I drove a base Cayenne as well as a Cayenne Turbo, which sits below only the Cayenne Turbo S E-Hybrid in the Cayenne hierarchy. sellers/partners may use an autodialer to text or call, and that a portion of any call may The engine is decoupled from the transmission and reduced to idling speed, thereby avoiding its braking effect. To find the best deals near you, please enter your ZIP code. The result: the wheels and brake system stay clean for longer. The Cayenne’s wheelbase remains unchanged, although its body is nearly three inches longer. The 2.9-liter twin-turbo V6 engine produces a whopping 434 hp. 322 lb-ft of torque @ 1,340-5,300 rpm And adapts the gear change strategy and speed. Only available for the Cayenne Turbo. Pay constant attention to vehicle data via the Porsche Connect app or My Porsche. Thankfully, the Cayenne retains physical controls for the volume and basic climate functions, which are easier to use and require less time with your eyes off the road. Each “spot” does require you to press down fairly firmly to activate the control, so you won’t accidentally turn them on or off simply by brushing them with your hand. The standard steel-spring suspension delivers a firm, sometimes jerky ride, but it can be enhanced with the PASM (Porsche Active Suspension Management) system adding dual-mode shocks that adapt to changing road conditions. For the most part, similarly equipped rivals from Lexus, BMW, Mercedes-Benz and Audi cost far less, although the Land Rover Range Rover Sport is more expensive. EPA city/highway fuel economy: 18/23 mpg It is also possible to use Apple CarPlay®. Read full review, The 2019 Porsche Cayenne currently has The acoustic experience can vary depending on the model equipment and environment. Contact an authorized Porsche dealer, request the information material or register for exclusive Porsche news. The active-shock setup with the PASM system not only improves ride quality, it enhances cornering and traction, adjusting in milliseconds to changing road surface conditions as well as the owner’s driving habits. There’s no mechanical button to go to the next track, and the programmable button on the steering wheel simply jumps to the next station on the dial rather than among your presets. Acceleration and passing power are never in short supply, with the new 3.0-liter turbocharged V6 propelling the Cayenne to 60 mph nearly a second faster than the previous generation. Standard safety equipment includes front and rear side airbags and Porsche’s Warn and Brake assist. My test vehicle rung up at $146,590 — the biggest culprit being the carbon-ceramic brakes, which were $5,580 all by themselves. It includes high-resolution and non-reflective10-inch touchscreen displays mounted in the backrests of the front seats. Other advantages include improved corrosion resistance of the brake discs, even during prolonged idle periods, and significantly reduced formation of brake dust. The Cayenne has few standard active-safety features, limited to automatic forward emergency braking with pedestrian detection, front and rear parking sensors and a backup camera. Inside, the five-seat Cayenne has plenty of room for passengers. Powering the 2019 Porsche Cayenne is an all-new line of engines, starting with a 3.0-liter turbocharged V6 good for 355 horsepower and 322 lb-ft of torque. With an optimally integrated vehicle charge port, practical equipment and intelligent charging options for at home and on the road. 335 horsepower @ 5,300-6,400 rpm Standard fare in the Cayenne is impressive, although not as complete as some less expensive competitors, and adding features can quickly run the Cayenne’s price tag into the high-$80,000 range. How Much Does the 2019 Porsche Cayenne Cost. For low consumption with maximum performance: the 335 hp combustion engine reaches its maximum torque of 6,500 rpm at 1,340–5,300 rpm. With even more passion and precision. 3.0-liter turbocharged V6 + electric motor (Cayenne E-Hybrid) Many competitors also come standard with advanced driver assists that are optional on the Cayenne. My test vehicle rode on 21-inch wheels to boot, which usually means the ride is going to get choppy. The maximum torque of 6,800 rpm is reached between 1,800 and 5,500 rpm. Handling is vastly improved, making this midsize SUV ride and drive more like the 911, yet the Cayenne’s 9.4 inches of ground clearance permit it access to pathways the 911 will never know. The gauges feature an analog center tachometer flanked by configurable dual 7-inch digital gauges and readouts, and the massive 12.3-inch touch screen dominates the center stack. So much so, in fact, that at times it made me forget my frustrations with the control scheme or the lack of standard safety tech.

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