When Porsche decided to enter the lucrative SUV market it didn’t go half measures, even though it had to share the drivetrain with makers of more sedate vehicles. High performance versions of the Cayenne are as hot and spicy as the name suggests

 TARGET RANGE:  £10,000 – £20,000 

We weren’t the only 4×4 enthusiasts who thought there was something faintly ridiculous about a legendary sports car manufacturer deciding to produce an SUV, and our lack of awe was hardly budged by the realisation that the Porsche crossover would be based on a Volkswagen and assembled in Bratislava. That, of course, was before we drove one.

In fairness to us, we were already familiar with the Volkswagen Touareg, which hadn’t overly impressed us in spite of its build quality and opulent but rather sedate interior, it lacked off-road credibility, was a bit cumbersome to drive and we described it as looking like a bloated Passat; the only thing we liked about it was the superb V10 turbodiesel engine in the top model.

The Cayenne was different, even though from the rear the styling wasn’t far off the blandness of the VW. The front had a distinct aggressive Porsche look to it, but what really counted was the feeling from behind the wheel – this was, as you’d expect from a Porsche, a driver’s car with lusty performance from its 4.5-litre V8, even in non-turbo form, and crisp roadholding matched unusually to a superbly comfortable quality of ride. The Turbo was quite breathtaking, a car that in spite of its size had much of the feel of a two-seater roadster in the way it seemed to respond almost symbiotically to the thoughts of the driver.

Excited as we were about the Cayenne’s on-road behaviour, we remained skeptical about Porsche’s claims that the car was also an excellent off-roader, since the four-wheel drive system is similar to that used in the 911 Carrera 4 to enhance its on-road handling. It’s a permanent system, with 62 per cent of the drive going to the rear wheels and 38 per cent to the front, but with an electronically controlled clutch that can add drive to the front whenever necessary. Allied to this is a stability programme that takes control of engine power and braking on individual wheels to keep the car on track even through fast corners on a slippery surface, making this a true high-speed long distance sports cruiser. Off-road the basic four-wheel drive system is as good as any other modern traction-controlled 4×4, in that it allows controlled progress over slippery or undulating ground, the only limitation being ground clearance. Even that, however, ceases to be a problem in a car with the height-adjustable air suspension, allowing it to go places where it actually needs the low range gearing.

First cars into the UK had the 4.5-litre V8 engine, in normally-aspirated form producing 335bhp, enough to launch the Cayenne from 0-60mph in seven seconds, mated to a six-speed manual or automatic transmission; the Turbo upped the output to 443bhp, cut getaway acceleration to 5.4 seconds and boasted a top speed of 165mph, asking nigh on £70,000 for the privilege. For the less wealthy, Porsche introduced a 3.2-litre V6 ‘base’ model shortly afterwards, but the racy heritage was not forgotten; during 2006 the Turbo S burst on to the scene with 520bhp from its bi-turbo 4.5 V8, followed a year later by a facelift and the introduction of the more efficient 4.8-litre V8 in the GTS.

With a completely new model due in 2010, the run-out range for 2009 included a 3.0-litre turbodiesel. With only 240bhp this was the dullest-performing Cayenne but it could return better than 30mpg if driven carefully. This proved popular enough with sensible drivers and there is a good selection of used examples available, though we – being enthusiasts – can’t quite understand why anyone would want a dull-performing Porsche when for a mere £10,000 you could enjoy the full excitement of true Porsche lifestyle in a stonking 160mph Turbo. Whichever version you opt for, you’ll find it a comfortable, well-equipped five-seater family estate with good luggage capacity, though the rear seat fold is a bit fiddly and an electric opening tailgate was optional. Many will have the optional metallic paint and big alloy wheels, but even without these the first-generation Cayenne still has eye-catching style and muscular road presence.

 Our verdicts 

The first chance we had to sample the Cayenne in earnest came when Porsche chose to launch the 3.2 V6 version on the icy roads of a wintry Finland. We wrote: “The key to driving well in these conditions is a combination of concentration and smoothness – no sudden steering or accelerative inputs, seamless gear changes and forward planning. In the Cayenne, however, there feels to be lots of grip, much of the credit for which goes to the Porsche Traction Management system. Sensors measure forward speed, lateral acceleration, steering wheel angle and the position of the accelerator pedal, and the system calculates the optimum amount of drive delivered to each axle. It works in conjunction with the Porsche Stability Management (PSM) which intervenes when the vehicle is close to its limit of adhesion, preventing the onset of oversteer or understeer.” We were impressed by the Cayenne’s off-road ability, first trying it on a hillclimb designed to show the Porsche Drive-Off Assistant, more sophisticated than the usual hill-hold system in that it will apply the brakes automatically on a steep hill if the driver releases the clutch after pulling away. A later ditch-crossing exercise showed off not only the efficiency of the Cayenne’s traction control as it lifted wheels clear of the ground, but also the Advanced Off-road Technology Package consisting of side sill protection and a steel plate under the radiator, plus a locking rear differential and electronically demountable front and rear anti-roll bars.

Then it was on to an icy skid pan. We wrote: “With PSM activated, even a bootful of acceleration has the Cayenne obediently following its intended line, with only the occasional flash from the dashboard to show that the electronics are undertaking serious activity. The 350bhp S and 450bhp Turbo might have been more fun in this situation, but the V6 doesn’t disappoint. In fact it’s a thoroughly competent piece of kit.”

We put the Cayenne up against its key competitors in 2005. The report in the April issue of that year gave the Cayenne Turbo a clear win over its Touareg counterpart in 5-litre V10 form, the BMW X5 4.4i Sport and the Mercedes ML 500. Our verdict: “These German tourists flaunt the virtues of mechanical muscle and quality engineering, each seeking to establish itself as the master in its class. The Mercedes, even with big V8 power, is too mild-mannered to convince as a true iron-fist. In a straight duel between BMW and VW it’s usually the Bavarian that delivers the winning lunge, but in this case even the big V8 BMW takes a points bashing from the mighty V10 Touareg – its engine has to be experienced to be believed. Nothing, however, can match the sheer exhilaration of a flat-out country-road drive in the Porsche Cayenne Turbo.”

Porsche caught us by surprise a few years later, as recorded in our April 2009 issue. We wrote: “No spark plugs in a Porsche? Well, I’ll be darned. The 2009 Cayenne is the first production Porsche to have diesel power.” We quickly figured out why: “Last year 86 per cent of premium SUV sales were diesels, making the Cayenne’s unleaded-only line-up sound thirsty and out of touch.” We didn’t mock the result. Using the same 3.0-litre V6 TDI used in the Audi Q7 and Touareg, tweaked with a variable geometry turbo, the Cayenne shows strong acceleration over a broad rev range and responds well driving through the six-speed Aisin automatic transmission. We did, however, note the fact that diesel wasn’t something Porsche wanted to shout about: “Don’t expect to spot any on UK roads – they’re in disguise. Porsche says customers want their frugal form of propulsion kept hush-hush; the only distinguishing feature – apart from the audible rattle from the TDI engine – is the 6000rpm rev counter over the usual 8000rpm version.”

 Which one to buy 

The choice of which Cayenne you want will depend largely on how much driving excitement you associate with the Porsche name. If you’re of a frugal nature and feel uncomfortable at anything over 70mph the 3.0 TDI V6 might well be the car for you, though like drinking decaff coffee and chewing sugar-free gum you just won’t know what you’re missing. However, if you are on an adrenaline-free automotive diet you might like to call Brookside of Hildenborough on 01732 838866 in case they still have the metallic blue example with just 63,000 miles and complete with satnav, black leather interior, park assist, roof rails and 20-inch wheels they were offering at a reasonable £18,890 including a new MOT and 6-month comprehensive warranty.

The price of a used Cayenne will vary not only depending on the mileage, but also on the level of equipment. They all have the basis of a luxury specification including a stereo, a high-end 14-speaker Bose system in the Turbo versions, electric windows, central locking and such like, but the options list is a long one ranging from cruise control, mobile phone preparation, leather-piped floor mats, roof rails and automatic climate control at a few hundred pounds apiece to panoramic sunroof, uprated leather interiors and 20-inch wheels at over £2000 each, so if one 10-year old Cayenne seems ridiculously more expensive than another, check the spec and you’ll find out why. Note that the 21-inch wheels could have cost over £4000 when new, you won’t want to go off-road with them since there’ll be very little flex in the low-profile tyres and you’ll easily wreck the alloys. It really pays to shop around to find a car that has the specification you prefer at the price you’re prepared to pay, check for that off-road package if you intend to do any mud-plugging.

If you’re a little more adventurous a 3.2 or later 3.6 V6 will provide more performance and significantly more refinement, you could pick up an early example for a little over £5000 though it will be a high-miler, closer to £18,000 for a pristine newer model, such as the 2008 Tiptronic S in black with full grey leather interior, satnav, electric tailgate, privacy glass and 20-inch Cayenne Design alloys, 65,000 miles and going for £17,450 at Saxton 4×4 of Chelmsford (01254 351234).

The least you should be looking for is a 4.5 S if you really want to boast about having a Porsche, though we’d be wary of picking up a £5000 high-miler, most will have well over 100,000 miles on them and several we’ve seen at that price have caveats about noisy tappets which could actually be a more serious problem like excess cylinder wear that would require a major overhaul or even a replacement engine. Better to pay from £10,000 for a well-maintained lower mileage example like the ’05 automatic one-owner black 70,000-miler with recently replaced Continental tyres and new timing chain, with cruise control, 18-inch wheels, satnav and stainless steel skid plates, £10,495 at Select Cars of Harrogate (01423 202882); for £20,000 you could get into a later 4.8 V8 S, Hills of Lymington (01590 670777) had a 60,000 miler from 2009 with over £7000 worth of upgrades including the metallic paint, parking sensors, power tailgate, satnav and 20-inch alloys asking £19,990.

The same money could secure a reasonable-mileage GTS though a year older, Castle 4×4 of Castle Donington (01332 391771) were selling a stunning red one-owner example at that price with full black leather interior, 88,000 miles with a full Porsche service history and new MOT, £14,000 worth of extras including Bose sound system upgrade with rear entertainment, cruise control, power tailgate and 21-inch alloys.
If you have red blood in those veins, or at least a can of Red Bull to knock back before getting behind the wheel, it will have to be a Turbo. Little bit of a pity. The same money could secure a reasonable-mileage GTS though a year older, Castle 4×4 of Castle Donington (01332 391771) were selling a stunning red one-owner example at that price with full black leather interior, 88,000 miles with a full Porsche service history and new MOT, £14,000 worth of extras including Bose sound system upgrade with rear entertainment, cruise control, power tailgate and 21-inch alloys.

If you have red blood in those veins, or at least a can of Red Bull to knock back before getting behind the wheel, it will have to be a Turbo. Little bit of a pity that for £20,000 the later 4.8 Turbo might be out of reach unless it’s a high miler, but our choice purchase would be the 4.5 Turbo S that ABC Cars of Ashton-Under-Lyne (01613 438211) had a £20,000 price tag on, a metallic blue 2006 model but with just 33,000 miles, in immaculate condition with new brakes front and rear, 20-inch alloys, satnav, sunroof, privacy glass and the Comfort Pack, forget the £500 road tax and 18mpg consumption, spur the 520bhp into five-second 0-60mph action and live the true hot ’n’ spicy Porsche legend.

 Or you could consider… 

What does the Toyota Land Cruiser have in common with veteran actress Maggie Smith? Dated chassis dressed to kill, basically long in the tooth, but still magnificent and totally reliable. Worth considering, obviously

 TARGET RANGE:  £18,000 – £50,000 

The updated Toyota Land Cruiser for the 2010 model year was in fact little more than a facelift and a rationalisation of the range, the significant improvements being the addition of all the leading edge electronic driving and off-road traction aids, necessary features to counter the advanced technology appearing on Land Rovers. Hence the structure of the car is the same as the predecessor in that it remains a body-on-chassis design with independent front suspension and a rigid rear axle, a dated design for a modern luxury 4×4. One improvement was the fitting of enhanced body-to-frame bushings to reduce the transmission of road and mechanical noise, but these can’t quite match the refinement of a modern all-independent monocoque design, so even with coil springs all round or the air springs of the top model, the Toyota has a rather agricultural feel that’s rather at odds with the sleek styling and the luxurious equipment specification. Toyota’s thinking is that they want their Land Cruiser to remain a hard-core off-roader to satisfy demand in key markets such as Australia, where off-roading is a necessity rather than a pastime. Discerning buyers in more fashion-conscious countries will be happy to trade off this heavy-duty approach against long-term reliability, an area where the Toyota undoubtedly succeeds.

The base LC3 is a five-seater, but LC4 and LC5 are seven-seaters, with a neatly-designed Easy Flat feature that drops the rearmost seats down to floor level at the touch of a button – one set just inside the tailgate, another just behind the second row of seats. One significant advantage over the previous model is the amount of rearward adjustment available on the second row of seats, which can be shifted back to provide almost twice the legroom in the previous generation.

The key innovation for many will be the uprated engine, the 3.0-litre D-4D turbodiesel modified to meet Euro 4 emissions requirements, but at the same time offering 12bhp more and better fuel consumption, claimed at 34.9mpg for the combined cycle in the range-topping LC5. This is mated to a six-speed manual or, more commonly, a five-speed automatic.

Four-wheel drive credentials are good throughout the range, all versions have permanent four-wheel drive with a driver-selectable centre diff lock, the LC5 also has a rear axle diff lock.

All versions have a good selection of electronic driving aids including traction, stability and hill descent controls plus hill start assist, but the LC5 includes the Multi-Terrain Select system, which adjusts engine torque output and transmission settings to suit a range of conditions. It can be set to mud and sand, loose rocks, mogul or rocks – the ‘mogul’ option presumably referring to awkward humps and ruts. There’s also a ‘crawl’ function whereby you can set a suitable speed for traversing difficult terrain, which the car will maintain regardless of climbs, descents or rocky outcrops that it may encounter. One of the features that allows the multi-terrain system to work is the Adaptive Variable Suspension with three height settings, while LC4 and LC5 also have the Kinetic Dynamic Suspension System which works to limit body roll in fast corners, resulting in more positive steering feel in general driving as well as more stable cornering.

During 2011 a three-door version joined the range, this was only available in base LC3 trim with manual transmission and although it lacks the clever air suspension and trick electronic driving aids it still seems like the best bet as a more dedicated off-road plaything for anyone who prefers to apply personal skill to off-roading rather than letting the car do all the work – not every mud-plugging enthusiast will appreciate Toyota’s claims for their LC5 that, “all you have to worry about is the steering.”

The Land Cruiser was facelifted for the 2014 model year, the most significant outward changes being a more aggressive frontal treatment with a deeper bumper and sharper light clusters, and the engine was developed to meet Euro 5 requirements with a power increase to 188bhp. Electronic gadgetry was also updated to include – on top models – a new touch-screen media centre, lane change and blind-spot monitors and surround-view cameras.

 Our verdicts 

We were suitably impressed with the new Land Cruiser for 2010. Our debut report in the January 2010 edition commented: “Following in the Land Rover style of featuring a plethora of electronic wizardry the Land Cruiser, already a highly capable off-roader, just got even better. The interior is plusher and sports the aircraft console-type layout that is de rigeur these days. Exterior tweaks have created a more muscular stance, characterised by an oversize bumper, and the rear wheel arches flare towards the rear. This truly is an off-road machine that is vying with the Discovery 4 for on- and off-road dynamics.”

With that last comment in mind, we had to pit the new Land Cruiser against a Discovery 4. The head-to-head twin test appeared in our May 2010 issue, and although the Toyota lost out to the Land Rover it was a close call. One of the factors that chipped some of the gloss from the equipment-packed Toyota was the complexity of its off-road features compared with the very intuitive set-up in the Land Rover. We wrote of the Land Cruiser’s Multi Terrain System: “Without reading the instruction manual – a very handy separate off-roading guide – you would never know how to access the Multi Terrain Select. It is all rather fiddly in comparison. It was quite a faff to select low range – in Neutral – then if you want the impressive crawl function the selector has to be in anything other than Park or Neutral. To select all the extreme off-road functions, such as the manually locking centre and rear differentials takes a while and involves quite a number of different operations and switches.” Nevertheless, once we’d managed to work out how it all operates we found the Land Cruiser well up to the extreme off-road task: “Engine braking in first low was perfectly adequate for the slippery steep descents on our test route. On really steep terrain it’s advisable to use the crawl settings, although they are accompanied by the usual teeth-sucking graunching noises that these systems produce.

“In the axle-twisting rocky section we noticed that the Land Cruiser picked up a wheel quicker than the Discovery, and in deep, wet, greasy ruts it needed a bit more work to pull itself out of the mire. Not quite as smooth in operation as the D4, but still very effective.” We felt the on-road ride was noticeably more wallowy than the Discovery, and we criticised the protruding rear bumper, which makes it difficult to load heavy objects.

Our 4×4 Of The Year comparison for 2011 gave us a chance to pit the Land Cruiser against all its key rivals. We wrote: “The LC5 is impressive, packed with enough toys and luxuries to keep gadget fans happy. It’s certainly in a different league to the Mitsubishi Shogun, Nissan Pathfinder and the Jeep Grand Cherokee, but when pitched against the Discovery it’s not quite good enough.

“The Toyota is a great off-roader and its systems are superbly effective once deployed, but the 4×4 selection procedure is complicated. There’s a protracted system involving dials, buttons and scrolling menus. Some are dash-mounted, some are on the steering wheel and some are by your kneecap. In short it’s a bit of an ergonomic mess that we hope someone at Toyota is fixing right now.”

Someone did just that, on the facelifted range for the 2014 model year, which features a restyled dashboard with all the 4×4 controls grouped on a panel in the central console. We recorded that mid-term facelift in our 4×4 Of The Year for 2013, but weren’t overawed, commenting: “The Land Cruiser reinvented itself last year and there has been no change.” That was meant in general terms; one coincidental change was the shift to the more emotive Active, Icon and range-topping Invincible nomenclature, but in spite of the stronger styling and enhanced electronic gadgetry our experience with the car did no more than reinforce our overall feeling: “Reliable and conservative are words that tend to sum up Toyota’s approach to their iconic off-roaders, values that may well excuse the reluctance to drag the Land Cruiser into the 21st Century. It’s the last of the big players to cling to the concept of a separate steel chassis and while the engine has been tweaked to meet current emissions regulations it’s an ageing design linked to a conventional five-speed automatic. It can’t be helped, then, that the Land Cruiser feels like a bit of a lumbering brute in comparison with its more advanced rivals.”

 Which one to buy 

LC3 is nominally the entry level and lacks the third row of seats, but nevertheless has the key electronic aids including hill descent, hill start and traction control, plus vehicle stability, Bluetooth, electric windows and mirrors, six-speaker stereo with CD player, front, side and curtain airbags, smart entry and smart start. The wheels are 17-inch alloys but no spare was included, just a tyre inflation kit – check, because some owners paid the extra for a full-size spare. Buy a high-mileage early example for £18,000, if it’s in good condition, more like £20,000 for anything with no more than 50,000 miles. One of the keener deals we spotted was Arnold Clark of Ayr (01292 518703) asking £19,000 for a blue one-owner 2010 example with 57,000 miles; a clean low-mileage 2012 model will command at least £25,000 in mint condition.

Three-door versions might be a good choice for more serious off-roading, these haven’t sold in great numbers so are rare second-hand but reasonably priced, Robinsons of Hillsborough (0289 221 0808) had a smart metallic grey 2011 example with 45,400 miles priced at £17,950 and a pearlescent white 2013 Active with just 11,000 miles at £25,950. There are quite a few nearly new examples around, as well as new stock with around £1000 knocked off the new list price – the same dealer was asking £32,900 for a new 2014 metallic silver one with 50 miles on it and £34,900 for a 2015 example with 100 miles on it.

The LC4 gets leather upholstery and three-zone climate control, with additional convenience features such as rain sensors and automatic lights, cruise control and an HDD sat nav. The stereo is upgraded to a 14-speaker JBL Synthesis Premium Surround Sound System with storage for 2000 CD tracks. The suspension includes the self-levelling TEMS system and the wheels are18-inch alloys – including a full size spare. Pay £24,000 for an early example with reasonable mileage, like the 60-plated metallic black 62,000 miler, with power sunroof, at Braidwood Motor Company in Livingston, West Lothian (01505 321910), though you could be asked £29,000 for a five-year old car with low mileage and perfect service record. Expect to pay around £35,000 for a low-mileage three-year old car with some of the original five-year warranty intact.

The LC5 is so luxurious as to be the least likely car to go off-road, yet it’s the one that has the multi terrain select system with the four-camera multiview monitor; good news is that prices aren’t stupidly higher than for the already well-appointed LC4. Lodge Motors of Yateley (01252 860900), for instance, were asking £28,990 for a 60-plated 49,000-miler, two-owner car in dark blue metallic with beige leather interior, while Stebbings Car Superstore of Kings Lynn (01553 387911) put a £35,500 tag on a 27,000-mile example in black on a 13 plate with up-to-date service history and clear HPI check. Look around for low-mileage nearly-new cars, Motorline of Horsham (01293 976737) were asking £39,995 for a 190-horse 2013 example in Astral Black with 13,000 miles, or keen price cuts on 2014 unregistered new cars, like the £49,975 being asked by Boss Performance of Bury, Lancashire (0161 763 3000) for a white Invincible with panoramic sunroof, remarkable since the listed new price for an Invincible is over £53,000.

For 2011 Toyota celebrated its long Land Cruiser history with a 60th Anniversary special edition, the upgrades being mainly cosmetic with carpet mats, walnut trim, chrome exhaust finisher and clear-finish rear light clusters, but still desirable. Saxton 4×4 of Chelmsford (01245 351234) had a 49,000-mile 2011 example in Astral Black priced at £31,950. Handpicked Cars were a bit over the top asking £44,495 for a 2012 example, but it is a pristine one-owner car, 28,000 miles with two main dealer services, sold with new tyres and a year’s MOT, plus an additional three months warranty on the engine and gearbox.

 Or you could consider…