2005 Porsche Cayenne S

How many world-class two-seaters from the same manufacturer can one millionaire justify? That may not be exactly how they phrased it, but it’s what kept Porsche’s powers-that-be huddled around glass conference tables for days, months, years even. The venerable 911 and Boxster needed company, but what could Porsche add that would complement its coveted image?

Their answer arrived in the Cayenne, an SUV that raised more than a few eyebrows when news of its production hit the streets. A Porsche sport utility? Please.

But engineers promised this SUV would be like no other. It would be a Porsche. A real Porsche.

My turn with the Cayenne S comes in a 2005 model bathed in a soft shade of champagne. It’s an appropriate color, something of an automotive toast to a risky move that’s reaping big rewards.

The good news
Any skepticism that might have resonated from my side of the street quickly dissipated when I first put foot to gas in this Cayenne S. The response was immediate, fast, authoritative. And that was in reverse.

From its flawless Teutonic construction to the heft of its steering to the audible racing rumble of its V8, this Cayenne announces it pedigree early on. Insert the key into the traditional Porsche left-handed ignition and the 4.5-liter V8 roars to life. This normally aspirated engine produces 340 horsepower @ 6000 rpm and 310 pound-feet of torque @ 2500-5500 rpm. It launches to 60 in 6.8 seconds and tops out at 150 mph. That beats most everything in its class by a comfortable margin.

Porsche’s six-speed Tiptronic S transmission transfers this power to the road. This automatic/clutchless manual gearbox is the only setup available in the Cayenne S. A straight manual comes only in the base Cayenne, a new 6-cylinder model for ’05. But the Tiptronic, having had plenty of experience handling massive doses of power, raises no complaints in this Cayenne S. It provides all the fun you want.

Maneuvering the Cayenne S in tight spaces reveals unusually heavy steering. Effort feels more like a coupe than a ute, but pays dividends in the curves.

Ditto for the Cayenne’s handling. Push as hard as you want. It remains flat and unruffled. Switch lanes quickly. Attack curves with gusto. Feel free to capitalize on all those horses at any time, not something recommended in other sport utilities. As promised, it is a Porsche.

Furthermore, it is a Porsche benefiting from full-time four-wheel-drive. Torque is split 62 percent rear/38 percent front under normal conditions, a nod more to on-road sport than off-road. I spent my time on pavement, but note that 8.5 inches of ground clearance, exceptional balance and significant suspension bode well for roaming off-road.

As for packaging, this one meets expectations for a $60,000-plus SUV. True to its roots, there’s nothing frilly here. Taut leather seats. Logical instrumentation and controls. Everything crisp and firm to the touch. It’s lovely in an austere sort of way.

Although I am not a huge fan of the Cayenne’s exterior design, others apparently are. During my week’s drive, even those who didn’t seem to know about its supreme Porscheness commented on its physical beauty.

I was surprised. To me, it is overly plain, oddly sculpted. I much prefer the more conventional lines of its platform cousin, the VW Touareg.

The bad news
They promised a real Porsche and that’s what they delivered. Included with that description comes a stiff suspension that does little to hush rough pavement. While this quality seems relatively mild in the coupes and roadsters, it is more pronounced in the SUV. Attribute that to different expectations: A luxury SUV should ride like one. In any case, it is a tradeoff one must be willing to make for this level of sport handling in a bigger vehicle.

The Cayenne is also portly, even by sport utility standards. The S weighs between 4950 and 5650 lbs. depending on options. That inhibits everything from performance to fuel consumption. The former may not mean much relatively speaking, but the latter pinches. The Cayenne S rates 14 mpg city/18 highway, premium fuel. And that’s only if you keep your foot out of it. Good luck.

Price
Manufacturers base, $56,300;
Price as tested, $65,470

Is it worth it?
Anyone who has driven as many high end sport utilities as I have – including sport-tuned BMW X5s and Mercedes ML55 AMG to luxurious, big-engined Infiniti QX56 and Range Rover – can attest to this Cayenne S’s extraordinary performance-car personality. It really is a Porsche and all the glee therein.

Of course, the nameplate is also synonymous with a wad of cash. That, too, holds tradition here. There is some relief with the aforementioned V6-powered Cayenne introduced as an ’05. Its base price lands at $43,000. I haven’t driven it, but suspect it delivers much of what makes this Cayenne a treat at considerable savings.

Then there’s the Cayenne Turbo for those on the opposite end of spectrum lusting after a 5.2-second 0-60 and 165 mph top speed in their sport utility. But they’ll have to fish around in the couch for about $30,000 more in change beyond what the S costs.

Many things considered, the S may be the most attractive buy of the three for the enthusiast: V8 power, magnificent response and Porsche clout without the Turbo’s outrageous price.

In my book, the Cayenne S reigns supreme in the narrow realm of performance sport utilities. It’s one of the few that puts a different spin on the “sport” part of that designation.

But BMW is hot on its heels with the new X5 4.8is, six-speed automatic and 360 horses. Expect others to challenge. How nice of them to keep things interesting.

Bottom line, the Cayenne has done exactly what Porsche needed: expanded sales. That’s especially significant in a year when 911 and Boxster sales have slumped. A Porsche sport utility to the rescue. Who would have thought?

Website: www2.us.porsche.com/usa

During her 16 years reviewing new vehicles, Beth Stein has written for Nashville's dailies (circ. 185,000), national magazines and BestStuff.com. She appeared coast-to-coast on-air for Road Test Magazine, Car And Driver Television and Motor Trend Television.