2024 Porsche Cayenne S | UK Review
The V8 S might be all the new generation Cayenne you'll ever need - is it also the one you want?
The new Porsche Cayenne lineup is all about improving bandwidth, from the chassis boasting greater comfort and dynamism to the model accessing more power and range than ever before thanks to enhanced electrification. It’s all about more Porsche, more of the time - which sounds like a very good thing in a car that was already hugely popular among buyers (you may have heard). It also means that the latest S potentially looks like something of an outlier, given it has no hybrid assistance, or claims made of its circuit-crushing ability or even particularly wild performance figures. (Because 0-62mph in less than five seconds no longer really counts as wild.) Instead, it is framed as a no-frills, conventional Porsche SUV. Not great for marketing perhaps, but potentially a sweet spot for anyone reading this.
It is V8 after all. As covered in the international first drive, the switch from 2.9 V6 to 4.0-litre V8 is arguably the most significant change for this generation of S. It’s been tweaked from its previous installation in GTS models - a single scroll turbo instead of a twin configuration, electronically controlled wastegates, two-stage variable valve lift - and is a fraction more powerful (474hp v 460) plus a tad less torquey (443lb ft against 457lb ft). It doesn’t get much mention, because more power and usability from a bigger engine - 440hp and 406lb ft were the old S outputs - isn’t necessarily a great look these days. But it's true the old V6 never felt like quite enough engine for the Cayenne in any state tune, whereas the V8 complemented it like Helles with a currywurst. So it ought to be a match made in PH heaven.
The feelgood offensive begins immediately. The sound is unmistakable from the moment the switch is turned and a faint burble bursts from the exhausts. In almost every driving situation, despite a relatively modest state of tune, the V8 is a veritable horse whisperer; consistently impressing on you the idea that ample reserves stand ready should you need them. Even with the installation as smooth and subdued as it is here (the sports exhaust really might be a worthwhile option), the sense of abundance is never in doubt. And that makes you feel great.
Porsche’s press car is in relatively modest spec for a media demonstrator (£10k of options really isn’t a great deal in 2024); with fairly small-looking 20-inch wheels and the optional air suspension, it’s pretty majestic at motorway speeds. It never needs more than 2,000rpm, noise from everywhere is next to non-existent, the seats are superb and it’s easy to look at the 450 miles to empty on a full tank and wonder how few stops would be needed for the whole thing. The more annoying driver assists are easily deactivated, too, the crystal clear displays show that augmented reality HUDs really are overkill, and phone pairing is a cinch. With the towbar also optioned, it feels built for mighty distances and epic journeys - so much so that a few miles on the M4 demonstrates it with aplomb.
On more testing tarmac there’s even more to talk about, chiefly because the S isn’t one of the all-conquering, indefatigable uber SUVs we’ve become used to when talking about the Cayenne. The Turbos and GT Packages of this world are freakish in their ability to eliminate roll, pitch and seemingly any other intrusion from the road surface. Understandably, this car isn't quite as bewildering as that, it not having the lightest wheels or brakes or the same rigour applied to its settings, meaning the Normal mode for the air suspension betrays a modicum of slack, which, by turns, Sport Plus then makes too firm. Happily, the mid-tier Sport setting does an excellent job of bringing together both ends of the spectrum; anyone who finds its compromise wanting is probably the sort of customer Porsche ushers to the sportier models anyway. Or else are persuaded to tick some more options like Porsche Dynamic Chassis Control and Porsche Torque Vectoring Plus, both of which require air suspension in the first place.
Configured as it is, the Cayenne S still does an awful lot very well indeed. Those giant rubber doughnuts around the wheels are plump but wide (255-section front, 295-section rear), so traction and purchase are never in doubt; on those rare occasions the limits are breached it remains a model of composure. The steering is spot on in terms of weight, response and speed, and the active rear-wheel steer is so well integrated that only the spec sheet gives it away. The brake pedal puts many sports cars to shame, and the eight-speed auto is next to faultless in both its standard and manual modes. It’s a supreme car for maintaining momentum, guiding it with accurate, satisfying inputs, though there is still sufficient depth available to reward those who push harder. Just don’t expect a Turbo GT because it has a V8. For everything short of a track day, it’s going to be fantastic. Honestly, it's hard to imagine eliminating the air suspension from the options spend would improve things. Ditto the thought of choosing larger wheels.
Issues? Precious few. Just occasionally there’s the feeling a bit more top-end wallop wouldn’t go amiss, though truthfully that feels more representative of how silly fast previous iterations have been rather than highlighting a meaningful performance deficit. The swiftness of that auto gearbox helps here, too, motoring you along with a lower ratio in a split second. The latest interior is broadly very nice, too - though the HVAC plastic panel can flex a tad, which is slightly incongruous with the rest of Porsche's impeccable build quality. That such a trifling concern warrants a mention speaks to the level the Cayenne is operating on.
Indeed, in being far from the most Porschey and focused Cayenne out there, the V8 S occupies a persuasive spot as a fundamentally very pleasant combustion-powered SUV. Obviously, it won’t be able to defy fuel gauge reality in town with electric running or out-accelerate a 911, but the appeal is obvious for those that want maximum ability with minimum fuss. With a healthy dollop of V8 charisma ladled on top. Whether taking the family to Europe or towing a race car around the UK, it’s hard to think of much better. This is why the V8 Cayennes have often proved hugely popular, and the reputation - as Porsche intended - takes no backward step.
Let’s be honest here, too: anyone purchasing a new Cayenne is in the fortunate position of being spoilt for choice. At some point spending more and more must feel like a diminishing return. What meaningful extra, really, is more horsepower, grip or braking ability going to bring? Stick a trailer and an old Boxster on the towbar for some real fun. Rest assured the new Cayenne is capable of everything that’ll ever be required of it and plenty more besides - and this one comes with an exceedingly likeable petrol engine on top. Don’t buy another SUV - don’t buy another Cayenne, in fact - without giving it a go first.
SPECIFICATION | 2024 PORSCHE CAYENNE S
Engine: 3,996cc, V8, twin-turbo
Transmission: 8-speed auto, four-wheel drive
Power (hp): 474@6,000rpm
Torque (lb ft): 443@2,000-5,000rpm
0-62mph: 4.7 seconds
Top speed: 170mph
Weight: 2,160kg (DIN)
MPG: 22.8
CO2: 282g/km
Price: £84,400 (price as standard; price as tested £95,089, comprising First Aid Kit for £9, Bose Surround Sound system for £1,052, Surround View with Active Parking Support for £1,116, Privacy glass for £389, Rear-Axle steering for £1,325, Power steering plus for £222, Adaptive air suspension for £1,760, Electrically extending towbar system for £945, Stainless steel skid plates (front and rear) for £879, Off-road package including compass display for £1,389, 20-inch Cayenne Sport wheels for £704, Algarve Blue Metallic for £899)
My current V8 Diesel S Cayenne has proven impossible to replace, such is its breadth of capability... cabin quality, effortless performance, 33mpg average, huge torque, comfort, range, towbar, and general awesomeness at everything I throw at it.
I would love have moved to a newer cabin by now, but they stopped making the excellent diesels, and the petrol V6s are gutless and need too many revs. The Turbos are crazy thirsty. The hybrids are heavy, complicated and don't suit my long range use, and reduce boot space a bit.
A relatively sensible petrol with OK (if not quite 627 lb ft diesel levels) of torque low down is exactly what I (and obviously enough other customers) have been screaming for.
Bringing back the petrol V8 in this slot in the range makes perfect sense to me. The S should never have been a V6.
Very excited, and hope it sells really well so I have plenty lightly used examples to choose from down the line. Meanwhile, I'm sticking with the thumping great diesel.
If only Audi would put this low tune v8 into a q7 between the 3.0 and sq7 then add some buttons to the interior. That would be an incredibly practical thing, especially if they could match the Porsche price.
Like a poster said above, though, I'd prefer a diesel but I guess those days are gone.
Porsche cayenne s £85k
Audi sq8 £89k
Bentley bentanga £ 169k
Lamborghini urine £188k
It does look remarkably competitive.
Porsche cayenne s £85k
Audi sq8 £89k
Bentley bentanga £ 169k
Lamborghini urine £188k
It does look remarkably competitive.
I remember my X5 4.8iS being a complete mess in the corners and under braking for example. The engine did make a lovely noise in fairness to it though.
Porsche cayenne s £85k
Audi sq8 £89k
Bentley bentanga £ 169k
Lamborghini urine £188k
It does look remarkably competitive.
I’m sure the petrol V8 is brilliant and if you can afford a near as dammit £100k SUV fuelling it shouldn’t be an issue. Though if you are towing or doing serious distance a diesel really is a better fuel for moving a big lumps like this. Shame it’s been demonised by the press and govs.
Porsche cayenne s £85k
Audi sq8 £89k
Bentley bentanga £ 169k
Lamborghini urine £188k
It does look remarkably competitive.
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