes are on board to save you – optional Turbo ceramics, or optional fresh tungsten-carbide-coated steels in the others.

Unless, of course, you’re environmentally conscious (or tax thrifty) and would like a hybrid. Porsche says it’s reworked the ethos of the electrically-assisted Cayenne, so that this new version is less about economy and more about performance, which is why it sticks with a V6 instead of a down sized 4cyl. Total power is 456bhp and 516lb ft of torque, a giant leap from the old hybrid’s 410bhp and 435lb ft.



“The fabrics are almost beyond reproach, the consistency and the attention to detail.”

The Cayenne receives the current Panamera cockpit. A hi-definition widescreen is at the core of it all and will not appear out of place in your living space. Under it, and around the gearlever, is a glassy screen with lit symbols instead of pressing buttons.

Touch one and by the fingertip you get a slight tactile vibration. Okay while you’re still in traffic, so it would be good to get a pair of knobs to catch without taking your eyes off the road on the move. That said, there’s always speech interaction and comprehension capabilities comparable to Alexa

There is a central rev-counter behind the board, flanking it with two more cameras. The left one renders conventional rotating dials like a speedo; satellite navigation or other details may even be viewed on the right. Combined with the main panel, you essentially have a mini movie theatre for monitoring anything from the air vents position to the suspension ride height.

The sculpted seats are very close to those in a 911 and they drop low, which makes you think you’re not driving a big Porsche on a hot hatch. There is plenty of storage for the rear passengers – also leggy ones – and there is an additional 100 liters of boot space over the outgoing edition, while the luggage compartment is not as cavernous as you would anticipate. The fabrics are almost beyond reproach, the consistency and the attention to detail.

The Cayenne appears to be the king of user oriented SUVs. The modern frame design and decreased weight make it look much like a luxury saloon, so much so that you question why you wouldn’t just purchase a luxury saloon – or maybe a performance estate.

The hybrid will help the social case for owning one, but if image isn’t a problem then fill your boots – this is a very complete machine.