There still may be some grousing among sports car purists over the decision by Porsche to build a sport utility vehicle, but the German manufacturer’s family and associates could not be more pleased.
In 2003, the first time Porsche ever offered anything but a sports/GT coupe or cabriolet, U.S. sales of the four-door Cayenne SUV totaled 12,920. That was almost as many as all of the company’s sports cars put together. Sales of the Boxster, the 911 Carrera and 911 Carrera 4 totaled 15,496.
Any time a car company — even one as small as Porsche — can nearly double its sales with a new model, it has to be regarded as something upon which to build, carping from a few of the faithful notwithstanding.
So now comes the 2004 Cayenne, an expansion of the SUV line, but downward. It is billed as “entry level,” if by entry you mean something well north of $43,000. It also carries the first V-6 engine ever in any Porsche, likely to be snorted at by some of the cognoscenti because it comes from Volkswagen.
The Cayenne, which starts at $43,665, joins the V-8 Cayenne S ($56,665) and the Cayenne Turbo ($89,665). It carries the same price as Porsche’s lowest-priced sports car, the Boxster.
But hardly anybody ever buys any Porsche at the starting price. All Porsches come into the world swaddled with the longest options lists in the industry, including such items as leather trim for air vents, so it’s easy to bump the price substantially even on the more expensive models.
One interesting option is a computer-controlled and thermostatically operated engine preheater that is completely self-contained and is fueled by gasoline from the fuel tank. It costs $1,700, but would be almost a necessity in areas with below-zero winter temperatures.
The test Cayenne was modestly optioned with upgraded leather seats, automatic climate control, remote locking, 18-inch alloy wheels and heated front seats, which brought the suggested delivered price up to $47,275.
It would not be difficult to tack on a whole lot more with extras, including some for serious off-road enthusiasts: A special package, at $4,390, includes a locking rear differential and front and rear stabilizer bars that can be disconnected for better suspension-system articulation in rough terrain. And there’s an off- and on-road navigation system that goes for $3,050. An air-suspension system is available at $3,200, a sunroof at $1,100 and roof rails with crossbars at $1,640. But you get the idea.
Even with the basics, the new Cayenne is a capable vehicle, with moves on the highway that rival some sports cars. It also is sure-footed on ice and snow — Porsche engineers do some of their winter testing in Canada’s severe and remote Yukon Territory next to Alaska.
Part of the standard equipment is PTM and PSM. PTM stands for Porsche traction management and PSM for Porsche stability management. In the former, 62 percent of the engine’s power on dry pavement goes to the rear wheels and 38 percent to the front wheels. On the slippery stuff, the system can transfer as much as 100 percent of the power to the front or rear wheels, depending on the need. The stability control system, in addition, does a variety of things to engine power and braking to maintain vehicle attitude.
A six-speed automatic transmission gets the power to the wheels. It incorporates Porsche’s Tiptronic manual-shift mode, controlled by the shift lever or buttons on the steering wheel. There’s a low range for tough off-road conditions, operated by a push button on the console.
The combination, coupled with the Cayenne’s inherent good road handling, inspired confidence in some severe driving conditions on courses carved out on frozen lakes in the Yukon. Though no vehicle can cope with glare ice, the Cayenne made the best use of whatever traction could be found.
Other standard equipment includes antilock brakes, side-curtain air bags, air conditioning, leather upholstery and an audio system with CD player.
Though the 3.2-liter V-6 engine is basically the same plant that powers the similar Volkswagen Touareg, the Porsche engineers designed a better-breathing air-induction system that gives the Carrera’s engine 27 more horsepower than the VW’s. The output is 247 horsepower, with 228 foot-pounds of torque available through most of the engine’s rpm range.
But the Cayenne is no lightweight, tipping the scales at anywhere from 4,785 to 5,578 pounds, depending on options. That means acceleration is relatively leisurely — 9.7 seconds to 60 mph, according to Porsche’s specifications.
However, the Cayenne feels stronger than that. Only under the most extreme circumstances, such as going up a steep hill in a rarified atmosphere, does it feel as if the engine is running out of breath.
Inside, the new Cayenne is driver-sociable. The front bucket seats are big, supportive and as comfortable as anything to be found at any price. Noise from wind, road and the engine is muted, so there’s little fatigue in long-distance driving. About the only shortcoming on the comfort scale is the back seats, which are decent enough but do not recline.
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