The Porsche Cayenne is now into its third generation, but in 2002 it was a brand new concept that really had Porsche fans rattled. 

With the 928 and 968 out of production, Porsche only had the 911 and Boxster in 2002. Then on the scene blasted the controversial 4.78 metre “medium-sized” Porsche Cayenne SUV. It would be assembled in Bratislava, Slovakia, unlike the 911 and Boxster that were produced in native Germany.

The Cayenne had the first V8 engine, since the Porsche 928, and was the first Porsche with four doors. It was also a luxury SUV and this was uncharted territory for Porsche.

It was immediately recognisable as a Porsche and included drop-shaped Porsche headlights (that were initially round but mid-cycle took on a peanut look), an integrated front bumper with air intakes, and (on Turbo models) an enhanced bonnet hood that contained stampings for the turbochargers.

When it came to premium and luxury large SUVs, Mercedes-Benz had launched the ML-Class five years earlier, and BMW had revealed the X Series four years earlier while Range Rover had the long-standing Vogue. 

Porsche’s cousins, Volkswagen had just launched the Touareg, in the future Audi would launch the Q7, and it was these twins that the Cayenne was linked to (it shared the platform, body frame, doors and electronics)

The luxury SUV category was well and truly under “attack” and only the Cayenne would sit in the high-performance aspect of the category, for some years to come. This was a unique niche to occupy and one that soon won many fans who couldn’t pile the family into a 911 or Boxster.

From launch it had just V8 engines, as the “Cayenne S” and “Cayenne Turbo”, sporting 4.5-litre V8 engines putting out 254kW (6.9 seconds to 100km/h) and 331kW (5.3 seconds to 100km/h). Soon it was joined by a controversial (low powered for Porsche) 3.2-litre V6 184kW (9.3 seconds to 100km/h), which was straight from the top-spec Touareg.

Down the track, a GTS with a larger 4.8-litre V8 putting out 298kW (5.7 seconds to 100km/h) launched, as did a top of the range Turbo S with a hotter version of the Turbo’s 4.5-litre V8 putting out 383kW (5.0 seconds to 100km/h).

The Turbo and Turbo S engines were enhanced to larger 4.8-litre V8 versions in 2008 and power jumped to 368kW (4.9 seconds to 100km/h) and 410kW (4.7 seconds to 100km/h) respectively.

A 3.0-litre diesel, again from VW, also appeared late in the cycle, with 177kW (9.3 seconds to 100km/h), and are quite rare.

The more powerful engines, especially the top-spec turbos, made the first-generation Cayenne a rapid vehicle in its era. With its hard load-bearing body with subframes, independent suspension on double wishbones (including pneumatic help with variable ground clearance on the Turbos) and an advanced “off-road” all-wheel-drive suspension (with downshift and two differential locks) the Cayenne also felt much like a race track Porsche but with the capability to go anywhere.

The Cayenne sported a futuristic interior that still looks good today in 2021, with rich leather in the top-spec versions, an attractive centre stack of instruments and a beautiful dashboard. Most versions had sunroofs and electric seats, and Cayenne’s could be optioned heavily in typical Porsche style.

Perhaps the weakest aspects of the whole story were the rear-end styling, which was seen as ordinary, and for some the rear quarter styling with the rear luggage window (many felt it could be done better). The V8 engines were thirsty and quality problems did plague some early models.

The first-gen Cayenne would sell progressively better, as the model cycle continued, and was replaced by a more modern (and attractively styled) second generation in 2010.

As always, in the secondhand market, a New Zealand-new model and the lowest possible number of owners and kilometres is the ultimate buy. Look for a full-service history, as older examples are coming up to two decades.

Cayennes were popular in New Zealand and TradeMe has more than 15 examples showing, many of which are NZ-new. I would choose one with less than 200,000kms, and probably go for the less complex V8 S, and you could expect to get a mint example for around $15,000 (or possibly less). Cayennes can also be hard to shift, against the plethora of more modern SUVs, so negotiate patiently.

The first Porsche Cayenne may never satisfy true “classic status” but for those game, wanting a category-defining car in its time, that will still put a smile on one’s face today when the accelerator is planted, happy shopping!