||Cayenne S SUV
condition inside and out,
classic color combo, serviced & well cared
for, no accidents, last 2 owners were long time BMI clients and auto
enthusiasts, very well optioned, AWD, performance exhaust, a lot of SUV
for the money!
|1 key - 1 remote
/ best offer
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available upon request.
(VIN: WP1AB29P56LA64261), (L041) black / (VS) black embossed leather, 6-speed auto trans with manual shift gate,
119,500 miles, built 11/2005, in-service date of 12/14/2005 with 04 miles, sold new in Springfield, IL, dry-sump DOHC
4.5L (32 valve) V8, longitudinally mounted, 340 hp. @ 6,000 rpm., 310 ft-lbs. torque @ 2,500 rpm., bore x stroke: 93.00mm
x 83.00mm, compression ratio: 11.50:1, Bosch Motronic ME 7.1.1 electronic fuel injection, unibody frame construction,
4-wheel independent suspension with stabilizer bars and coil springs, full time all wheel drive with 4-wheel traction and
stability control, electronic stability program (ESP) and adaptive torque distribution, mechanical locking center differential,
center limited slip differential, power four wheel ventilated disc brakes with four channel all-terrain ABS, power rack and
pinion steering, dual front, side and head-protecting curtain airbags, rear passenger curtain airbags, front passenger airbag
deactivation switch, height adjustable 4-place seatbelts anchors, front/rear passenger 3-point seatbelts with automatic pre-
tensioners and headrests, front and rear side door impact beams, child locks on rear doors, full power windows with backlit
controls, one-touch open windows, auto dimming electrochromatic exterior and interior rear view mirrors, power folding
adjustable and heated ext. mirrors, reverse tilt passenger side mirror, driver and passenger power seats with driver side
lumbar and seat memory, dual zone automatic climate control with ext. temp display and CFC-free air conditioning, analog
gauges with digital driver information center incl. a compass and clock, aluminium pedals, black brake calipers.
Options incl. (X7F) National technical sales program, (B0D) built for USA, (CY3) 20x9 & 20X10 Sport Techno rims, (G0R)
6-speed Tiptronic trans., (HD9) 275/40-20 tires, (J0Z) 520A 110 Ah battery, (D9K) 4.5L V8, (Q2J) fully electric front seats
with driver memory, (1G1) 18" spare tire, (2PH) heated steering wheel, (1NP) colored crest Porsche rim caps, (5RR) convex
right mirror, (5SG) flat left mirror, (8DQ) PCM screen with NAV, (8GH) 190 amp alternator, (8L6) antennae built into wind-
shield, (0BB) rear anti-roll bar, (3S7) silver roof rails, (1KY) 17" rear brake calipers, (1LL) 18" front brake calipers, (3FE)
sliding / tilt glass sunroof, (0GM) LEV emissions compliant, (4UQ) advanced airbag, (4K0) central locking with remote,
(N1X) grained & perforated leather seats, (5MA) silver interior trim, (9VL) BOSE premium sound with 10- speakers and
6CD changer, (2JB) standard bumper, (0AB) front anti-roll bar, leather 3-spoke steering wheel, front and rear floormats,
Convenience package, Touring package, heated front seats, variable assist power steering, power sunroof with sunshade,
dusk sensing Bi-Xenon lights with power washers, heated power exterior mirrors that are power folding, compass display,
driving lights in the lower fascia, rear window spoiler, towing package, double folding 60/40 split rear seats with pass-thru
ski sack, center console armrest with two storage compartments and integrated cupholder, HomeLink integrated universal
garage door opener.
Power tilt / telescoping steering wheel with controls for the audio system, driver information center and cruise, ignition off
accessory power delay, courtesy exterior and interior lighting, front and rear door pockets, liftgate rear door with power flip
up rear window, dual illuminated vanity mirrors with overhead console, rain sensing intermittent front and rear wipers,
heated rear window, keyless entry with factory alarm and engine immobilizer (1 key and 1 remote), two 12-volt power
receptacles each in the front, rear and cargo area, cargo protection plates in cargo area and on rear bumper, 20" 5-spoke
Sport Techno rims with colored crest center caps and Hankook Ventus A/S tires (275/40-R20) with Tread Depth Measure-
ments: DF: 7/32, PF: 7/32, DR: 6/32, PR: 7/32 (10/32 is new tire tread depth), 5,071 lb. curb weight, 1,840 lb. maximum
payload, 7,716 lb. towing capacity, 71 cu. ft. of cargo capacity, 3 cu. ft. of luggage capacity, 8.70 in. of ground clearance,
14 mpg city / 18 mpg highway fuel economy, steel spare tire, no dents, dings or scratches, spare tire never on ground, all
tools, books and manuals, very good service stamps and loose record history, never smoked in, no known or detectable
paintwork, clean AutoCheck report showing no accidents, aftermarket warranty and financing options available, extremely
nice condition inside and out, highly recognized as one of the best performing and driving SUV's on the market, new MSRP
A Porsche by more than name.
Nearly three years after its introduction, the Porsche Cayenne no
longer seems like such an incongruous idea. Porsche's sport-utility
vehicle has quickly become part of the automotive landscape. The
car-buying public has demonstrated its appreciation of the Porsche
brand beyond the company's familiar sports cars, and Porsche
dealerships are pleased by all the SUVs moving off their lots.
Longtime Porsche enthusiasts may have had the most difficult
adjustment. For five decades before the Cayenne, their favorite car
company carved its niche among automotive giants with quick, agile
sports cars built on values diametrically opposed to those represented
by big, strapping SUVs. It speaks to our changing automotive tastes, if
not the changing car business, that Porsche was compelled to invest in
an SUV and a new factory to build it.
With time and exposure, most fans of Porsche sports cars have come to
appreciate the Cayenne as a true Porsche. The company's SUV is
technically slick and remarkably fast, as Porsches are supposed to be,
with on-road handling that belies (though does not defy) its mass. The
Cayenne also delivers what most SUV buyers demand, starting with more
cargo space than the typical sedan, more than enough capability for
light off-highway use and impressive towing capacity. For style, pure
performance and a balance of sport-utility virtues, the Porsche Cayenne
is tough to beat.
Porsche hasn't been sitting still since Cayenne's launch in 2003. In
2004, Porsche introduced a V6 model that opened Cayenne to a much
larger group of buyers. For 2005, it has added useful standard
equipment and introduced new option packages. Most significantly, it
offers Cayenne for the first time with something loyalists insist every
Porsche needs: a 6-speed manual transmission.
But like many Porsches, the Porsche of SUVs can still be very
expensive. The price spread across the Cayenne line is more than
$50,000. A loaded Cayenne Turbo can crack the $100,000 barrier, and
that alone will knock it off most shopping lists. Yet even the well
heeled can be value conscious. Many buyers who can afford a Cayenne
will find much of the performance and all the satisfaction of use or
ownership for half that $100,000 price. The Cayenne will be truly
appreciated by a relative handful of SUV buyers with exacting demands
or unshakable brand loyalty. We might call them connoisseurs. In that
respect, too, the Cayenne is a lot like most Porsches before it.
The Cayenne model line now spans four variants. Base prices span
$48,200 from the least expensive to the most expensive, and with
options the spread approaches $60,000.
In 2004, Porsche introduced a V6 model known simply as Cayenne. For
2005, the Cayenne ($41,100) comes standard with a 6-speed manual
transmission for the first time, lowering its price $1800 compared to
2004. The V6 model prices Cayenne in the thick of its luxury
Cayenne is powered by a narrow-angle, single-cylinder-head V6 producing
247 horsepower, and comes standard with full-time all-wheel drive with
a high- and low-range. The price includes leather seating with 12-way
power adjustment, charcoal and micro-particle cabin filtration, heated
retractable exterior mirrors, multi-function trip computer, a 72-watt
12-speaker stereo with CD, and insulated laminated privacy glass. New
standard features for 2005 include a built-in Homelink transmitter to
open garage doors or turn on lights and an electronically latching
tailgate that sucks itself shut once it's lowered to the latch.
Cayenne Tiptronic ($44,100) is identical to the base Cayenne, except
that it's equipped with a six-speed automatic transmission with
Porsche's Tiptronic manual shift mode. Cayenne and Cayenne Tiptronic
both come standard with sophisticated traction management and
In addition to slick electronics and the latest-generation antilock
brakes, all Cayennes get luxury-grade passive safety features, starting
with six airbags: dual-stage front and side-impact airbags for front
passengers, and curtain-style head protection airbags on both sides of
the cabin. All five seating positions have three-point belts with
pretensioners to instantly tighten them and limit stretching on impact.
The front belts also have automatic force limiters, reducing potential
for belt-related injuries.
The other two models are built around Porsche's 4.5-liter dohc V8
engine. The Cayenne S ($56,300) comes standard with the Tiptronic
automatic, and retails anywhere from $14,000 to $2,000 more than these
luxury-class SUVs: Acura MDX, BMW X5 3.0, Cadillac Escalade, Hummer H2,
Infiniti FX45, Lexus GX470, Mercedes ML500 or Volvo XC90 T6, not to
mention that standard Cayenne. The normally aspirated Cayenne S
delivers 340 horsepower (more than most of the SUVs noted above) and
adds several items to the standard Cayenne equipment list, including
automatic climate control with dual front-passenger settings and a
350-watt, 14-speaker Bose stereo.
Porsche raises the ante considerably for the Cayenne Turbo ($89,300).
The Turbo costs more than just about any SUV on the planet, but with a
twin-turbocharged version of the V8 and a whopping 450 horsepower, the
Cayenne Turbo also delivers more power than any other SUV. The Turbo
also adds adjustable air suspension with Porsche Active Suspension
Management (PASM), a variable dampening system that uses five
accelerometers and electronically controlled adjustable shocks to
manage body weight transfer both on and off road. The Turbo includes
upgrades such as heated front and rear seats, electric steering wheel
adjustment and park-assist radar warning front and rear. It's equipped
with Porsche Communications Management (PCM), a GPS navigation system
with integrated telephone and audio controls. Finally, the Cayenne
Turbo has bi-xenon headlights that turn, Tucker-style, with the
Most everything on the Turbo (except the turbocharger) is offered as an
option on Cayenne and Cayenne S. We've tested all models, but the most
recent was the Cayenne Tiptronic with these extras: Porsche
Communications Management system ($3,070); driver memory package
($360); heated front seats and steering wheel ($520); power glass
sunroof ($1,100); high-gloss light wood package ($990); Olive wood
steering wheel ($290); 19-inch Cayenne Design wheels ($2,390); six-CD
changer ($650); and Prosecco metallic paint ($495). With destination
charge ($765), that totals a substantial $54,730 for a "base,"
V6-powered Cayenne, or almost as much as the Cayenne S V8.
As with Porsche cars, options are plentiful. Other popular choices
include the air suspension ($2,990), a dark Burr walnut wood package
($990), front and rear park assist ($990), tire-pressure monitor
($590), a trailer hitch and ball ($590) and 20-inch wheels ($3,500).
There are seat upgrades and a full Smooth Leather package that covers
everything from grab handles to the center console in hide ($2,990).
Porsche Entry and Drive ($1,960) allows a driver to unlock and start
the Cayenne by pulling the door handle and touching the shift lever,
while leaving the keys in his pocket or her purse. Moreover, there are
new options for 2005. Cayenne offers factory installed satellite radio
for the first time, with a choice between the XM or Sirius systems, and
there are now SportDesign and Black Monochrome Exterior packages.
Not enough? Owners can customize their SUV with Porsche's Tequipment
line of dealer-installed accessories, from stowage systems to running
boards to stainless-steel brush guards. Finally, there is Porsche's
Exclusive factory customization program. This is where sheiks go to
have their Cayenne painted the color of their finest stallion, or where
superstar ball players get upholstery fashioned to match the worn
leather of their first baseball mitt.
Anyone who has spent time in one of Porsche's sports cars will get a
familiar feeling in the Cayenne driver's seat. The cues are pure
Porsche: the shape and feel of the gear selector or the thick, grippy,
steering wheel; the three-spoke hub design, with a brand crest and
multiple controls for audio, trip computer and climate adjustments; the
ignition switch to the left of the steering column or the contour of
Cayenne's instrument cluster is tucked under a single, prominent arch,
with two big gauges (tachometer left, speedo right) on either side of a
central multifunction display. This display presents information on
audio and trip functions, mechanical operations and ambient conditions.
Automatic speed and wiper controls are located on stalks on either side
of the steering column. The bulk of the switches, including primary
audio and climate controls are racked in the center of the dash above
the center console. These are replaced with a CRT monitor on Cayennes
equipped with Porsche Communications Management. A dozen vents
throughout the cabin distribute warm or cool air evenly.
The Cayenne is not as richly appointed as a similarly priced Range
Rover, but it's not supposed to be. The emphasis here is sporting
flair, rather than traditional luxury. With the exception of a cheesy
looking headliner and oddly designed armrests in the doors, the
materials and finish are acceptable for a vehicle of this ilk. One of
our test vehicles was equipped with the Light Wood package. It's
polished to a gloss and expensive looking, but almost blonde.
The standard leather upholstery is high grade, while the standard metal
trim has a brushed finish. The front seats stand out for their balance
of support, comfort and adjustment range, and the navigation display
screen is one of the largest we've encountered.
The navigation system calculates routes and makes adjustments more
quickly than just about any we've used. This GPS system has been
further improved for 2005, with DVD rather than CD data disks. This
allows maps for the entire United States on a single disk, rather than
several that must be changed from region to region.
Cayenne transports five adults in reasonable comfort. The rear seat is
well countered, with excellent headroom and decent legroom, even when
the front seats are well back in their travel range. Seating for five
is something we haven't seen previously in a Porsche, but don't expect
the interior volume of a Lincoln Navigator, and don't look for a
A few other things we've never seen in Porsche before Cayenne: The rear
seatback folds forward in a 60/40 split, and it includes a pass-though
slot with a ski sack, allowing Cayenne to haul longer, narrow items
inside without flattening (or messing up) the rear seat. There's a
standard cargo net to keep grocery bags and other items from sliding
around during travel and a retractable shade-type cover that opens and
closes over the cargo hold.
The Cayenne boasts 19 cubic feet of stowage space with the rear seat in
place and 62.5 cubic feet with the seat folded. That gives the Porsche
more cargo space than the BMW X5, slightly less than the Mercedes
M-Class. The tailgate is two-stage, so either the glass or entire gate
can be opened upward, and there's a new electronic latch for 2005.
Simply lower the gate to the latch, and an electric mechanism pulls it
The dimensions of the tailgate opening and load floor allow Cayenne to
haul small appliances such as a bar-size refrigerator or a large TV
set. Moreover, with an impressive payload of 1600 pounds, a Cayenne
owner should be able to haul just about anything that can be crammed
inside and on top without worrying about exceeding recommended weights.
The Porsche of SUVs is what those familiar with the brand probably
expect from a Porsche. If you pay close attention, you can feel most of
the mechanical components working, each doing its own job, yet it all
blends together in a smooth, synchronous whole. The Cayenne is fast,
satisfying and, even in the things it does least efficiently, utterly
competent. It stops with more energy and precision that any SUV you can
name. Even the V6 is a solid performer, although it's the V8 engines
that begin to separate Cayenne from others in the SUV pack.
Want Porsche? Sit still in the Cayenne's driver seat and gently blip
the accelerator pedal (just like the guy in the commercial). These are
not the sounds emanating from the typical SUV. The Cayenne's exhaust
rumbles a bit louder, maybe, but certainly deeper. Even at idle, the
burble of low-restriction mufflers, the cams and the suck of intake air
remind us of the late, great Porsche 928, a V8-powered GT that
swallowed chunks of pavement at an alarming rate. Yet this is the
Porsche SUV, and the thought can be difficult for longtime Porsche
enthusiasts to get their arms around. Perhaps Cayenne more
appropriately invokes images of the Porsche 959s that won the grueling
Paris-Dakar Rally through North Africa, skimming over giant dunes in
the Sahara at 140 mph.
The Sahara we couldn't arrange, but we have mucked the Cayenne through
a muddy off-road course in the south of Spain. This was not a
bolder-laden wilderness trail like the Rubicon, but it included
axle-deep mud and steep, low-grip 50-yard grades. Up, down and across,
the Cayenne performed flawlessly with little sweat for the driver. In
most cases the onboard electronics did the heavy lifting, and the
driver had to simply, lightly, modulate the throttle or brake in low
range. When introduced, Cayenne's back country performance impressed
even the jaded, and it supported Porsche's assertion that it has more
off-road capability than the BMW X5 or Mercedes M-Class, which we've
tested in similar circumstances. Cayenne has maximum ground clearance
8.54 inches, or 10.75 inches with the optional air suspension, and a
fording depth of 21.9 inches. There's even an Advanced Offroad Package
that adds skid plates to protect the underbody and a locking rear
At one point during our off-road adventure, we crept the Cayenne
through a succession of holes a couple of feet in diameter and 10
inches deep, dropping a wheel on one side into one of the holes and
then another wheel on the opposite side into another hole, so that the
vehicle repeatedly bobbed left-right like a pack camel dipping its legs
to be loaded. This is what SUVs are supposed to do, regardless of
whether Cayenne's off-road capability actually amounts to a huge sales
point. Porsche salespeople joke that few 911 owners will even take
their cars out in the rain. If that's true, then there's not much
reason to think Cayenne owners will allow their SUV to be blasted with
gravel or painted with mud. Still, the hole-crabbing was instructive as
to the overall stiffness of the Cayenne's body/frame, and to its
rattle-free operation on pavement. It flexed just in bit in situations
that might bend lesser SUVs in half.
We also got some lessons off road in the operation of Cayenne's
permanent all-wheel-drive system, and how it might effect performance
on pavement, where most owners are more likely to drive. This system,
with its variable-rate center differential managed by multiple clutch
plates, is similar to that used on all-wheel-drive versions of the
Porsche 911, with two Cayenne enhancements: the standard low range for
real off-roading and a lock for the center differential. It's managed
by Porsche's latest stability- and traction-control electronics.
Like similar systems, Cayenne's AWD can vary the amount of engine power
distributed to the front and rear wheels, sending more or less power in
one direction depending on available traction and other conditions. Yet
in many luxury SUVs, the default torque distribution is as much as
70-percent front wheels, 30-percent rear. In normal circumstances, this
can make them drive a lot like a front-drive minivan. The Cayenne has a
default power split of 38-percent front, 62-percent rear, so the rear
wheels clearly rule. This more closely replicates the rear-drive
characteristics of a sports car.
On a muddy flat in the off-road course, we tried to evaluate Cayenne's
anti-skid electronics and discovered something we don't expect in the
typical SUV. The electronics are programmed relatively loosely,
allowing either the front or rear of the Cayenne to slide a bit before
the brakes apply themselves or the engine throttles back. In the mud
the Cayenne's standard 32/68-torque bias showed itself in easy
dirt-tracking power slides, with the steering wheel turned slightly in
opposite lock and the rear-end hung out in a fishtail-type skid with a
bit of accelerator modulation. In other words, it's a lot of fun.
On the road, the Cayenne handles crisply, but it isn't a Porsche 911.
Its 4800-pound curb weight ensures that, rearing its head in transient
maneuvers. It performs these maneuvers better than an SUV, but there's
no getting around the physics of all that mass when pushed hard in
tight cornering situations. That said, it offers excellent grip in
steady state corners, which can be taken quite quickly.
The standard Cayenne's narrow-angle 3.2-liter V6 engine was developed
by Volkswagen. Porsche did its own finish work for its version of the
V6, which features variable timing for both the intake and exhaust
valves for an impressive combination of smooth idling, good low-end
torque and free-revving high-end horsepower. Theoretically, at least,
the V6 Cayenne should offer a mileage advantage over the V8s;
unfortunately, the Cayenne's weight negates most of that potential
gain. With EPA ratings of 15 mpg city and 19 highway, the Cayenne does
only one mpg better then the V8-powered Cayenne S. That may or may not
prove significant in real driving.
However, with 247-horsepower and 250 pound-feet of torque over a wide
range of engine speeds, the Cayenne V6 is no slouch. And it's aided by
something Porsche loyalists have waited nearly three years for: a
standard six-speed manual transmission.
2005, the Cayenne was the only Porsche ever built without a manual
gearbox (the Tiptronic automatic remains an option). The manual is also
equipped with an off-road feature called Porsche Drive-Off Assistant,
which allows a driver to easily set the Cayenne in motion on steep
grades; the system automatically maintains brake pressure when the
brake pedal is released, then releases the brakes once the driver
begins let out the clutch pedal.
The manual's shift action is Porsche sweet, and the V6 Cayenne is
anything but underpowered. Porsche reports 0-60 mph times of 8.5
seconds and a top speed of 133 mph; 10 years ago, those numbers were
good for a sports car, and they remain competitive among SUVs. Further,
the V6 is as pleasant to operate as the V8s, if not as exhilarating.
Its wide power band gets the Cayenne up to speed in convincing fashion,
and the V6 Cayenne actually feels, lighter, perhaps better than the
V8s, for mundane chores like commuting or shop-hopping.
Yet the V6 also demonstrates what we might call the conundrum of
Cayenne. It's perfectly suited for the typical SUV buyer's driving
tasks and it's priced competitively with the VW Touareg and SUVs from
Japan's luxury car makers. Yet for roughly the same price as the
standard Cayenne, the Touareg offers a 310-horsepower V8 and a bit more
standard equipment. A V6 Touareg sells for thousands less. And Cayenne
is a Porsche, for crying out loud, with the acceleration and
exhilaration that goes with that. But if you want Cayenne with
acceleration that begins to separate it from the mundane pack, you'll
have to ante up another $14,000 for the Cayenne S.
The Cayenne's V8 engines are pure Porsche, developed in the same
workshops that produced some of history's most successful racing
engines. These 4.5-liter V8s have all the latest high-tech systems and
materials, including a unique dry-sump lubrication system that allows
uninterrupted oiling at extreme angles of operation, either off road or
at high lateral gs on pavement. To account for higher operating
pressures, the intercooled, twin-turbocharged version in the Cayenne
Turbo has durability enhancements such as forged pistons and more
oiling jets. The normally aspirated 4.5-liter engine makes 340
horsepower at 6000 rpm and 310 pound-feet of torque between 2500 and
5500 rpm, which puts it near the top of the SUV class. The Turbo
generates a mighty 450 horsepower at 6000 rpm and 457 pound-feet of
torque between 2250 and 4750 rpm.
There's more than rumbling exhaust to suggest that Cayenne's V8 isn't
the typical SUV engine. There's a ton of power here. Even in the
Cayenne S, the reserve of torque is better than ample. At any speed,
the standard six-speed automatic kicks down quickly with a jab at the
gas pedal and the Cayenne S accelerates like a jumbo jet approaching
rotation speed. We're not sure why anyone needs more get-up in a big
SUV than the Cayenne S offers, but those who do might try the Turbo.
Judging by the seat of our pants, the Cayenne Turbo is easily the
fastest SUV available.
Beyond sheer acceleration, there's engineering you don't see in Cayenne
that gives it Porsche character. The standard Cayenne suspension uses
coil-over struts with an extra set of conical springs to control
lateral movement. That's not typical SUV fare. Even more sophisticated,
the upgrade air suspension automatically adjusts ride height according
to speed, with a range of nearly five inches. The air suspension also
automatically (or manually) adjusts shock dampening rates for the
preferred balance of ride quality and body-roll control.
The subtle things can make a difference. The Cayenne's steering rack,
for example, is supplied by ZF, a company that also builds the steering
components for the 911 sports car. Cayenne was the first SUV with
Y-rated tires (certified for operation up to 186 mph) and the first
with a six-speed transmission of any sort. Its brakes are truly
impressive: 13.5-inch discs, with six-piston calipers in front and
four-piston rear. Moreover, Porsche claims the Cayenne brakes were
developed to meet the same rigid anti-fade standards as those on a 911.
These components, with what we learned off-road about Cayenne's body
stiffness, torque bias and skid-management programming, become part of
that smooth, synchronous whole on the open road. On pavement, the
Cayenne is smooth, fast, and big.
It's not just acceleration or the V8s' reported 165-mph top speed that
impressed us most, but the high speeds the Cayenne comfortably carries
in most circumstances. The steering isn't as quick as that in 911, but
its weight and response have a familiar feel. The Cayenne's air
suspension keeps it on the stiff side, though it can be manually
softened if the driver chooses. New programming for 2005 softens the
Comfort setting, reducing some of the chop in Cayenne's ride. Either
way, this SUV is impressively precise and responsive. Its 2.5-ton mass
is masked by impressive stability and agility.
The Cayenne drives lighter than any big SUV on the market, including
the X5 or M-Class, and speed creep is a constant issue. The brakes
allow it to shed speed like a good sedan, and almost without realizing
it you can be traveling 120 on roads posted 65. Speeds we'd never even
consider in a Chevy Tahoe or some equally hefty truck-based SUV, except
in a carefully controlled experiment, feel mundane in the Cayenne. It
can be unnerving, almost otherworldly, based on conventional SUV
If one maintains a respectful awareness of the laws of physics, none of
the Cayenne's performance comes at any particular cost, except perhaps
in the size of the parking space it requires or its thirst for gasoline
(14 mpg city, 18 highway for Cayenne S, 13/18 for the Turbo). As an
SUV, the Cayenne is not subject to a gas-guzzler tax, and we suspect
Cayenne shoppers won't be overly concerned about fuel costs anyway.
Assuming that Porsche dealerships have adjusted their service schedules
to the idea of daily-driven Porsches, Cayenne drivers will have no
difficulty with the concept. Cayenne isn't the least bit finicky, or
hard starting or rough. Nothing during our test runs suggested that you
couldn't or wouldn't want to drive it every day, even for the most
Speaking of chores, this hot-rod SUV is no pretender when it comes to
towing capacity. All Cayennes, including the V6, can pull 7700 pounds.
You can't get a similar tow rating short of a heavy-duty pickup or
pickup-based SUV. of chores, this hot-rod SUV is no pretender when it
comes to towing capacity. All Cayennes, including the V6, can pull 7700
pounds. You can't get a similar tow rating short of a heavy-duty pickup
or pickup-based SUV.
Summary & Specifications
Impossible to imagine ten years ago, but true: The Porsche Cayenne is a
165-mph high-performance machine that will fit a family of five, haul a
small washing machine, tow a large boat and get you carefully through
the woods when there's no road. It's a 5000-pound speed-sled that can
handle rugged trails.
Porsche performance, design and engineering values come at a premium
price, however. The Volkswagen Touareg V8 has German engineering and
similar horsepower, equipment, luxury and utility for about $15,000
less than the Cayenne S. Yes, the Cayenne has unique Porsche character,
but it shares its basic floor plan with Touareg, and both are very good
Do rapid acceleration, excellent brakes and the right sounds add up to
a Porsche, or just a nice SUV that goes faster than the rest and costs
more than most? We can't imagine that many buyers need the extreme mix
of attributes offered by the Cayenne Turbo. But then, how many buyers
actually need an SUV? Often, need isn't the issue or even the primary
motivation in purchasing an automobile. Having built smallish,
specialized, really fun sports cars for more than 50 years, Porsche
knows that better than most.
Picks: This Cayenne S is in extremely nice condition inside and out and reflects the low mileage for the model year,
there is no evidence of paintwork and the body really has no mentionable flaws other than light road rash on the front
bumper cover, the interior also looks new with little to no wear, the carpet is very clean and the seat bolster show no
wear at all - (little to no normal patina / wear lines that you usually see from the seats being sat upon), the glass and
trim are excellent, the dash has no warping or cracking and the convertible top is in as-new condition, the front and
rear tires are high quality and have deep tread, the rims have no mentionable flaws or curb rash, the engine comp-
artment is very clean and shows like new, this SUV drives great and sounds just as good with the performance exhaust
system installed by the previous owner, always garaged and well cared for, the previous 2 owners were longtime BMI
clients and auto enthusiasts, about as nice as a driven car gets, nothing else to reasonably fault. There are a lot of
photos that show the condition so please request and review them.
Numerical Condition Evaluation:
(1 denotes Very Poor / Item needs replacement, 10 denotes Excellent / Showroom New)
CONV. TOP: n/a
WINDSHIELD / GLASS: 9.5
INT. CARPETING: 9.5
SERVICE RECORDS / OWNERSHIP HISTORY: 7
Conditions of Sale: All
vehicles presented on this site are represented as accurately as
possible and to the best of our knowledge at the time of listing.
While every reasonable effort has been made to ensure the accuracy of
the above data, mistakes regarding hp ratings, options, etc. can be
made. Content is based on inspection, research, or information
provided from previous owners and any paperwork that may be available
to us. We make every effort possible to ensure all of the
equipment on our cars is in working order, unless noted as
non-operational in the listing above. It is the customer’s sole
responsibility to verify the accuracy of any claims to originality,
history, equipment, or other information provided. BMI is not
responsible for misprints in content or pricing. I have also done
my best to be very honest and very critical about the cosmetic and
mechanical condition of this vehicle. Of course, it is not possible to
pick-up on every single detail or flaw. Please keep expectations
realistic as this is a pre-owned vehicle, and I have personally found
blemishes on brand new undriven vehicles. If you are an exceptionally
detailed oriented person, please contact me to verify any information
directly, and I will do my best to specifically photograph anything you
request and to answer any of your questions to the best of my ability.
All vehicles are sold AS-IS unless otherwise noted.
BMI reserves the right to change
pricing without notice or end the listing at any time. BMI
charges a $185.00 document fee for all retail transactions. Purchase deposits given on vehicles are non-refundable.
Pricing does not include any state tax, tag, title, or registration fees.
*References provided upon request, or
view our testimonials page for referrals from some of our satisfied
For Vehicle Financing, We Utilize:
Nationwide Enclosed Auto Transportation, We Utilize:
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