It is better to think about 2024 Porsche Cayenne AS cayenne pepper version 3.5. It’s not a clean redesign, as its underlying crash structure, general dimensions and abundant components carried over from the third-generation Cayenne launched for 2017. However, it’s more than the usual mid-cycle update.
Each of the four carryover models is more powerful (GTS, Turbo and Turbo S E-Hybrid are on hiatus for 2024). The base Cayenne’s 3.0-liter turbocharged V6 now produces 348 horsepower and 368 pound-feet of torque, up 13 and 36 horsepower, respectively. At the other end of the spectrum, the Cayenne Turbo GT’s 4.0-liter twin-turbo V8 now produces 650 hp, up from 631. It will hit 60 in the same 3.1 seconds. The changes to the two models in the center are more substantial.
The Cayenne S loses its 3.0-litre twin-turbo V6 in favor of a 4.0-litre twin-turbo V8. You read right. It’s hard to remember the last time a new vehicle received a increase in cylinders and displacement, rather than the other way around, but here we go. According to Stefan Fegg, director of the Cayenne model line, the V6 had reached the limits of its performance potential with the engine’s 434 hp output and 405 Nm of torque. Porsche wanted to increase horsepower for the nearly new generation, though, which reverted the engineers back to the good old V8 to hit 468 hp and 442 lb-ft. Sounds simple enough, but to sell the Cayenne S in Europe, technologies had to be developed to meet the stringent requirements emissions legislation. These include innovative camshaft sensors, a high-pressure injection system and an electric wastegate, and also help efficiency, albeit official EPA numbers were not available. Those are not found in the V8-engined Turbo GT, which is subsequently not on sale in Europe, Japan and elsewhere.
Frankly, if a V8’s efficiency and emissions can better, equal, or at least approach those of a V6, who the hell is ever going to complain? The answer is nobody. There was a reason we were so bummed when V8 after V8 was replaced by a characterless turbocharged V6 over the course of more than a decade. Porsche/Audi’s V6s were better than most, but you still can’t replace the telltale warp those extra cylinders produce. As we wait for the all-new all-electric Cayenne generation to arrive in the “mid-decade” and be sold alongside this generation and a half for some time, it’s nice to know the gas-powered Cayenne will come down swinging.
Having said that, choosing it is not obvious. THE Cayenne E-Hybrid it gets that updated base V6 plus a more powerful electric motor for a total system output of 463 hp, up from 455. It hits 60 in 4.7 seconds, which is just three-tenths less than the V8. The biggest news is the drums, which expands dramatically from 17.9 kilowatt-hours up to 25.9. Electric-only range estimates from the EPA weren’t available, but the machine shown 45 miles when we entered with a full battery—that would be a huge improvement over the previous 17 miles. However, there is a new, more powerful 11 kW AC battery charger on board, which can reduce charging times at home by up to 2.5 hours with the right home charger.
The E-Hybrid’s acceleration is surprisingly quiet and smooth when driving in the all-electric range. Different combinations of hybrid power sources are automatically displayed on the touchscreen when you operate the wheel’s rotary drive mode knob, including automatic, trickle (saves the current amount of battery for later while driving), and charge (uses the engine to recharge the battery for later in your drive). Conversely, to do this on a Volvo Recharge model requires tap-tap-tap on the touchscreen.
Once again though, the E-Hybrid isn’t just the green choice. It might be a hair slower at 60 and lack that typical V8 warble, but it’s absolutely a performance-oriented powerplant. It was a pleasure to tear through the Santa Monica Mountains, with the electric motor always ready to deliver a jolt of torque right now as the boosted six coils kick into action with an unforgetable engine and exhaust note. The overall experience driving the S was not AS that much better than the E-Hybrid’s broad electric range and lower price: $91,700 versus $95,700 for the SUV with the Coupe costing another $4,000 (E-Hybrid) or $6,400 (S).
One possible blockage: the brake pedal. The E-Hybrid has the same firm initial pedal response as other Cayenne models, but for whatever reason, this leads to some awkward transitions between the regenerative and mechanical brakes that make modulation and jerky stops difficult, especially at slower speeds. . Perhaps this could be attributed to our E-Hybrid test car with the carbon ceramic brake option, which seems utterly nonsensical for this particular Cayenne (if perhaps every Cayenne). Something to watch out for on a test drive.
All 2024 Cayennes other than the Turbo GT get a revised Porsche Active Suspension Management (PASM) system with steel springs and new two-valve dampers that replace the previous single-valve setup. Basically, one valve handles rebound and the other the compression, thus improving suspension composure and ride comfort. Our test cars had the optional adaptive air suspension (standard on the Turbo GT) which features a new two-chamber, two-valve design that does an even better job of the same overall mission while also providing greater differentiation between the Normal, Sport, and Sport Plus driving modes. The aforementioned squeeze in the Santa Monica Mountains certainly confirmed the driving composure, while ride comfort was impeccable on our journey up and down Highway 101 from Malibu in Ojai, Calif.
Another option tried was the rear wheel steering system, which responds quicker than before. While having RWS in a large sedan or sports car It’s now commonplace, the feel of the rear end turning so sharply in such a tall vehicle is strange if impressive.
The exterior is updated, but in true Porsche style, it’s hard to tell unless you look at them side by side. So, go ahead and do it above. Gray cars are the previous design.
The interior is a much bigger deal as it not only represents a new design for the Cayenne but debuts fresh components for Porsche. The dashboard is now fully digital and includes seven layout/design options, but all are in line with the aesthetics of Porsche’s existing caliber (ie, don’t expect futuristic graphics or whatever BMW thinks they do). This includes a traditional five-gauge layout, but the information presented isn’t further customizable, meaning you’re stuck with both a silly G-meter and a seldom-needed tire pressure monitor.
The new climate controls are clearly a response to complaints about Porsche’s two previous climate control concepts (too many buttons interspersed with unrelated buttons followed by fewer, but now hard to find touch-sensitive “buttons”). The new concept is a neat row of physical switches bordered above and below by touch-sensitive icons. It’s a better concept, but the execution is flawed. Pushing down on the icons gives tactile feedback, but the whole black trim moves with each press of the “button,” which feels cheap, especially for a Porsche. The controls are ultimately easier to use without looking, so we’ll record that as a win. The Cayenne also does without the Panamera AND Taycanthe ridiculous touchscreen-controlled vents – don’t expect another future Porsche to have them.
There are no free interior packing lunches, however, so to make room for that tidy set of climate controls on the center console, the old single-stick shift knob was trashed in favor of the Taycan’s dash-mounted paddle shifter. It’s odd in design and placement, but like most electronic shifters, you’ll get used to it.
To its right is the latest Porsche Communication Management (PCM) infotainment system, already featured in the Taycan, 911 and Panamera. The system is more colored compared to the Cayenne’s previous PCM, with icons easier to distinguish at a glance, but is mostly similar in overall user interface concept. This includes the column of menu icons permanently docked on the left side of the standard 12.3-inch touchscreen, including one for quickly activating and exiting Apple CarPlay.
Unfortunately, the new optional 10.9-inch passenger display was not present in our test car. Not unlike the one offered in the Taycan, this touchscreen lets the passenger use the navigation system or watch streaming video (from something called Screenhits TV), while a polarized filter ensures the driver can’t see what’s being shown. Having the in-dash TV might be nice, but in our past experience, focusing too much on other touchscreen controls, especially during sportier driving moments, is a recipe for, well, puking.
Other tech upgrades include USB-C ports all around and a powerful 15-watt wireless smartphone charger that’s cooled to prevent your phone from being incinerated. The optional adaptive cruise control now has an Evasion Assist system that aids the driver with steering and braking support at speeds between 31 and 93 mph. It also includes a new Turn Assist feature that prevents you from turning left when a potential collision with an oncoming car is detected.
The final interior piece is the 911’s multifunction sports steering wheel which includes the rotary drive mode switch and a dedicated toggle button to select functions for both the IP and the available head-up display. No touchscreen immersion required.
All in all, the 2024 Cayenne doesn’t represent a huge difference from the car it replaces, but that probably would have been the case had it been a clean-sheet makeover. This is the Porsche we’re talking about, the epitome of automotive evolution versus revolution. Most people probably couldn’t tell a 2010 Boxers or 911 aside from a brand new one. Sure, when the current fourth-generation Cayenne debuts its all-electric powertrain, now That it will be a revolution.
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