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Porsche Cayenne v6
by Peter Bleakney
 Pity the poor Porsche Cayenne. Soundly thrashed by certain factions of the motoring press and reviled by hard-line Porschefiles, this SUV from the purveyors of the purest driving machines just can't seem to catch a break.
And what's this? A V6 powered Cayenne with a VW engine? Surely Dr. Porsche is doing cartwheels in his crypt.
Ah, not so fast, schnitzel breath.
The fact that the Cayennes are outselling Porsche's sports cars two to one is only the best news imaginable. The profits from these trucks is keeping Porsche well in the black, and financially able to develop, build, and sell the cars we all love.
So bow down to the Cayenne V6 you see here and give thanks. This is not a whipping boy. This is all-wheel-drive salvation. Without it and its V8 powered brothers, there may not be a Carrera GT, the all-new 997 or the deliciously revamped Boxster.
And as I discovered recently, the Cayenne V6 is a great ride, every bit deserving of the Porsche crest on its prow.
Yes, the Zuffenhausen DNA runs deep here. Hit a twisty road in this SUV and you'll wonder if Porsche has struck a special deal with Sir Isaac Newton. How can a 2170 kg truck with a high centre of gravity handle better than many "sport sedans". The steering is accurate and communicative, turn in is immediate, and body motions are kept in check. It corners flat and true, and in pure Porsche tradition, the chassis keeps your backside aware of its every move.
Due to its lighter weight and standard steel spring suspension, the V6 Cayenne is more agile and balanced than the V8 powered "S" and Turbo variants. The adjustable air suspension is an optional on the V6 and S, and standard with the Turbo.
 Of course, there is a price to be paid for this athleticism. The ride is not soccer-mom cushy. It gets crashy and pitchy on bad urban surfaces. The air suspension will fix that, but then you'll lose much of the tactile connection with the contact patches. And $4190.
Under the hood lives a 3.2 L narrow angle VW-sourced engine (from the Touareg) that Porsche has massaged to 247 hp and 228 lb/ft of torque available from 2500 to 5500 rpm. They've added a new intake system, twin over head cams, variable valve-timing and a retuned exhaust that emits a nice Porsche snarl.
The brainy six-speed Tiptronic transmission is standard, and can be shifted manually by bumping the floor shifter or flicking the thumb toggles on the steering wheel. A six-speed manual transmission is a no-cost option.
What you don't get with the Cayenne V6 is the forward urge experienced in all the other Porsche products. The V6 has its work cut out here, and you'll notice this most on hilly terrain, where the transmission hunts around the top few cogs in an attempt to keep the revs up and the truck moving.
Similarly, passing maneuvers on the highway require some gear swapping.
But with an advertised zero to 100 kph time of 9.7 seconds, the V6 is probably fast enough for those who don't need to compress their eyeballs every time out. The 450 hp Cayenne Turbo is for that.
I had no problem accepting The V6 Cayenne's more relaxed pace. A Porsche that doesn't jeopardize your license on a daily basis... what a concept.
As would be expected, braking power is strong with the six caliper front discs hauling the big rig down with authority.
If you do venture off road, this Cayenne has some serious dirt bashing cred. As in the V8 versions, Porsche Traction Management (PTM) and Porsche Stability Management (PSM) are standard. The former distributes engine power in a 62:38 rear to front split, with 100% available at either end if needed. The latter is an elaborate stability control system that will brake individual wheels and reduce engine power if the battery of sensors indicate things are going badly.
A toggle on the centre console activates low range, where PTM and PSM adjust the antilock braking, traction control and centre differential to special off road settings. The centre diff can also be locked.
Inside, the Cayenne is elegant and well laid out. Close the door and the reassuring "thunk" reinforces the feeling of high quality and safe-like solidity. My tester's standard Havana Sand Beige leather interior was particularly fetching. The 12-way power adjustable seats are comfy and supportive, and the three spoke, leather multi function wheel feels good in the hands. All gauges are big and legible, and the HVAC and stereo controls easy to figure out.
The heated front seats and steering wheel is a $650 option, and the moon roof costs $1540.
With the rear seats up, there's a substantial 540 litres of cargo space back there. The power latching tailgate has a separately opening rear window that comes in handy when dropping in a few bags of groceries.
The V6 Cayenne's towing capacity is a worthy 7716 pounds.
So where does this modestly powered SUV fit into the Porsche lineup? Fiscally speaking, right on the bottom rung, as its $60,850 price tag undercuts the base Boxster by a couple of grand.
In the grander scheme, it makes the Porsche ownership experience available to demographic that otherwise couldn't consider the marque. If you're a family guy looking at a loaded Acura MDX, the Cayenne V6 is not that much of a stretch. Yes, on paper, the MDX is a much better bargain, but it's not a Porsche, is it? If you want to be a member of the exclusive Porsche fraternity, you still have to fork out, but not as much as before.
And since the V6 is essentially a dead ringer for its more powerful brethren (especially with this tester's $1880 18" Turbo Wheel option) only keen observers will know you're driving the most lethargic offering from Zuffenhausen.
Oh, and you don't have to worry about removing the V6 badging. There isn't any.
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