It’s one of Porsche’s best-selling models, and has now received the first major update. Ben Zachariah gets lost in the Austrian alps testing the new 2024 Cayenne, and explains why it’s more than a mere facelift.
2023 Porsche Cayenne
The 2024 Porsche Cayenne is – according to the German sports-car company – a nose-to-tail update for the SUV, which originally launched in 2017.
While we would normally refer to this as a mid-life facelift – little more than a cosmetic freshen-up to keep the vehicle from becoming stale in most cases – Porsche has instead made some major changes to the Cayenne, and its exterior style is arguably the least significant of those changes.
This newer Cayenne also can’t be called a ‘mid-life’ update, as Porsche has another major update planned for the SUV which will extend its life out to 2030 – at which point, we could be saying goodbye to the petrol-powered Cayenne. An electric Cayenne is due to be introduced in 2025, riding on an entirely new platform – and potentially adopting a new design.
For what it’s worth, this new Cayenne looks good. It has a subtle, handsome quality that catches the eye, without ever being shouty or over-the-top. There was never any issue with the outgoing model, but the new one is, we think, an improvement. More like a short, back, and sides than an entirely new ‘do.
Inside, Porsche has adopted a similar look to the electric Taycan, moving the gear selector to an upright part of the dashboard, opening up the area around the centre console and decluttering the space between the two front occupants.
Headlining the technological changes are a new set of HD-matrix headlights and updated safety systems, as well as the option of up to three digital monitors inside – including one specifically for the front passenger – which we’ll discuss in detail further on.
Porsche has also developed new shock absorbers with two-valve technology – working in conjunction with its trick adaptive air suspension – which it says delivers comfort at low speeds, as well as greatly improving the Cayenne’s cornering dynamics.
In Australia, the line-up has been slimmed down to just four variants – the base Cayenne, plug-in hybrid Cayenne E-Hybrid, Cayenne S, and Cayenne Turbo GT – with all but the flagship Turbo GT available in either wagon or coupe body styles.
Under the bonnets are a 3.0-litre twin-turbo V6 for the base Cayenne, the same V6 being mated to a battery and electric motor for the Cayenne E-Hybrid, and a 4.0-litre twin-turbo V8 for the Cayenne S and Turbo GT.
Power is up across the range too. The base V6-powered Cayenne has increased by 10kW/50Nm, sending 260kW and 500Nm to all four wheels through an eight-speed automatic transmission – enough for a claimed 0-100km/h time of 5.7 seconds.
The E-Hybrid’s V6 gains a gearbox-mounted electric motor with 130kW, adding up to a combined output of 346kW and 460Nm, while offering up to 90 kilometres of electric-only driving and a claimed 0-100km/h time of 4.9 seconds.
Step up to the Cayenne S – which has replaced its 2.9-litre twin-turbo V6 in favour of a detuned version of the Turbo GT’s 4.0-litre twin-turbo V8 – and you’ll get 349kW and 600Nm. That equates to an increase of 25kW and 50Nm over the previous 2.9, which Porsche says is good enough to send it to 100km/h from a standstill in 4.7 seconds.
While that figure is impressive for a large SUV, the range-topping Cayenne Turbo GT can cover the 0-100km/h in an astonishing 3.2 seconds (claimed), thanks to outputs of 485kW and 850Nm from the 4.0-litre twin-turbo V8.
As reported by Drive in April 2023, along with the host of changes, prices have gone up across the range, from $2100 to $14,300.
How much does the Porsche Cayenne cost in Australia?
The base 2024 Porsche Cayenne wagon costs $140,200 before on-road costs – up $5900 from the pre-facelift model – while the Coupe version has gone up by $3100, costing $148,200 plus on-road costs.
Those wanting the plug-in hybrid, the E-Hybrid wagon is priced from $155,900 before on-roads – up $5000 – with the E-Hybrid Coupe from $161,600, with its price rise of $2100 being the smallest increase of the entire range.
Dropping their twin-turbo V6 engines for twin-turbo V8s, the Cayenne S wagon and Coupe have gone up by $5700 and $5000 and now cost $181,000 and $190,000 before on-road costs respectively.
The flagship Cayenne Turbo GT Coupe – which isn’t available as a wagon – is by far the most expensive at $366,200 before on-roads, after a $14,300 price rise.
To be sure, these are just a starting price, with Porsche boasting one of the more extensive options books for owners wanting to load up on tech or customise the colour and materials of the cabin.
| Key details | 2024 Porsche Cayenne E-Hybrid Coupe |
| Price | $161,600 plus on-road costs |
| Colour of test car | Crayon Grey – $5000 |
| Options | Rear-axle steering – $3570 Porsche Active Suspension Management – $4750 Porsche Dynamic Chassis Control – $6870 Sports exhaust system – $5970 Carbon Design Package – $15,340 Tinted HD-Matrix LED headlights – $5720 Tinted LED taillights – $5720 Interior Carbon-Fibre Neodyme Package – $3570 22-inch Sport Design Wheels – $8510 |
| Price as tested | $226,020 plus on-road costs |
| Drive-away price | $244,811 |
| Rivals | Volvo XC90 | BMW X5 | Mercedes-Benz GLE |
How much space does the Porsche Cayenne have inside?
The 2024 Porsche Cayenne Coupe is 4930mm long, 1983 wide, and 1674mm high, while the wagon version is 4930mm long, 1983mm wide, and 1697mm high.
There’s plenty of space in the two rows of seats – enough to seat four people happily – and a relatively large boot. The cargo area is between 434 litres and 1344 litres, depending on whether the back seats are up or down.
The coupe does sacrifice some cargo area to its sloping back-end, but most people aren’t going to get close to filling up the boot unless they’re on a big family holiday or are moving house.
In the wagon version, cargo space is 772 litres in the rear, and 1708 litres with the back seats folded down.
Curiously, we did find the driver’s seat position felt as if it was pushed a little out to the edge of the car towards the door – however, the electric seats and steering adjustment meant our perfect seating position took mere seconds to find.
| 2024 Porsche Cayenne E-Hybrid Coupe | |
| Seats | Five |
| Boot volume | 434L seats up 1344L seats folded |
| Length | 4930mm |
| Width | 1983mm |
| Height | 1674mm |
| Wheelbase | 2895mm |
Does the Porsche Cayenne have Apple CarPlay and Android Auto?
With up to three screens placed across the dashboard – neither of which are the same size, which annoys me in ways I won’t bore you with – occupants can connect Apple CarPlay and Android Auto to the infotainment system wirelessly.
The Cayenne comes with Sound Package Plus as standard, which includes a 10-speaker audio system. For those wanting a higher level of sound quality, a 710-watt Bose Surround Sound System with 14 speakers and an additional subwoofer can be optioned, as can a Burmester 3D High-End Surround Sound System boasting 21 speakers and 1455 watts.
Both Spotify and Apple Music can be accessed as integrated apps, while streaming provider Screenhits TV will allow videos to be watched either on the 12.3-inch central infotainment screen when the car is stationary, or on the optional 10.9-inch screen mounted ahead of the passenger while driving.
Porsche has added a special film to the passenger screen which means the driver cannot see it and be distracted by it, allowing the video streaming to work while in motion. The passenger can also access a second set of digital instruments that include a compass and speedometer, as well as music apps.
There are two fast-charging USB-C ports in the front storage compartment and another two in the rear of the centre console for back-seat passengers.
Porsche also advertises a 15-watt wireless charging pad – with cooling, to prevent overheating during charging – but unfortunately we weren’t able to get either of our two iPhones to work, despite having relatively thin cases on them.
Is the Porsche Cayenne a safe car?
The 2024 Porsche Cayenne has yet to be tested or certified by the Australasian New Car Assessment Program (ANCAP) at the time of writing.
However, the pre-facelift model was tested by ANCAP’s European counterpart, Euro NCAP, when it was first released, gaining a five-star safety rating based on the less-stringent 2017 testing criteria.
Porsche has upgraded many of its active safety systems for the new Cayenne, including changes to its Adaptive Cruise Control system. As well as matching the speed of the vehicle in front, the system now has an Evasion Assist function, which will help the driver to make an evasive manoeuvre around another vehicle in an emergency situation.
When turning right against traffic, the Porsche will monitor oncoming traffic up to 10km/h, and can autonomously apply the brakes if it detects a collision with another vehicle.
The company also claims to have “extensively” updated its Lane Keep Assist function, with the Cayenne able to centre itself in a lane during slow-moving and stop-and-go traffic.
One of the big updates is the debut of Porsche’s HD-Matrix LED headlights, which can illuminate the area ahead of the car at night while blocking its own light from blinding other road users ahead.
It’s a similar system adopted by other luxury car companies, but could make country driving a lot safer for Cayenne owners in Australia, alerting them to pedestrians, parked vehicles, and wild animals well before an accident has a chance to happen.
| 2024 Porsche Cayenne | |
| ANCAP rating | Not tested |
How much does the Porsche Cayenne cost to maintain?
The Cayenne runs on a one-year/15,000km service schedule – with intermediate services required at two years/30,000km and six years/90,0000, while major services are conducted at four years/60,000 and eight years/120,000.
While the norm in the 1990s and 2000s, Porsche is one of the few luxury car brands to continue with a paltry three year warranty – albeit with unlimited kilometres.
Porsche is yet to confirm servicing costs at the time of writing, but the pre-facelift Cayenne Turbo GT cost $995 for a basic service, $2050 for the intermediate service, and no price given for the major service.
For the first three years, expect to pay in excess of $4000 for servicing, though your local Porsche dealership will be able to quote servicing costs.
Annual insurance will cost approximately $4656 for an entry-level Cayenne Coupe based on a comparative quote for a 35-year-old male driver, living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
| At a glance | 2024 Porsche Cayenne E-Hybrid Coupe |
| Warranty | Three years, unlimited km |
| Service intervals | 12 months or 15,000km |
| Servicing costs | $995 (3 years) $2050 (5 years) |
| Battery size | 25.9kWh |
| Driving range claim (WLTP) | 90km |
Is the Porsche Cayenne fuel efficient?
Being a plug-in hybrid, the Cayenne E-Hybrid coupe can drive up to 90 kilometres in urban areas on battery power before the petrol V6 has to take over, according to the WLTP test cycle.
Because of that, it skews the fuel consumption ratings, as they are based on a 100 kilometre drive.
Porsche claims 1.5 to 1.8 litres of petrol for every 100 kilometres driven, but unless you stop to recharge the 25.9kWh battery after 100 kilometres, you’re going to start eating between 15 and 18 litres of petrol every 100km, highway to city respectively. So it’s worth plugging in every night.
On freeway driving, the estimated battery range drops to a maximum of 74km (WLTP).
When we jumped in our E-Hybrid, the dashboard told us we had 70 kilometres of electric driving range before we headed off. But after a combination of highway and town driving – 76 kilometres in all – we still had five kilometres of emissions-free driving left on the dash, giving us a total of 80km of range and matching Porsche’s claims.
For the V8-powered Cayenne S, Porsche lists combined fuel consumption of 12.4-13.4L/100km, though our limited time with the car didn’t allow us to test those claims.
Fuel Consumption – brought to you by bp
| Fuel Useage | Fuel Stats |
| Fuel cons. (claimed) | 1.5-1.8L/100km |
| Fuel cons. (on test) | 2.9L/100km |
| Fuel type | 95-octane premium unleaded |
| Fuel tank size | 75L |
What is the Porsche Cayenne like to drive?
On the road, the new Porsche Cayenne drives a lot smaller than it should for both its size and weight.
It’s almost astonishing actually, considering this vehicle weighs up to 2500 kilograms for the hybrid variant – the vehicle we spent the most amount of time in. This does not respond like a 2.5-tonne SUV has any right to.
It appears to be a combination of psychological trickery owing to the very light electric steering and the excellent ride and handling from the new suspension.
The cream-cheese smooth tarmac in the alpine region of Austria meant we were never crashing over potholes or bouncing across rough worn-out road sections that would reveal the Cayenne’s weight.
And the way the Porsche pulls itself around corners while the body remains flat means it never billows around bends as overweight SUVs can do.
Unfortunately, the electric steering is overly light and somewhat dead for my liking, as far as road feedback and response is concerned. Perhaps it’s Porsche engineers trying to dial out the weight of the car, perhaps it was exacerbated by Austria’s baby-bum roads, but the lifelessness didn’t make me desire to use the steering wheel.
It’s not something I’d normally care about in a luxury family SUV, but when the crest of Porsche is in the centre of the steering wheel, I would argue these things matter more than they do with other makes and models. The frustrating thing is that steering feel – even with electric assistance – is something we know Porsche can do well. In fact, they’re arguably the best at it.
In a straight line, both the Cayenne S and the E-Hybrid provided sufficient forward thrust – but while the 4.0-litre twin-turbo V8 sounded absolutely excellent under load, it does seem as if driving through town with silent battery power makes the E-Hybrid significantly more versatile and luxurious. And when required, the V6 sounds pretty good, too.
We also had the opportunity to drive the Cayenne on some muddy, gravel roads, and the Porsche maintained its composure so well, it was difficult to tell the vehicle wasn’t on a standard asphalt roadway.
| Key details | 2024 Porsche Cayenne E-Hybrid Coupe |
| Engine | 3.0-litre twin-turbo petrol V6 |
| Power | 224kW @ 6400rpm petrol 130kW electric 346kW combined |
| Torque | 420Nm @ 1340-5300rpm 460Nm electric 650Nm combined |
| Drive type | All-wheel drive |
| Transmission | Eight-speed automatic |
| Power-to-weight ratio | 141kW/t |
| Weight (kerb) | 2455kg |
| Tow rating | 3500kg braked 750kg unbraked |
| Turning circle | 12.1m |
Should I buy a Porsche Cayenne?
We are going to reserve our final thoughts for when we drive a Cayenne on Australian roads, but what we’ve experienced so far is very promising.
Rather than developing an all-new platform, Porsche’s engineers have nipped and tucked – an inch here, a millimetre there – all of which adds up to a car that is a mile ahead of the old one. They’re masters at it.
As per usual, the interior of the Cayenne is absolutely top-notch, with a classy look, excellent use of materials, and exceptional build quality. The buttons are easy to find and use for the most part, and the user interface of the infotainment is relatively easy to navigate.
While we’re looking forward to driving the frankly absurd Turbo GT, we think there will be plenty of buyers lining up for the new V8-powered Cayenne S – a vehicle that could very well be one of the last of its kind.
There will always be those who are content with the V6-powered base Cayenne, but it’s the updated Porsche Cayenne Coupe E-Hybrid that we came away most impressed with.
It isn’t so much a car of compromise, but one that can do everything. Load up the kids and take it to Thredbo Village in winter, ditch the kids and drive it down The Great Ocean Road in summer, take it to work, do the school run – whatever. The only real compromise is the price, which will keep it out of reach of most.
Its fast-back body style, excellent driving dynamics, and 90km of electric driving range is sure to attract a new type of buyer – those who want the flexibility of a petrol vehicle for the weekend, but who is happy to commute to work on battery power throughout the week, and all while doing it in a sporty and fun SUV that is subtle and handsome.
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