And then there’s the standard Cayenne engine, a narrow-angle 3.6-litre direct-injected V6 (sourced from VW) producing 300 hp and 295 lb-ft of torque. There’s nothing inherently wrong with this engine. It’s smooth and produces enough power to move this 2,040-kg rig with relative ease. But this is a Porsche, and if it were me plunking my money down for one, “enough power” simply wouldn’t suffice. Besides, there are some pretty fascinating powertrains sitting above the V6 in the lineup: a diesel engine with 405 lb-ft of torque; the V6 S model with 420 hp; a plug-in hybrid with a supercharged V6 plus a plug-in electric component that produces combined power on par with the S; a sport-oriented GTS with all manner of performance goodies, and two Turbo models that bring up to 570 hp to the table and easily cost double the asking price of our humble tester.

It’s all part of practicing restraint when you’re sitting at the dealership looking at the immense list of options available to you. So the V6 it is, and really, it’s fine. I won’t gush over it, because there’s no distinctive sound nor is there any particular urgency when stretching it out on the open road. But a zero-to-100 km/h sprint of 7.7 seconds is on par with others in its class; the eight-speed Tiptronic S automatic transmission easily outperforming many of its peers with crisp gear changes and quick response to paddle-actuated shifts.

Customers in this segment demand sophisticated systems in their vehicles, and Porsche is happy to oblige with an all-wheel drive setup that heavily favours sending power rearward for a sportier demeanour. Porsche Traction Management electronically regulates power distribution through a multi-plate centre clutch and electronically locking rear diff that sends power where it is most needed. Drivers have some control over this via a rocker switch on the centre console. A three-stage off-road mode means that the driver can lock the centre coupling and rear differential for more extreme terrain.

An aluminum double-wishbone suspension in front and multilink setup in the rear work with steel springs in this base Cayenne; higher models get adjustable air suspension. But the standard system worked just fine around town, providing a solid balance between sport and comfort. Ground clearance with steel springs is fixed at 215 mm; models with air suspension can adjust this from 158 to 268 mm for varying loading and terrain requirements.

But as capable as these SUVs are, most Cayennes will spend their lives orienteering in the concrete jungle, with the odd unplowed road or cottage trail being the most challenging terrain they’ll see.

What will matter more to Cayenne intenders is how the truck that saved Porsche handles the daily grind. To that end, this hefty SUV generally feels lighter than it is thanks to responsive steering and firm brake pedal feel. While I wouldn’t buy a Cayenne (or anything in its class) to tear up a twisty mountain road, the word “truck” doesn’t ever come to mind from behind the wheel.

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