Porsche’s SUV progenitor has soldiered on for over twenty years as one of the brand’s most respected and best-selling models. It’s never too far-fetched to call it the 911 of SUVs and for the 2024 model, that remains true, hosting a sizeable refresh inside and out, along with new powertrains and plug-in hybrid options.

The entry-level Cayenne still features a 3.0-litre turbocharged V6, but an additional 13 horsepower has been added for a total of 348 horsepower, 368 lb-ft of torque, and a 0-100 km/h time of 5.7 seconds. Should your right foot be itching for more thrust, the E-Hybrid plug-in option nets you 463 horsepower while the Cayenne S is now equipped with a riotous 468-hp 4.0-litre V8. The mid-pack GTS is set to be announced soon, while the Turbo GT remains at the top of the food chain. 

We tested the base Cayenne and the V6 engine is a peach that feels more naturally aspirated than its turbo-boosted setup implies. Smooth and refined, it climbs up the revs with a gentle yet progressive polish that’s a stark contrast to the boom and fizz of the six-cylinder engines in the Mercedes-Benz GLE 450 and Range Rover Sport. The V6 doesn’t kick like a horse, so there’s plenty of breathing room and excuses to upgrade to the Cayenne S, though there’s more than enough thrust for daily workhorse duties. Notably, however, the V6 is a thirsty engine, with our drive yielding 13.2 L/100 km over a mix of city and highway routes.

One of the quietest V6s in its class, the Cayenne hardly emits a cough let alone a hiccup under acceleration, and is heavily muted compared to the X5 or GLE. Listen carefully still, and you can hear some of its machinations at work, but don’t go expecting GT3-level melodies in Sport Plus Mode. Porsche does offer an optional sports exhaust, should you require a mule that opens its mouth from time to time.

A snappy 8-speed automatic transmission runs the show and makes quick work of shifts on command. However, we did notice the occasional hiccup on upshifts and low-speed downshifts, where the vehicle mildly lurches as the gears sync with the revs, reminding us of the GLE 450, which also suffers from similar gearbox bogging. On- and off-throttle applications can result in jerkiness if your pedal inputs aren’t well-judged, though it only seems to be a few software tweaks away from a flawless tune. Still, the 8-speed ZF in the BMW X5 remains the gold standard in low-speed refinement. 

As with every Porsche SUV, the steering is direct and precise, befitting a sporty SUV and amplifying the Cayenne’s dynamic acuity; however, it is on the heavy side. Those accustomed to driving Macans or Cayennes of the past will have no issue acclimatizing to the elevated steering effort but if you’re migrating from an X5, Q8, or GLE, then it might come as a surprise how much muscle you need to use to rotate the wheel. And it’s not just steering effort, but the micro-corrections that are required. The steering is busy as it ebbs and flows with the road’s undulations. While its rivals tend to mute and neutralize those minor oscillations for a more relaxed drive, the Cayenne relays every signal through, so the front wheels may feel nervous and sensitive on your first encounter. Settle in and the stability with muscle memory will come. 

On the flip side, the feedback coming through the steering is sublime and adds that extra layer of driver involvement and engagement. While you can’t park by twiddling your finger along the rim, you will surely feel more of the tarmac below. Our Cayenne also came with the optional rear-axle steering, which rotates the rear wheels up to three degrees for added agility at low speeds and increased stability at high speeds. While not as drastic as the 9 degrees in the Mercedes-Benz EQS, it virtually shrinks the wheelbase, allowing the Cayenne to feel sharper and more maneuverable around tight parking spots.

Hustle the Cayenne down a twisty road, and the justification for its price premium always comes into focus. Fun, engaging, and encouraging at speed, the Cayenne provides a thrilling drive that unravels more layers the quicker you drive. Chunky 315-section rear tires wrapped in sticky Pirelli P Zero summer rubber keep all hands on deck, but if only the V6 provided a more suitable acoustic backdrop. The brakes are surprisingly the strongest part of the Cayenne setup, with six-piston aluminum monobloc fixed calipers that are full of bite and feel. Pedal travel is linear and predictable and oddly enough, the brakes feel track-ready.

Cayennes have always been taut and tightly strung, riding on the stiff end of the spectrum but this base model contains vertical movement nicely on its optional air suspension. Adaptive dampers are standard across the Cayenne model range, yet we still find that the BMW X5 and Range Rover Sport soak up bumps better and neutralize impacts more gracefully. There was more body roll than expected from the Cayenne, and we generally like a bit of lean in our SUVs to give us a lifeline to how much lateral movement it can handle. However, if you desire even flatter cornering, the optional active roll stabilization ($4,090) can help mitigate some of that.

We’re not certain how they made the Cayenne even more handsome with the same basic SUV blueprint but they have, especially in this Coupe trim with its raked-back silhouette. Borrowing avant-garde design cues from the electric Taycan, every curve and line appears cleverly implemented, from the stacked quad headlights to the full-width rear bar. There’s even a rear spoiler that pops up at speed, though there’s nothing that screams base model as much as those two squared-out exhaust tips. 

Furnished with a welcome mix of digital real estate and top-shelf materials, the Cayenne’s new cabin is stunning, as it should be with over $30,000 of options. The knurled finishing on the switchgear wouldn’t look out of place in a Bentley and we’re constantly swept away by the Burmester’s crispy audio. The new steering wheel has been ripped straight out of a 911 and is smaller in diameter than competing wheels from BMW or Audi. But the thin rim feels perfect under my grasp, sporty like a 911, with paddles that emit a nice click and a drive mode dial protruding from the bottom spoke for quick changes.

The turn-key ignition knob on the left side of the steering wheel is no more, now relegated to a push-start button. We admit this saves space but the sense of occasion of igniting a gasoline-fed war drum is greatly reduced. To free up central space, the gear shifter has also been eliminated in favour of a vertically mounted toggle to the right of the driver’s display. The center console, still flanked by two angled grab handles, is less cluttered without it, allowing Porsche to install an extra storage cubby and a small display screen that controls only the cabin ventilation.

A thoughtful 10.9-inch passenger screen will keep occupants busy but it is notably of lower definition than its neighbouring screen. Both work well, are lag-free, and are positioned at the ideal distance to minimize the ATP consumption required for finger-poking maneuvers. Not so nicely positioned are the front seats. Our 18-way adaptive sport seats don’t feel as low or as integrated as previous Cayennes, and you feel like you are sitting higher up in the vehicle. The panoramic sunroof doesn’t open either but we never found headroom an issue in the front. The Coupe’s sloped roofline will restyle your rear passenger’s hair but legroom is generous no matter which of the five seats you select. 

Porsche may receive flak for charging a pretty penny for options but viewed from another lens, it’s admirable that there is so much customization available. Rivalling brands offer less than a third of the options available here. Not that you should but a quick gander at the online Porsche configurator unveils a plethora of mind-boggling distractions. Fancy a paint colour that isn’t on the standard palette? Take advantage of the $15,000 Paint to Sample option to select rarer shades (we’re drooling over the Nogaro Blue or Java Green). Plan to do some off-roading? The $2,280 Off-Road package adds extra underbody, engine, and rear axle protection, along with rock rails with skid plates. Think the car is too heavy? There’s a $17,760 Lightweighting Package, which reduces the curb weight by up to 33 kg with a carbon fibre roof and Alcantara trimmings. You can even have carbon ceramic brakes for $10,350. This is just the standard Cayenne too, mind. And for research purposes (really just for our entertainment), we attempted to spec out the most expensive base Cayenne possible, and that number escalated to – drumroll – $197,830, which is double the base price.

The new Cayenne continues to score top marks in interior quality and road handling, and has moved up the ranks in terms of price, power, and cabin amenities. You can customize the entry-level Cayenne to the moon with options but don’t expect them to significantly amplify the fundamental experience. The polished ride, chassis fluency, and strong brakes largely overshadow the gearbox’s qualms at low speeds, and we found the base V6 to be more than enough for the casual driver while also leaving plenty of breathing room for the S, GTS, and Turbo for those seeking a sportier drive. No matter the spec though, the Cayenne hauls in remarkable style.

Specifications:

Model: 2024 Porsche Cayenne Coupe
Paint Type: Montego Blue
Base Price: $95,400
Price as Tested: $136,950
Wheelbase(mm): 2,895
Length/Width/Height (mm): 4,930 / 1,983 / 1,678
Engine: 3.0-litre turbocharged V6
Horsepower: 348 hp @ 5,400 – 6,400 rpm
Torque: 368 lb-ft @ 1,450 – 4,500 rpm
Transmission: 8-speed automatic
Engine & Drive Configuration: Front engine, AWD
Observed Fuel Consumption (L/100km): 13.2
Tires: Pirelli P Zero; 285/45ZR21 front; 315/40ZR21 rear;