Road Test: 2013 Porsche Cayenne V6 6M

Story by John LeBlanc Here’s a little tidbit of automotive trivia you can whip out to impress friends: Did you know you could get an honest-to-gawd manual gearbox in a Porsche Cayenne? Well you can. A six-speeder, no less. It’s the standard transmission in the base model, six-cylinder gas engine version of Porsche’s mid-size SUV. Of course, the number of people that will not order the Cayenne’s optional eight-speed Tiptronic gearbox is probably smaller than the number of Canadians that have been to outer space. However, the manual gearbox makes the Porsche a unique proposition in its class. Neither the BMW X6 nor Infiniti FX offer the ability to shift gears on your own. In fact, Porschephiles may ask why the German “sports car” brand offers a manual gearbox in its SUV but not in some of its performance cars, like the Panamera or 911 Turbo and GT3. Good question. But a more immediate query is: Does the need to depress a clutch pedal to swap cogs make the Cayenne V6 6M a better (i.e. more fun to drive) utility vehicle? Many Porsche fans have finally gotten over the fact the Cayenne even exists. Over a decade after its debut, it’s the brand’s bestseller in many markets (in Canada, almost 1,500 copies have been sold this year through to the end of September, about three times that of the next-best-selling 911). That success has led to a plethora of Cayenne models, from the top-line, turbocharged eight-cylinder Cayenne Turbo S (that can scoot from zero to 100 km/h in 4.5 seconds) to the Cayenne Diesel to a hybrid version that can sip fuel at a rate of only 8.4 L/100 km on the highway. But none of those Cayennes have what my base, V6 tester comes with standard: a stick. Mated to a free-revving 3.6-litre six-cylinder with 300 hp and 295 pound-feet of torque, choosing your own gears gives the admittedly large vehicle a sense of driving purpose. As it takes 7.5 seconds to go from rest to 100 km/hr, the V6 Cayenne won’t scare any Cayman drivers at a stoplight. But the manual is about a half-second quicker than the $3,430 Tiptronic S autobox. And there is absolutely nothing truck-ish about the Cayenne manual’s actions. Clutch take-up is buttery-smooth, and the gear selector moves from slot to slot with precision. The snickety-snick action of the Cayenne’s gearbox only adds to its pseudo-luxury/sports wagon ways. While there’s no denying its height, width and mass — and even while lacking the gobs of power some of its siblings are blessed with — it’s easy to drive the Cayenne V6 6M with serious intent on a back road. The Porsche’s suspension does an excellent job keeping body roll and lateral movement in check. Once set, it’s easy to propel the Cayenne accurately through long, sweeping corners. The rear-biased all-wheel-drive system (it sends 60% of the engine’s power to the back axle under normal driving conditions) helps here — a lot. And the Porsche steering must also be acknowledged as a driver’s aid; for such a large vehicle, it’s impressively precise and linear. For an SUV, the Cayenne — even in base V6 6M form — does a good job as a high-end luxury wagon inside. Last year’s makeover introduced a new cabin design inspired by the Panamera sedan, with a wide, central console that brings many controls within arm’s reach of the driver. All the metal trim is real metal. And the leather is finely stitched. Overall, the Cayenne’s interior feels worthy of every penny you pay for it. Speaking of payments, like all Porsches, even the Cayenne V6 6M isn’t immune to sticker shock when it comes time to add a few options. At $56,600, the Porsche comes well equipped, with standard gear like 18-inch wheels, eight-way power front seats with four-way lumbar adjustment and driver memory functions, and a 10-speaker sound system with a touchscreen display. But in addition, my tester had $16,180 worth of 20-inch wheels, metallic paint, interior lighting package, upgraded Bose sound system, rear heated seats, and a Premium package (bi-xenon headlamps/Porsche Dynamic Light System, moonroof, automatically dimming exterior and interior mirrors, navigation and park assist), bringing the total (including a $2,015 freight and pre-delivery inspection fee) to $74,805. Other nits to pick? On the utility side, the Cayenne definitely sits on the small end of the mid-size SUV class. Three passengers in the 40/20/40 back seat will need to be friends. At least the latest redesign increases rear cargo space (now rated at 670 litres, about midway between the BMW X6 and Infiniti FX). And going against conventional wisdom, the Cayenne 6M’s fuel estimates are worse than the autobox, which comes standard with a stop/start system. The manual gets 14.1 L/100 km city and 9.3 highway, whereas the Tiptronic version scores 12.9 and 8.6, respectively. In my week with the Porsche, I saw an indicated 11.8 L/100 km. For drivers who want to feel more in control, it’s hard to argue against the 2013 Porsche Cayenne V6’s six-speed manual gearbox. It offers a level of engagement no other rival does. And the fact the stick is only available on the base model only makes it that much more of a value. Road Test: 2013 Porsche Cayenne V6 6M Type of vehicle All-wheel-drive mid-size SUV Engine Turbo 3.6L DOHC six-cylinder gas engine Power 300 hp Torque 295 lb.-ft. of torque Transmission Seven-speed manumatic Brakes Four-wheel disc with ABS Tires P275/45R20 Price (base/as tested) $56.600/$72,790 Destination charge $2,015 Natural Resources Canada fuel economy (L/100 km) 14.1 city, 9.3 highway; 11.8 as-tested Standard features 18-inch wheels; automatic headlights; LED running lights; front and rear foglamps; rear privacy glass; power liftgate; heated mirrors; cruise control; dual-zone automatic climate control; eight-way power front seats with four-way lumbar adjustment and driver memory; leather upholstery; 10-speaker sound system/touchscreen display/CD player/auxiliary jack/an iPod/USB audio interface/Bluetooth. This article originally appeared at Driving.ca

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