2011 Porsche Cayenne

Base AWD 4-Dr Sport Utility V6 man trans

2011 porsche cayenne Reviews and News

2011 Porsche Cayenne S Hybrid Right Front View
For many people, the Cayenne is an assault on Porsche's brand integrity. The tall and heavy SUV would seem to be the polar opposite of the sports cars that have defined Porsche. But, alas, the Cayenne has become Porsche's bestselling vehicle.
2011 Porsche Cayenne S Hybrid Rear Left View
It won't placate the traditionalists, but the redesigned Cayenne does try to fit in better with the rest of the Porsche family. It's less bloated and heavy looking outside, and it's more sports-car-like inside, with its high and wide center console and 911-style gauge cluster (with the tach in the middle). As before, the Cayenne steers with Porsche-like precision and corners very well for a vehicle of its height and weight. The optional adaptive air suspension, however, might be worth skipping. It has three settings, but the comfort setting provides so little damping of jounce and rebound that it fails to live up to its name -- normal or even sport modes are better.
The new hybrid version of the Cayenne works against the recent improvements, and moves this SUV further away from the Porsche ideal.
The hybrid pairs a supercharged 3.0-liter Audi V-6 with an electric motor. A clutch between the two can decouple the engine from the rest of the powertrain. Unlike most other hybrids, therefore, the engine can cut out when you lift off the throttle, even at highway speeds, which means you can be coasting along at 70 mph and look down at the tach and see the needle sitting at 0 (although it actually says "ready" rather than "0"). The total system output is 380 hp and 427 pound-feet of torque, fed to all four wheels via an eight-speed automatic. It's EPA rated at 20 mpg city, 24 mpg highway.
It sounds like a pretty slick system, and some aspects of it are. You really can't feel the engine cut out and restart -- the movement of the tach needle is the only giveaway. And I saw fuel economy as high as an indicated 26 mpg, on a hour-long highway trip, and 26 mpg again, on the return leg with more suburban driving. But there's a price to pay.
First is the sticker price. For the Cayenne S Hybrid, that's nearly $70,000, which is perhaps not too shocking. This is a Porsche, after all. But, because it's a Porsche, one needs to remember that the starting price is exactly that: a place to start. My test example piled on some $18,000 worth of extras, and what was surprising is what was still missing at $86,510: a blind-spot warning system, a lane-departure warning system, cooled seats, keyless ignition, a backup camera, even satellite radio.
Okay, so everyone knows that Porsches are expensive. But the Cayenne Hybrid also extracts a price in driveability, and that's something I don't expect in a Porsche. A stop-and-go slog up the miserable Van Wyke expressway was a herky-jerky affair in the Cayenne Hybrid, thanks to ragged throttle tip-in and regenerative brakes that are very touchy at the top of the pedal travel. The latter, particularly, never ceased to be annoying in around-town driving as well.
Bigger throttle inputs get you past the non-linear initial response, but then the disappointment comes from the sound of the powertrain. Whether it's the Audi V-6, the electric motor, or some combination thereof, the dominant sound is a hollow, metallic resonance that will never be mistaken for spine-tingling rasp of a 911.
Compared to the V-8-powered Cayenne S, the Hybrid gets an additional 4 mpg in the city, and 2 on the highway. Based on economics alone, it would take more 120,000 miles (at $4-per-gallon gasoline, and 45/55 percent city/highway driving) to recoup the Hybrid's additional cost. And that whole time, you're driving a vehicle with brakes that are touchy, initial throttle response that's jerky, and an engine note that's devoid of any Porsche excitement. Oh, and it's also slower (6.1 seconds to 60 mph versus 5.6 seconds). Sorry, but I'll take a V-8 Cayenne S any day.
2011 Porsche Cayenne S Hybrid
Base price (with destination): $68,765
Price as tested: $86,510
Standard Equipment:
3.0-liter supercharged V-6
Electric motor, NiMH battery
Paralell full hybrid drive system
8-speed Tiptronic S transmission w/auto stop-start
Porsche traction management
Permanent 4-wheel drive
Porsche stability management
14.2" vented front rotors w/6-piston calipers
13" vented rear rotors w/4-piston calipers
Multifunction, leather-wrapped 3-spoke steering wheel
4-way adjustable steering column
8-way power front seats w/memory
10-speaker AM/FM/CD sound system
Power moonroof
Power liftgate
One-touch power windows
Heated, retractable, power side mirrors
Trip computer
Options on this vehicle:
Dark blue metallic paint - $790
Leather interior - $3655
19-inch Cayenne Turbo wheels - $1560
14-way power seat w/memory package - $1335
Convenience package - $4520

- Navigation
- Porsche Communication Management
- Bi-Xenon headlights w/Porsche dynamic lighting system
- Heated front seats
- Auto-dimming mirrors
Air suspension - $3980
Trailer tow package $650
Heated steering wheel $250
Park assist, front and rear $1095
Key options not on vehicle:
- Lane change assist
- Rearview camera
- Seat ventilation
- Sport design package
- Running boards
- Skid plates
- Porsche entry & drive
- Thermally and noise insulated privacy glass
- Panorama roof system
- Roof rails and moldings w/matte aluminum-look finish
- Extended exterior package in black
- Painted front air intakes
- Ceramic composite brakes
- Four-tube sports tailpipes
- Adaptive cruise control
- Illuminated door sill guards
- Burmester high-end surround-sound system
- XM satellite radio
- and many, many more
Fuel economy:
20 / 24 / 21 mpg
3.0L supercharged V-6 hybrid
Horsepower: 380 hp @ 5500 rpm
Torque: 427 lb-ft @ 1000 rpm
8-speed automatic
Curb weight: 4938 lb
Wheels/tires: 8.5 x 19" wheels, 265/50R19 tires
Competitors: BMW X5 xDrive 35d, BMW X6 ActiveHybrid, Mercedes-Benz ML350 Bluetec, Volkswagen Touareg hybrid
1007 01+2011 Porsche Cayenne Turbo+side View
Eight years ago, when the first Cayenne was introduced, the concern among the sports car community was whether an SUV should wear the prestigious Porsche badge, whereas Porsche's main concerns seemed to be making sure the Cayenne had Porsche-like performance and real off-road capability. Today, we've either accepted or become inured to the idea of a Porsche SUV, and Porsche's focus for the Cayenne also has changed. Its buyers don't care about off-roading, so for the second-generation Cayenne, Porsche's aim was to improve efficiency while enhancing performance.
1007 01+2011 Porsche Cayenne Turbo+side View
Thus, the two recently added powertrain offerings are a diesel (unfortunately not coming to the U.S. market) and a hybrid. The latter combines Audi's supercharged 333-hp V-6 with a 46-hp electric motor. The base six is, once again, the Volkswagen Group's 3.6-liter narrow-angle V-6, which now produces 300 hp with a claimed twenty percent improvement in fuel efficiency. That would put the Cayenne's combined economy rating at 19 mpg, although no EPA figures are available yet. The V-8s, both normally aspirated and turbocharged, provide a 23 percent increase in fuel economy thanks to a new eight-speed automatic transmission and substantial weight savings. The Cayenne S now delivers 400 hp (up from 385 hp) and 369 lb-ft of torque - enough, Porsche says, to beam itself from 0 to 60 mph in 5.6 seconds and on to a maximum speed of 160 mph.
We drove the top-of-the-line Cayenne Turbo. Its 4.8-liter V-8 is rated at 500 hp and 516 lb-ft, and according to Porsche, it can propel the Cayenne to 60 mph in 4.4 seconds and on to a top speed of 173 mph. In theory, the Turbo will average 17 mpg, but in reality, our hard-driven test car barely achieved 10 mpg.
Compared with the old Cayenne Turbo, which felt like a fast castle on wheels, the new model is more lithe at speed and less ponderous through corners. The front end of the Cayenne is still as big as a small country mansion, but the vehicle has lost 408 pounds. It now weighs in at 4784 pounds, which about matches a Buick Enclave. Redline for the 500-hp twin-turbo engine comes at 6700 rpm with peak torque on tap from 2250 to 4500 rpm, so you have 516 lb-ft of punch where and when you need it most. The new eight-speed automatic transmission is supplied by Aisin and offers a slightly wider ratio spread (7.1:1) than the ZF box being used by BMW and Audi. Seventh and eighth are long-legged overdrive ratios that drop the revs dramatically at interstate speeds. Also new is the start/stop system, which automatically cuts the engine when the vehicle is stationary and your foot is on the brake. Other green items are a more efficient engine and transmission cooling circuit and a brake-energy regeneration system. Last but not least, the new Cayenne is equipped with an on-demand four-wheel-drive system that supplies power only to the rear wheels unless the electronics call upon the multidisc wet clutch to add some front-wheel traction.
The suspension is now largely made of aluminum, not steel, which alone reduces weight by 73 pounds. The Turbo model is fitted with air springs, adjustable dampers (PASM), and bigger vented disc brakes. If you think that's plenty of high tech, check out the options list. There you will find additional sparks of genius such as the dynamic antiroll system (PDCC), carbon-ceramic brakes (PCCB), torque vectoring (PTV Plus), and radar-based cruise control.
1007 05+2011 Porsche Cayenne Turbo+front Three Quarters View
Is it really worth spending the equivalent of a base Volkswagen Golf on these goodies? Well, the dynamic chassis control device does keep unwanted body motions to a minimum, but by doing so it narrows the demarcation zone between grip and slip, thereby virtually eliminating an important warning signal. Torque vectoring is also a good thing. It improves turn-in by decelerating the inside rear wheel while at the same time feeding more torque to the outer rear wheel, triggering a yaw moment that helps to keep the car on course. The expensive carbon-ceramic brakes are, however, difficult to justify for anyone but the most aggressive drivers.
A couple of inches longer than its predecessor, the new Cayenne offers more rear legroom. The split bench slides fore and aft a generous 6.3 inches and the seatbacks adjust within a six-degree range, allowing you to choose between passenger comfort or cargo room.
But the most significant improvement concerns the classier and more user-friendly interior, which mixes design elements from the Panamera with higher-quality materials and a bunch of new options. The dashboard, which used to be an overstyled yet underwhelming slab of plastic with an extremely busy center stack, has been completely revised. Gone are the hard-to-use navigation system, the difficult-to-reach climate controls, and the not exactly self-explanatory buttons and levers for ride height and damper calibration. The Tiptronic S gearbox can now be operated by paddles rather than thumb switches (albeit at extra cost), the larger color monitor is a touch screen, and dialing in your preferred dynamic vehicle setting is no longer just a fiddly exercise.
The four round instruments have moved a little closer together and include a new multifunction display. There are two high-end sound systems to choose from, one tuned by Bose and the other by Burmester.
The dynamic light system (PDLS) automatically adjusts the range and intensity of the bixenon headlamps in accordance with speed, weather, and driver environment. Blind-spot monitoring and adaptive cruise control with a brake-to-stop function are also new. Gone for good are all off-road-related options and with them, we hope, the silly Transsyberia package.
Full praise is due the thick-rimmed, smaller-diameter steering wheel; the much-improved ergonomics; and the more flexible packaging. I also love the supportive power-operated seats - with one exception - the fixed headrest that sports a bulge exactly where my neck wants to rest.
1007 07+2011 Porsche Cayenne Turbo+front View
Time to hit the road and burn some rubber, which isn't easy with the congestion around Stuttgart. After about an hour, the autobahn is finally clear enough to let the turbos swirl. Zero to 100 mph is a swift exercise, 125 mph comes and goes in a flash, and even at 150 mph the Cayenne still feels like it's attached to the horizon by a tightly strung rubber band. Top speed is 173 mph, but we briefly see an indicated 185 mph on a long, downhill slope. Try that in a Chevy Tahoe.
Thankfully, high-speed roadholding combines strong cornering grip with impeccable stability. The meaty steering never feels vague or rubbery, and the performance of the composite brakes is quite simply sensational. Their strong initial bite and communicative pedal feel are second to none. The energy-squashing deceleration goes from reassuring to riveting with only a modest increase of pedal pressure.
Among the very few complaints we have after the fast bit of a half-day journey are a fair amount of tire and chassis noise and the air suspension's tendency to respond to transverse irritations with a low-frequency drumming motion. It's nothing serious, only an idiosyncrasy that may well be absent in the steel-sprung Cayenne.
On traffic-free back roads, the 500-hp crossover feels a full size smaller and about two weight classes more agile than its predecessor. This vehicle seemingly neutralizes the laws of physics. It has amazing cornering capability and steers with exceptional precision. It accelerates as if it were launched by a built-in catapult and it is at the same time both incredibly maneuverable and absolutely rock solid.
Of the three suspension-tuning options - sport, normal, and comfort - I prefer the softest calibration in combination with the sharpest engine and transmission setting. This yields all the compliance you need on the rough stuff, all the throttle response a steady right foot can handle, and all the torque you'd ever want.
Having lost weight and gained mechanical efficiency, the Cayenne now handles and rides like a top-notch sport sedan. In some markets, it can even be specified with a couple of green fig leaves - the hybrid and the diesel - to cover up a guilty conscience. Despite these improvements, the tallest Porsche is still stuck with the off-road-compromised architecture originally developed with Volkswagen. We won't see a thoroughly reworked version until the third-generation Cayenne appears in around 2017. That model will almost certainly boast an aluminum spaceframe that will allow a further weight reduction of at least 500 pounds. That should let the Cayenne continue what's been started: making an SUV more acceptable to Porsche purists.
The Specs
On sale: Now
Price: $105,775
Engine: 4.8L twin-turbo V-8, 500 hp, 516 lb-ft
Drive: 4-wheel
1005 01+2011 Porsche Cayenne Hybrid+front Three Quarters View
It may be another gut punch for purists, but Porsche's foray into volume products and new segments continues with a hybrid model for the new, second-generation Porsche Cayenne. However, the Cayenne S Hybrid isn't just an overweight Toyota Prius. Both the hardware and the software feature unique - or at least unusual - approaches to hybrid execution. The result is that the Porsche Cayenne doesn't drive like any other hybrid.
1005 01+2011 Porsche Cayenne Hybrid+front Three Quarters View
New hybrid hardware
Ironically, primary propulsion for the most efficient Cayenne comes from what's rightly considered a high-performance engine when installed in a lighter and lower automobile. Borrowed from the Audi S4 sport sedan, the 3.0-liter supercharged V-6 produces 333 hp and 324 lb-ft of torque. Power is transmitted to all four wheels through an eight-speed automatic transmission supplied by Aisin.
But it's what's between the engine and transmission that turns the Cayenne into a hybrid. An electric motor, measuring 5.5 inches long, sits just ahead of the torque converter. It's good for 47 hp and 295 lb-ft of torque and raises combined output of the Cayenne S Hybrid to 380 hp and 427 lb-ft. Electricity for the motor and accessories like air conditioning and a hydraulic steering pump are supplied by a 1.85-kWh nickel-metal-hydride battery stashed below the cargo floor.
The final piece of hybrid-specific hardware is a dry, multiplate clutch placed between the engine and the electric motor, and it's the Cayenne hybrid's most distinctive feature. The clutch can decouple the V-6 from the rest of the drivetrain, allowing the Cayenne to coast or move under electric power without the drag of a spinning (but not firing) engine.
It may sound complex, but the Cayenne's powertrain looks quite simple and conventional when you view the technical diagram in our photo gallery. The path of the power flows naturally from the front of the car, starting with the supercharged V-6 and continuing through the clutch, electric motor (highlighted in red), torque converter, eight-speed automatic, and transfer case to the four wheels where it finally meets the road.
The hybrid system operates in five different modes. The first is pure electric operation, available at light throttle and speeds up to about 30 mph. A button labeled E-POWER on the center console alters the throttle map so there's more pedal travel before the gas engine starts up. But even with E-Power active, you'll need an absolutely flat road or a slight downhill if you want to maintain or increase your speed. At best, it's useful for quietly, cleanly, and patiently motoring through your subdivision before you hit a main thoroughfare.
To activate boost mode, where the gas engine and electric motor work together for quick acceleration, the driver has to be asking for full throttle by pushing the gas pedal through the kickdown detent at the bottom of the pedal travel. However, if the Cayenne is in sport mode (activated with console-mounted button), electric boost comes on earlier, at about 70 percent throttle. Interestingly, the Cayenne never uses the gas engine and electric motor together during light acceleration.
1005 08+2011 Porsche Cayenne Hybrid+front Interior
Whether you're in the city or on the highway, the most common situation is to simply use the gas engine. It may not sound that efficient or innovative, but remember that the 3.0-liter V-6 is significantly downsized compared to the 4.8-liter V-8 in the Cayenne S or the Turbo, or even the 3.6-liter V-6 in the base Cayenne. In this mode, the V-6 also drives the electric motor as a generator to charge the battery. By raising the powertrain load, the gas engine operates at a higher rpm and thus higher efficiency. So while more gas is being used, the energy recaptured for later use makes the net energy consumed lower than if the battery weren't being charged.
Brake regeneration is the fourth operation, and a universal hybrid trick that uses the electric motor to slow the car and charge the battery. The Cayenne's calling card, though, is a unique mode referred to as "sailing" by Porsche's German engineers, because it's the translation of their word for "paragliding." In America, coasting or freewheeling is a more familiar descriptor. As soon as the driver removes their foot from the brake, the gas stops flowing and the clutch decouples the engine from the drivetrain, allowing the Cayenne to coast without using gas or electricity and with reduced parasitic drag. Unlike electric mode, sailing works at any speed. Or at least any speed you should expect to see on U.S. roads. Above 97 mph, the gas engine stays on at all times.
A different hybrid driving experience
Less than a mile into our drive with the Cayenne S Hybrid, we're impressed with the powertrain. Why? It's the hybrid that you'd never know was a hybrid. Or, at least a typical driver wouldn't know it's a hybrid. One trip up and down the eight transmission gears, and we're blown away at how much it feels like we're driving a SUV with a only a boosted gas engine. The transitions from electric to gas-only to boost mode to sailing are all seamless, and barely noticeable unless you're looking for them. Thanks to the library-quiet cabin, you won't even hear the gas engine kick on if you have the radio playing at a normal volume. Instead, we had to rely on the tachometer and powertrain display to discern what complexities were happening. We even had trouble identifying when the hydraulic brakes began assisting the regenerative braking, all while staring at an analog gauge that showed exactly when the change happened.
The real magic here isn't in the electric motor, or the battery, or even that special clutch. The normalcy is a product of the automatic transmission and the hearty gas engine. When the media or enthusiasts bemoan a hybrid's sluggish character, it's rarely the electric bits damaging the character. Rather, it's the incessant drone of a continuously variable transmission or an underpowered engine with the reluctance of a moody teenager that makes hybrid driving so mundane and tiresome. Porsche got a head start by choosing the right hardware and then mastered the calibration for a competent - even fun-to-drive - hybrid.
1005 04+2011 Porsche Cayenne Hybrid+reart Three Quarters View
It's worth noting that the gas-electric model is called the Cayenne S Hybrid, not simply the Cayenne Hybrid. That's because this model is closer in character and equipment to the 400-hp Cayenne S than the base, 300-hp Cayenne. Lapping the 2.38-mile track at Barber Motorsports Park, the hybrid provides more instant throttle response thanks to the switch-like reaction of the electric motor. However, once its gas-powered peer has downshifted and reached the upper third of the tachometer, the regular Cayenne S runs a bit harder. Porsche tells us that the hybrid gets to 60 mph in 6.1 seconds, while the normally aspirated V-8 Cayenne S makes the sprint in 5.6 seconds. Unfortunately, the hybrid won't be offered with some of the Cayenne's most compelling chassis features like the active antiroll bar, or the fabulous torque-vectoring rear differential, so it's not quite as fast or confident in the turns. At 4938 pounds, it's also the heaviest model, though it is lighter than last year's V-8 model.
Our hybrid Cayenne was equipped with the standard steel-spring suspension and rode nicely over the well-kept roads of Birmingham, Alabama. This setup doesn't have the range adjustability, or body control of the more advanced air suspension and active dampers, but we imagine most buyers would still be content with it. Our largest gripe is shift speeds from the eight-speed automatic. Whether it's left to shift on its own or controlled by the wheel-mounted buttons, the gearbox is never in a hurry to swap cogs. Whether they're full-throttle upshifts or part-throttle downshifts, there was a noticeable delay between when we called for a shift, and when the Cayenne finally completed the action.
Official fuel economy numbers for the hybrid Cayenne haven't been finalized, but they're expected to come in at 20 mpg in the city and 23 mpg on the highway. That won't make the Cayenne a standout, but it will slot right in the mix of large hybrid SUVs with the Chevy Tahoe Hybrid (21/22 mpg), the Mercedes-Benz ML450 Hybrid (21/24 mpg), and the BMW X6 ActiveHybrid (17/19 mpg). The Cayenne S Hybrid will also compete with the trio of diesel German SUVs, the BMW X5 xDrive 35d (19/26 mpg), the Mercedes-Benz ML350 BlueTec (18/25 mpg), and the Audi Q7 TDI (17/25 mpg). We expect the V-8 Cayenne S to be rated around 15 mpg in the city and 21 mpg on the highway.
Even the hybrid's visual clues are subtle. From the driver's seat, there's just the E-Power button, a small analog charging gauge, a few special information screens on the nav system, and the tachometer that reads "Ready" in place of a zero. Outside, the only indicator is a pair of small fender badges. Stepping back, the second-generation Cayenne's styling evolves for a more expressive and significantly less awkward look. The cabin receives a much-needed update to modern switchgear and finishes and adds a dose of Panamera design in the center console. The five-binnacle instrument cluster now features the tachometer in the center position, while a full-color display for vehicle information or a navigation map sits just left of it. The grab handles on either side of the center console are still in place and are now duplicated on the doors. Our favorite upgrade, though, is the new seating, with excellent bolstering and support.
1005 03+2011 Porsche Cayenne Hybrid+front Three Quarters View
A hybrid we can live with
Starting at $68,675, the Cayenne S Hybrid is exactly $4000 more than the Cayenne S. That's a significant step up, but we think that's a price worth paying for the people that appreciate the improved fuel economy. Unless you're going to spring for the $105,775 Cayenne Turbo or insist on having the sporty equipment like the torque-vectoring rear differential, the hybrid offers the comfort, drivability, and performance that the Cayenne promises. True, the money saved in fuel costs may not recoup the $4000 premium, but then a regular Cayenne is hardly the epitome of rationality. In that view, it's easy to justify the splurge on the innovative yet comfortably normal Cayenne S Hybrid.
2011 Porsche Cayenne
2011 Porsche Cayenne
Porsche made ripples in the automotive collective when they introduced a sport utility vehicle in 2003. It was widely berated ahead of launch by member of the auto press. Porsche soon got the last laugh, as the Cayenne has gone on to be a strong selling model in the already strong selling lineup. There was something undeniably appealing to buyers about a vehicle that could drive like a Porsche and then go off road and hold its own crossing creek beds.

For this model year, the second generation Cayenne makes its appearance. This improves almost all aspects of the big Porsche, being lighter, more powerful, and with more interior room than its predecessor. It also manages to give a much smaller, sportier look with its updated styling.

Engine choices for the Cayenne start with the 290 HP 3.6 liter V-6. From there, there, the Cayenne S ups the ante to 385 Hp with its V-8 engine. The GTS improves that to 405HP and adds a 6 speed automatic and 21" wheels. The Cayenne Turbo brings the V-8 Hp up to 500 and the ultimate Cayenne is the Turbo S, making 550 HP.
Hyundai I30 Front Three Quarter Sketch1
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The upcoming baby-Cayenne, the Porsche Cajun is well on its way to becoming a production model. As one would expect with any car set to make a debut in three years time, Porsche has many design concepts floating around its studios. British magazine Auto Car claims it has come across some Porsche created renderings of the upcoming Cajun, and the publication claims that the Cajun will feature design cues from Porsche’s legendary 959 rally racer, and it will also be available as a three and five door to compete with the new Range Rover Evoque.
2011 Porsche Cayenne Front Three Quarter
The German Federal Council today passed a controversial emissions labeling system very similar to the fuel economy letter grading system nearly passed by the EPA and the DOT a few months ago.
2011 Volkswagen Jetta
With the exception of brands impacted by the tsunami and earthquake in mid-March, April proved to be a solid month for companies selling vehicles in the United States. German automakers were no exception to the rule, although Volkswagen led the pack with U.S. sales jumping a solid 23 percent year-to-year.

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2011 Porsche Cayenne
2011 Porsche Cayenne
Base AWD 4-Dr Sport Utility V6
16 MPG City | 23 MPG Hwy
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2011 Porsche Cayenne
2011 Porsche Cayenne
Base AWD 4-Dr Sport Utility V6
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2011 Porsche Cayenne
2011 Porsche Cayenne
Base AWD 4-Dr Sport Utility V6
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2011 Porsche Cayenne Specifications

Quick Glance:
3.6L V6Engine
Fuel economy City:
15 MPG
Fuel economy Highway:
22 MPG
300 hp @ 6300rpm
295 ft lb of torque @ 3000rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential
  • Limited Slip Differential (optional)
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation (optional)
50,000 miles / 48 months
50,000 miles / 48 months
Unlimited miles / 144 months
50,000 miles / 48 months
Recall Date
Potential Units Affected

IIHS Roof Strength
NHTSA Rating Overall
Not Rated
NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Best Pick
IIHS Rear Crash

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