In spite of some initial opposition when it was first introduced twenty years ago, the Porsche Cayenne has evolved into one of the company’s most important vehicles, accounting for approximately 30 percent of the company’s sales across the globe. The current iteration of the Cayenne, which is the third generation, went into production for the 2019 model year and will get an upgrade for the 2024 model year.

However, this is not the conventional facelift that you would have. It is a considerable advance compared to the model from the previous year, but it is not considered a new generation because it retains a significant portion of the previous generation’s chassis and crash structure. The outside of the 2024 Cayenne has been redesigned to give it a fresh look. The front fascia has been rebuilt to include wider air intakes, and the headlights, fenders, and hood have been redesigned. The rear end also receives a facelift, which includes new taillights and a tailgate that gives the impression that the vehicle is wider than it actually is.


Alongside the PCM 6.0 infotainment system and its 12.3-inch touchscreen, a brand-new curved digital instrument display measuring 12.6 inches makes its debut on the interior. The former gear selector lever has been relocated to the dashboard and replaced with a toggle that is smaller than those used in other Porsches. This makes room on the centre console for additional storage as well as a new panel to manage the temperature and ventilation. A touchscreen display of 10.9 inches is available for the front passenger of the Cayenne. This display is comparable to the one seen in the Taycan.

The number of available Cayenne trim levels has been reduced significantly, going from nine to just four. The base model of the Cayenne has 348 horsepower and starts at $80,850, while the Cayenne S has 468 horsepower and costs an additional $16,500. The 650-horsepower Turbo GT sits atop the lineup, and its price tag comes perilously close to the uncomfortable threshold of $200,000. It is currently only sold in the United States in its coupe body form and is offered there exclusively. The plug-in turbo V-6 Cayenne E-Hybrid comes in at a price of $93,350 and slots in above the base model. It has 463 horsepower. In a few years, Porsche plans to release a fully electric version of the Cayenne, which will be sold concurrently with vehicles powered by internal combustion engines.

Putting the Cayenne Turbo GT through its paces

We were able to put the Cayenne Turbo GT through its paces on some of our favourite routes in Southern California in order to get a better idea of how the modifications impact the sportiest of utility cars. There’s no denying that the Turbo GT earns its reputation as the Cayenne with the most kick. If it had a Scoville rating, it could easily compete with the price that is in the six figures. The acceleration should be comparable to the incredible 2.8 seconds that we recorded in a ’22 model, and when you put the pedal to the floor, you’re confronted with one of the most magnificent V-8 engine growls that has been heard since the Jaguar F-type was introduced.

Off the starting line, the Turbo GT has a momentary hiccup as it fights to prevent the sticky Pirelli tyres from burning up in smoke and prepares for the next gear, but it is still remarkable and will make you laugh out loud. The standard ceramic composite brakes are more than capable of slowing down an almost 5100-pound SUV, and the firm pedal provides an additional layer of security to the situation.

When beginning a turn, the Cayenne’s steering feels very much like that of a Porsche thanks to its precision and level of effort. The lightweight carbon roof and standard adaptive air springs prevent the Turbo GT from having a top-heavy sensation as it navigates the curves with very little body roll. Bumps that occur in the middle of the bend can force the rear tyres to suddenly slip out of line, but the Cayenne will restore grip and composure before you have a chance to respond.

The ride quality of the Turbo GT is just as outstanding as the car’s ability to turn corners quickly and precisely. When you switch the vehicle’s drive mode back to Normal, the suspension loosens up its clenching tautness to provide the kind of smoothness that is necessary for extended excursions. The pervasive noise from the road will, however, bring some of the tiredness associated with long distances back.

Drive on the Cayenne S.

On the same routes, we also drove the Cayenne S, and the differences between the two vehicles were noticeable but not overly striking. The most significant change that has been made to this midrange model is the installation of a V-8 engine in favour of the V-6 that was previously used. This change results in an increase of 34 horsepower. The S, on the other hand, does not have the dramatic growl that the Turbo GT does; rather, it has a more subdued sound that may be mistaken for the sound of the six-cylinder engine.

The Cayenne S also comes standard with an adaptive suspension that is more conventional, but it does not offer the same range of comfort or performance that the Turbo GT’s suspension does. When travelling over rough pavement, it is more tense and restless, and when navigating lengthy, winding curves, it does not feel as solidly settled. However, the air suspension is an available option for $2390, and we strongly advise purchasing it for either the Cayenne S or the base model, regardless of whether or not you are interested in the Cayenne’s handling abilities. Even with the addition of this feature, the Cayenne S is still significantly less expensive than the Turbo GT.

Obviously, performance is just one factor to consider while analysing Cayenne. It is still a premium SUV, and its interior easily lives up to the standards that have been set. Even though the centre console could use a little less piano black, the rest of the interior is decked out in high-quality materials, all of which have a satisfyingly substantial weight to them. Aside from the previously mentioned noise from the road, the cabin is free of any creaks, squeaks, and excessive noise from the wind.

The relocation of the gear selector to the dashboard paves the way for the installation of a wireless charging pad that can be positioned optimally under the dashboard and is an excellent complement to wireless versions of Apple CarPlay and Android Auto. In addition to that, there is a larger storage compartment as well as cupholders. The new climate-control panel, thank goodness, still has some tactile toggle switches so that adjustments may be made without distraction. The secondary controls are capacitive touch buttons, and in order to utilise them, you have to take your eyes from the road.

Although we are not persuaded that the passenger touchscreen is worth the $1,490 price tag, there is no denying that it adds a certain level of coolness to the vehicle. Even though the centre touchscreen is only a short reach away, it gives the front passenger the ability to enjoy their own streaming entertainment, operate many car systems, and play co-pilot with navigation. In order to prevent the driver from becoming distracted by the display, its polarised filter makes it look like a simple piece of black plastic dashboard trim. Our primary concern with this display is the possibility that it will cause passengers who are already susceptible to it to become unwell with motion sickness.

When taken together, the updates to the 2024 Porsche Cayenne make the vehicle an even more tempting purchase than it was previously. The Cayenne S is likely to get your heart racing if you are the type of driver who wants even more performance than what the standard model of the Cayenne already delivers. We would recommend getting the air-spring suspension as an option because it provides a wider range of both comfort and handling. Despite the fact that the Turbo GT is a wonderful vehicle, its price of nearly $200,000 seems exorbitant. On the other hand, you can bet your bottom dollar that we would go for it if we had the kind of bank balance that could withstand such a hit.