2013 Porsche Cayenne

Base 4WD 4-Dr Sport Utility V6 man trans

2013 porsche cayenne Reviews and News

2013 Porsche Cayenne Diesel Front Left Side View
If the looming European financial crisis has an upside for Americans, it may be that we'll get to drive models the Europeans used to keep all to themselves. A case in point is the subject of this first drive, the 2013 Porsche Cayenne Diesel. Since 2009, Porsche had a brisk business selling it to diesel-happy customers on the Continent. Now with dark financial clouds gathering over potential Draconian purse-tightening measures in many European countries, Porsche has decided to diversify its portfolio and share the joy with its U.S. customers.
Not that long ago, the thought of combining the words "Porsche" and "diesel" would have been oxymoronic. But that was before diesels dominated in the LeMans 24 Hours. Then there's the little-known trivia that Porsche sold more diesel-powered farm tractors in the 1960s than they did cars back then.
OK, so the Cayenne isn't a sports car. Porsche settled that ten years ago when the sports-car maker introduced its first Cayenne SUV. You could argue that the Cayenne is the Porsche of SUVs, with the appropriate natural balance and go/stop/turn capability to be considered one of Weissach's own in a modern sense. Anyway, the argument became moot as buyers who didn't necessarily spend their formative years drooling over 911s and Boxsters snapped up Cayennes in sufficient quantities to make it the best-selling Porsche model in North America.
How Porsche-like is it? The Cayenne Diesel's hydraulic-boosted variable-rate steering is wonderfully communicative with just the right effort and precision for good lane control. The steering column is dead quiet and conveys a solid structural feel. The optional three-position dampers can be driver-selected to deliver slightly jouncy Sport, a bit floaty Comfort or just-right Normal ride control.
The Cayenne's 3.0-liter DOHC oil-burner launches Porsche's SUV effortlessly and has torque to spare in virtually any driving situation. Merging onto a freeway or overtaking another vehicle can often be accomplished by just squeezing the throttle a little harder -- without the need for the velvety smooth, quick-shifting 8-speed automatic to downshift. The variable-geometry turbo quickly spools, muscles tighten in the drivetrain and the Diesel Cayenne surges ahead as if it was pulled by some giant unseen tractor beam. All the while, the cabin is hushed. There's just a hint of distant thrumming under road load, like the slow-turning, big-inch engines in an ocean-going ship. About 90 percent of the diesel's prodigious 405 lb-ft of torque is available at just over 1200 rpm. That makes the Cayenne Diesel none too particular as to what gear it's in. But if you do choose to shift on your own, the 8-speed Tiptronic S will oblige your commands with paddle shifters on the steering wheel or an H-gate at the shifter.
Though the 3.0-liter turbodiesel has already appeared on these shores in its Audi Q7 and Volkswagen Touareg corporate cousins, Porsche did some induction work to increase output from 221-225 hp to 240 horsepower. Porsche also got the engine to meet tough Tier 2 BIN 5 emissions requirements with an after treatment system that injects AdBlue urea fluid into the exhaust gas stream to reduce NOx. A 5.5-gallon tank under the spare tire holds enough fluid to go about 10,000 miles before refilling, which would be about every other oil change. Just be careful not to spill any as it's smelly and can remove paint.
Drop the hammer and the near 2-1/2-ton Cayenne Diesel will scamper to 60 mph from rest in just over seven seconds, a couple of tenths quicker than the base 300-hp 3.6-liter gas V-6 Cayenne. Yet driven like you're the one who pays the monthly fuel bill, this diesel has velvety throttle response. Checking fuel consumption on the wide-open state highways around Anchorage, Alaska, we had no difficulty meeting or beating the EPA 29-mpg highway estimate, ending the day with an average 28.6 mpg that included some idling with stop-and-go city traffic mixed in. At 26.4 gallons the Diesel's fuel tank is almost 20 percent larger than those in other Cayennes. Combined with the EPA-estimated 29 mpg number, that tallies out to a theoretical 765-mile driving range. Although you might have other reasons to stop at service stations, fuel won't always be one of them.
At least it's now easier to know when to stop courtesy of a new, tasteful chronometer-style clock situated atop the instrument panel on all 2013 models. Also new are armrest-mounted power door lock controls and a 10-speaker audio system with 7-inch touchscreen control.
Our test Cayenne Diesel optioned out north of $80,000 with all the bells and whistles, including adjustable air suspension, Porsche's Communication Management infotainment system with navigation, full-leather interior, 19-inch wheels, adaptive sport seats with memory, bi-xenon lighting and more. But a crafty buyer could bring home one with a few key options, like Bose surround sound, power sunroof and SiriusXM HD radio for less than $60,000 and have one spicy Cayenne. So other than the 300 pounds of added weight, we conclude from a driving dynamics standpoint that plunking the 3.0-liter turbodiesel into the Cayenne has had no deleterious effects, while improving low- and midrange responsiveness, fuel economy and driving range substantially. It's the first road-going Porsche ever to use diesel power and we don't think it's the last. In fact, the Cayenne Diesel makes so much darn sense that we wonder how long it will be before the engine finds its way into the Panamera.
2013 Porsche Cayenne Diesel
Base price:
$56,725, including $975 destination and delivery
As tested: $81,730
DOHC 3.0-liter turbodiesel V-6
Power: 240 hp @ 3500-4000 rpm
Torque: 406 lb-ft @ 1750-2500 rpm
Transmission: 8-speed automatic
Drive: Full-time all-wheel with Torsen differential
Variable-ratio rack-and-pinion
Suspension, Front: Independent double wishbone, stabilizer bar
Suspension, Rear: Independent multilink, stabilizer bar
Brakes: Four-wheel disc, internally vented and cross-drilled rotors, ABS
Tires: P255/55R-18 all-season
L x W x H:
190.8 x 76.3 x 67.4 in.
Wheelbase: 114.0 in.
Track F/R: 65.2/65.7 in.
Weight: 4795 lb
Cargo volume (rear seats up/down): 23.7/62.9 cu ft
0-60 MPH:
7.2 sec
Top Speed: 135 mph
EPA Mileage: 19/29 mpg city/highway
2013 Porsche Cayenne GTS Front Left View
Porsche has a habit of subdividing its vehicle lines into as many models as possible, and the Cayenne is no exception. The latest derivation is the 2013 Cayenne GTS, which was introduced at the Geneva Motor Show, combines the naturally aspirated demeanor of the Cayenne S with the aggressive design cues of the Turbo. While that may sound like a recipe for a limited-appeal, enthusiast-only model, Porsche is confident that it will find plenty of buyers: the first-generation Cayenne GTS accounted for 17 percent of the nameplate's sales. We drove the GTS along winding two-lane roads, up a mountain pass, and on a small test track in Austria to see if it really felt different form a Cayenne S.
The heart of the GTS is the same 4.8-liter V-8 engine from the Cayenne S, but upgraded by 20 hp and 12 lb-ft of torque to 420 hp and 381 lb-ft. The power increase comes courtesy of a more aggressive intake camshaft, stronger valve springs, and a reprogrammed engine computer. Porsche says the GTS will reach 62 mph in 5.4 seconds, which is two-tenths quicker than the S but exactly one second slower than the 500-hp Cayenne Turbo.
"Of course you can drive faster with the Turbo," says Porsche SUV line director Dr. Michael Leiters, "But we wanted to have an emotional and purist car with the GTS."
To that end, the SUV also gets a new Sound Symposer, which channels noise from the twin air boxes to each A-pillar, creating a loud snarl inside the cabin. The sports exhaust also has a valve that opens to make the car louder in Sport mode. The end result is that the GTS sounds much more engaging and aggressive than any other Cayennes. With Sport mode turned off, however, the GTS remains about as quiet under acceleration as other versions of the SUV.
The engine mates to an eight-speed automatic transmission that has been slightly reworked to reduce shift times by five percent. There is no manual transmission, as the take rate for the six-speed stick in the old Cayenne GTS was a negligible three percent. Fortunately the standard Sport Design steering wheel, optional on other models, has big metal shift paddles that are much easier to use than the frustrating shift toggles on other Cayennes. The GTS also benefits from a final drive ratio that is 20 percent shorter than other Cayenne models, to improve acceleration.
We drove the new GTS from Lake Woerther in southern Austria to the nearby OeAMTC test track, but we first made a detour to Nockberge National Park. Within the park, the 21-mile Nockalm Road cuts up and down a mountain, peaking at about 6700 feet and includes 52 major bends along the way. Needless to say, it's an ideal route for a version of Cayenne that's supposed to feel like a sports car.
Thanks in part to the shorter gear ratio, the GTS explodes away from each turn with more verve than its 420-hp rating might suggest. There's a wonderful and seriously loud snarl from the exhaust and Sound Symposer, giving way to delightful crackles on overrun when you lift the throttle or downshift. Even though the V-8 doesn't reach its peak horsepower output until 6500 rpm, torque builds early enough to make swift progress without constant downshifting. Our tester wore Porsche's optional Ceramic Composite Brakes, providing firm and consistent braking that is reassuring given that most sections of the Nockalm Road have steep drops without guardrails.
By the time we reached the tight, narrow OeAMTC test track, it had been thoroughly soaked by a morning of heavy rain. That made the Cayenne GTS's handling traits far more apparent at lower speeds: on damp sweeping turns, the Cayenne settles into juddering understeer; in sharp corners, the back end will gently step out if you're impatient with the throttle. The carbon-ceramic brakes always stopped the 4597-pound SUV without any problems. The course we used at OeAMTC included a section of a go-kart track, which was barely wide enough for our Cayennes but still allowed us to reach about 75 mph on the longest straight.
The Cayenne GTS bears the more muscular front fascia and hood from the Cayenne Turbo, along with blacked-out exhaust tips, gloss-black trim, body-color side skirts, red-painted brake calipers, dark-tinted headlights with quad LED running lights from the Turbo, and a unique twin-level rear spoiler. Black, 20-inch RS Spyder wheels are standard, though our testers were outfitted with 21-inch wheels. So that the GTS's wheels sit flush against the fenders, the front track is widened by 0.51 inch, and the rear track increases by 0.67 inch.
Tweaked suspension allows the American-spec GTS to ride 0.78 inch lower than other versions of the Cayenne; European models without air suspension are lowered by 0.94 inch, but that would make the SUV too low to count as a light-duty truck under U.S. regulations. The standard brakes are identical to those on the Cayenne S, albeit with the calipers painted red instead of silver. Two new colors are exclusive to the Cayenne GTS: Carmine Red and the bright-green Peridot Metallic. Each is a $3140 option, and includes color-matched seatbelts. No cars were available in the eye-searing Peridot hue on our drive, as the paint hadn't yet been put into production at the Leipzig, Germany assembly plant.
Upgrades to the cabin begin with unique Alcantara-lined seats, as well as Alcantara lining on the door panels, headliner, and center console. The SportChrono system comes standard, representing the first time the stopwatch and lap timer feature has been offered on the Cayenne. Also standard on the GTS is Porsche Active Suspension Management, which automatically varies the firmness of each shock absorber to balance ride quality and handling.
Although the new GTS model is quite pricey -- $83,025 after destination, which is $16,200 more than a 2013 Cayenne S -- it's actually a relatively good value when you consider the level of standard equipment. Besides the extra power, lowered suspension, shorter final-drive, and Sound Symposer that are unique to the GTS, much of the model's standard equipment is a pricey option on other versions of the SUV. Optioning a Cayenne S with similar visual modifications, interior upgrades, and components like PASM and Air Suspension could easily match or surpass the cost of a Cayenne GTS. And some parts, like the quad-LED running lights, black liftgate trim, and red brake calipers are only offered for the Turbo and GTS models. In fact, so much equipment is bundled as standard that there are no options packages available for the Cayenne GTS, though buyers can still order individual options.
With that in mind, it's easy to see the appeal of the Porsche Cayenne GTS. It's fast, huge fun to drive, and it sounds far more aggressive than any other version of the German SUV. Add in the fact that it looks considerably bolder thanks to the new wheels and Turbo-inspired body parts, and the GTS begins to look like the coolest way to configure a Cayenne.
2013 Porsche Cayenne GTS

On sale: August 2012
Base price: $83,025 (including $975 destination charge)
Engine: 4.8L V-8, 420 hp and 381 lb-ft
Transmission: 8-speed automatic
Drive: 4-wheel
0-60 mph: 5.4 seconds
Top Speed: 162 mph
2013 Porsche Cayenne
2013 Porsche Cayenne

New For 2013

The Cayenne Diesel finally comes to the U.S. and beats its Hybrid counterpart by 6 mpg on the highway.


For those who still need convincing that the Cayenne is a “real” Porsche, look no further than the proliferation of variants: there are now six of them using five different engines. The newest member is a diesel. Its downright decent fuel economy—29 mpg on the highway—combines with still snappy performance to make it a more appealing green option than the more expensive, less efficient Cayenne S Hybrid. The Hybrid achieves 20/23 mpg, thanks to the 47-hp electric motor paired with its Audi-sourced 3.0-liter V-6, but suffers from the dynamic pitfalls typical of this technology, including strange-feeling brakes. Those who’d rather not save the planet in their German luxury crossover can opt for the Cayenne Turbo and its 4.8-liter twin-turbo V-8, which feels much more agile than its predecessor. In fact, all Cayennes are slimmer than they once were, owing to an aluminum-intensive structure and a revised all-wheel-drive system that shaves up to 400 pounds from the previous generation, depending on options. There are, of course, lots of options, from carbon-ceramic brakes to $2330 painted air-conditioning vents. The interior, even without those fancy A/C vents, will please even the pickiest luxury customers. The cornucopia of buttons on the center console will confound drivers at first, but it becomes rather intuitive over time.


Front, front side, driver’s knee, and side curtain air bags are standard, as are traction and stability control and ABS.

You'll like:

  • Sports car acceleration
  • Comfortable, well-appointed interior
  • Diesel is genuinely efficient

You won't like:

  • Still a big, heavy vehicle
  • Exorbitant prices for some options

Key Competitors For The 2013 Porsche Cayenne

  • BMW X5
  • Range Rover Sport
  • Volkswagen Touareg
2013 Porsche Cayenne Diesel Front Right View 1
Although diesel-powered cars are becoming less of an oddity in the U.S., they are still relatively rare in the sport-utility segment. The Porsche Cayenne clatters a bit at start up and idle but otherwise drives like a gas-powered vehicle. Acceleration is less explosive than in the Cayenne S and GTS but it still gets to 60 mph in a respectable 7.2 seconds. Acceleration is most impressive from a stop and all-wheel drive prevents embarrassing tire squealing off the line.

2013 Porsche Cayenne Diesel

2013 Porsche Cayenne S In Snow At Leipzig
2014 Porsche Macan Test Mule Profile
Porsche is about to get smaller and bigger, simultaneously. The automaker is bringing on more than 1000 new permanent workers at its Leipzig plant to prepare for production of the Macan, the new sub-Cayenne crossover.
2014 Porsche Macan Test Mule Front Three Quarter
Porsche Diesel Tractor P111 Nose View
As 2012 winds to a close, we at Automobile Magazine  were asked to look back on the last 365 days and pick a few superlatives we’d encountered in 2012. Easier said than done, given my memory fades more quickly than…well, I forget.

Change Vehicle

Research Now

Certified Pre-Owned 2013 Porsche Cayenne Pricing

Certified Pre Owned Price

Used 2013 Porsche Cayenne Values / Pricing

Suggested Retail Price

Free Price Quote

Compare dealer clearance prices and save.
Select this Vehicle

Compare The 2013 Porsche Cayenne

Click Circles to Compare

Your Selected Vehicle's Ranking

2013 Porsche Cayenne
2013 Porsche Cayenne
Base 4WD 4-Dr Sport Utility V6
17 MPG City | 22 MPG Hwy
Top Ranking Vehicles - MPG
2013 Porsche Cayenne
2013 Porsche Cayenne
Base 4WD 4-Dr Sport Utility V6
Top Ranking Vehicles - Price

2013 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
Porsche Cars North America, Inc. (Porsche) is recalling certain model year 2013-2014 Cayenne and Cayenne GTS, model year 2013 Cayenne Diesel and model year 2014 Cayenne S, S Hybrid, Turbo, and Turbo S vehicles manufactured May 27, 2013, through July 10, 2013. In the affected vehicles, the calculated range of the remaining fuel displayed on the instrument cluster may be higher than the actual range. Additionally, the fuel level indicated by the fuel gauge may also be higher than actual amount in the tank.
The fuel display inaccuracies may result in the vehicle unexpectedly running out of fuel and stalling, increasing the risk of a crash.
Porsche will notify owners, and dealers will update the instrument cluster software free of charge. The recall began on December 5, 2013. Owners may contact Porsche at 1-800-767-7243. Porsche's recall number is AD03.
Potential Units Affected
Porsche Cars North America, Inc.

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 Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
IIHS Overall Side Crash
IIHS Rear Crash
IIHS Roof Strength
IIHS Front Small Overlap

Find Used Porsche Cayennes For Sale

Search through millions of listings in the Automobile Magazine classifieds

5-Year Total Cost to Own For The 2013 Porsche Cayenne

Loss in Value + Expenses
= 5 Year Cost to Own
Fuel Cost
Repair Costs
State Fees
Five Year Cost of Ownership: $59,721 What's This?
Value Rating: Poor