The Porsche Cayenne 9PA at a glance
The former pride from Zuffenhausen
There are sad scenes that take place on the gravel yards of the flag traders on the major arteries of the republic. Somewhere wedged between run-down luxury limousines and leasing returns, it stands out. The former pride of Swabian engineering and the figurehead of the successful businessman of the 2000s. But the paint is off, because in old age a Porsche Cayenne is usually nothing more than an old used car that, instead of taking its next owner directly from A to B, sometimes chooses the detour via the field with economic bankruptcy. To avoid this, we have summarized the most important tips for you when buying an SUV.
Life for the Porsche Cayenne began positively as the third series driven by Wendelin Wiedeking. From 2002, the SUV models developed jointly with Volkswagen rolled off the assembly line in a factory built especially for final assembly in Leipzig, and customers ordered as if the estimated at least 60,204 euros (Cayenne S) were just small change. The customer was offered 340 hp in the entry-level V8, served with a 4.5 liter displacement. If you wanted more, you could play with the two turbochargers and order the Cayenne Turbo with 450 hp or the Turbo S with an incredible 521 hp for a whopping 40,000 euros more.
Wide range of services
But the price list also had something in store for bargain hunters: namely the 3.2 liter six-cylinder petrol engine with 250 hp contributed by Volkswagen. It was already available for just under 50,000 euros and from 2003 also with a six-speed manual transmission instead of the six-speed automatic that was initially mandatory. With the V6, however, the 2.2 ton SUV also brought the sedate. The measuring device threw a meager 9.1 seconds when accelerating to 100 km / h and the top speed was similarly modest at 216 km / h. The V6 was able to boast above all with moderate consumption. At 13.2 liters, it was around seven (!) Liters less than the turbo model. For the personal account: in the case of the turbo, one speaks of super plus fuel.
Cayenne GTS: jammed sports car
With the facelift carried out in February 2007, Porsche changed the appearance of the Cayenne only minimally. The expansion of the engine range to include economical direct injection engines was more important. In addition to the now 550 hp Turbo S, the new star of the series was also the particularly sporty styled Cayenne GTS with a 405 hp naturally aspirated V8. Its performance was more in the region of the now 385 hp Cayenne S, but the look of the GTS was much more impressive.
Economical V6 diesel
The Cayenne diesel, available from 2009, had to do without the dynamic look of the GTS, but the oil burner equipped with a 3.0-liter V6 engine from Audi was not slow. 240 hp and 550 Newton meters of torque (more than the Cayenne GTS) made for a pleasant driving experience without the driver being threatened with poverty at the gas station. 9.3 liters of diesel per 100 kilometers was again a figure in 2009 that was easy to live with and which compensated for the lack of one or the other horsepower. It should be noted, however, that the diesels in the first Porsche Cayenne mostly only had the Euro 4 emissions standard.
Solid base, hardly any rust
Routine mass production with a high quality standard. This is most likely to be the case when it comes to the body of the Cayenne. Provided that there are no accidents, there is usually nothing wrong with 10-year-old vehicles. At most, the additional rubber seals on the doors rub off the paint a little, yellow the headlight lenses, which are not very UV-resistant, or the bumpers require a cure with the paint gun. Rust? Rather negative. And yet it is worth taking a look under the Porsche, because the Stuttgart sports SUV has lived a life in the country and, despite the frequently installed air suspension, occasionally touches down. Damage to the underbody or sills would then be a gateway for the brown plague. The 12-year warranty from Porsche against rust perforation does not help with this type of damage.
Check the chassis carefully
The axles of the Cayenne are also largely problem-free. Mostly equipped with the height-adjustable air suspension, the Porsche can score with a solid road holding even in old age. Only worn-out wishbone bearings and defective shock absorbers make it rumble and wobble. The air suspension struts are only defective in exceptional cases, as they are encapsulated by a metal shell. Leaks in the system are most likely to be recognized by the acoustically well perceptible, frequent start-up of the air compressor, which acknowledges hours of continuous operation with a piston seizure. But even then it does not have to automatically mean that an air bellows is defective, because the air connections occasionally cause grief.
Expensive wear parts
Brakes and tires, on the other hand, are part of the normal wearing parts, of which the Porsche, depending on driving style, consumes a lot and plentifully. Often it is precisely this that is saved with the last owner, which is a good argument for the used car buyer to reduce the price sustainably. Because the cost of a complete renovation can quickly rise to three to four thousand euros. And what use is the most dashing SUV if the 20-inch alloy wheels are fitted with treadless slicks? On the other hand, there is no discount if the optional carbon brake squeaks like an arriving freight train. This noise development is simply due to the technology and even accompanies Porsche drivers in 2019.
Probably the most sensitive point of the Cayenne is the power transmission. If in the models with the six-speed manual gearbox only the heavily loaded clutch including the release bearing is a problem area, the automatic machine with its complex all-wheel drive causes significantly more difficulties, especially in old age. While an oil loss can still be determined by the normal driver, guessing begins with a slight partial throttle jolt. From 150,000 kilometers, old oil (Porsche only plans to change the oil from 200,000 kilometers) can also be a worn clutch or a defective valve body. Incorrect adaptation values of the converter electronics cannot be ruled out either.
For a layperson, an odyssey begins, which usually ends with the replacement of the entire transmission. An expensive undertaking, because Porsche charges more than 3,000 euros net for a replacement transmission, excluding wages. It is cheaper to get in contact with workshops that specialize in repairing and repairing gearboxes. They are distributed all over Germany and once you have found a specialist, it is also worth taking a look at the cardan shaft center bearing. The rubber element tends to wear out prematurely and is only available with the complete shaft (in the Porsche Center roughly from 800 euros).
Well-engineered engines, vulnerable exhaust system
Everything except boxer and four-cylinder. That is the motto in the bow of the Cayenne. But neither the V6 diesels contributed by Audi nor the V8 engines (Porsche’s own design) cause real problems. Assuming regular maintenance, the units run smoothly. Add-on parts such as the alternator or servo pump can show quirks with age, but no more than other cars. Nevertheless, you should ask the previous owner about the oil consumption, especially with the turbo models, there are often more expensive repairs behind consumption beyond the mandatory 1 liter per 1000 kilometers specified in the service book.
It’s just a shame that the exhaust system spoils the balance sheet. Insufficient effectiveness of the catalytic converters, defective lambda sensors and, last but not least, leaky flexible pipes in the exhaust pipes cost nerves, time and immense money. Sometimes the self-diagnosis of the engine management responds, then the control lamp in the instrument cluster lights up. A fact that resourceful dealers can also conjure up, which is why it is advisable to read out the error memory at a neutral workshop or an automobile club before buying.
Electronics with weaknesses
That Porsche also only boiled with water at the beginning of the 2000s is best seen in the electronics of the Cayenne. Countless control units in all possible places in the vehicle cause system failures, especially in early models. In addition, the control units are sometimes put out of action by moisture. Particularly affected by this phenomenon: vehicles with the large panoramic sliding roof.
The fact that the first-generation navigation device also occasionally takes a short electronic vacation is hardly significant, because it works so slowly that it is better to use the mobile phone for navigation. If the car is also equipped with the speech dialogue system, no overly exaggerated expectations should be placed on this system either. It works – most of the time. Not more. Thank God these are the only failures of the electronics, because everything that is important for the actual driving usually lasts the life of the car.
Partly cheaper interior
Horrible, that’s the first thought when you step into a Cayenne from the very beginning. With their exaggerated leather look and greasy look, the plastics are simply unattractive and cheap. In addition, the sharp Porsche Controlling greets from the past with chipped soft paint on all kinds of control elements. Porsche was at least partially aware and installed, of course at an additional cost, at least for the dashboard a fine leather cover. From 2007, however, the material quality in the interior increased noticeably. Of course, leather was also available for the seats, but only at an extra charge for the entry-level models. The seat heating required in our latitudes was not part of the standard equipment on US models, which is why this feature is often missing in re-imports.
Porsche Cayenne at the Golf price
As successful as Porsche’s first SUV was on the market, it is just as tempting today to put on “big pants” with the bolide of yore. But be careful: Cayennes of the first hour (built until 2007) are actually only something for self-propellers. Many kilometers and dubious previous owners including obscure checkbooks are the sure downfall for your own checking account. Then something newer. But the price increases with the year of manufacture, because after the facelift the cars are still noticeably more expensive. In addition, their upkeep also requires a good financial cushion. If you have that, you can get a 2008 Cayenne with around 100,000 kilometers and (important) a complete Porsche checkbook for the price of a current basic Golf. (Authors: tv, sj | Images: Manufacturer)