Decades since the SUV first took a foothold in the American market, it feels safe to say that if you want a vehicle that does everything, an SUV is exactly that. However, it wasn’t always that way. For the longest while, the SUV was a tradeoff. Something good on the road like a BMW X5 was severely compromised off the beaten path, and something made for rugged terrain like a Land Rover Discovery didn’t feel close to car-like on the tarmac. Then the Porsche Cayenne dropped, and it changed everything.
The Cayenne didn’t invent the super SUV genre, but it certainly helped popularize it. It’s also the reason Aston Martin, Lamborghini, and Ferrari all sell SUVs now. However, this watershed SUV won’t cost you supercar money to buy today, because you can pick up a nice example in a desirable trim for less than the price of a new Kia Seltos.
What Are We Looking At?
Back in the 1990s, Porsche wasn’t the cultural juggernaut it is today, but instead a quirky sports car maker barely keeping its head above water. To survive, it needed to rationalize its sports car lineup and take a three-prong approach — build a new water-cooled 911, use much of that chassis to build an entry-level mid-engined sports car, and then ensure continued success with some sort of family vehicle. The first product in the revitalization scheme, the mid-engined Boxster, threw Porsche a lifeline, but it wasn’t one that would last forever. In the words of Anton Hunger, head of communications for Chairman of the Executive Board Wendelin Wiedeking, “It was apparent that the sports car had its limits on the market … The sales division had clearly demonstrated this using market research. In the long run, Porsche would have ended up on a downward slope again.”
Although Porsche initially considered building a minivan, it eventually landed on an SUV, and struck up a partnership with Mercedes-Benz to build something using the first-generation M-Class’ bones. That fell through almost immediately, but a savior was found: Volkswagen boss and product-first mad genius Ferdinand Piëch. See, a super-SUV fit in with Piëch’s plan to build some of the most advanced cars the world had ever seen, and so Volkswagen and Porsche would share a platform, with each brand being responsible for their own V8 engines and chassis tuning, along with differences in styling, interior components, electronics, and even locations for final assembly. In 2002, the world saw the Cayenne for the first time, and nothing’s been the same ever since.
Sure, the base engine was a 3.2-liter VR6 from Volkswagen, and this two-row ‘ute had a curb weight teetering on the edge of 5,000 pounds, but that’s about where the boredom stopped. The top-spec Turbo trim was the most powerful mass-produced SUV in the world with 450 horsepower, it could run from zero-to-60 mph in five seconds in Car And Driver instrumented testing, top out at 161 mph, and tow 7,716 pounds, all while having superlative on-road agility for the time. In 2003, no proper SUV could handle like the Cayenne, and that on-road prowess didn’t come by sacrificing off-road capability.
With low range, available air suspension, and an optional locking rear differential, the Cayenne still had what it took to be a proper off-roader. We’re talking an approach angle of 32.4 degrees, a departure angle of 27.3 degrees, and 10.75 inches of ground clearance with the air ride fully raised. The only compromise this SUV made was at the pumps, and now all of this magnificence can be had in mint condition for the price of a new Kia Seltos.
How Much Are We Talking?
When I said that original Porsche Cayenne SUVs are still reasonably priced, I’m talking about top-of-market examples. A base Kia Seltos stickers for $25,865 including freight and you can buy a nice Cayenne for far less than that. This coveted 2006 Porsche Cayenne Turbo S recently sold on Bring A Trailer for $19,000 with a reasonable 92,000 miles on the clock. The 2006 to 2007 Turbo S saw a boost in output to 520 horsepower, which made an already quick SUV even quicker. Granted, this one doesn’t have the hitch receiver for towing a big trailer, but it’s seen updated coolant pipes fitted, and it’s in the classic color combination of black-on-black.
Perhaps you’re a bigger fan of the facelifted models. No worries. This 2008 Cayenne GTS recently sold on Bring A Trailer for $20,957 with 88,000 miles on the clock, and it’s already seen some big maintenance items including the driveshaft center support bearing and the air suspension compressor replaced proactively. With a 405-horsepower naturally aspirated V8, a unique suspension calibration, and a wicked set of 21-inch wheels, the GTS might just be the driver’s choice of first-generation Cayenne variants.
If you’re looking for a well-kept high-mileage hero to rack up towing miles in, you might be interested in something like this 2006 Cayenne Turbo S that sold on Cars & Bids for $10,100 with a whopping 188,300 miles on the clock. A pre-purchase inspection revealed an inoperable rearview camera and occasional distortion from one of the speakers to be the only functional defects, and a long history of predominantly routine maintenance suggests that with a little tenderness, this Cayenne Turbo S was great to its last owner.
What Could Possibly Go Wrong On A Porsche Cayenne?
As you can probably expect, depreciated luxury SUVs in general aren’t the most reliable things on the road, so let’s address the big elephant in the room first: bore scoring, an issue known to affect 4.5-liter and 4.8-liter V8 Cayenne models. The only way to fix it is to rebuild the entire engine, but it’s easy to check for and prevent. A pre-purchase inspection with a borescope can determine whether or not a Cayenne has bore scoring. So long as you change the oil every 5,000 miles, use a good filter, don’t over-do short drives where the engine oil can’t warm up, and keep an eye on your fuel trims to ensure the engine isn’t over-fuelling due to clogged or bad injectors, an engine that hasn’t already started to suffer bore scoring will almost certainly last the life of the vehicle.
A more prevalent issue on V8 models made before January 2007 is coolant leaking from crossover pipes in the valley of the engine. See, Porsche made these pipes out of plastic, and now that early models are more than 20 years old, that plastic can sometimes crack. Replacing these pipes is labor-intensive but definitely DIY-able. A full kit with aluminum cooling pipes, coolant, and every gasket you need lists for $875.68 from FCP Euro, and is a permanent lifetime fix.
For models with air suspension, replacement air ride-specific bits are bit a pricey. Good third-party air springs can be bought separately from struts for $552.74 apiece from FCP Euro, a good third-party compressor retails for $517.12 through FCP Euro, and a solenoid valve unit will run you $311.99. Granted, the majority of Cayennes came on traditional coil springs, but if you’re specifically looking for a Turbo or a model with maximum clearance, those are the prices you’ll pay to play with air suspension.
Otherwise, the majority of issues you may encounter with an original Cayenne are the sort of issues you’d encounter with just about any 15-to-20-year-old vehicle. Sunroof drains clog, bushings wear out, driveshaft support bearings wear out, valve cover gaskets may leak, transmissions that have never seen a fluid change may have issues. A good pre-purchase inspection is worth its weight in gold, but these SUVs aren’t as nightmarish as the internet might have you believe.
Should You Buy A Porsche Cayenne?
Perhaps. Look, any depreciated SUV is going to be problematic, but if you need plenty of towing capacity, Cayennes can be the best of a questionable bunch, especially if you live in the rust belt where Toyota SUVs rot out while still carrying elevated resale values. The original Cayenne is generally more robust than other German SUVs of the era, but it’s nowhere near as simple as say, an Escalade. Just remember, these were complex, bleeding-edge vehicles when they launched, and they can still be a little complex to maintain.
However, if you’re looking for an SUV that’s great to drive and still does all the proper SUV stuff you’d expect, a Cayenne is likely your answer. Sure, it may have launched with a face that only a mother could’ve loved, but the hardware underneath speaks louder than styling ever could.
(Photo credits: Bring A Trailer, Cars & Bids)
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Aren’t these things routinely getting 200k+ miles reliably all over?
How are we not going to mention that the GTS optionally came with PDCC and electrically adjustable sway bars? That’s why they handle so well (also available on Turbo and standard on Turbo S)
On the issue of reliability, bore scoring only happened on blocks from, I believe Austria. Once they moved all production to Germany (in late 08) it went away. And it was only a very small number of blocks anyway. The coolant pipes-it’s not just the plastic ones- it was the glue that was the issue, not the plastic or aluminum bungs. The newest design is riveted in so it can’t come out. You can also get a kit to add said rivet to your un-fucked pipe, but it’s a PITA to get to. And the air suspension pump failure is just the gasket. you can regasket the piston inside for pennies.
I have owned a 2004 S for the past 10 years. I love it, however I would recommend looking at these as a classic Porsche and not a cheap luxury SUV. They are built solidly, but there’s enough Porsche Tax involved with running one that eventually it will be financially stupid not to keep it since you’ve thrown enough money at it over the years and it seemingly feels like it can last forever.
See, also, the concept of sunk cost fallacy.
They are cheap for a reason. The purchase cost is just a down payment, and the owners are making their problems yours. A close friend bought one of these and It has been a nightmare to maintain.
I had considered looking for a 2nd gen GTS as a daily/tow pig but ultimately went a different direction. I’m not an Suv person, but if I had to get one it might as well be a Porsche.
The paragraph about bore scoring killed me. Outside of the PPI needing a boroscope on all cylinders, you only had to do these basic over the top maintenance items and use cases and you should probably be able to avoid it.
I also doubt that it truly works, as the issue is with the metallurgy of the cylinder lining
My nephew has a Cayman and a 911. In all honesty, he spends less on them than my Mom and I do on our Kia’s maintenance wise. Plus, his Porches have never been recalled because of a bunch of thugs on Tik Tok.
“Volkswagen boss and product-first mad genius Ferdinand Piëch” (I think you left out the good stuff ) who was Ferdinand Porsche‘s grandson, was responsible for the 917, and owned a big chunk of Porsche.
The 957 generation Cayenne GTS (2008-2010) was available with a stick. 400hp NA V8 with a stick!!! It was the only time you could get the manual with a V8. I have been on the lookout for a well kept, decently priced one for ages. But any that come up sell for ridiculous prices. It is a Holy Grail for sure.
https://www.fcpeuro.com/blog/porsche-cayenne-generations-explained
My neighbor has a 2005 Cayenne Turbo with 240,000 miles on it. It still looks good, and I’d not have guessed it had even have that many miles on it with how it looks and drives. It’s a pretty sweet car, but boy, oh boy, does it cost a lot for maintenance and repairs. He recently enlisted me to replace the hydraulic motor mounts, trying to avoid the engine-out costs of doing the mounts, and despite days of suffering trying to fit a series of 1/4″ extensions down to reach the mount bolt only to break the extensions before the bolt would give, paying the $5k for the engine-out motor mount replacement was still the end result.
I often daydream about buying one of these, but the running costs keep me solidly in camp 20-year-old-Lexus.
I recently sold my 2008 S, if only I’d sold after this article to get an “autopian bump.” These trucks are a weird dichotomy, kind of sluggish and clunky feeling at low speeds around the city, almost like a luxury 4runner or something, they totally come alive when you flog them and seem to shrink. Best seats of any car I’ve owned, and it devoured highway miles, towed an e30 from Montana to Washington with it in middle of July without missing a beat. And it was incredible in snow.
In many ways I agree they are surprisingly reliable *BUT* when things do break that you don’t feel comfortable DIY’ing be prepared rain bills on your mechanic like a frat bro at a strip club. The Cayennes are a weird mix of much better build quality than BMWs and Audis, but also a lot of weird little problems that make it feel like the last glimmer of the quirky Porsche of old. My power locks seemed to have a mind of their own in that they would unlock anywhere from 20 feet away one day to 5 feet the next, to not at all the day after, the practically worthless rear camera gave up the ghost at about 115K, the hatch was sluggish, two passenger side headlights in a row leaked or accumulated condensation inside but the driver’s side was fine. Battery is huge and not easily replaced under the drivers seat, it very slowly went bad and while it did caused a variety of weird symptoms including losing time on the clocks before I replaced it, but since it kept starting I assumed it was something else.
Mine had 142K when I sold it with no air suspension problems yet, and no other serious issues besides a difficult to diagnose non-start issue that could be worked around by disconnecting the battery for a few seconds. Do not under any circumstances go the dealer-even the dedicated porsche indie I went to was $60/less per hour and gave me an excuse to oggle all the “real” porsches in the shop. Oil changes are stupid expensive on the v8s even if you do them yourself, they have a 10 quart sump, and as mentioned do not run cheap oil or skimp on changes. Do get a cheap OBDII scanner that will let you check and clear your own codes rather than paying the mechanic to do it, these seem to have a much more finicky engine management than other german cars. I had an intermittent thermostat “out of spec” code that never actually manifested as an issue, as well as a one time code related to the VVT that never came back after I cleared it. Also, do not get the v6, it’s a VW/Audi engine, and I just can’t see it being fast and fun enough to justify the maintenance expense. You have have to love one of these things to want to put up with its care and feeding.
A good friend of mine was the service manager at a Mercedes dealership in the Pacific NW from about 2006-2009. On a stroll around the dealership’s garage he told me never to buy a used German luxury vehicle. He said a person that rolled into their dealership with a Mercedes over 50,000 miles basically handed them his checkbook since he now owned it. It scared me off owning a used Merc forever.
However, a red, used 992.1 GTS with a manual transmission and a removable hard top? Put a that in front of me with a black interior and all logic, reason, and memory of that conversation with Chuck goes out the window…
This is no joke. A friend has one of these that his dad bought new in the early 2000’s and eventually gave to him. We’ve taken it on several trails and not only does it perform quite admirably, it gets tons of hilarious responses when people see it deep on a rocky trail. One time at a trail head, some local walking his dog tried to stop us shouting “don’t do it! You’re never gonna make it out of there in one piece!” thinking we were clueless or perhaps unaware that it was a rough trail, but he made it through just fine.
It just needs some tires with more side wall and a little more knobby tread and it can probably do 90% of the trails a stock non-rubicon wrangler can.
One thing to note though, while the approach/departure/clearance/breakover metrics are really good on paper, they’re all measured with the air suspension maxed out, at which point the suspension has almost zero usable articulation.
I’ve been window shopping CPO Cayennes . . .
Do not purchase one of these with the V8s. Just don’t do it
I agree. The six is good enough and the savings will be astronomical. Not to mention v8 abuse, a condition in which tromping on the gas from a stop, every stop, is the dominant symptom.
There are only two kinds of first gen Cayenne I see on the roads.
1. Still looks almost new, impeccably maintained (rare).
2. Filthy, wheels black with brake dust, missing trim, minor body damage, probably has a Christmas tree of warning lights (more common).
There seems to be no in between. To be fair, this applies to a lot of early versions of luxury SUVs.
*Sigh* Just no. Please. Have mercy on not only yourself, but also me, your service advisor, aka automotive therapist. Nary a week ago I released a Cayenne back into the wild after it required 4 air struts and a compressor. The repair bill was more than I take home in 2 months and it was clearly a pretty bad financial blow for the owner. I’m willing to do some financial gymnastics for owners who plead poverty (not all shops allow advisors to do this, I’m lucky on this) but I can only do so much. Even if you’re comfortable DIYing the work, if you only have a few grand to spend on the car in general, those parts are still going to put a dent in your bank account. Yes, Cayennes are nice, but please, please, pleeeaseee be cognizant of what you’re getting into.
I’m not sure I’d go 955 or 957 and expect it to be reliable daily transport, but the 958 is an enticing option. Just this week a 958.1 S sold on BaT for about $18k and it had under 100k on the odometer and was in a special color. If I didn’t already own the diesel version of that car I would have jumped in to sample that glorious 4.x liter NA V8 for less money than a rusted out corolla.