2019 Porsche Cayenne First Drive Review: My Perfect Spec
Porsche鈥檚 SUV may have triggered outrage among purists back in 2002, but by the time this third-generation, 2019 Cayenne arrives it鈥檚 an unarguable mainstay of the range. Lighter, faster, and more tech-savvy than its predecessors, this may be the entry-level Cayenne but it鈥檚 still no slouch. 66k SUV is the sweet spot. As is the Porsche way, the design changes are firmly on the evolutionary rather than revolutionary end of the scale. A tweak to the four-LED cluster of daytime running lights at the front is the most noticeable change to the 2019 Cayenne鈥檚 fascia. At the rear, a 911-inspired light bar that spans the full width of the SUV is probably the clearest indicator that you鈥檙e looking at the third-generation. The standard wheels are now up an inch, to 19-inches, but Porsche says upgrades there are the most common among buyers. Don鈥檛 be surprised to see most Cayenne riding on 21-inches, then, if not the new 22-inch options.
That overall subtlety hides a revolution, however, not to mention the key to this new Cayenne鈥檚 success. The old car used nearly no aluminum in its body: this 2019 model now relies on the lightweight metal for a full 47-percent of its hung body parts. The doors, roof, hood, and fenders front and rear are all aluminum, while an aluminum front axle replaces the old steel version. It makes a huge difference. The original Cayenne was 4,784 pounds; the second-generation coaxed that down to 4,497 pounds. This 2019 Cayenne, though, is just 4,377 pounds, despite having more standard safety equipment and other improvements. You notice that pretty much straight away on the road. 0-60 comes in 5.9 seconds, or 5.6 seconds with the Sport Chrono package added. Top speed has risen 9 mph, to 152 mph, and there鈥檚 a new 8-speed Tiptronic S transmission with a torque convertor and an integrated front axle differential.
Porsche says it opted for the torque converter versus the more performance-minded PDK for its higher towing and off-road performance. All-wheel drive is standard, with Porsche Traction Management and an electronically-controlled wet multi-plate clutch. It can direct up to 100-percent of the engine鈥檚 torque to either the front or the rear axle, as conditions demand. If you checked the Sport Chrono package, meanwhile, you get selectable shift programs and a choice of four drive modes; cars without it get a more straightforward Sport button. 65,700 starting price and send it spiraling upward. 15k on extras, and they have plenty to choose from. That said, after driving several hundred miles in a couple of configurations, I know what I鈥檇 suggest. 3,750 upgraded interior is lovely, with extended leather among other improvements, but the standard cabin is more than sufficient. 2,000 option for active damping. It鈥檚 less than half the price of the three-chamber air suspension - which now has more air volume to increase the range - but makes a vast difference to the poise of the car on its standard steel suspension.
As well as carrying more speed into corners when it鈥檚 fitted, the Cayenne rides flatter around them, too. 3,490 on the new Porsche Surface Coated Brakes (PSCB). 1,130 Sport Chrono package. As well as the improvement in performance, and the stopwatch mounted on the top of the dashboard, you get a Sport Plus mode alongside the standard Sport mode, plus an Individual preset which you can configure to your own tastes. They鈥檙e all controlled with a handy little dial mounted at 5 o鈥檆lock on the steering wheel, while a center button there maximizes all of the performance settings for 20 seconds, perfect for taking advantage of an overtaking opportunity. One welcome standard-fit item is the newest iteration of the Porsche Communication Management (PCM) infotainment system, which includes online navigation, Apple CarPlay, and 10-speaker audio. Its 12.3-inch touchscreen - now Full HD resolution - is joined by a pair of shaped 7-inch displays that flank the analog tach in the driver鈥檚 instrumentation.
It鈥檚 quickly becoming one of my favorite infotainment platforms. For a start it鈥檚 fast and responsive, with no lag to the touchscreen. You can heavily customize the homescreen, too, with multiple resizable widgets for navigation, multimedia, and more. Porsche uses proximity sensors so that normally the UI is clear of most buttons, but they appear when your finger is near. The rest of the dashboard has been pared back, with fewer controls in the center console leaving it looking less overwhelming. Porsche鈥檚 decision to go with touch-sensitive buttons also means there are no key blanks if you鈥檙e missing a feature; there鈥檚 less chance of passengers noticing that this entry-level Cayenne is, well, entry-level. Instead they can enjoy the slightly larger cabin and 15-percent more cargo space. The Cayenne is a fiercely important car for Porsche, particularly in the US. More than 770,000 of the first two generations have sold worldwide, with the US accounting for a whopping 37-percent of that total. The arrival of the smaller Macan, meanwhile, allowed Porsche to nudge the Cayenne more upmarket - and more expensive. It鈥檚 a welcome surprise, then, to discover that just because this 2019 Cayenne is the starting point in the third-generation range, it鈥檚 in no way underwhelming.