When in 1998 Porsche announced it was going to build an SUV, the proclamation was greeted with scoffs and pure horror. How could Porsche turn its back on its heritage by introducing a lumbering sport utility vehicle, many asked. But days after the vehicle, called Cayenne, came to market in 2002, it was clearly a success. It didn’t so much change Porsche’s basic character as extend it, because the Cayenne quickly became renowned as the sports car of the SUV set – a vehicle with off-road credentials that was also a fulfilling to drive. Never one to rest on its laurels, Porsche has expanded the lineup to include the Cayenne Turbo S, Transsyberia and GTS models.
Used 2010 Porsche Cayenne Pricing
The 2010 Porsche Cayenne is offered in seven distinct trim levels with the highest-priced version, the Cayenne Turbo S, retailing for about $127,000 and the Turbo model just over $100,000. The V6-powered Cayenne’s starting price is about $46,500; the naturally aspirated V8-powered Cayenne S has a starting price of about $62,000; and the GTS is close to $73,500. Both V6- and V8-powered Cayennes’ prices are similar to those of the competitive BMW X5 and Audi Q7 models. On the upper end of the spectrum, the supercharged version of the Range Rover Sport is some $25,000 less expensive than the Cayenne Turbo but also offers 110 fewer horsepower. We expect the Porsche Cayenne to enjoy an above-average high resale value, on par with Q7 and Range Rover Sport, but lower than the BWW X5. Porsche Cayennes frequently sell near, at or even above manufacturer’s suggested list prices.
Driving the Used 2010 Porsche Cayenne
While we expected the 2010 Porsche Cayenne to excel in spirited on-road driving, it was the extensive off-road driving we did in the Cayenne that was a revelation to us. Thanks largely to its very sophisticated systems like the optional air suspension system, traction management and Porsche Dynamic Chassis Control, the Cayenne is a superior off-highway performer, making quick work of imposing grades. As you’d guess, the 550-horsepower Cayenne Turbo S is an exciting performer, but buyers with smaller checking accounts (or perhaps simply more conservative with their auto expenditures) will find satisfaction in the V6-powered Cayenne and the V8-powered Cayenne S. In back-to-back comparison, the optional active Porsche Dynamic Chassis Control offers advantages in counteracting body roll but at a stiff price versus the already exemplary Cayenne suspension. For a vehicle with such a wide variety of capabilities, ride quality is excellent and attention to detail borders on sublime.
Interior Comfort
While the 2010 Cayenne is the most commodious of all Porsche models, its interior retains the same sophisticated luxury feel offered by sports cars like the 911. In proper Porsche fashion, the ignition lock is placed to the left of the steering column, while the instrument faces have the no-nonsense look of a sports model. The switches that adjust the suspension are integrated into a busy center console. The "offroad switch" is a toggle that allows quick adjustment of various chassis and suspension settings, and it is accompanied by the Sports button, which alters the responsiveness of the engine and the suspension. Both rows of seats are finished in leather, and leather also decorates the steering wheel rim, door handles, grab handles and other areas where many luxury models use simulated coverings. With rear seats up, the Cayenne accommodates a substantial 19 cubic feet of cargo, but unlike several other European luxury SUVs there is no third-row option.
Exterior Styling
Fresh from a thorough makeover in 2008, the 2010 Cayenne carries over with only minor cosmetic changes. Although it bears a strong resemblance to the original Cayenne, the subtle changes make both aesthetic and functional sense. For instance, the headlights are now moved to the outside of the front fascia and covered with clear glass, improving looks and offering an aerodynamic benefit. The coefficient of drag is also lower than the first-generation SUV, a nod to improved fuel economy and better high-speed handling. Even the standard 17-inch wheels have presence, but the available 20- and 21-inch wheels really show off the huge brakes and calipers that are fitted on the car, a utilitarian style statement.
Favorite Features
The Sport Button Real Off-Road Capabilities
There is something appealingly cartoon-like about a button on the dash that, when pushed, offers, as Porsche describes it, "extra dynamism." Who doesn’t want that?
It would have been simple for Porsche to go light on the all-terrain capabilities of its SUV, since it is likely many of its drivers will never venture off asphalt, so it is more than reassuring to know that Porsche engineers took their rough-country mandate seriously and created a vehicle that can slog through slime.
Standard Features
Befitting a Porsche SUV, the 2010 Cayenne is fitted with a highly sophisticated four-wheel-drive system called Porsche Traction Management (PTM). Using a multiplicity of sensors and inputs, PTM determines the optimum front-to-rear power split with the ability to provide up to 100 percent of engine torque to the front or rear wheels. Also standard is Porsche Stability Management (PSM), which guards against rollover and increases the effectiveness of the brakes on loose and slippery surfaces. Safety gear includes airbags for driver and front passenger, two thorax side airbags and two side curtain airbags. A full complement of convenience items like power seats, power door locks power-operated rear lift gate and 12-speaker audio system are also standard.
Factory Options
The most notable of the Cayenne’s options is the Porsche Dynamic Chassis Control (PDCC) system, which uses computer-controlled hydraulics to counteract body roll in cornering and transient maneuvers. The system uses active, motor-driven anti-roll bars instead of passive anti-roll bars to aid the Cayenne in achieving flatter attitudes for a feeling of security. PDCC is only available on Cayennes affixed with the Porsche Active Suspension Management (PASM) air suspension. Standard on the Cayenne Turbo S,Turbo and GTS and optional on Cayenne and Cayenne S, the system offers integrated self-leveling and ride-height adjustment depending upon conditions and driver desires. Somewhat more mundane but still useful options are a trailer hitch and a cargo-area management system.
Engine & Transmission
The engines in the various Cayenne trim levels represent an embarrassment of riches. All three – 3.6-liter V6, 4.8-liter V8 and 4.8-liter twin-turbo V8 – offer more overall horsepower and torque output and better fuel economy than the first generation Cayenne engine lineup. One key reason is the use of direct gasoline injection technology, which results in up to 15 percent lower fuel consumption plus up to 12 percent better vehicle acceleration. Variable valve timing and a two-stage input in the naturally aspirated V8 are other contributors. 3.6-liter V6 4.8-liter V8 4.8-liter V8 (GTS) 4.8-liter Twin-turbo V8 4.8-liter Twin-turbo V8 (Turbo S)
290 horsepower @ 6200 rpm
273 lb.-ft. of torque @ 3000 rpm
EPA city/highway fuel economy: 14/20
385 horsepower @ 6200 rpm
369 lb.-ft. of torque @ 3500 rpm
EPA city/highway fuel economy: 13/19
405 horsepower @ 6500 rpm
369 lb.-ft. of torque @3500 rpm
EPA city/highway fuel economy: 11/17 (manual), 13/18 (automatic)
500 horsepower @ 6000 rpm
516 lb.-ft. of torque @ 2250 rpm
EPA city/highway fuel economy: 12/19
550 horsepower @ 6000 rpm
553 lb.-ft. of torque @ 2250
EPA city/highway fuel economy: 12/19
KBB Vehicle Review and Rating Methodology
Our Expert Ratings come from hours of both driving and number crunching to make sure that you choose the best car for you. We comprehensively experience and analyze every new SUV, car, truck, or minivan for sale in the U.S. and compare it to its competitors. When all that dust settles, we have our ratings. We require new ratings every time an all-new vehicle or a new generation of an existing vehicle comes out. Additionally, we reassess those ratings when a new-generation vehicle receives a mid-cycle refresh — basically, sprucing up a car in the middle of its product cycle (typically, around the 2-3 years mark) with a minor facelift, often with updates to features and technology. Rather than pulling random numbers out of the air or off some meaningless checklist, KBB’s editors rank a vehicle to where it belongs in its class. Before any car earns its KBB rating, it must prove itself to be better (or worse) than the other cars it’s competing against as it tries to get you to spend your money buying or leasing. Our editors drive and live with a given vehicle. We ask all the right questions about the interior, the exterior, the engine and powertrain, the ride and handling, the features, the comfort, and of course, about the price. Does it serve the purpose for which it was built? (Whether that purpose is commuting efficiently to and from work in the city, keeping your family safe, making you feel like you’ve made it to the top — or that you’re on your way — or making you feel like you’ve finally found just the right partner for your lifestyle.) We take each vehicle we test through the mundane — parking, lane-changing, backing up, cargo space and loading — as well as the essential — acceleration, braking, handling, interior quiet and comfort, build quality, materials quality, reliability.
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