P002 Cayenne

®
AfterSales Training
General Servicing & Repair – Cayenne
P002
Porsche AfterSales Training
Student Name: ________________________________________________
Training Center Location: ________________________________________________
Instructor Name: ________________________________________________
Date: ___________________
Important Notice: Some of the contents of this AfterSales Training brochure was originally written by Porsche AG for its rest-
of-world English speaking market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited
for content. Some equipment and technical data listed in this publication may not be applicable for our market. Specifications are
subject to change without notice.
We have attempted to render the text within this publication to American English as best as we could. We reserve the right to
make changes without notice.
© 2010 Porsche Cars North America, Inc. All Rights Reserved. Reproduction or translation in whole or in part is not permitted
without written authorization from publisher. AfterSales Training Publications
Dr. Ing. h.c. F. Porsche AG is the owner of numerous trademarks, both registered and unregistered, including without limitation
the Porsche Crest®, Porsche®, Boxster®, Carrera®, Cayenne®, Cayman™, Panamera®, Tiptronic®, VarioCam®, PCM®,
911®, 4S®, FOUR, UNCOMPROMISED.SM and the model numbers and distinctive shapes of Porsche's automobiles such as,
the federally registered 911 and Boxster automobiles. The third party trademarks contained herein are the properties of their
respective owners. Specifications, performance standards, options, and other elements shown are subject to change without
notice. Some vehicles may be shown with non-U.S. equipment. Porsche recommends seat belt usage and observance of traffic
laws at all times. Printed in the USA
Part Number - PNA P00 204 Edition - 12/10

Table of Contents
Description Section
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0
Engine, Cayenne/S/T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
Fuel, Exhaust and Engine Electrics, Cayenne/S/T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Running Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Body Equipment, Exterior & Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Body Equipment, Interior (Combined with Section 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Heating and Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Conversion Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .X
General Servicing and Repair - Cayenne

General Servicing and Repair - Cayenne
General Information
Porsche Vehicle Identification Number (VIN) Structure
Example Below: 2005 911 (997)
Model Years 1981–2009: Used VIN positions 7, 8 & 12 As of Model Year 2010: VIN position 7 was changed to
as Porsche model type designation digits. a “A”, leaving positions 8 & 12 as Porsche model type
designation digits.
477 = 924/S 980 = Carrera GT
911 = 911 986 = Boxster A87 = Boxster/Cayman
928 = 928 987 = Boxster/Cayman A97 = 911 (997)
930 = 911 Turbo 993 = 911 (993) A70 = Panamera
944 = 944 996 = 911 (996) APA = Cayenne (MY 2010)
951 = 944 Turbo 997 = 911 (997) A2A = Cayenne (MY 2011-on)
964 = 911 (964) 9PA = Cayenne
Make
Porsche
WP0 = Sports Cars
Panamera
WP1 = Cayenne
* * **
A
A L = 1990
2-Door Coupes
B M = 1991
4-Door SUV (Cayenne)
C N = 1992
4-Door Sedan (Panamera) P = 1993
B
D
R = 1994
2-Door Targa S = 1995
C T = 1996
2-Door Convertible V = 1997
Including Boxster A = Normally Aspirated W = 1998
D B = Normally Aspirated S - Models X = 1999 N = Neckarsulm
C = Turbo Y = 2000 S = Stuttgart - Zuffenhausen
2-Door Targa
D = Specific 911’s and Cayenne GTS 1 = 2001 U = Uusikaupunki, Finland - 987 Models
Has been used on earlier E = Hybrid (From MY 2011) 2 = 2002 L = Leipzig
Targa models
3 = 2003
E Note: Letters E, F, etc. have also
been used in various years and they
4 = 2004
2-Door Targa & Convertibles 5 = 2005
are not necessarily model specific.
Has been used on earlier 911 6 = 2006
Turbo, Targa and Convertible If there is a Z in positions 4, 5 & 6 (on 7 = 2007
models VIN label), vehicle is not for USA. 8 = 2008
F 9 = 2009 Footnotes:
2-Coupes A = 2010 * The list below are only used as examples. Please
Has been use on earlier 928 B = 2011 check the specific VIN in the Model Information,
C = 2012 PPK Group 17, D2 series for exact Model Type
S4 and 911 Turbo Coupes
D = 2013 and Engine Type.
E = 2014 ** See PPK Bulletin Group 16 D12 for complete list.
F = 2015
G = 2016
H = 2017
J = 2018
K = 2019
L = 2020
General Servicing and Repair - Cayenne Page 0.1

General Information
Model Year 1981-on USA Model Type Designations
911 .................................................................................................................................911 (Various models 1981-89)
924 .................................................................................................................................924 (Various models 1981-88)
928 ........................................................................................................................................(Various models 1981-95)
930 ...........................................................................................................................................911 Turbo (1981-1989)
931 ...............................................................................................................................................924 Turbo (1981-82)
944 ........................................................................................................................................(Various models 1985-91)
951 ...............................................................................................................................................944 Turbo (1986-89)
964 .....................................................................................................................911 Carrera (Various models 1989-94)
968 ....................................................................................................................................................968 (1992-1995)
970 ................................................................................................................................................Panamera (2010-on)
980 ..............................................................................................................................................Carrera GT (2004-06)
986 ............................................................................................................................Boxster (Various models 1997-04)
987 ...........................................................................................................................Boxster (1st Generation) (2005-08)
987...........................................................................................................................Boxster (2nd Generation) (2009-on)
987 ..........................................................................................................................Cayman (1st Generation) (2006-08)
987 ..........................................................................................................................Cayman (2nd Generation) (2009-on)
993 ........................................................................................................................................................911 (1995-98)
996 ........................................................................................................................................................911 (1999-05)
997 ........................................................................................................911 (1st Generation) (2005-08, Turbo 2007-09)
997................................................................................................................................911 (2nd Generation) (2009-on)
9PA ...................................................................................................................Cayenne (E1 - 1st Generation) (2003-06)
9PA...................................................................................................................Cayenne (E1 - 2nd Generation) (2008-10)
92A ................................................................................................................................................Cayenne (E2) (2011)
Page 0.2 General Servicing and Repair - Cayenne

General Information
Engine Number Identification
Cayenne S/T – V8
Digit: 1 2 3 4 5 6 7 8
Example: 8 1 3 0 0 5 0 1
Engine Type: (8 = 8 Cyl. Engine)

Engine Version:
Model Year:
V8 – The engine number is located on
Serial Number:
the bottom of the crankcase, left side
(5-8 cylinder bank), by the oil pan sealing
surface. Note: Underside paneling needs
to be removed.
Cayenne – V6
Digit: 1 2 3 4 5 6 7 8
Example: M 5 5 0 0 5 0 1
Engine Version:
Serial Number: V6 – The engine number is located on

the front right of the crankcase next to
the crankshaft pulley.

General Information
Cayenne/S/T Engine Type Designations Since Model Year 2003
Model Engine Displ. Engine Power Installed In

Year Type Liters kW / HP
2003 M48.00 4.5 V8 250/340 Cayenne S

M48.50 4.5 V8 331/450 Cayenne Turbo
2004 M02.2Y (BFD) 3.2 V6 184/250 Cayenne

M48.00 4.5 V8 250/340 Cayenne S
2005 M02.2Y (BFD) 3.2 V6 184/250 Cayenne

M48.00 4.5 V8 250/340 Cayenne S
2006 M02.2Y (BFD) 3.2 V6 184/250 Cayenne

M48.00 4.5 V8 250/340 Cayenne S
2008 M55.01 3.6 V6 213/290 Cayenne

M48.01 4.8 V8 283/385 Cayenne S
2009 M55.01 3.6 V6 213/290 Cayenne

M48.01 4.8 V8 283/385 Cayenne S
M48.01 4.8 V8 298/405 Cayenne GTS
2010 M55.01 3.6 V6 213/290 Cayenne

M48.01 4.8 V8 283/385 Cayenne S
M48.01 4.8 V8 298/405 Cayenne GTS
2011 M55.02 3.6 V6 220/300 Cayenne

M48.02 4.8 V8 294/400 Cayenne S
M06.EC 3.0 V6 245/333 Cayenne S Hybrid

General Information
Transmission Number Identification
Digit: 1 2 3 4 5 6 7 8 9 10 11
Example: G 4 8 0 0 1 0 0 5 4 3
Transmission Type:
Transmission Version:
Index of Variants:
Serial Number:
Cayenne Transmission Type Designations Since Model Year 2003
Model Transmission Technical Installed In

Year Type Data
2003 A48.00 6-Speed A/T Cayenne S

A48.50 6-Speed A/T Cayenne Turbo
G48.00 6-Speed M/T Cayenne S

A48.20 6-Speed A/T Cayenne (V6)
G48.20 6-Speed M/T Cayenne (V6)






General Information
Cayenne Transmission Type Designations Since Model Year 2003 (cont’d)
Model Transmission Technical Installed In

Year Type Data

A06.04 8-Speed A/T Cayenne S Hybrid

General Information
Cayenne/S/T – Interior Controls (May Vary Depending on Model and Equipment)
Notes:

General Information
Maintenance Checklist
These checklists cover, yearly maintenance & lubrication, minor maintenance, and major maintenance schedules. These
checklists are available in individually shrink wrapped pads and can be ordered through normal parts ordering channels.
PPNA 000 162 CA Cayenne V6 & V8 - Minor Maintenance (MY 2003-06) . . . . . . . . . . . . . . . . . . . . . . . .25 Sheets
PNA 000 162 CB Cayenne V6 & V8 - Major Maintenance (MY 2003-06) . . . . . . . . . . . . . . . . . . . . . . . .25 Sheets
PNA 000 162 CD Cayenne V6 - Minor Maintenance (MY 2008) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Online Only
PNA 000 162 CE Cayenne V8 - Minor Maintenance 1 (MY. 2008) . . . . . . . . . . . . . . . . . . . . . . . . . . . .Online Only
PNA 000 162 CF Cayenne V8 - Minor Maintenance 2 (MY 2008) . . . . . . . . . . . . . . . . . . . . . . . . . . . .Online Only
PNA 000 162 CG Cayenne V6 - Major Maintenance (MY 2008) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Online Only
PNA 000 162 CH Cayenne V8 - Major Maintenance (MY 2008) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Online Only
PNA 000 162 JA Cayenne V6 & V8 - Intermediate Maintenance (MY 2009) . . . . . . . . . . . . . . . . . . . . .Online Only
PNA 000 162 JC Cayenne V6 & V8 - Intermediate Maintenance (MY 2010) . . . . . . . . . . . . . . . . . . . . .Online Only
PNA 000 162 JE Cayenne/S/S Hybrid/Turbo - Intermediate Maintenance (MY 2011) NEW . . . . . . . . . .Online Only
PNA 000 162 JB Cayenne V6 & V8 - Maintenance (MY 2009) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Online Only
PNA 000 162 JD Cayenne V6 & V8 - Maintenance (MY 2010) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Online Only
PNA 000 162 JF Cayenne/S/S Hybrid/Turbo - Maintenance (MY 2011) NEW . . . . . . . . . . . . . . . . . . .Online Only
PNA 000 162 CC Cayenne (V6 Only) - Oil Change Service Checklist (MY 2004-08) . . . . . . . . . . . . . . . . .25 Sheets
PNA 000 162 CJ Cayenne (V6 & All V8) - Oil Change Service Checklist (MY 2009-10) . . . . . . . . . . . . .Online Only
PNA 000 162 CK Cayenne/S/S Hybrid/Turbo - Oil Change Service Checklist (MY 2011) NEW . . . . . . . .Online Only
Note!
Pre-MY 2008 Maintenance Sheets are available for sale. However, due to a short application cycle, MY 2008-on
Maintenance Sheets will only be available online for download.

General Information
Intermediate Maintenance Checklist – Cayenne (V6)/S/S Hybrid/Turbo (2011)

Required Maintenance and Lubrication Service
* Oil Change Every 10,000 miles (15,000 km) or 1 year. See Below Check Box.
Intermediate Maintenance (Labor Operation 03 14 00 ..) See Technical Manual

After 20,000, 60,000, 100,000, 140,000 miles etc. / 30,000, 90,000, 150,000, 210,000 km etc.
Note: If the mileage for scheduled maintenance is not reached, intermediate maintenance must be performed no later
than after 2, 6, 10..... years.
The terms ‘check’ and ‘inspection’ include all necessary subsequent work such as adjusting, readjusting, correcting and
topping off, but do not include repairing, replacing and reconditioning parts or assemblies.
Electrics
Diagnosis system: Read out fault memory; reset maintenance interval
Windshield wiper/washer system, headlight washer: Check function and nozzle adjustment
Horn: Check operation
Tires: Check tire pressure
Batteries and ventilation hoses: Check condition
Electrical equipment as well as indicator and warning lights: Check operation
Outside of Vehicle
Check wiper blades
External spare tire: Check condition and tire pressure
Vehicle lighting: Check operation
All headlights: Check adjustment
Radiators and air intakes: Visual inspection for exterior debris and blockage
Under the Vehicle
Drain engine oil and change oil filter (Every 10,000 miles/15,000 km, see separate Oil Change Sheet, PNA 000 162 CK)
Tires: Check condition and tire pressure
Brake system: Visual inspection of the brake pads and brake discs for signs of wear (without removing wheels)
Brake hoses and lines: Visual inspection for damage, correct routing and corrosion Check brake fluid level
Axle shafts: Visual inspection of the dust boots for leaks & signs of damage
Drive shafts: Visual inspection of the sleeves for leaks & signs of damage
Engine Compartment
Fill engine oil (See separate Oil Change Sheet, PNA 000 162 CK)
Check drive belt
Coolant and hoses: Check level and antifreeze, check condition of hoses
Windshield wiper/washer system, headlight washer: Check fluid level and antifreeze protection level
PDCC: Check fluid level
Check firewall body drains for debris
Additional Maintenance – Replace Spark Plugs (Labor Operation 03 81 00 ..)

Replace spark plugs: Cayenne V6 every 40,000 miles / 60,000 km or 4 years
Replace spark plugs: Cayenne S Hybrid every 40,000 miles / 60,000 km or 4 years
Replace spark plugs: Cayenne S every 40,000 miles / 60,000 km or 4 years
Replace spark plugs: Cayenne Turbo every 30,000 miles / 45,000 km or 4 years
Additional Maintenance every 60,000 miles / 90,000 km or 6 years (Labor Operation 03 83 00 ..)
Replace PDCC reservoir
Replace supercharger drive belt: Cayenne S Hybrid
Air filter element/s should be changed more often dependent on vehicle use and operation in dusty environments.
Air filter element/s (1 or 2 dependent on options)
Change front differential oil
Change rear differential drive oil
Change transfer case oil
Change manual transmission oil
Change Tiptronic transmission oil and ATF filter
© Porsche Cars North America, Inc., Edition 5/10 AfterSales Publications Part Number - PNA 000 162 JE

General Information
Additional Maintenance every 2 years (Labor Operation 03 51 00 ..)

Change brake fluid (use only Original Porsche Brake Fluid)
Clutch: Change brake fluid (use only Original Porsche Brake Fluid) Cayenne S Hybrid

Replace tire sealant
Inspection Performed - Technician Signature: ____________________________________________
Road Test Check

Remote control, front seats, foot brake and electric parking brake (also operating travel), engine, clutch, steering,
transmission, ParkAssist, automatic speed control, PSM switches, sports exhaust system, heater, air-conditioning sys-
tem and instruments: Check operation
Oils, fluids: Visual inspection for leaks
Road Test Performed - Technician Signature: ____________________________________________
Customer Name: ____________________________________________ Date: ____/____/____

VIN: WP1 _________________________________________________
Mileage (check one) Miles Kilometers: _________________

Dealer Name: ________________________________________________ Dealer Code: ____________
Repair Order #: _____________________

Technician Name: ____________________________________________
Technician Signature: ____________________________________________
© Porsche Cars North America, Inc., Edition 5/10 AfterSales Publications Part Number - PNA 000 162 JE

General Information
Maintenance Checklist – Cayenne (V6)/S/S Hybrid/Turbo (2011)

Required Maintenance and Lubrication Service
* Oil Change Every 10,000 miles (15,000 km) or 1 year. See Below Check Box.
Maintenance (Labor Operation 03 16 00 ..) See Technical Manual

After 40,000, 80,000, 120,000, 160,000 miles etc. / 60,000, 120,000, 180,000, 240,000 km etc.
Note: If the mileage for scheduled maintenance is not reached, maintenance must be performed no later than after
4, 8, 12..... years.
The terms ‘check’ and ‘inspection’ include all necessary subsequent work such as adjusting, readjusting, correcting and
topping off, but do not include repairing, replacing and reconditioning parts or assemblies.
Electrics
Diagnosis system: Read out fault memory; reset maintenance interval
Windshield wiper/washer system, headlight washer: Check function and nozzle adjustment
Horn: Check operation
Tires: Check tire pressure
Batteries and ventilation hoses: Check condition
Electrical equipment as well as indicator and warning lights: Check operation
Panorama roof: Adapt control module
Inside of Vehicle
Seat belts: Check operation and condition
Pollen filter: Replace filter element
Outside of Vehicle
Check wiper blades
External spare tire: Check condition and tire pressure
Vehicle lighting: Check operation
All headlights: Check adjustment
Trailer hitch: Check operation
Radiators and air intakes: Visual inspection for exterior debris and blockage
Lubricate door latch and fastening bolts
Under the Vehicle
Drain engine oil and change oil filter (Every 10,000 miles/15,000 km, see separate Oil Change Sheet, PNA 000 162 CK)
Tires: Check condition and tire pressure
Underside of vehicle: Visual inspection for leaks (oil and fluids)
Underbody covers: Visual inspection, check that all are securely fastened – replace any damaged or missing panels
Brake system: Visual inspection of the brake pads and brake discs for signs of wear (without removing wheels)
Brake hoses and lines: Visual inspection for damage, correct routing and corrosion Check brake fluid level
Axle shafts: Visual inspection of the dust boots for leaks & signs of damage
Axle joints: Check play; visual inspection of the dust boots for signs of damage
Drive shafts: Visual inspection of the sleeves for leaks & signs of damage
Steering gear: Visual inspection of the dust boots for signs of damage
Tie rod ends: Check play and dust boots
Exhaust system: Visual inspection for leaks and signs of damage; check mounts
Engine Compartment
Fill engine oil (See separate Oil Change Sheet, PNA 000 162 CK)
Visual inspection for leaks (oil and fluids)
Fuel system lines and connections: Visual inspection
Check drive belt
Coolant and hoses: Check level and antifreeze, check condition of hoses
Windshield wiper/washer system, headlight washer: Check fluid level and antifreeze protection level
PDCC: Check fluid level
Power steering: Check fluid level
Check firewall body drains for debris
© Porsche Cars North America, Inc., Edition 5/10 AfterSales Publications Part Number - PNA 000 162 JF

General Information
Additional Maintenance – Replace Spark Plugs (Labor Operation 03 81 00 ..)

Replace spark plugs: Cayenne V6 every 40,000 miles / 60,000 km or 4 years
Replace spark plugs: Cayenne S Hybrid every 40,000 miles / 60,000 km or 4 years
Replace spark plugs: Cayenne S every 40,000 miles / 60,000 km or 4 years
Replace spark plugs: Cayenne Turbo every 30,000 miles / 45,000 km or 4 years
Replace PDCC reservoir
Replace supercharger drive belt: Cayenne S Hybrid
Air filter element/s should be changed more often dependent on vehicle use and operation in dusty environments.
Air filter element/s (1 or 2 dependent on options)
Change front differential oil
Change rear differential drive oil
Change transfer case oil
Change manual transmission oil
Change Tiptronic transmission oil and ATF filter

Change brake fluid (use only Original Porsche Brake Fluid)
Clutch: Change brake fluid (use only Original Porsche Brake Fluid) Cayenne S Hybrid

Replace tire sealant
Inspection Performed - Technician Signature: ____________________________________________
Road Test Check

Remote control, front seats, foot brake and electric parking brake (also operating travel), engine, clutch, steering,
transmission, ParkAssist, automatic speed control, PSM switches, sports exhaust system, heater, air-conditioning sys-
tem and instruments: Check operation
Oils, fluids: Visual inspection for leaks
Road Test Performed - Technician Signature: ____________________________________________

VIN: WP1 _________________________________________________

Repair Order #: _____________________
Technician Name: ____________________________________________

© Porsche Cars North America, Inc., Edition 5/10 AfterSales Publications Part Number - PNA 000 162 JF

General Information
Oil Change Service Checklist – Cayenne (V6), USA and Canadian Models Only (2004-08)
o Oil Change Service (Labor Operation 03 04 00 ..) See Technical Manual

Every 10,000 miles (15,000 km) or 1 year
Note: See appropriate Cayenne (V6) Maintenance Checklists for complete maintenance requirements.
Oil Change Service Performed - Technician Signature: ____________________________________________

VIN: WP1 _________________________________________________
Mileage (check one) o Miles o Kilometers: _________________

Repair Order #: _____________________

Technician Name: ____________________________________________
© Porsche Cars North America, Inc., AfterSales Publications, Printed in the USA – Edition 4/08 Part Number – PNA 000 162 CC
Oil Change Service Checklist – Cayenne (V6)/S/GTS/Turbo/Turbo S

USA and Canadian Models Only (2009-10)
Oil Change Service (Labor Operation 03 04 00 ..) See Technical Manual

Note: See appropriate Cayenne Maintenance Checklists for complete maintenance requirements.
VIN: WP1 _________________________________________________

Repair Order #: _____________________

Technician Name: ____________________________________________
© Porsche Cars North America, Inc., AfterSales Publications, Printed in the USA – Edition 5/10 Part Number – PNA 000 162 CJ

General Information
Oil Change Service Checklist – Cayenne (V6)/S/S Hybrid/Turbo

USA and Canadian Models Only (2011)
Oil Change Service (Labor Operation 03 04 00 ..) See Technical Manual

Note: See appropriate Cayenne Maintenance Checklists for complete maintenance requirements.
VIN: WP1 _________________________________________________

Repair Order #: _____________________
Technician Name: ____________________________________________
© Porsche Cars North America, Inc., AfterSales Publications, Printed in the USA – Edition 5/10 Part Number – PNA 000 162 CK

Engine – Cayenne S/T (V8)
Subject Page
Cayenne V8 Models
General Information – Engine Types M48.00/M48.50 (E1 – 1st Generation) . . . . . . . . . . . . . . . . .2
General Information – Engine Types M48.01/M48.51 (E1 – 2nd Generation) . . . . . . . . . . . . . . . .3
Crankcase, Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Timing Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Oil Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Cooling Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
General Information – Engine Types M48.02/M48.52 (E2) . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Crankcase Ventilation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Determination of Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Cayenne V6 Models
Starts on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

Engine – Cayenne S/T (V8) E1 Gen. I
= = = = = `
M48.00/M48.50 – Cayenne S/Turbo, MY 2003-06 Cayenne S Full Load Curve
(E1 – 1st Generation)
General
The completely new developed V8 engines are a naturally

aspirated engine for the Cayenne S and a turbocharged
version for the Cayenne Turbo, each with a displacement
of 4.5 liters. They are 8-cylinder, 32-valve gasoline
engines, with the cylinder banks arranged at 90 degrees
and two camshafts per cylinder bank. Particular attention
was paid during the development of these new engines to
achieving the maximum specific output while at the same
obtaining outstanding emissions and fuel consumption
characteristics. Engine Data – Cayenne S
Engine Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M48.00
Number of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93 mm
Stroke= .= . . . . .= .= . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 mm
Displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.5 Liter
Compression Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11.5
Max. Power . . . . . . . . . . . . . . . .8. . . . . . . . . . . .340 hp (250 kW)
atB Engine Speed . . . . . . . . . . . . .93 . .mm
. . . . . . . . . . . . . . .6000 rpm
Max.
S Torque . . . . . . . . . . . . . . . . . . . . . . . . . .310 ft lb (420 Nm)
at Engine Speed . . . . . . . . . . . . . . . . . . . . . . . .2500 – 5500 rpm
Governed Engine Speed Tiptronic . . . . . . . . . . . . . . . . .6500 rpm
Engine Weight . . . . . . . . . . . . . . . . . . . . . . . . . .500 lbs (227 kg)
Firing Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3-7-2-6-5-4-8
` = = = = = = =
Cayenne Turbo Full Load Curve
6500 rpm
E
F
Important features of the engine are:
• Two-piece closed deck aluminum crankcase with

integrated cast-iron bearing blocks
• Two-piece cylinder heads with separate camshaft Engine Data – Cayenne Turbo
housing Engine Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M48.50
• Continuously variable camshaft adjustment on the intake Number of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93 mm
side (VarioCam) Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 mm
= = = =
• Cylinder-selective exhaust cam contours Displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.5 Liter
Compression Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9.5
• Integral dry-sump lubrication Max. Power . . . . . . . . . . . . . . . . . . . . . . . . . . . .450 hp (331 kW)
• Two-stage oil scavenging, additional turbocharger at Engine Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6000 rpm
scavenge pump for V8 twin-turbo engine Max. Torque . . . . . . . . . . . . . . . . . . . . . . . . . . .458 ft lb (620 Nm)
at Engine Speed . . . . . . . . . . . . . . . . . . . . . . . . .2250 - 4750 rpm
• Spray cooling of pistons (V8 twin-turbo engine only) Governed Engine Speed Tiptronic . . . . . . . . . . . . . . . . . .6500 rpm
• Oil to water heat exchanger Engine Weight . . . . . . . . . . . . . . . . . . . . . . . . . . .558 lbs (253 kg)
Firing Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3-7-2-6-5-4-8
• Cross-flow cooling of cylinder heads, longitudinal flow
through crankcase

Engine – Cayenne S/T (V8) E1 Gen. II
M48.01/M48.51 – Cayenne S/Turbo, MY 2008-10 Cayenne S Full Load Curve
(E1 – 2nd Generation)
General
Completely new engines have been developed for the

Cayenne S and Cayenne Turbo for the 2008 model year.
The main development aims were:
• More power and torque, while at the same time,

• Improving fuel economy and,
• Reducing the weight of the engine compared to
previous engines.
Engine Data – Cayenne S
Engine Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M48.01
No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 mm
V-angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Max. Output . . . . . . . . . . . . . . . . . . . . . . . . . . . .385 HP (283 kW)
At Engine Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6200 rpm
Max. Torque . . . . . . . . . . . . . . . . . . . . . . . . . . .370 ftlb. (500Nm)
Governed Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6700 rpm
Engine Weight . . . . . . . . . . . . . . . . . . . . . . . . . . .503 lbs (228 kg)
Firing Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3-7-2-6-5-4-8
Cayenne Turbo Full Load Curve
These development aims have essentially been

achieved due to the following enhancements and
new technologies:
• Larger displacement
• Direct fuel injection (DFI)
• Sport button as standard Engine Data – Cayenne Turbo
• VarioCam Plus Engine Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .M48.51
No. of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
• Demand controlled oil pump Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 mm
V-angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Max. Output . . . . . . . . . . . . . . . . . . . . . . . . . . . .500 HP (368 kW)
Max. Torque . . . . . . . . . . . . . . . . . . . . . . . . . . .518 ftlb. (700Nm)
At Engine Speed . . . . . . . . . . . . . . . . . . . . . . . . .2250-4500 rpm
Governed Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6700 rpm
Engine Weight . . . . . . . . . . . . . . . . . . . . . . . . . .520 lbs (236 kg)
Firing Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3-7-2-6-5-4-8

M48.01/M48.51 – Cayenne S/Turbo, MY 2008-10
(E1 – 2nd Generation)
Crankcase
4 knock sensors
Removed
thermostat V8-4.8 V8-4.5
housing
The crankcase in the Porsche Cayenne S and Cayenne

The lower part of the crankcase is machined and paired
Turbo is designed as a two-piece closed-deck component
together with the upper part. To keep the weight as low as
in a light metal alloy (AlSi17Cu4Mg). In the closed-deck
possible, the spheroidal graphite iron inserts are no longer
design, the sealing surface of the crankcase is, for the
used and the wall thickness has been reduced.
most part, closed to the cylinder head, only the bores and
channels for oil and coolant are exposed. The entire struc-
A low-pressure chill-casting procedure is used to make the
ture is additionally strengthened as a result of this design.
upper and lower part of the crankcase.
This leads to less cylinder distortions and helps to reduce
oil consumption.
Crankshaft
The alloy used for the crankcase is known as a

hypereutectic alloy in which silicon crystals form. These
silicon crystals are exposed using several specialized
honing processes in order to make the surface more
durable. The crankcase has been lowered by 20 mm
compared
9 to the previous engine. As a result, the coolant
pump and thermostat housing cover are also 20 mm
lower and a modified water flow circuit was required.
The drop-forged crankshaft runs in five bearings and has
eight counterweights. Main bearing 3 is designed as a
20 mm
thrust bearing. Axial play is determined by two thrust
washers, which are inserted into the bearing halves. The
main bearings are two-component bearings and have a
diameter of 64 mm. Since the lower part of the crankcase
V8 - 4.8 (2nd Generation) V8 - 4.5 is made of an all aluminum alloy, the main bearings are
stronger than those used previously and the retaining lugs
have been changed to avoid confusion. The main bearings
are also “lead-free.”

Torsional Vibration Balancer Pistons
1 - Piston (naturally aspirated engine)

2 - Piston (turbo engine)
The pistons are designed as recessed pistons made of
A torsional vibration balancer is used to reduce torsional aluminum alloy. They have an iron coating (Ferrocout) at
vibrations on the crankshaft and to minimize component the sides to improve friction characteristics. The pistons
stress, e.g. on the belt drive. A shock absorber with the are different on cylinder bank 1 and 2 both in the Cayenne
very best damping characteristics was selected because S and Cayenne Turbo. Another difference between the
of the greater power impulses associated with direct fuel pistons in the Cayenne S and Cayenne Turbo is that the
injection engines. combustion cavities have different depths because the
compression ratios of both engines are different. The
The viscous shock absorber has a floating flywheel in piston ring packages for the turbo and naturally aspirated
silicon oil in the housing. This allows the counter engines are the same.
movement of the bearing mass to a not quite evenly
rotating crankshaft.
Connecting Rods
Compared to the 4.5 liter engine, the connecting rods are

2.4 mm longer. This reduces piston lateral runout and is
more efficient. The connecting rod bearings are “lead-free”
three-component bearings with a diameter of 54 mm. Oil
is supplied to the connecting rod bearings via a Y-bore in
the crankshaft.
Notes:

Cylinder Head
1 - Exhaust side
The cylinder head and camshaft mount is one joined 2 - Intake side
component and is identical for the Cayenne S and 3 - Operating plunger
Cayenne Turbo. 4 - Outlet valve tappet
Technical Data, Valve Drive Oil Supply in the Cylinder Head
Intake valve diameter . . . . . . . . . . . . . . . . . . . .38.3mm

Intake valve lift, large . . . . . . . . . . . . . . . . . . . .11.0mm
Intake valve lift, small . . . . . . . . . . . . . . . . . . . . .3.6mm
Exhaust valve diameter . . . . . . . . . . . . . . . . . . .33.0mm
Exhaust valve lift, cyl. 3, 4, 5, 7 . . . . . . . . . . . . .9.2mm
Exhaust valve lift, cyl. 1, 2, 6, 8 . . . . . . . . . . . . .8.0mm
Intake valve angle . . . . . . . . . . . . . . . . . . . . . . . . .13.5°
Exhaust valve angle . . . . . . . . . . . . . . . . . . . . . . .15.4°
Fuel injector installation angle . . . . . . . . . . . . . . . .29.0°
Camshaft bearing diameter . . . . . . . . . . . . . . . .28.0mm
To ensure efficient gas exchange and valve lift control, the

camshaft mount is 9 mm higher on the intake side
compared to the outlet side. This arrangement meant that
is was possible to optimize the intake port. The cooling 1 - Oil supply to the chain tensioner
system was designed in such a way that high temperature 2 - Camshaft control system
parts are optimally cooled. The cylinder head is made of 3 - Valve lift control system
AlSi7Mg. 4 - Oil supply for valve lift control
5 - Oil supply for turbocharger
6 - Oil intake
Cylinder head water jacket. Combustion chamber stress

area.

Camshaft Control With Valve Lift Control (VarioCam Vane Controller
Plus)
A - Stator
The requirements imposed on engine design with regard B - Rotor
to higher performance combined with improved driving
comfort, compliance with emission regulations and The vane controller consists essentially of the stator (-A-),
reduced fuel consumption give rise to conflicting design which is installed on the crankshaft via the sprocket, the
criteria. rotor (-B-), which is installed on the camshaft, the inserted
vanes and two lids. The sprocket is mounted to the outer
The development of the VarioCam Plus was therefore diameter of the stator. It is interlocked with the crankshaft
based on the idea of producing a variable engine, which via the chain drive. The rotor is screwed securely to the
can be optimized for maximum performance and also for camshaft. Rotation is possible between the rotor and
regular driving in city traffic or on secondary roads. A stator (inner mounting of the controller). The rotation is
control system for the intake camshaft to vary the opening limited by the vanes inserted in the rotor and by the stops
and closing times in combination with a valve lift system is on the stator. The vanes also divide the recesses on the
necessary. stator into two separate chambers.
Camshaft Control These chambers can be filled with oil via oil bores and oil
passages in the rotor. To guarantee secure sealing, small
Camshaft control on the intake camshaft is based on the springs are installed between the vanes and rotor. The
principle of a vane controller. The DME control unit deter- chambers are each sealed off at the sides with a lid fixed
mines the current position of the camshaft in relation to to the sprocket. The controller is locked at a stop
the crankshaft (actual angle) on the basis of the speed (retarded). To do this, a spring-loaded pin in the retarding
sensor signal and the Hall sensor signal. The position device of the controller moves into a bore in the lid. An
control in the control unit receives the desired nominal interlocked connection between the stator and the rotor is
angle via the programmed map values (speed, load, created for the engine’s starting process. This locking
engine temperature). A regulator in the DME control unit prevents noises during the period before oil pressure is
activates a solenoid hydraulic valve according to the produced.
desired adjustment when there is a difference between the
target angle and actual angle. The adjustment angle is 50° Function
in relation to the crankshaft (25° in relation to the
camshaft). Two chambers, which act in different directions of flow,
are contained in the controller. Filling of one chamber turns
the rotor with respect to the stator. The rotor and the
camshaft can be turned back into the original position by
filling the other chamber. The oil of the non-pressurize
chamber flows back into the chamber via the solenoid
hydraulic valve.

Therefore, it is possible not only to move the adjustment
position very quickly but also to move it very slowly in the
case of slight deviations of the valve from the central
position. In this way, the solenoid hydraulic valve defines
the adjustment direction and speed of the controller.
A - Stator B - Rotor
If the oil supply and the oil return are interrupted at the
solenoid hydraulic valve (center position of the valve)
during the filling of a chamber, the controller remains at
the position just assumed. The chambers lose oil through
leakage so that the controller leaves its position. The
solenoid hydraulic valve is controlled correspondingly by
the control unit, and the controller returns to the desired
position.
Solenoid Hydraulic Valve
• Oil supply for cam phaser camshaft bearings and timing

chain tensioner integrated in one bearing support.
• Screw connection of bearing support together with cam
cap bolts.
• Oil Supply for first camshaft bearing (intake side)
integrated in A-B oil supply for cam phaser (bleed > T).
T - Solenoid hydraulic valve • Advantage: no separate oil supply housing (V8 - 4.5)
P - Main oil pressure and no square section sealing rings necessary.
A - Control pressure
Tappet Evolution
The solenoid hydraulic valve is designed as a 4-way
proportional valve, which connects one of the two control
lines (-A/B-) to the oil pressure supply line (-P-)
depending on the control unit specification and opens the
other line so that the oil can flow into the crank chamber
(-T-line-).
If the -A- line is pressurized with oil, the controller will

change direction to advance the valve timing. If the -B- line Cayenne V8 engines use a “Ultra Leichtbau” lightweight
is pressurized with oil, the controller will change direction 3CF bucket tappet.
to retard the valve timing. Both control lines are closed in
the center position. The camshaft is held in the desired Advantages are:
position. In addition, any intermediate position between the • Reduced mass
three switch positions described above can be set via the • Increased rigidity
control unit.

Cylinder Head Design Notes:
Previous Cylinder Head 2nd Generation Cylinder Head
Additional weight savings were gained from the second

generation V8 engine cylinder head design. On the left is
the previous V8 4.5 liter cylinder head – fully machined,
total weight including camshaft housing and bolts was 41
lbs (18.6 kg). On the right is the new second generation
4.8 liter head – fully machined, total weight including valve
cover and DFI is 28 lbs (12.6 kg).
Scavenging Concept
A scavenging restrictor is installed on the end of the

control pressure line to keep the switching time to a
minimum during valve lift control. This scavenging
restrictor is used to bleed the line and reduce switching
time.

Check Valve extremely large oil pump is not required, the principle
described above is taken advantage of when the engine is
hot and at a low oil pressure through the use of the check
valve. The check valve serves to increase the adjustment
speed at low oil pressures.
Valves, Valve Springs
The intake and exhaust valves on the Cayenne S and

Cayenne Turbo have a shaft diameter of 6 mm. The intake
and exhaust valves are bi-metallic, i.e. the materials used
for the valve plate and the lower part of the valve stem are
different to those used for the upper part of the valve
stem. In addition, the exhaust valves on the Cayenne Turbo
are filled with sodium.
The intake valve springs on the Cayenne S and Cayenne

Turbo are identical. They are designed as a conical double
valve spring set. This gives a very compact design. The
exhaust valve springs on the Cayenne S are conical single
valve springs. The Cayenne Turbo features cylindrical
double-valve spring sets to ensure that the exhaust valves
close, even at higher pressures in the exhaust system.
1 - Adjustment direction retarded
2 - Adjustment direction advanced Vacuum Pump
3 - Camshaft controller
4 - Solenoid hydraulic valve Increased engine dethrottling means that the vacuum
5 - Check valve supply is no longer sufficient for unfavorable underlying
6 - Oil pump conditions, e.g. low external air pressure at high altitudes
7 - Oil pan and highly dynamic driving. A mechanical single-vane
pump driven by the camshaft is used for this reason.
The camshaft requires a high drive torque at times due to
the valve actuation, but the camshaft continues rotating
unaided at other times (alternating torques). If a check
valve is inserted into the P-line and the solenoid hydraulic
valve is energized, for example (adjustment in direction of
advanced valve timing), the controller automatically
intakes oil via the feed line, the solenoid hydraulic valve
and the check valve for an advancing camshaft. If the
camshaft then tries to lag due to the high drive torque, the
check valve closes and the oil cannot escape. The
camshaft is driven by the oil cushion of the sprocket
during this time, as with a freewheel. The advancing and The pump delivery rate is 260cm/revolution.
lagging phases of the camshafts repeat so that the
camshaft automatically shifts to advanced valve timing in 1 - Intake opening
stages. 2 - Rotor
3 - Secondary load connection
As the principle described above only functions with well 4 - Outlet valve in crank chamber
sealed adjustment control systems and low-friction valve 5 - Vane with guide shoes
drives, oil pressure is required. To ensure that an 6 - Housing

Timing Drive Mechanism The reason for this is that the surge of exhaust gas that
emerges during the early (sooner than normal) exhaust
valve opening for the respective cylinder (e.g. cylinder 2)
goes into the overlap period of the next cylinder (cylinder
3). This would have a detrimental effect on the charging of
the cylinders. Too many residual exhaust gases would also
have a negative effect on the knock limit.
The firing order of the Cayenne (1-3-7-2-6-5-4-8) would put

cylinders 3, 4, 5 and 7 at a disadvantage in terms of volu-
metric efficiency. These cylinders therefore have a larger
cam stroke. This means that the cylinders are charged
evenly, which results in an optimized torque curve in the
entire rpm range.
Sprocket
The lower sprocket, which drives the timing chain and the
chain for the oil pump, has a friction disk on the front
(facing the pulley) and rear (facing the crankshaft) for
improved torque transmission.
The chain is guided by two specially coated guide rails.
The lower guide rail on cylinder row 1 to 4 is also
designed as a tensioning rail. The hydraulic chain
tensioner is connected to the engine oil circuit and is
totally maintenance free.
Camshafts With Cylinder Specific Cam Contours
The intake and exhaust camshafts for both engines have a Illustration above shows the surface of the friction disk viewed
basic outer diameter of 38 mm. The intake valve lift is 3.6 under a microscope.
mm and 11 mm. The exhaust valve lift on cylinders 1, 2, 6
and 8 is 8 mm, while the exhaust valve lift on cylinders 3, Belt Drive
4, 5 and 7 is 9.2 mm.
The secondary units, such as the generator, coolant
The engine design, with a V8 crankshaft and 90° throw, pump, power-steering pump and air conditioning
guarantees superb mass and torque balancing. In this compressor, are driven from the torsional vibration
engine design and a design with normal cam contours balancer via a polyrib belt. A maintenance free belt
(same cam strokes), individual cylinders would be hindered tensioner ensures the correct belt tension in all operating
during exhaust outflow into the exhaust manifold. states.

Lubricating Oil System
A - Pressure oil channels
B - Oil return channels
To ensure a reliable oil supply in all driving situations, the

V8 engines in the Cayenne S and Cayenne Turbo have an
integrated dry-sump lubrication system.
The oil pan is designed in two parts and has an upper and The oil pan wall is very thin so as to keep the weight as
lower part. The oil-water heat exchanger and the oil filter low as possible.
are fitted directly on the upper part of the oil pan. To
ensure a lightweight design, the windage tray, the oil
return collection tank and the suction pipe are all together
in a plastic housing fitted in the oil pan.

Oil Pump Function
Depending on the input values for engine rpm, engine

load, engine oil temperature and the expected change in
engine rpm, a specific control valve position (-4-) is
defined using a map in the DME control unit. The control
valve position regulates the oil pressure for the spring
piston on the gear wheel, which can move in axial
direction. The oil pressure on the control piston is not
regulated on the other side. The control valve is open fully
in the non-energized state and as a result, the oil pressure
is the same on both sides, which means that the gear
wheel will not move.
In other words: the pressure difference between the spring

The integration of VarioCam Plus, the mechanical vacuum piston and the control piston can be used to control every
pump and the fact that the lower part of the crankcase is position. When the gear wheel moves, the teeth are still
fully aluminum means that oil throughput on the Cayenne S only partially engaged and as a result, performance and
and Cayenne Turbo is very high. A relatively large and friction as well as energy requirements are reduced.
efficient pump must be used to guarantee the required oil
supply. However, a lot of energy is required to drive such a Reduction of friction losses by variable oil flow
pump and this energy requirement in turn increases fuel Delivery rating of a
constant pump Reduced friction losses
consumption. To counteract this, a variable oil pump is by controlled oil flow
used for the first time in the Cayenne S and Cayenne
V
Turbo. Engine oil displacement
= Delivery rating of oil flow regulating pump
n
R educt ion o f f r ic t ion lo s s e s by v a r ia b le o i l p r e s s u r e
Conventional pressure curve
due to delivery rating w/o pressure regulation
p_oil
Reduced friction losses
by pressure control
Pressure curve due to engine demand

n
Notes:
1 - Oil pump chain drive gear

2 - Oil pump driven gear
3 - Movable oil pump gear
4 - Oil pump control valve (lowers pressure on spring end of con-
trol piston)

Cayenne Turbo Oil Pump Positive Crankcase Ventilation
During combustion, every engine blows some of the

combustion gases past the piston towards the crankcase
– these gases are called blow-by gases. If these gases are
not drawn off, the pressure in the crankcase would
increase considerably. A vent connection is installed in the
crankcase for this reason. For environmental protection
reasons, these gases are not released into the
atmosphere, but are sent back to the engine for combus-
tion via the intake system. Of course, these positive
crankcase ventilation gases contain a high proportion of
engine oil and other combustion residues as well as fuel
residues in some cases. If these gases get into the intake
1 - Intake stage duct, they will contaminate the intake air and can then
2 - Control valve impair running smoothness, exhaust emissions and reduce
3 - Variable pressure stage knock resistance. For these reasons effective oil separa-
4 - Turbocharger suction pump tion is important for the engine.
The Cayenne Turbo has an additional pressure oil line for Positive Crankcase Ventilation – Naturally Aspirated
turbocharger lubrication. A turbocharger suction pump Engine
(-4-) is integrated in the main oil pump for suctioning off
the lubricating oil.
1 - Return connection for blow-by gases

2 - Return line
The control valve is fitted on the oil pump in such a way that it 3 - Tank vent
can be accessed from the outside. 4 - Positive crankcase ventilation
Oil Spray Jets
The temperature of the pistons in the Cayenne S and

Cayenne Turbo engine is reduced by means of spray
cooling. The spray jets are fitted on the upper part of the
crankcase. The spray oil is also used for improved lubrica-
tion of the cylinder lining. To ensure the necessary engine
oil pressure at low rpms and high engine oil temperatures,
the spray jets have an opening pressure of approx. 1.8
bar.

Positive Crankcase Ventilation - Turbo Engine Notes:
The positive crankcase ventilation system in the Cayenne

Turbo can reduce the amount of fuel that goes into the
engine oil during combustion. The aeration and ventilation
system (Positive Crankcase Ventilation-PCV) ventilates the
crankcase with a steady stream of fresh air, which acceler-
ates the evaporation of fuel that is carried in.
1 - Return connection for blow-by gases

2 - Return line
3 - Tank vent
4 - Positive crankcase ventilation
5 - PCV connection
For this purpose, fresh air is removed between the charge

air cooler and throttle valve and is delivered to the crank
chamber via a line. The pressure that exists at any time
between the removal position and the crankcase causes a
steady flow of fresh air through the crankcase. To ensure
enough vacuum in the crankcase in all operating states,
the vacuum in the intake manifold is used in the part-load
ranges. A pressure regulating valve regulates this vacuum
until the required value is reached. The vacuum from the
compressor is used in the boost range (no vacuum
present).

Cayenne S Cooling System
1 - Coolant reservoir
2 - Heat exchanger
3 - Coolant collection pipe
4 - Coolant pump/thermostat housing
5 - Cylinder head
6 - Crankcase
7 - Oil-water heat exchanger
8 - Generator
9 - Radiator

Cayenne Turbo Cooling System
1 - Coolant reservoir
2 - Heat exchanger
3 - Coolant collection pipe
4 - Coolant pump/thermostat housing
5 - Cylinder head
6 - Crankcase
7 - Oil-water heat exchanger
8 - Generator
9 - Radiator
10 - Turbocharger

Engine – Cayenne S/T (V8) E2
M48.02 – Cayenne S, MY 2011 (E2) Cayenne S Full Load Curve
General
An enhanced engine generation is used for the Cayenne S

and Cayenne Turbo in model year 2011. This made it pos-
sible to achieve the ambitious targets for fuel consumption
and CO2 emissions despite the enhanced performance.
Another main development goal was a significant reduction
in the weight of the engine units.

Number of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Valves per cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96.0 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 mm
Displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4.8 Liter
V-angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90°
Engine power . . . . . . . . . . . . . . . . . . . . . . . . . .294 kW (400 hp)
At engine speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6,500 rpm
Max. torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .500 Nm
Compression ratio . . . . . . . . . . . . . . . . . . . . . . . . . . .12.5 (-0.6)
Governed speed . . . . . . . . . . . . . . . . . . . . . . . . . . . .6,700 rpm
Engine weight (Tiptronic) . . . . . . . . . . . . . . . . .464 lbs (210.6 kg)
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3-7-2-6-5-4-8
The 4.8 l naturally aspirated engine of the Cayenne

S is characterized by the following features: Note!
The larger counter-weight radius has the advantage that
• Newly developed, lighter crankshaft and connecting rods
the weight is further to the outside, with the result that a
• Oil guide housing made of magnesium
lower weight is possible.
• Intake camshafts optimized for power output and torque
characteristics
• New intake system with larger throttle valve
A lighter crankshaft and lighter connecting rods are used

in the Cayenne S as a lightweight design measure aimed
at reducing weight. The diameter of the connecting rods is
reduced by 2 mm compared with the previous Cayenne S
and the crankshaft has a larger counter-weight radius. As
a result, the crank drive is 5 lbs (2.3 kg) lighter than the
previous V8 crank drive.

M48.52 – Cayenne Turbo, MY 2011 (E2) Cayenne Turbo Full Load Curve
Engine Data – Cayenne Turbo
Number of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96.0 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 mm
V-angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90°
The V8 twin turbo engine of the Cayenne Turbo is Max. torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .700 Nm
characterized by its high power output and torque At engine speed . . . . . . . . . . . . . . . . . . . . . .2,250 to 4,500 rpm
with low fuel consumption. The 4.8 l Turbo engine is Compression ratio . . . . . . . . . . . . . . . . . . . . . . . . . . .10.5 (-0.6)
characterized by the following main features: Governed speed . . . . . . . . . . . . . . . . . . . . . . . . . . . .6,700 rpm
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3-7-2-6-5-4-8
• Weight-optimized crankshaft
• Optimized oil guide with aluminum oil guide housing
A weight-optimized crankshaft is also used in the Cayenne

Turbo as a lightweight design measure aimed at reducing
weight. The crankshaft has a larger counter-weight radius
than the previous V8 crank drive. The weight reduction of
the crank drive is therefore 1.3 lbs (0.6 kg).
Notes:

Crankcase Lightweight Construction on the V8 Engine
The timing-case cover and valve cover are manufactured

entirely from magnesium, and various screw connections
were changed from steel to aluminum screws. These light-
weight construction measures made it possible to achieve
a further weight reduction of approx. 7.3 lbs (3.3 kg). In
the Cayenne S, the oil guide housing is additionally manu-
factured from magnesium, reducing its weight by approxi-
mately 4.6 lbs (2.1 kg).
The proven closed-deck design is used for the crankcase,

which is made of a hypereutectic aluminum alloy. In this
construction, the housing and coolant ducts form a closed
system around the cylinders. This creates a very rigid
engine assembly, minimizes cylinder distortion, and results
in low oil consumption as well as a reduction in the amount
of combustion gases that pass by the piston rings into the
crankcase (blow-by gases). The lightweight, rigid engines
therefore achieve a low fuel consumption and a long
service life.
A fully aluminum bedplate is used in order to reduce

weight. The forged crankshaft has five bearings and has a VarioCam Plus, the system used to control the intake
very rigid design in order to reduce the vibrations camshafts, is also used in the new Cayenne V8 engines.
produced in the engine. Apart from continuous adjustment of the valve timing, the
system also enables adjustment of the valve lift for the
The cylinder head and camshaft housing components are intake valves. When combined with direct fuel injection,
integrated in a single-piece aluminum cylinder head in the this allows high power output and torque values, while
V8 engines. At the same time, the arrangement of the inlet reducing fuel consumption. A fully aluminum, lightweight
port and injector was optimally designed for direct fuel camshaft adjuster is used in the new generation of V8
injection. The coolant jacket ensures that the cooling engines. This lightweight construction measure achieves a
system has sufficient reserves even in the cylinder head, weight reduction of approx. 3.7 lbs (1.7 kg) and also
which is subject to substantial thermal loads. The one- reduces the rotating masses. This in turn results in
piece design also made it possible to achieve a low improved adjustment speeds and more agile engine
weight. response.

Crankcase Ventilation System Crankcase Ventilation System for the Naturally
Aspirated Engine
General
During combustion, every engine blows some of the

combustion gases past the pistons towards the crankcase
- these gases are called blow-by gases. If these gases are
not removed, the pressure in the crankcase would
increase considerably. A vent connection is fitted in the
crankcase for this reason. For environmental protection
reasons, these gases are not released into the atmos-
phere but are returned to the engine for combustion via
the intake system.
These crankcase ventilation gases naturally contain a high

proportion of engine oil and other combustion residues as
well as a high level of fuel residues in some cases. If these
gases enter the intake duct, they will contaminate the
intake air and can then impair running smoothness and A Air cleaner B Throttle valve
exhaust emissions and also reduce knock resistance. C Pre-separator D Pressure-regulating valve
These reasons show why effective oil separation is E Intake pipe F Fine separator
important for the engine. G Crankcase H Cylinder head
The two pre-separators C, which are integrated in the

cylinder head cover, allow most of the transported oil to
be drawn off into the crankcase. The remaining blow-by
gases are routed to the fine separator via hoses.
Notes:

Fine Oil Separator Internal Design of the Oil Separator
1 Blow-by gas infeed from bank 1-4 1 Blow-by gas infeed from bank 1-4
2 Blow-by gas discharge to intake system 2 Pre-separator
3 Blow-by gas infeed from cylinder-head cover, bank 5-8 3 2 Pressure control valves
4 Oil reservoir 4 Cyclone
5 Valve for opening and closing the oil reservoir 5 Volume separator
6 Blow-by gas infeed from bank 5-8
A valve (5) is installed below the oil reservoir (4) which 7 Oil reservoir
either allows or prevents the reservoir from being emptied
depending on the vacuum. Separation of Small Quantities of Blow-by Gases
Since the valve is open only when a vacuum is present, the If there is only a small amount of blow-by gases, these
reservoir size is chosen so that it has sufficient capacity to enter the cyclone, where air is separated from oil. The oil
store a corresponding volume until the vehicle has to be then passes into the reservoir, while the air is routed out
refuelled even if the vehicle is operated only at full throttle of the tank and fed back to the engine by the intake
so that the reservoir is never emptied. system.

Separation of Larger Quantities of Blow-by Gases For this purpose, fresh air is removed between the charge-
air cooler and throttle valve and is delivered via an air pipe
If the blow-by gases increase as a result of higher engine to the crank chamber. The pressure gradient that exists at
speeds, for example, the two pressure control valves open any time between the removal point and the crankcase
and an additional bypass is opened in order to separate causes a steady flow of fresh air through the crankcase.
the oil. The air is again fed to the engine and the oil goes
into the reservoir. The oil reservoir is always drained
whenever there is a vacuum in the system, i.e.
permanently, except for at full throttle.
A Air cleaner B Throttle valve

C Pre-separator D Pressure-regulating valve
E Intake pipe F Fine separator
G Crankcase H Cylinder head
I Check valves
Crankcase Ventilation System for Turbo Engine
The diagram shows that the crankcase ventilation system

in the Cayenne Turbo engine essentially functions in the
same way as in the naturally aspirated engine. However,
there is not always a vacuum in the intake system of the
turbo engine as there is a corresponding pressure in the
turbocharging area. Additional check valves (I) are
therefore installed here. As a result, separation can be
performed in the intake area just like on the naturally
aspirated engine, and the air is supplied between the air
cleaner and turbocharger in the turbocharging area.
Crankcase ventilation in the Cayenne Turbo is performed

by a positive crankcase ventilation (PCV) system. This
system ventilates the crankcase with a stream of fresh air,
which evaporates fuel that has been carried in.

Determination of Oil Level
Oil level measurement is performed while driving, over 30

miles (50 km), as well as with warm engine (oil temper-
ature > 149° F./65° C.) and horizontally parked vehicle
(engine off > 120 sec.) and ignition on.
Oil level OK
Determination for Topping Off Oil
The oil level is reset after the hood is opened. The oil level
can be measured immediately if the hood is closed.
Required: Oil temperature > 149° F. (65° C.) and engine is
off for longer than 120 sec. If the preconditions are not Minimum
met, the following message appears in the multi-function oil level
display: “Oil level available only after short time/distance”.
If the vehicle is driven off immediately after opening the

hood without the conditions being met, it is necessary
either to drive for a minimum of 30 miles (50 km) or the
vehicle must stopped with the engine off for 2 min with an Oil level below
oil temperature of > 149° F. (65° C.) in order to call up Minimum
the oil level in the multi-function display.
The quantity difference between the minimum and

maximum markings is approx. 1 liter. One segment on the
display corresponds to a top-up quantity of 0.25 liters. If
the oil-level indicator fails, the message “Failure Oil level Oil level
measurement” appears on the multi-function display. too high
Further operation-specific information is provided in the
Owner’s Manual.
Oil Level Sensor
The oil level sensor is a PULS (Packaged Ultrasonic Level Sensor) sensor.
Among other things, the advantage of this sensor is that it can detect both a
minimum and maximum oil level as well as overfilling. It works according to the
principle of ultrasonic measurement.
The ultrasonic sensor is a continually operating sensor system for detection of

the engine oil level. The determined fill-level data is supplied via a pulse-width
modulated signal. The displayed oil level is calculated from a long-term mean
value. The mean value is calculated over 30 miles (50 km) and 3,600 measured
values. When the mean value has been calculated, the last mean value is stored
and mean value calculation starts all over again.
Only measured values that were obtained within certain temperature, engine speed, vehicle speed and lateral acceleration
thresholds (enabling signal from DME) are used for calculating mean values. The last mean value is always displayed in the Oil
menu; oil level display is always possible except for after opening the hood.

Engine – Cayenne (V6)
Subject Page
Cayenne V6 Models
General Information – Engine Type M55.01 (E1 – 2nd Generation) . . . . . . . . . . . . . . . . . . . . . . .26
Crankcase, Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Connecting Rods and Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Crankcase Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Oil Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
General Information – Engine Type M55.02 (E2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Oil Level Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Engine – Cayenne (V6) E1 Gen. II
M55.01 Cayenne, MY 2008-10 (E1 – 2nd Generation) Crankcase
General
6
5 4
The Cayenne engine is designed as a 6-cylinder, direct fuel
injection V engine. The 3.6 liter V6 cylinder engine offers a 3 2
wide rpm range improved power output and torque
combined with low fuel consumption and emission values.
Being a long-stroke engine, the V6 generates high torque
even at low rpms.
The crankcase with the cylinders is made of grey cast iron

with lamellar graphite in weight optimized design. The
cylinders are arranged in a staggered configuration in the
10.6° V-angle, previous model 15°. The cylinder number 1
is located on the passenger side.
Crankshaft
The drop-forged crankshaft runs on seven bearings. Main

Engine Data – Cayenne V6 bearing 4 is designed as a thrust bearing. Axial play is
determined by two thrust plates, which are inserted into
Engine type . . . . . . . . . . . . . . . . . . . . . . . . . . .M55.01 the bearing supports. The main bearings are two-
No. of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 component bearings and have a diameter of 60 mm.
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96.4 mm
Displacement . . . . . . . . . . . . . . . . . . . . . . . . .3.6 Liter
V-angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10.6°
Compression ratio . . . . . . . . . . . . . . . . . . . . . . . . .12.0
Max. output . . . . . . . . . . . . . . . . . . . .290 HP (213 kW)
At engine speed . . . . . . . . . . . . . . . . . . . . . .6200 rpm
Max. torque . . . . . . . . . . . . . . . . . . .285 ftlb. (385 Nm)
At engine speed . . . . . . . . . . . . . . . . . . . . . .3000 rpm
Governed speed . . . . . . . . . . . . . . . . . . . . . .6700 rpm
Engine weight (manual transmission) . . 417 lbs (189 kg)
Engine weight (Tiptronic) . . . . . . . . . . .390 lbs (177 kg)
Firing order . . . . . . . . . . . . . . . . . . . . . . . . .1-5-3-6-2-4

Located on the crankshaft are the pulse-generating wheel Belt Drive
for the speed and reference mark transmitter -A- and the
drive sprocket for the intermediate shaft -B-.
Pistons
The pistons are designed as recessed pistons made of

aluminum alloy. They have a graphite friction coating at the
sides to improve friction performance of the piston. The
pistons are different for cylinder bank 1 and cylinder bank
2. The valve recesses and combustion chamber troughs
are arranged differently. The position and shape of the
piston recess allows the injected fuel to be whirled around
and mixed with the air that is drawn in.
1 - Tensioning roller
2 - Generator drive
3 - Deflection roller
4 - Air conditioning compressor drive
5 - Deflection roller
6 - Outer fabric
7 - Covering plate
8 - Polyester cord
9 - Substructure
10 - Poly V-belt pulley
11 - Crankshaft poly V-belt pulley
12 - Coolant pump drive
The poly V-belt is a single sided poly V-belt. The belt is

driven by the crankshaft via the poly V-belt pulley with
1 - Friction coating vibration damper. The air conditioning compressor,
2 - Piston recess generator and coolant pump run in the belt drive. A belt
tensioner ensures that the poly V-belt is always tensioned
Connecting Rods correctly.
The connecting rods are cut rather than cracked. The

conrod eye is trapezoid. The conrod bearings are two-
component bearings with a diameter of 54 mm and are
molybdenum coated, which ensures good friction charac-
teristics and a high load capacity.

Chain Drive V-Angle
The V-angle of the cylinder block is 10.6° (previously 15°).

This small V-angle ensures the required cylinder wall
strengths without increasing the installation dimensions of
the engine.
Articulation
The small V-angle causes the longitudinal axis of the

cylinder to move outward with respect to the lower crank-
shaft. The distance between the longitudinal axis of the
cylinder and the crankshaft center axis is the articulation.
Accordingly, the small V-angle increases the articulation (in
this case: 22 mm).
1 - Inlet camshaft drive

2 - Outlet camshaft drive
3 - Hydraulic chain tensioner
4 - Oil pump drive
5 - Hydraulic chain tensioner
6 - Crankshaft gear
7 - Fuel high pressure pump drive
The chain drive is on the power output side of the engine. 1 - Longitudinal axis of cylinder
It consists of the primary roller-type chain and the 2 - Crankshaft center axis
camshaft roller-type chain. The primary roller-type chain is 3 - Articulation
driven by the crankshaft. It drives the camshaft roller-type 4 - V-angle
chain and the oil pump via a sprocket. The camshaft roller-
type chain drives the two camshafts and the fuel high-
pressure pump. The hydraulic chain tensioner guarantees
the exact tensioning of the cam drive chain.
Notes:

Cylinder Head When idling, the camshafts are set that the intake
camshaft opens and closes late. The exhaust camshaft is
adjusted that it closes well before TDC. This results in
stable idling on account of the low residual gas content in
the combustion process.
In order to attain a good power output at high rpms,

opening of the exhaust valves is retarded. This allows the
expansion effect of the combustion process to act on the
piston for a prolonged period. The intake valve opens after
TDC and closes late after BDC. This way, the dynamic ram
effects of the inflowing air are utilized to increase power
output.
1 - Installation position of fuel injectors 1, 3, 5 In order to attain maximum torque, high volumetric effi-
2 - Installation position of fuel injectors 2, 4, 6 ciency is required for the cylinders. To this end, the intake
3 - Installation position of fuel high pressure pump valves must be opened early. As a result of early opening
they also close early, thereby avoiding the expulsion of
The one piece cylinder head is made of an aluminum fresh gases. The exhaust camshaft closes shortly before
silicon copper alloy. The cylinder head is used both for TDC.
mounting the chain drive and for connecting the fuel high
pressure pump. The fuel injectors for both cylinder banks Internal exhaust gas recirculation is carried out while the
are on the intake side of the cylinder head. intake and exhaust camshafts are being adjusted. This
results in an overflow of the exhaust gas from the exhaust
The bores for the fuel injectors for cylinders 1, 3 and 5 port into the intake port during valve overlap (intake and
are above the intake manifold flange. The fuel injectors for outlet valves open). The size of valve overlap determines
cylinders 2, 4 and 6 are inserted below the intake manifold the quantity of exhaust gas returned in the course of
flange. This arrangement allows the fuel injectors for internal exhaust gas recirculation. To this end, the intake
cylinders 1, 3 and 5 to run through the intake port on the camshaft is set such that it opens well before TDC while
cylinder head. the exhaust camshaft closes only shortly before TDC. Both
valves are thus open and exhaust gas is recirculated. The
Camshaft Adjustment advantages of internal exhaust gas recirculation as
opposed to the external alternative are the fast response
The intake and exhaust camshafts are adjusted by way of of the system and uniform distribution of the recirculated
a vane adjuster. The DME control unit determines the exhaust gases.
current position of the camshaft in relation to the crank-
shaft (actual angle) on the basis of the speed sensor
signal and the Hall sender signal. The position controller in
the control unit receives the desired nominal angle via the
programmed map values (speed, load, engine tempera-
ture). A regulator in the DME control unit activates a
solenoid hydraulic valve according to the desired adjust-
ment when there is a difference between the nominal angle
and actual angle. The adjustment angle is 52° in relation
to the crankshaft on the intake side and 22° in relation to
the crankshaft on the exhaust side.

The camshaft adjustment system comprises the Exhaust Gas Recirculation
following components:
• Two vane adjusters

• Two electromagnetic valves
• Timing chain housing
1 - Exhaust valve
2 - Intake valve
3 - Intake manifold vacuum
1 - Vane adjuster for intake camshaft Internal exhaust gas recirculation counteracts the
2 - Vane adjuster for exhaust camshaft formation of nitrogen oxides NOx. Just like external
3 - Timing chain housing exhaust gas recirculation, the formation of NOx is based
4 - Valve for intake camshaft adjustment on the fact that the combustion temperature is reduced
5 - Valve for exhaust camshaft adjustment through the introduction of combustion exhaust gases.
6 - Oil ducts for the ring passage in the camshafts The combustion gases in the fresh air/fuel mixture cause
a slight lack of oxygen, whereby the combustion does not
The DME control unit actuates electromagnetic valves 4 become as hot as it would if there was surplus oxygen.
and 5 to adjust the camshafts. The valves subsequently Nitrogen oxides are only formed in a greater concentration
open oil passages in the timing chain housing. The engine at a relatively high temperature. The reduced combustion
oil then flows via the timing chain housing and the temperature in the engine and the lack of oxygen prevent
camshaft into the vane adjuster. The vane adjusters turn, the formation of NOx.
adjusting the camshafts in accordance with the instruc-
tions from the DME control unit.
Notes:

Function Positive Crankcase Ventilation
Both the intake and exhaust valves are open during the
exhaust stroke. The high intake manifold vacuum causes
some of the combustion gases from the combustion
chamber to be sucked back into the intake port and then
flushed back into the combustion chamber for the next
combustion with the next intake stroke.
1 - Cyclone oil separator

2 - Positive crankcase ventilation heating
Positive crankcase ventilation prevents hydrocarbon-

enriched vapors (blow-by gases) from the crankcase from
getting into the outer atmosphere. The positive crankcase
ventilation system includes vent ducts in the cylinder block
1 - Stroke 1 and cylinder head, the cyclone oil separator and positive
2 - Stroke 2 crankcase ventilation heating.
3 - Stroke 3
4 - Stroke 4 The blow-by gases in the crankcase are drawn in by
5 - Intake valve opens the intake manifold vacuum via:
6 - Exhaust valve closes
• the vent ducts in the cylinder block,
This has the following advantages: • the vent ducts in the cylinder head,
• the cyclone oil separator and
• Reduced consumption due to reduced gas exchange • the positive crankcase ventilation heating system and
work. are then introduced back into the intake manifold.
• Increased part-load range with exhaust gas
recirculation.
• Smoother running.
• Exhaust gas recirculation is possible even when the
engine is cold.
1 - Vent ducts in the cylinder block and cylinder head.

Cyclone Oil Separator
Function
The cyclone oil separator separates the oil from the oil
vapor that is drawn in. It works according to the principle
of centrifugal separation. The cyclone design of the oil
separator means that the oil vapors are moved in a rotat-
ing movement. The centrifugal force that is created flings
the oil onto the partition wall, where it combines to form
larger drops. While the separated oil drips into the cylinder
head, the gas particles are fed into the intake manifold
through a flexible pipe.
1 - Cyclone oil separator

2 - Pressure regulating valve
3 - To intake manifold
4 - Oil discharge opening
The cyclone oil separator is in the cylinder head cover. Its

main function is to separate oil from the blow-by gases in
the crankcase and return it to the oil circuit. A pressure
regulating valve limits the intake manifold vacuum from
approx. 700 mbar to approx. 40 mbar. This prevents the
entire intake manifold vacuum and the internal crankcase
pressure from affecting positive crankcase ventilation, 1 - Intake
thereby drawing in engine oil or damaging seals. 2 - Gas feed to intake manifold
3 - Gas particles
4 - Oil drops
5 - Oil-discharge opening in crankcase
Positive Crankcase Ventilation Heating
The heating element -1- is inserted in the flexible pipe con-

1 - Cyclone oil separator necting the cyclone oil separator to the intake manifold
2 - Oil-discharge opening and prevents the incoming blow-by gases from freezing
3 - Vacuum valve when the intake air is very cold.
4 - Intake manifold

Oil Circuit Oil Pump With Oil Reservoir
The oil reservoir is formed in the cylinder block by a cavity

behind the oil pump. It has a volume of approx. 280 ml
and is retained even after the engine is stopped.
1 - Cylinder head 2 - Oil reservoir 3 - Service opening

4 - Cylinder block 5 - Drive gear 6 - Oil pump
Service Opening
1 - Camshaft adjuster
2 - Camshaft bearing
3 - Chain tensioner
4 - Chain tensioner
5 - Oil pump
6 - Oil reservoir
7 - Intake duct
8 - Oil pan
9 - Oil return
10 - Oil filter / oil/water heat exchanger
11 - Crankshaft bearing
12 - Piston spray nozzles
13 - Oil reservoir 1 - Cover screw 2 - Pressure piston
14 - Fuel high-pressure pump drive
15 - Hydraulic tappet The service opening allows access to the oil pressure
16 - Camshaft adjuster regulating piston in the oil pump when the engine is
installed. The pressure piston in the oil pump can be
The oil pressure is generated by a self-priming oil pump removed through the opening without having to remove
-5-. This is mounted in the cylinder block and is driven by the chain drive by unscrewing the cover screw and a
the chain drive. The installation position ensures a long second inner screw.
suction route -7-, which lasts for the duration of time
required to supply initial oil to the components. For this Oil/Water Heat Exchanger With Oil Filter
reason, oil is taken from a reservoir -6- behind the oil
pump to guarantee the initial oil supply. The oil pump The oil/water heat exchanger and the oil filter with bypass
draws the oil from the oil pan -8- and then pumps it to the valve form one unit.
oil filter and oil/water heat exchanger -10-.

Oil Return
The oil that flows back is routed into a central oil return
duct -1- in the cylinder block via three return ducts in the
cylinder head. The oil then flows back under the oil level
into the oil pan. In addition to the central oil return system,
oil at the front is also returned to the oil pan via the chain
drive housing.
1 - Reservoir
Cooling System 2 - Heat exchanger
3 - Coolant pump
Coolant is circulated by the mechanical coolant pump. The 4 - ATF/water heat exchanger
pump is driven by the poly V-belt. The circuit is controlled 5 - Coolant thermostat
by the thermostat. The check valves are integrated into 6 - Oil/water heat exchanger
the circuit in such a way as to prevent coolant flowback. 7 - Check valve
8 - Electric additional coolant pump
The amount of coolant depends on the vehicle equipment 9 - Check valve
and is generally between 14 qts (13.2 liters) and 18.6 qts 10 - Additional radiator
(17.6 liters). 11 - Vehicle radiator
Notes:

Engine – Cayenne (V6) E2
M55.02 Cayenne, MY 2011 (E2) Engine Data – Cayenne V6
General Number of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . .6

Valves per cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
In addition to complying with all worldwide emission regula- Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89.0 mm
tions and reducing fuel consumption, the development Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90.4 mm
goal for the 3.6 l engine was to increase both power Displacement . . . . . . . . . . . . . . . . . . . . . . . . . .3.6 Liter
output and torque. The increase in power by 10 hp to a V-angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.6°
total output of 300 hp and the higher maximum torque of Engine power . . . . . . . . . . . . . . . . . . . .300 hp (220 kW)
400 Nm (+15 Nm) at 6,300 rpm were achieved by a At engine speed . . . . . . . . . . . . . . . . . . . . . .6,300 rpm
number of different measures. Max. torque . . . . . . . . . . . . . . . . . . . . . . . . . . . .400 Nm
At engine speed . . . . . . . . . . . . . . . . . . . . . .3,000 rpm/
• Optimized hot-film mass air flow sensor Compression ratio . . . . . . . . . . . . . . . . . . . .11.65 (-0.5)
• Reduced friction losses inside the engine Governed speed . . . . . . . . . . . . . . . . . . . . . .6,700 rpm
• New engine management setup Firing order . . . . . . . . . . . . . . . . . . . . . . . . . .1-5-3-6-2-4
• Adaptation of timing
Crankcase
The crankcase underwent significant changes in order to

reduce internal friction and also lessen the wear on the
piston rings. The changes made for the blank part
included casting optimization and the addition of reinforce-
ments, resulting in an additional weight of approx. 6.6 lbs
(3 kg). As a further measure, a new method was
introduced for cylinder honing, making it possible to
further reduce the oil consumption.
Pistons
A change in the production method from casting to forging
enabled a weight saving of approx. 1.3 oz (37 g) to be
obtained for each piston.
Cayenne Full Load Curve
A Forged piston
B Cast piston
Piston Rings
1. piston ring: adopted unchanged

2. piston ring: ring height reduced, angle changed,
resulting in lower tangential forces
3. oil wiper ring: ring height reduced, only two-part (was
three-part), lower tangential forces and therefore
reduced cylinder wear

Engine – Cayenne (V6) E2
Crankshaft Oil Level Measurement
The production method for the crankshaft was changed

from casting to forging. This made it possible to reduce
the weight by approx. 0.9 lbs (0.4 kg).
Vibration Balancer
Mounting of the vibration balancer on the crankshaft was

modified to permit better handling (lower tightening
torques) in the workshop. Seven screws (M10) are used
instead of one central screw (M18).
Cylinder Head, Camshafts, Camshaft Adjuster
The outlet ports were enlarged to optimize the gas cycle. The oil level is now also read off on the instrument cluster
The adjusting angle of the camshaft adjuster is now 32° for the Cayenne V6 engines as well. Like for the 8-cylinder
instead of 42°. The cam width was reduced on the models, measurement is performed by means of a PULS
camshafts in order to reduce friction. sensor. The advantage here also is that contactless
measurement permits measurement of oil levels in areas
Chain Drive that are difficult to access.
The chain drive was also optimized in various areas, e.g. Cooling System
the two individual sprockets were combined into a double
sprocket which is secured with one larger screw (M12). The opening temperature of the coolant thermostat was
increased from 176° F. (80° C.) to 192° F. (89° C.),
thereby reducing CO2 emissions.
Notes:

Fuel, Exhaust & Engine Electrics
Subject Page
Fuel/Exhaust/Engine Electrics
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2-9
Cayenne/S/T, MY 2008-10 (E1 – 2nd Generation)
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10-13
Cayenne, MY 2011 (E2)
DME 3.6 l DFI Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Fuel Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Exhaust System/Emission Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Auto Start Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Cayenne V8 DFI Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Fuel Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Cayenne S/T, MY 2011 (E2)
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
DME Control Unit DFI, EMS SDI 8.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Thermal Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Auto Start Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Fuel Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Injection Strategies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61

DME Power Supply (Overview of Component Locations) Accelerator Pedal
With the newly developed accelerator pedal in the

Cayenne, the accelerator position sensor is integrated into
the pedal assembly. Therefore no throttle cable is
required. The characteristic curves of the two integral
potentiometers are comparable with those of the ME 7.2
systems and act as an input signal (driver request) to
calculate the torque-oriented operational logic, which
triggers the engine management system accordingly.
1 - Battery under the driver's seat

1A - Positive and negative connections in the engine
compartment
2 - Current distributor with cut-off relay, under the driver's seat
3 - DME control module in the right cowl
4 - Diagnostic connection under the instrument panel in the left
footwell
5 - Fuse carrier instrument panel left
6 - Fuse carrier instrument panel right
7 - E-Box in the cowl with fuse carrier,relay carrier 1, relay
carrier 2
8 - Relay carrier 1 and 2 as needed (depending on equipment)
below the instrument panel
1 - Accelerator pedal
A - Pedal potentiometer
B - Spring-pressure unit
The above illustration is for explanation purposes

only. Do not open the pedal assembly or throttle
assembly. Always refer to the latest technical infor-
mation for repair information.
On vehicles with Tiptronic, Kickdown is recognized electri-

cally by way of the characteristic curve of the potentiome-
ters. A spring-pressure unit is installed for driver feedback.

Kickdown adaptation is necessary under the prevents all the drive wheels from locking on a slippery
following circumstances: road by slightly opening the throttle valve.
• If braking functions are not sufficient to stabilize the
• Service replacement of the engine control module (ECM) vehicle when PSM is activated, E-Gas intervenes in engine
• Service replacement of accelerator pedal module (part control. A change in engine torque is initiated by
with different tolerances) changing the ignition timing and intervening in throttle
valve adjustment.
Kickdown adaptation can be performed as a short test
using the Porsche System 2 Tester.
Fuel Tank Ventilation (ORVR)
Learning Kickdown Adaption
The ORVR system (On-Board Refueling Vapor Recovery)
In order to achieve reliable conformance between electrical ensures that the resulting HC vapors are directed into the
recognition of Kickdown and the increase in power when carbon canister during refueling and do not escape into the
the pedal is operated, adaptation must be carried out. The environment. In addition, the OBD II system (On-Board Diag-
result of this adaptation is stored in the EEPROM of the nostic System) monitors the fuel system for leaks with the
DME control module and as a result it is retained even after aid of a leak diagnosis pump (LDP).
disconnecting the battery terminals.
The LDP system performs leak checks regularly and can
Throttle Valve Control Unit (E-Gas) detect leaks smallerthan .5 mm in diameter.
The range of operation of E-Gas corresponds basically to

the operation described for vehicles with Motronic ME 7.2
and ME 7.8. In the case of the electronic throttle valve
control unit (E-Gas), the throttle valve is adjusted by an
electric motor over a two-stage gear. This allows electronic
control of the air inducted by the engine is possible over
the entire load range.
Operating characteristics (relationship between

engine torque and accelerator pedal position) are
clearly established with E-Gas, which offers the
following benefits:
• Increased driver comfort

• Engine speed can be better controlled and limited
1 - Filler neck
• Reduction of engine emissions
2 - Percolation tank (ORVR one-piece)
• Improved cruise control operation
2A - Fuel tank operating ventilation
• Improved shift comfort with Tiptronic S
2B - Refueling ventilation
• Assistance for the traction control systems (e.g. PSM,
3 - Connection to carbon canister
MSR)
4 - Pressure holding valve
• Engine protection in the event of failures in the area of
5 - Carbon canister (ORVR with flange for leak diagnosis pump)
boost pressure control (Cayenne Turbo)
6 - Water separator with filter element and fresh air induction
7 - Leak diagnosis pump
As the result of active intervention by the throttle
7A - Vacuum line from intake manifold to leak diagnosis
valve control unit (E-Gas), the following functions are
8 - Shut-off valve
made possible:
A - To fuel tank ventilation valve (in engine compartment)
• On deceleration, with unacceptably high engine braking

when downshifting, engine drag torque control (MSR)

ORVR With LDP Diagram
1 - Carbon Canister The fumes are stored in the Carbon Canister (1) where
2 - Vacuum Limiting Valve they are purged to the engine by the DME controlled Evap
4 - Over Pressure Relief Valve Valve (12) during purging.
3 - Percolation Tank
5 - Filler Neck (with metal flap) During refueling the fuel vapors rise to the Percolation
6 - Fuel Tank Tank (3) via the Refueling Vent line (11) and Vent Lines (17)
7 - Spring Loaded Flap until the fuel level rises to close the float valve in the Fill
8 - Fill Limit Venting Valve Limit Vent Valve (8). The Fill Limit Vent Valve (8) closing
9 - Roll Over Valves causes the pressure in the Filler Neck (5) to rise and shut
10 - Over Pressure Valve off the fuel filling nozzle.
11 - Refueling Vent Line
12 - Evaporative Valve Overview of Leak Diagnosis
13 - Evaporative Vent Shutoff Valve (only used on early vehicles)
14 - LDP During a leak diagnosis check the Evap Valve (12 above)
15 - Vacuum Inlet from Intake Vacuum Reservoir and the Evap Vent Valve (13 above) are closed by the
16 - One Way Check Valve DME. The DME then cycles the Electric frequency valve for
17 - Tank Vent Lines the diaphragm pump (2 below) allowing manifold vacuum
to enter from vacuum reservoir in intake manifold (1
During normal venting operation the Hydrocarbon laden Below), this causes the Vacuum side of the diaphragm
fumes from the fuel in the Fuel Tank (6) rise to the Percola- pump (3 below) to rise and draw air in the Connecting pipe
tion Tank (3) via the Tank Vent Lines (17) and Refueling to the water separator/filter element (6 below). The
Vent Line (11). The pressure in the tank is regulated to vacuum is then released as the pressure is built from this
about 40 Millibar by the Vacuum-Limiting Valve (2) so as pumping action the Connecting pipe to the carbon canister
not to allow the fuel to boil in the low pressure. (5 below) raises the pressure throughout the evap system.
The rising pressure causes the Electrical Reed Switch (7
below) to make contact and send a signal to the DME.

Leak Diagnosis Pump (LDP) Cross Section of Leak Diagnosis Pump
The leak diagnosis pump consists of a diaphragm pump

and an electrical frequency valve. Intake manifold vacuum
from the vacuum reservoir integrated at the rear in the
intake manifold reaches the vacuum side of the diaphragm
pump through the electrically cycled valve, and positive
pressure in the millibar range is created. Depending on
how quickly this positive pressure is built up, and the fuel
tank provides counter-pressure, a reed switch on the
diaphragm provides feedback to the DME. By evaluating
the time differentials and pump strokes, the integrity of the
fuel system or the size of the leak is recognized.
Leakages less than 0.5 mm in diameter are recognized as

a minor leak and displayed through the “Check Engine” 1 - Vacuum connection (from vacuum reservoir in intake
light after the leak is confirmed. Larger leakages, as well manifold)
as an open fuel filler cap, are diagnosed as a gross leak. 2 - Electric frequency valve for the diaphragm pump
Testing for extreme small leaks (> 0.5 mm) takes place 3 - Vacuum side of the diaphragm pump
less often due to system restrictions and can be 4 - Pressure side of the diaphragm pump
performed using a short test. 5 - Connecting pipe to the carbon canister (pressure side)
6 - Connecting pipe to the water separator/filter element
Following a lengthy shut-down phase (so that fuel tempera- 7 - Electrical Reed Switch
ture is as low as possible) the diagnostic sequence is
started under constant driving conditions (e.g. interstate Evaporative Shut-off Valve
highway driving). Leak diagnosis can be performed once
or twice each day during vehicle operation if conditions The shut-off valve (13) sits in a by-pass to the leak
are met (differential of starting temperature to engine shut- diagnosis pump and voltage is only applied during
down temperature > 108° F (42° C). diagnosis, closing the by-pass. At the conclusion of
diagnosis, the valve is opened again to dissipate the
positive pressure built up in the fuel tank.
Notes:

LSF Oxygen Sensor After The Pre-Catalytic lead off from the ME 7.1.1 control unit to the plug
Converters connector in the engine compartment. Five cables then
lead off from the plug connection to the LSU4 wide-band
The planar LSF oxygen sensor is a further development of oxygen sensor.
the heated oxygen sensor. Functionally it corresponds to
the LSH heated oxygen sensor, with a jump curve from O
to 0.9 volts at lambda 1. In contrast to the LSH, ceramic
films form the solid body electrolyte in the LSF oxygen
sensor. LSF means Flat Oxygen Sensor.
Special properties of the LSF oxygen sensor:
• Reaches operational status quickly

A - Wide-band oxygen sensor LSU4
• Low heating requirements
B - Plug connection (oxygen sensor) with integrated trim resistor
• Stable control characteristics
C - Plug connection (engine wiringharness)
• Small size, low weight
D - ME 7.1.1 control unit
The sensor element of the planar oxygen sensor is E - Pump current
constructed from ceramic films and has the shape of an F - Ground
elongated plate with a rectangular cross section. The indi- G - Nernst voltage (Vn)
vidual functional layers (electrodes, protective layers, etc.) H - Sensor heating (Battery voltage)
are produced using the silk-screen process. Laminating I - Ground for sensor heating (regulated via ME 7.1.1)
the different printed films on top of each other allows for

the integration of a heating element in the sensor element. The sensing element of the LSU4 wide-band oxygen
sensor is a combination consisting of a Nernst concentra-
Oxygen Sensor Construction tion cell (sensor cell) and an oxygen pump cell which trans-
ports oxygen ions. The LSU4 wide-band oxygen sensor
can be used from lambda > 0.7 to infinity (pure air).
Accurate measurement is thus possible in both the rich
and lean range. Used in conjunction with the regulating
electronics, it supplies a clear and constant signal across
a broad lambda range. To reduce emissions, the engine is
run with a stochiometric air/fuel mixture of lambda 1 as
soon as the operating behavior of the engine and the
temperature of the components permit this.
1 - Exhaust
However, the LSU4 wide-band oxygen sensors used in this
2 - Reference air passage
oxygen sensing system allow the air/fuel mixture to be
3 - Heating element
adjusted to a certain setpoint value(which may deviate
Us - Oxygen sensor voltage
from lambda 1) in both the warm-up phase and the full-load
range. As a result, the exhaust gas and running behavior
Broad-Band Oxygen Sensor Ahead of the Pre- fluctuate only slightly since the ME 7.1.1 control unit also
Catalytic Converters regulates these ranges.
An LSU4 wide-band oxygen sensor is installed on each Benefits of the Broad-Band LSU Oxygen Sensor:
cylinder bank upstream of the catalytic converters. In the
engine compartment, a sensor-specific, laser calibrated • Constant characteristic curve
trimmer resistor is attached to the plug connection of • Precise measurement in broad lambda range from > 0.7
these oxygen sensors. This resistor is specially calibrated to infinity (air).
to each individual sensor during production. Six cables • Short response times < 100 ms .
• Fast availability

Broad-Band LSU Oxygen Sensor In the ME 7.1.1 control unit, a special operating
Construction electronics system is integrated for each wide-band
oxygen sensor. This system contains the regulating elec-
tronics for the oxygen pump cell and the Nernst
concentration cell used to generate the sensor signal. In
addition, it also includes the regulating electronics for
keeping the temperature at the LSU4 wide-band oxygen
sensor at approx. 1382° F (750° C). In the ME 7.1.1
control unit, the current for the oxygen pump cell is
regulated to ensure that the composition of the gas in the
diffusion gap of the oxygen sensor reaches the predefined
lambda value.
A - Opening for exhaust gas

B - Heater current
C - Pump current
D - Oxygen sensor voltage/reference voltage
1 - Nernst concentration cell (for generating voltage)
2 - Oxygen pump cell
1 - Sensing element (combination comprising Nernst concentra- 3 - Measurement cell (diffusion slot)
tion cell and oxygen pump cell) 4 - Reference air passage
2 - Double protection tube 5 - Oxygen sensor heater
3 - Sealing ring 6 - Closed loop circuit
4 - Sealing package
5 - Sensor housing
6 - Protective sleeve
7 - Contact holder
8 - Contact clip
9 - Grommet
10 - Molded hose
11 - Five connecting cables
12 - Seal

Pressure Sensor With Temperature Sensor Control of fan speed is dependent on coolant and ambient
temperature. The coolant thermostat begins to open at
about 182° F (83° C) coolant temperature and reaches its
maximum opening at about 210° F (98° C). The two
stepless fans 1 and 2 are activated at about 200° F (93°
C) and reach their full performance at about 220° F
(105° C).
With the air-conditioning switched on, the fans are also

activated, above a pressure of about 294 psi (20 bar) in
the air-conditioning system maximum fan demand is
reached. Above a coolant temperature of > 245° F (118°
The pressure sensor registers pressure and air tempera- C) the air-conditioning compressor is switched off (zero
ture ahead of the throttle valve control unit and makes delivery). Above 78 mph (125 km/h), the speed of both
these signals available to the DME control modules. fans is reduced and at 87 mph (140 km/h) they are
completely switched off, however whenever coolant
Coolant Temperature Gauge/Coolant Warning Light temperature rises above 245° F (116° C), they are
switched on again and off again at below 220° F (105° C).
The coolant temperature sensor (NTC), which is threaded
into the coolant distribution pipe at the right rear of the Fan Run-On
engine, sends its signal to the DME control module, which
passes on this information over CAN. The temperature is To cool the engine compartment the fans are switched on
displayed in the instrument cluster by the coolant tempera- with the ignition OFF, depending on coolant temperature
ture gage. At a coolant temperature of > 255° F (124° C) and the last driving cycle (map on fuel consumption). The
the coolant warning light is additionally switched on and switch-on threshold is between 195° F (90° C) and 200° F
switched off again at < 246° F (119° C). (93° C) and running time is between 15 seconds and a
maximum of 13 minutes. Once fan run-on is concluded,
Electric Fans 1 and 2 For The Cooling System the fans will not start again with “Engine OFF.” In the
Cayenne Turbo, the electric coolant run-on pump, which
Electric fan 1 has a maximum power of 600 watts, electric provides cooling for the turbocharger (to prevent oil
fan 2 of 300 watts. For continuous control, the DME coking), is activated through this function. The run-on
control module changes the duty cycle for the end stages pump is located behind the left front wheel wheelhouse
of fans 1 and 2. liner. In addition, this pump is activated on the Cayenne S
and Cayenne Turbo by the air-conditioning control module
to utilize residual engine heat.
1 - Electric fan 1 (with integral output stage)

2 - Electric fan 2 (with external output stage)
2A - Output stage for electric fan

VarioCam conditions, a control current is set which determines
piston position in the hydraulic solenoid valve (and thus
opens the different oil lines), allowing a range of
adjustment from 0º to about 50º of crankshaft angle.
The stepless VarioCam system with the vane-type

adjuster provides the following benefits:
• Higher torque in the lower RPM range for better pulling

performance
To reduce fuel consumption and increase maximum • Reduction of raw emissions for better exhaust gas
torque, a continuous variable, stepless camshaft adjuster numbers
(VarioCam) is used on the intake camshafts. The DME • Maximization of catalytic converter heating for better
control module regulates the position of the intake exhaust gas numbers
camshafts under the control a map. The vane-type
adjusters can shift the intake camshafts for cylinder banks Idle
1 and 2 between 0º to 50º crankshaft angle (25º camshaft
angle). The variable position of the camshaft can be The engine runs with small valve overlap. This provides
regulated from high torque at low RPM up to maximum great idle stability at low RPM. This idle stability is
power at high RPM, which also achieves a reduction in fuel achieved through good cylinder charging and associated
consumption. even combustion. Valve overlap means that intake and
exhaust valves are open together. The effect is that fresh
Activation of the Hydraulic Solenoid Valves for gases flow in while exhaust gases flow out at the same
Stepless Adjustment of Valve Timing time.
The control module determines the current position of the Part Throttle
intake camshafts (actual angle) to the crankshaft from the
RPM sensor signal and the Hall sensor signal. The position At part throttle, operation with high residual gas content in
control in the control module receives the desired the combustion chamber, meaning already burned air-fuel
specified angle via the programmed map values (rpm, mixture, is optimal for reducing charge cycle losses and
load, engine temperature). If there is a difference between for improving combustion uniformity. In addition to
the specified angle and the actual angle, the electronic reducing fuel consumption this results in better emissions
controls in the control module activates the hydraulic characteristics.
solenoid valve to actuate the positioner for the intake
camshaft in accordance with the direction requested. In the part-throttle range the engine is load-dependent, that
is, it is operated with different degrees of valve overlap
Actuation of the valve is carried out through a pulse-width depending on engine RPM and accelerator pedal position.
modulated square signal. Voltage is switched between 0 The movement of the charge, which provides good turbu-
volts and 12 volts in a 4ms cycle (250 Hz), with the ratio lence in the cylinders, promotes combustion.
of on-time and off-time being changed. Depending on
Notes:

Fuel, Exhaust & Engine Electrics – E1 Gen. II
Cayenne/S/T, MY 2008-10 (E1 – 2nd Generation) The most important technical components of the
direct fuel injection system are:
• The fuel low pressure system.

• The fuel high pressure system.
• The fuel rail (central high pressure distribution pipe).
• The fuel injectors.
• Modifications to the cylinder head.
• Special recessed pistons for the relevant engine.
Porsche is using direct fuel injection (DFI) for the first time
in its new generation of Cayenne engines. DFI offers
numerous advantages compared to intake manifold
injection. The main objective here is to achieve an air/fuel
mixture adapted specifically to the respective operating
and charge states of the engine using an injection system
and mixture formation. This provides the perfect solution
Direct Fuel Injection (DFI) for meeting the various demands relating to economy,
power, vehicle handling and emissions.
A totally redesigned generation of engines with DFI is used
for the new Cayenne models: a 3.6 l V6 engine for the With direct fuel injection, the fuel is injected directly into
Cayenne, a 4.8 l V8 naturally aspirated engine for the the combustion chamber and mixture formation takes
Cayenne S and a 4.8 l V8 twin-turbo engine for the place almost completely in the combustion chamber.
Cayenne Turbo.
The direct fuel injection system used in the new
Development objectives for the new DFI engines: Cayenne models is characterized by the following:
• More power and torque. • Homogeneous operation.

• Reduced fuel consumption. • Better cylinder filling.
• Reduced weight. • Reduced knock sensitivity.
• Higher compression ratio.
These objectives have been achieved thanks to the • High pressure stratified charge ignition.
following enhancements and new technologies: • Dual injection.
• Increased displacement for more power and torque. The direct fuel injection system used in the new Cayenne
• Use of direct fuel injection (DFI). engines is based on homogeneous operation. The mixture
• Higher compression ratio. of air and fuel is distributed as evenly as possible in the
• Sport button as standard. combustion chamber, thereby allowing optimal
• VarioCam Plus (for V8 engines). combustion. With this system, the fuel is injected directly
• Demand-controlled oil pump (for V8 engines). into the combustion chamber at a pressure of up to 1740
• New intake systems adapted specifically for each psi (120 bar).
engine.
• VarioCam Plus (for V8 engines) for controlling the intake Within the injector, the fuel jet creates a vortex (rotated
camshaft and valve lift. around the longitudinal axis). This rotation forms a conical
• New sports exhaust system (optional for Cayenne S cloud of fuel. The fine atomization produced by this allows
with Tiptronic S). faster evaporation of the fuel. The fuel evaporation
• Demand controlled variable oil pump for improved process takes the required heat energy from the air,
engine efficiency (for V8 engines). thereby cooling the air. This reduces the cylinder charge
volume and additional air is drawn in through the open in-
take valve, which in turn improves cylinder filling.

The reduced temperature level also helps to meet the Piston Recesses in DFI Engines
prerequisites for the higher compression ratio in all new
Cayenne engines since knock sensitivity has been The piston recesses are important for high pressure strati-
improved. The higher compression ratio in turn increases fied charge ignition and for dual injection during the
engine efficiency. catalytic converter heating phase. They allow late injection
of fuel in order to create an ignitable air/fuel mixture
Start Phase of DFI Engines around the spark plug for late ignition.
High pressure stratified charge ignition is used in the DFI

Note!
systems of the new Cayenne engines in order to optimize
cold starting with regard to fuel consumption and Intake manifold injection
emissions. With this ignition system, fuel injection occurs
very late – just before the end of the compression stroke – > With the intake manifold injection system, the fuel is
when starting the engine. The high pressure stratified injected into the intake duct earlier and mixture
charge ignition system injects fuel directly only once into formation takes place partly in the intake duct and partly
the specially molded piston recess so that a stratification, in the combustion chamber. During the intake process,
which creates an ignitable mixture, is formed around the fuel is deposited on cylinder walls and valves and as a
spark plug. The piston recess ensures that the injected result, this fuel is no longer available for combustion.
fuel is directed straight to the spark plug. This reduces This is particularly the case during the start phase of the
both the amount of fuel required and the emissions engine at low temperatures and the consequence of this
compared to intake manifold injection. is that the amount of fuel used exceeds the amount of
fuel that is actually needed for combustion.
Catalytic Converter Heating Phase in DFI Engines
Sport Button
Once the high pressure stratified charge ignition system
starts the engine, engine management switches to the cat-
alytic converter heating phase. In this operating state, a
dual injection system helps to bring the catalytic converter
to the temperature required for optimal conversion as
quickly as possible by increasing the exhaust emissions
temperature.
The 2nd injection of fuel into the piston recess occurs just
before the end of the compression stroke with the intake
valves closed. The air/fuel mixture is ignited very late and
this increases the exhaust emissions temperature. As a
result, emissions during the start phase are reduced and
the secondary air pumps are no longer required for all
engines.
All new Cayenne models already have a Sport button as
standard, which is located centrally in the center console
Upper Load Range of DFI Engines
under the shift lever or Tiptronic S gear selector. This
button allows the driver to choose between the vehicle’s
Dual injection always occurs in the upper load range up
fuel consumption tuning (normal mode) and sport tuning
approx. 3500 rpms. The amount of fuel required for
(sport mode). When the Sport button is pressed, a
combustion is distributed in two consecutive injection
“SPORT” logo lights up in the instrument cluster.
processes. In the upper load range, both injections occur
during the intake stroke (intake synchronous injection) with
the intake valves open, thereby ensuring reduced fuel
consumption through improved homogenization.

In the Motronic area, pressing the Sport button (in • The Sport button lends a sportier feel to the transitions
High-Range mode only) affects the following between traction and deceleration, as well as between
systems, depending on the vehicle equipment: deceleration and traction. This means that throttle acti-
vation and ignition are switched to a more direct map
• When the Sport button is activated, a more sporty when accelerating and particularly when decelerating,
accelerator pedal characteristic produces a more spon- resulting in a more spontaneous and dynamic load
taneous engine response, underpinning the sporty char- cycle.
acter. This is achieved via a steeper rise for the • The sports exhaust system available for the Cayenne S
electronic throttle characteristic. This means that the in combination with Tiptronic S is also activated using
throttle is opened further and faster with the same the Sport button.
accelerator pedal travel when the Sport button is
pressed. Sport mode remains active until either the Sport button is
• Maximum full-load torque is available at all times in the pressed a second time or the driver switches off the igni-
Sport button’s sport mode. In normal mode, electronic tion. This deactivates sport mode and the settings revert
engine management restricts the engine management to normal mode.
functions in order to optimize fuel consumption. If full
power is required in a certain driving situation (e.g.
when passing), it can be achieved at any time by initiat-
ing a kick down. Engine management switches to the
sport mode map at this time.
Notes:

Cayenne, MY 2008-10 (E1 – 2nd Generation) Cylinder Head
Cayenne V6 DFI Engine
On the new Cayenne V6 engine, displacement has been in-

creased by 0.4 liters to 3.6 liters with a compression ratio
of 12.25. Engine power has increased by 40 HP to 290
HP, while the torque is now 285 ftlb. (385 Nm), an
increase of +56 ftlb. (+75 Nm). Idling rpm is 680 and
maximum engine rpm is 6700.
The design of the direct fuel injection system, with two

separate high pressure rails, the arrangement of the fuel
injectors -1- (for cylinders 1, 3, 5) and -2- (for cylinders 2,
4, 6) as well as the high pressure pump -3-, has made it
necessary to redesign the cylinder head.
Piston Recesses
Significant modifications to the V6 DFI engine:
• Direct fuel injection (DFI).

• New engine control unit Bosch MED 9.1.
• New extended twin branch exhaust system and
additional main catalytic converter.
• New cylinder head for DFI.
• New recessed pistons.
• Continuous camshaft adjustment on intake and exhaust
side.
• Intake system with variable intake manifold.
Motronic Control Units MED 9.1

The piston recesses -1- on the V6 engine have been
adapted for the purpose of achieving optimal stratification
of the air/fuel mixture during the late injection processes
that characterize high pressure stratified charge ignition
as well as during the catalytic converter heating phase.
The compression ratio has been increased from 11.5:1 to

12.25 due to improved inner cooling. This reduces fuel
consumption and optimizes engine power.
The new DME control unit MED 9.1 from Bosch has been
specially adapted to suit direct fuel injection and the modi-
fied engine specifications of the V6 DFI engine. It can be
programmed with the country-specific data records of the
Cayenne V6.

Fuel, Exhaust & Engine Electrics – E2
Cayenne, MY 2011 (E2) Engine Data – Cayenne V6
DME Engine Electronics 3.6 l V6 DFI Engine
Engine Specifications for Cayenne 3.6 l V6 DFI

The main changes in the new Cayenne 3.6 l V6 DFI Naturally Aspirated Engine (10.6° V)
compared with the previous model are described on the
following pages. DME control unit . . . . . . . . . . .Bosch MED 17.1.6
Displacement . . . . . . . . . . . . .3.6 Liter
Contents
Power . . . . . . . . . . . . . . . . . .300 hp/6,300 rpm
• General Torque . . . . . . . . . . . . . . . . . .400 Nm/3,000 rpm
• DME control unit V6 DFI, Bosch MED 17.1.6 Compression ratio . . . . . . . . . .11.65 (-0.5)
• New and modified DME components and functions Idle speed . . . . . . . . . . . . . .650 rpm
• Fuel supply, low-pressure side Max. engine speed . . . . . . . . .6,700 rpm
• Fuel supply, high-pressure side VarioCam . . . . . . . . . . . . . . . .Int. 52° / Exh. 32° crank angle
• Ignition system Firing order . . . . . . . . . . . . . . .1-5-3-6-2-4
• Intake system / Hot-film mass air flow sensor HFM 7
• Exhaust system / Emission control The engine is based on the 3.6 l V6 DFI naturally aspirated
engine familiar from the previous model. The focus of devel-
General opment was not just on optimizing fuel consumption and
performance, but also on detailed measures designed to
An enhanced V6 naturally aspirated engine with direct fuel enhance running smoothness and comfort during operation.
injection (DFI) is used for the new Cayenne. Thanks to In addition to the requirement of complying with all worldwide
improved efficiency and the use of the latest engine tech- emission regulations and significantly reducing fuel consump-
nology, it was possible to significantly reduce the fuel tion, the development goal for the 3.6 l engine was to
consumption compared with the previous model and increase both power output and torque. The increase in
ensure that all world-wide emission standards are met. power by 10 hp to an total output of 220 kW/300 hp at
6,300 rpm and the higher maximum torque of 400 Nm (+15
Development goals
Nm) at 3,000 rpm were achieved by a number of different
• High engine power measures.
• High maximum torque
• Low fuel consumption
• Low emissions
Enhancements
• Thermal management
• Auto Start Stop system (Tiptronic S)
• Variable deceleration fuel cutoff
• Vehicle electrical system recuperation
• Dethrottling of the intake system

DME Control Unit V6 DFI, Bosch MED 17.1.6 New and Modified DME Components and Functions
The DME control unit MED 17.1.6 was adapted for the Thermal Management
following new functions of the V6 engine:
The three main areas of thermal management are temper-
ature control and heat distribution between:
• Auto Start Stop function (in combination w/Tiptronic S)
• Variable deceleration fuel cutoff • Combustion engine
• Vehicle electrical system recuperation • Passenger compartment and
• Differential Hall sensor on the crankshaft • Tiptronic S
• Control unit for electric fuel pump
Goals
The high-performance electronic engine control unit MED
• Bringing components to the optimum operating temper-
17.1.6 from Bosch is used for the 3.6 l V6 engine. This
ature quickly (reduced friction)
control unit has been specially designed to meet the
• Reduced engine and transmission friction through map-
requirements relating to direct fuel injection and VarioCam.
based control of the operating temperature
Of particular significance here is control of the injectors,
• Meeting the comfort requirements of passengers
since these are the central elements of the direct fuel
injection system. The engine control also controls the
Function
throttle valve position (electronic throttle) - this is a prereq-
uisite for the Porsche Stability Management (PSM) system
The main parts of the coolant system that have been
installed as standard.
modified for thermal management are a water pump that
can be switched off by way of a split ring slide valve, a
The modern DME control unit allows sequential injection of
variable-flow coolant after-run pump as well as shut-off
fuel into the combustion chamber for each cylinder at
valves in the water guide to the heating heat exchanger
precisely defined time intervals. This contributes to mini-
and to the transmission oil/water heat exchanger.
mizing fuel consumption and reducing emissions, even in
dynamic driving operation. Each cylinder receives
Two temperature sensors are installed in the engine
precisely the amount of fuel that corresponds to the
cooling system to control the thermal management
engine load condition in order to realize the optimum
system, one is installed in the cylinder head at the front
air/fuel ratio.
left in the direction of travel and the other is located in the
coolant collector on the engine block.
The newly implemented thermal management, variable
deceleration fuel cutoff and realisation of the Auto Start Notes:
Stop function in combination with the new 8-speed
Tiptronic S also contribute to further-enhanced efficiency.
As a result, the new Cayenne with standard manual trans-
mission achieves a combined fuel consumption improve-
ment of approx. 10% compared with the previous model.
In combination with the optional Tiptronic S, the fuel
consumption is approx. 20% lower than the previous
model.
Note!
Function descriptions for the specified DME functions can
be found in the part of this section dealing with the V8
engines.

Auto Start Stop Function Differential Hall Sensor V6
The new Cayenne V6 also has a new differential Hall

sensor for detection of the:
• engine speed
• reference mark and
• direction of rotation of the engine
The function descriptions for the specified DME functions

can be found in the part of this section dealing with the V8
engines.
On all new Cayenne models with 8-speed Tiptronic S • Sport button as standard
(optional for Cayenne), the Auto Start Stop function can be
activated and deactivated by way of a button in the center
console.
Variable Deceleration Fuel Cutoff
• Enhancement of conventional deceleration fuel cutoff

• Interruption of fuel supply in deceleration condition, e.g.
when driving downhill
• After a phase with deceleration fuel cutoff, fuel injection
is resumed variably depending on the driving situation,
which may correspond to an even lower
engine speed.
Vehicle Electrical System Recuperation in Communi-

cation With Gateway Control Unit
Among other things, this control operation includes the

DME control unit, the gateway control unit, the brake pedal • Off-road mode
sensor, starter battery with battery sensor, the generator • Control of VarioCam intake and exhaust camshaft
and the vehicle electrical system. • 1 steplessly controlled radiator fan Cayenne V6 - MT- 0
to 600 W, AT- 0 to 850 W
850 W

• Communication with control unit of adaptive cruise Fuel Supply, Low-Pressure Side V6 DFI
control (ACC), acceleration or deceleration via
electronic throttle and where appropriate braking, also
to vehicle standstill
• Increase in idle speed – The idle speed can be

increased when the engine is warm if a request is Fuel Quality
received from the gateway in order to increase the
charging current of the generator. The field current is The engines are designed for unleaded premium fuel 93
regulated in the gateway. octane ( R+M
2 ). If fuel with a lower number is used, corre-
sponding adaptation is performed by the knock control.

Notes:
Fuel Tank
Cayenne V6/Cayenne S - Filling capacity 22.4 gal. (85 l),

reserve 3.9 gal. (15 l).
Function Descriptions
The function descriptions for following three items can be

found in the part of this section dealing with the V8
engines.
• Internal design of the fuel tank for RLFS and

• Tank ventilation and

Control Unit for Electric Fuel Pump The direct fuel injection is optimally coordinated to the
characteristics of the new V6 engine. The axial-piston
pump is camshaft-driven with a double cam. When the
engine is running, the high pressure measured by the
pressure sensor is regulated to a pressure of between
approx. 507 psi (35 bar) and 1522 psi (105 bar) by the
quantity control valve.
In the case of direct fuel injection, the fuel is injected

Compared with the function described for the V8 models,
directly into the combustion chamber, so that the mixture
the control function has the following changes:
formation takes place almost entirely within the com-
• On the Cayenne V6 DFI the delivery rate can be reduced bustion chamber.
to such an extent that the fuel pressure falls from
approx. 82 psi (5.7 bar) to 58 psi (4 bar), depending on The direct fuel injection system of the V6 engine is based
the fuel requirement. The low pressure is detected by a on homogeneous operation when the engine is at oper-
pressure sensor for this. The low pressure sensor is ating temperature. The mixture of fuel and air is distri-
installed on the left bulkhead in the engine compart- buted as evenly as possible in the combustion chamber,
ment. thereby enabling optimal combustion. In this process, the
• This control function differs from the V8 engines, which fuel is injected directly in the combustion chamber at a
have a constant fuel low pressure of approx. 82 psi (5.7 pressure of up to 1522 psi (105 bar). The injection strate-
bar). gies for direct fuel injection with single and multiple
injection also correspond to those of the previous model.
Fuel Supply, High-Pressure Side V6 DFI
Ignition System V6 DFI
The individual ignition coils with integral driver were

adopted from the previous model.
Intake System V6 DFI
Air routing from the air cleaner to the electronic throttle

was dethrottled for the new 3.6 l V6 DFI engine by use of
the new mass air flow sensor HFM 7. This optimized hot-
film mass air flow sensor improves the air throughput of
the intake system by reducing the intake air resistance.
The fuel supply on the high-pressure side from the 1-piston
This results in improved cylinder charging.
high-pressure pump with quantity control valve via the fuel
high-pressure rail with high-pressure sensor to the
injectors corresponds to that for the previous Cayenne V6
DFI engine.

Hot-film Mass Air Flow Sensor HFM 7 Variable Intake Manifold
• In the measuring tube on the right next to the MAF

sensor there is a special air guide element to optimize
air flow.
• The flow characteristics of the bypass duct have been
optimized compared to the previous HFM 5 model. The Like in the previous model, a variable intake manifold is
vacuum behind the deflection edge draws the partial air installed in the new Cayenne V6. The intake system with
flow required to measure the mass air flow into the variable intake manifold combines the advantage of a long
bypass duct. intake manifold – higher torque at low rpm – with that of a
• The inert dirt particles are left behind by this fast short manifold, namely high specific output in the upper
motion and are returned to the intake air via an elimina- rpm range. For this purpose, the resonance tube uses the
tion bore. air mass oscillations in the intake tract, dependent on the
• This means that the dirt particles cannot falsify the engine speed, to achieve better volumetric efficiency of
measurement result and damage the sensor element. the engine. Depending on the position of the intake
manifold flap, this permits realization of a high torque
curve in conjunction with the optimized intake duct
geometry.
The DME control unit controls the electro-pneumatic

switching valve, which switches a vacuum to the
diaphragm cell in order to switch to the long intake
manifold length at low engine speeds. Switching to the
short intake manifold takes place as from 4,200 rpm.
Notes:

Exhaust System/Emission Control V6 DFI Auto Start Stop Function
Operating Principle
The Auto Start Stop

function switches off the
combustion engine under
defined conditions when
the vehicle is stopped and
therefore contributes to
reducing fuel consump-
tion when the vehicle is
stationary.
Exhaust System The Auto Start Stop

function can be manually
The exhaust system has two branches over a long deactivated and activated
distance. The exhaust gases are routed through two by way of the Start/Stop
branches from the 2 exhaust manifolds via the 2 wideband switch in the center
oxygen sensors (LSU ahead of catalytic converter) to the 2 console. The Start Stop
main catalytic converters. The gases then flow via the 2 function is available only
LSF oxygen sensors to the center muffler and then after the engine, trans-
through the rear muffler to the individual tailpipes on the mission and battery have
left and right. reached operating
temperature.
If the vehicle is stopped by brake operation and the brake

pedal is held, the Auto Start Stop function switches off the
engine after approx. 1 - 2 seconds.
In Stop mode, the energy supply is provided by the vehicle

battery. Energy forms that can otherwise be used only with
running engine are buffered where necessary (hydraulic
impulse oil storage), replaced (electric oil pump for trans-
mission) or lead to Stop mode being terminated if power is
Cayenne V6 Tailpipes
requested (e.g. power steering). All systems remain func-
tional, the ignition remains switched on and communica-
Emission Control
tion systems remain active.
The exhaust system of the V6 engine was adapted in

Stop mode is ended by an active driver request "Restart"
order to achieve compliance with the strict worldwide
and may also be ended by a request from the DME control
emission standards. The previous system with primary
unit, e.g.:
and main catalytic converters was changed to 2 close
coupled main catalytic converters. The close-coupled • if the total energy requirement of the vehicle systems
arrangement of the 2 main catalytic converters achieves for the battery cannot be covered (charge condition of
faster heating up to the optimum operating temperature the battery, too many loads switched on)
as well as a lower heat loss during start-stop phases. The • if the automatic air conditioning/heating with residual
Cayenne V6 meets all globally valid emission stan-dards heat function cannot guarantee that the set temperature
without secondary-air injection: For USA - ULEV, for Europe can be maintained without running the engine, e.g. at
- EURO 5. very low and very high outside temperatures

The restart must also be possible in the engine run-out • ESP-OFF not active
phase without the starter having to be engaged (by pre- • Auto Start Stop function is not deactivated by way of
injection of the engine). Otherwise a restart must be the deactivation button
initiated only after engine run-out. • A/C max is not active
• No Defrost mode active
Restarting is also prevented: • Vehicle is not in Off-road mode
• Level control is not taking place
• if the presence of the driver is not guaranteed, i.e.
• Rear fog light is not switched on
driver’s door is open or driver’s seat belt is not
• No trailer detected
fastened,
• Manoeuvering mode not detected
• if the hood is open.
Start requests (restart):

Start Stop Coordinator
• Vehicle moves
The Start Stop coordinator processes the input data of the • Manoeuvering mode is detected
management functions shown in the following illustration • Selector lever R is engaged
and outputs the data for controlling the engine and starter. • Activation of Sport mode
• Shift to a gear that is not permitted in Start Stop mode
• Restart in selector lever position D or N or manually
selected driving position 1 or 2 by
• Releasing the footbrake or
• Pressing the accelerator
• Activation of the function ESP-OFF, A/C- Max, Defrost,
Off-road mode or level adjustment
• Falling brake pressure
• Energy level falls below the maximum permitted energy
that can be tapped from the vehicle battery for each
engine stop
If no Stop enable signal is provided by the coordinator

before a maximum time since vehicle standstill is
Enabling transition to Stop mode: exceeded, i.e. speed = 0 mph, Stop operation is
prohibited for this standstill phase.
• Vehicle standstill with depressed brake. The selector
lever must be in one of the selector lever positions D, N,
Unfastening the seat belt or opening of the driver’s door
P or in the manually selected driving position 1 or 2
during an engine stop prevent an automatic start until all
• The driver is detected in the sense of the safety
safety conditions have been met again and the footbrake
strategy, i.e. the seat belt on the driver’s side is
is pressed.
fastened, the driver’s door is closed and the brake is
depressed
Restricted Auto Start Stop function, e.g if:
• The hood is closed
• The engine, battery and transmission have reached • the battery charge is insufficient
operating temperature • non vehicle-internal test processes are taking place,
• The vehicle has been driven for at least 1.5 seconds e.g. automatic engine
and at a speed of more than 1.2 mph (2 km/h) since diagnosis
the last automatic engine stop
• The engine stop is possible up to a downhill or uphill
Note!
gradient of 10 %. During an engine stop on uphill
gradients, the vehicle is held by maintaining the brake Automatic engine restart is possible if one of these states
pressure (PSM) occurs after the engine has been switched off auto-
• No Sport mode active matically.

Displays: Control Units Involved
If the engine has been switched

off automatically by the Auto
Start Stop function and the
driver has been detected in the
vehicle (safety strategy), the
indicator light in the multi-
function display on the instru-
ment panel lights up green.
Start-Stop indicator on the instrument cluster:
The Stop function is displayed on the TFT display by a

green pictogram which goes out after restart. If a stop is
not possible, this is indicated by a yellow Start Stop icon
on the TFT display. This case applies if the Start Stop
function detects that:
• at least one prerequisite for the Stop function is not

met,
or
• at least one exemption condition of the Auto Start Stop
function is present.
If the Start Stop function fails, the

display shows the message Involved Components
“Start/stop mode deactivated”.
This message must be acknowl-
edged once in each ignition cycle.
Unfastening the seat belt or
opening the driver’s door with
subsequent release of the brake
lead to deactivation of the Auto
Start Stop function since driver
absence in the sense of the safety
strategy is then assumed. The
engine must be started manually.
Bus Systems Involved

Cayenne/S/T, MY 2008-10 (E1 – 2nd Generation) Cayenne S DFI Engine
Cayenne V8 DFI Engines
The totally redesigned family of V8 engines includes a nat-

urally aspirated engine for the new Cayenne S and a
turbocharged version for the new Cayenne Turbo. Specific
design work and tuning has resulted in an identical parts
concept between the naturally aspirated and turbo engine.
Key changes:
• Direct fuel injection (DFI).

• Engine control unit Siemens EMS SDI 4.1.
• Increased displacement.
• New cylinder head for DFI.
• Special recessed pistons for Cayenne S and Cayenne
Turbo. On the new V8 naturally aspirated engine in the Cayenne
• Use of VarioCam Plus. S, the displacement has been increased by 0.3 liters to
• Demand controlled variable oil pump. 4.8 liters with a compression ratio of 12.5. Engine power
has been increased by 45 HP to 385 HP, while the torque
Motronic Control Unit EMS SDI 4.1 is now 370 ftlb. (500 Nm) – an increase of +59 ftlb. (+80
Nm). Idling rpm is 580 rpm (550 rpm for AT with transmis-
A completely new DME control unit EMS SDI 4.1 sion range engaged) and maximum engine rpm is 6700.
developed by Siemens is used for the V8 engines. This is The new DME control unit EMS SDI 4.1 has been specially
designed specifically to meet the requirements for using adapted to suit direct fuel injection and the modified
the direct fuel injection system and VarioCam Plus. The engine specifications of the V8 naturally aspirated engine.
control of fuel injectors, which are the main elements of
the direct fuel injection system, is particularly important • DFI direct fuel injection.
here. The DME control unit can be programmed for individ- • Intake system with variable intake manifold.
ual countries using the data records for Cayenne S and • Enhanced exhaust system.
Cayenne Turbo. • New sports exhaust system (optional, in conjunction
with Tiptronic S).
Piston Recess
The piston recesses are specifically

designed to suit the characteristics
of the V8 naturally aspirated engine
during late injection with the high
pressure stratified charge ignition
system and during the catalytic
converter heating phase.
The increase in the compression ratio from 11.5 to 12.5:1

on the V8 naturally aspirated engine as a result of DFI
serves to optimize both engine power and fuel consump-
tion.

Cayenne Turbo DFI Engine Fuel Supply
The engine is designed to provide optimum performance

and fuel consumption if unleaded premium fuel with 93
octane ( R+M
2 ) is used. If unleaded premium fuels with a
lower octane number is used, the engine’s knock

controller automatically adapts the ignition timing. The
maximum filling approx. 26 Gals. (100 liters), with a
reserve of approx. 3 Gals. (12 liters).
Safety
Always read and follow the safety instructions in the
Technical Manual, Group 2 when working on the fuel
supply system.
> Fuel low-pressure system in DFI engines.
On the new Cayenne Turbo, displacement has also been Technical Manual
increased by 0.3 liters to 4.8 liters with a compression
ratio of 10.5. Engine power has increased by 50 HP to The procedure for checking the fuel pressure and the
500 HP, while the torque is now 518 ftlb. (700 Nm – an amount of fuel delivered by the fuel pumps is described in
increase of +56 ftlb. (+80 Nm). Idling rpm is 580 rpm the Technical Manual.
(550 rpm for AT with transmission range engaged) and
maximum engine rpm is 6700. The new DME control unit • The low pressure system delivers the fuel from the fuel
EMS SDI 4.1 has been specially adapted to suit direct fuel tank to the high pressure pump on the cylinder head.
injection and the modified engine specifications of the V8 • The new Cayenne vehicles have a returnless fuel system
turbo engine. (RF).
• The demand control function of the fuel delivery rate
• DFI direct fuel injection. reduces fuel heating in the tank by switching on the sec-
• New intake system. ond fuel pump.
• Adaptation of turbochargers and boost pressure
control. The fuel tank is not symmetrical. The left half of the tank
has a higher volume than the right side. There is a “hump”
Piston Recess in the middle so that both chambers are separated from
each other once a certain fuel level is reached in the tank.
The piston recesses are specially When the tank is half full, the left fuel pump is activated
adapted to the characteristics of because the left half of the tank has the higher volume.
the V8 turbo engine. The increase in The fuel pumps are each supplied by one sucking jet pump
the compression ratio from 9.5 to whose hoses are routed diagonally and which “helps itself”
10.5:1 as a result of DFI serves to to fuel from the other half of the tank.
optimize both engine power and fuel
consumption. The fuel pressure and the way in which the two fuel pumps
are activated has changed compared to Cayenne vehicles
up to model year 2006. On Cayenne vehicles up to M.Y.
2006, the left fuel pump was permanently activated and
the right pump was only activated as required (for starting,
higher delivery rate, etc.).

Functional diagram of the low pressure side in the fuel tank.
T - Tank filler neck D - Fuel pressure regulator (approx. 80 psi/5.5 bar)

R - Fuel pump unit in right side of tank EV - Fuel injectors (cylinders 1 to 6 or 1 to 8)
L - Fuel pump unit in left side of tank P - Fuel pressure (approx. 80 psi/5.5 bar)
SL - Sucking jet pump for left fuel pump HD - High-pressure fuel pump (only on vehicles with
SR - Sucking jet pump for right fuel pump DFI, approx. 507-1740 psi/35-120 bar)
F - Fuel filter (does not need to be changed)
Fuel Pressure On The Low Pressure Side. Other switching functions include:
For DFI engines, the fuel pressure on the low pressure • If the ignition was switched off for more than 30
side has been increased to approx. 80 psi/5.5 bar (this minutes, the left fuel pump is activated for approx. 1 to
was previously approx. 58 psi/4 bar). The left or right fuel 2 seconds when the driver’s door is first opened in
pump is operated as the main pump in order to distribute order to build up fuel pressure even before the ignition
the higher load to both fuel pumps, depending on the fuel is switched on.
level. • Both fuel pumps are activated while starting the engine
and for several seconds after starting the engine.
The fuel pumps are activated if the level of fuel in
the tank is reduced and if the engine requires more
fuel:
• Fuel level > 15.8 gal. (60 liters) to 26 gal. (100 Iiters):
When the tank is relatively full, the right fuel pump is
activated; if more fuel is required (> 13 gal./50
liters/h), the left pump is activated.
• Fuel level > 4 gals/15 liters to 15.8 gals/60 liters:
When the tank is half-full, the left fuel pump is activated;
if more fuel is required (> 13 gals/50 liters/h), the right
pump is activated.
• Fuel level < 4 gals./15 liters: If the tank is relatively
empty, both pumps run continuously.

Fuel High Pressure System in DFI Engines
The fuel high pressure system generates an injection

pressure of up to 1740 psi (120 bar) in the combustion
chamber. The components of the V6 engine and the V8
engines are different.
The following pages describe the functions of the

components of the V6 DFI engine first, and then
those of the V8 DFI engines.
V6 DFI Engine
G
C
The fuel high pressure system in the V6 DFI engine is
made up of the following parts/components.
C - Fuel high pressure pump with flow control valve

G - DS Fuel pressure sensor
Note!
Pressure variations can occur on the low pressure side
while measuring fuel pressure at idling speed due to the
piston pump on the high pressure side with one piston.
Technical Manual
A - Low pressure (approx. 80 psi/5.5 bar from the fuel tank)
B - Camshaft
Always read and observe the specifications in the
C - Fuel high pressure pump
Technical Manual when securing all fuel lines in the high
D - Flow control valve (for fuel high pressure)
pressure area.
E - High pressure line
F - Pressure control valve (max. 1740 psi/120 bar)
Flow Control Valve For Fuel High Pressure
G - Fuel pressure sensor
1, 3, 5 - Fuel injectors on high pressure rail, bank 1
The control valve for fuel high pressure located underneath
2, 4, 6 - Fuel injectors on high pressure rail, bank 2
the fuel high pressure pump operates as a flow control
valve. The Motronic control unit maintains the fuel high
Fuel High Pressure Pump
pressure going to the fuel rails of cylinder bank 1 and 2 at
a pressure of between 508 psi (35 bar) and 1450 psi
The fuel high pressure pump creates a high pressure of up
(100 bar) via the control valve. If the control valve fails, the
to 1740 psi (120 bar), which is required for injection. It is
Motronic control unit goes into emergency operation,
controlled by demand and adapts the fuel quantity
whereby the engine can still run in a limited way with low
according to engine requirements via a flow control valve.
pressure (80 psi/5.5 bar).
This piston pump with one piston is located on the cylinder
head. The high pressure pump is driven by the timing
chain via a double-cam gear wheel. The double-cam gear
wheel uses a roller to actuate the pump piston, which
creates the fuel high pressure in the pump.

Fuel Pressure Sensor Fuel Injectors/High Pressure Injectors
The fuel pressure sensor is installed on the lower fuel rail

(cylinder bank 2) and informs the Motronic control unit
about the current pressure in the fuel high pressure
system. The Motronic control unit evaluates the signal and
regulates the fuel high pressure via the fuel pressure
control valve in the high pressure pump. If the fuel
pressure sensor fails, the fuel pressure control valve is
activated with a fixed value by the engine control unit.
Pressure Control Valve
The pressure control valve is located on the fuel rail of

cylinder bank 1. The valve opens a connection to the fuel
low pressure system if the fuel pressure in the high
pressure system exceeds 1740 psi (120 bar).
The electromagnetically operated fuel injectors are located
Two High Pressure Rails in the cylinder head. They are activated by the Motronic
control unit in accordance with the firing order. Following
activation, they inject fuel directly into the combustion
chamber at a pressure of 580 psi (40 bar) to 1740 (120
bar). The injectors for both cylinder banks are on the
intake side of the cylinder head. This arrangement allows
the injectors for cylinders 1, 3 and 5 to run through the
inlet port on the cylinder head. The injectors for cylinder
bank 1 are therefore longer than the injectors for cylinder
bank 2.
Since the injectors are inserted from the same side for
both cylinder banks, the piston recesses of cylinder bank
1 and 2 must be molded differently so that the injected
Two high pressure rails are used in the V6 engine. The fuel fuel is whirled around and mixed perfectly with the air that
is pumped from the high pressure pump to the two distrib- is drawn in. This is necessary because the fuel injectors
ution rails on cylinder bank 1 and 2 via the high pressure and intake valves on both cylinder banks are arranged in
line. The same fuel pressure is available for all fuel different angles.
injectors from there.
In addition to the amount of fuel injected and the injection
time, the shape and alignment of the fuel jet is also
important here. A defective injector is detected by the
misfire detection system and is not activated again.
Notes:

Fuel High Pressure System in V8 DFI Engines Fuel High Pressure Pump
The fuel high pressure pump pumps the amount of fuel

required for injection and builds up a fuel pressure of up to
1740 psi (120 bar). The axial piston pump is driven by the
inlet camshaft. The Cayenne S and Cayenne Turbo are
equipped with different high pressure pumps.
Cayenne V8 Naturally Aspirated Engine
The high pressure pump used in the Cayenne S is a three-

piston pump with a maximum delivery rate of approx. 47.5
The fuel high pressure system in V8 DFI engines is made up of gals./180 liters/h at 1740 psi (120 bar). It builds up
the these parts/components. pressure and ensures flow control. The following compo-
nents are integrated into the high pressure pump: Flow
1 - Fuel high pressure pump with flow control valve, pressure control valve with pressure reducing function for the fuel
control valve and temperature compensator high pressure side, pressure control valve, bypass valve, a
2 - High pressure line temperature compensator on the oil side and a fuel
3 - Fuel rail strainer on the inlet side with a mesh width of approx. 50
4 - Fuel pressure sensor µm. Fuel is distributed via a central high pressure rail with
5 - Fuel line (for fuel injector on cylinder 1) separate lines leading to the fuel injectors.
6 - Fuel injector (cylinder 5)
7 - Retainers for two fuel injectors Cayenne Turbo
Fuel Temperature Sensor (on low pressure side) The high pressure pump -HD- used in the Cayenne Turbo
is a six-piston pump with a maximum delivery rate of
approx. 58 gals./245 liters/h at 1740 psi (120 bar). It
builds up pressure and ensures flow control.
A - Low pressure fuel line

B - Fuel rail
C - Test port The following components are integrated into the
high pressure pump:
At start of production, all Cayenne V8 engines have a fuel
temperature sensor on the low pressure side, which will be Flow control valve -1- with pressure reducing function for
replaced by a temperature model in the DME in later the fuel high pressure side, pressure control valve, bypass
production. Depending on the amount of fuel required and valve, two temperature compensators on the oil side -2-
the fuel temperature, the DME control unit, together with and a fuel strainer on the inlet side with a mesh width of
the flow control valve, regulates the amount of fuel on the approx. 50 µm. Fuel is distributed in the same way as for
high pressure side upstream of the high pressure the V8 naturally aspirated engine via a central high
injectors. pressure rail with separate lines leading to the fuel
injectors.

Flow Control Valve For Fuel High Pressure Bypass Valve (including pressure relief valve)
The electric control valve for the fuel high pressure side
-1- is located on the fuel high pressure pump and
operates as a flow control valve. The Motronic control unit
regulates the delivery rate of the high pressure pump in
the fuel supply to the pump via the control valve. When the
engine is switched off, the fuel high pressure is reduced
by an integrated pressure reducing valve. The fuel
pressure sensor monitors the required fuel pressure
(approx. 580 psi/40 to 1740psi/120 bar).
• If the control valve fails, the Motronic control unit goes 1 - Bypass valve, including pressure relief valve
into emergency operation, whereby the engine can still 2 - Volume control valve
run in a limited way with low pressure (80 psi/5.5 bar). Blue - Low pressure inlet from the in-tank fuel pump
In this case, the bypass valve in the pump opens and Red - High pressure to the injectors
provides a direct route from the low pressure side to
the high pressure side. Pressure Control Valve
• The bypass valve is also activated for filling the empty
fuel rail on new engines or following repairs in order to The pressure control valve is integrated into the fuel high
reduce starting times. pressure pump. This safety valve opens a connection to
the fuel low pressure system if the fuel pressure in the
high pressure system exceeds approx. 2030 psi (140
bar).
High Pressure Line
The high pressure line connects the high pressure pump to

the fuel rail.
Central High Pressure Rail
1 - Low pressure (approx. 80 psi/5.5 bar from the fuel tank)

2 - Wobble plate
3 - Fuel high pressure pump
4 - Flow control valve (for fuel high pressure)
5 - High pressure line to fuel rail
The central high pressure rail in V8 engines is located in

the engine’s inner V. From here, the fuel is supplied via
individual lines to the fuel injectors for cylinders 1 to 8.
Arrow in illustration is wobble plate.
The high pressure rail provides the same pressure for all

injectors. The volume of the high pressure rail is adapted Fuel Injectors/High Pressure Injectors
according to the amount of fuel the engine needs (V8
naturally aspirated engine 100 cm3, V8 Turbo 150 cm3).
• The rail volume is determined by the required pressure

variation behavior and the shortness of the starting
time.
High Pressure Fuel Line
The electromagnetically operated fuel injectors are on the

intake side of the cylinder head. They are activated by the
DME control unit in accordance with the firing order.
Following activation, they inject fuel directly into the
combustion chamber at a pressure of 580 psi (40 bar) to
Sealing contact area of the high pressure fuel lines. 1740 psi (120 bar). During this process, a vortex is
created even before the fuel emerges at the valve tip.
Fuel Injector Retainer Components
The Cayenne S and Cayenne Turbo are equipped with
different injectors, designed specifically to suit the
engine’s fuel requirements. The injectors can be differenti-
ated by their part numbers and a color marking. The
piston recesses in the V8 naturally aspirated engine and
the V8 Turbo are also different so that the injected fuel can
be whirled around and mixed perfectly with the air that is
drawn in.
A - Buffer
B - Disc spring
C - Lock washer
D - Rib to prevent in correct assembly
Fuel Pressure Sensor
The fuel pressure sensor is installed on the central high

pressure rail under the intake system and informs the
Motronic control unit about the current pressure in the fuel
high pressure system. The Motronic control unit evaluates
the signal and regulates the fuel pressure on the high pres-
sure side via the flow control valve.

Fuel Injectors - V8 Naturally Aspirated Engine Retainers For Fuel Injectors
At a fuel pressure of 580 psi (40 bar) and an injection time

of 0.6 ms, the amount of fuel injected is approx. 5.5
mg/stroke. While at a fuel pressure of 1740 psi (120 bar)
and an injection time of 5.8 ms, the amount of fuel
injected is approx. 67 mg/stroke.
Fuel Injectors - V8 Turbo
At a fuel pressure of 580 psi (40 bar) and an injection time

of 0.6 ms, the amount of fuel injected is approx. 7.8
The four retainers -NH- for the two injectors ensure the
mg/stroke. While at a fuel pressure of 1740 psi (120 bar)
following:
and an injection time of 6.1 ms, the amount of fuel
injected is approx. 107 mg/stroke.
• Installation as a pre-assembled unit with injectors
installed.
In addition to the amount of fuel injected and the injection
• Twist-lock protection for screwing on fuel lines.
time, the shape and alignment of the fuel jet is also
• Exact installation position for aligning the fuel jet in the
important.
combustion chamber.
• Correct pretensioning of the fuel injectors in the cylinder
head.
• Vibration damper for reducing the transmission of vibra-
tions from the cylinder head to the injectors.
S - Spray angle (taper angle of the fuel jet, approx. 69° on the
naturally aspirated engine, 68° on the turbo engine).
B - Bend angle (distance between the injection jet and the axis of
the fuel injector; approx. 8.5° on the naturally aspirated
engine, approx. 7.5° on the turbo engine).
Notes:

Ignition System If a knock sensor fails, the ignition timing angles of the
affected cylinder group (1-3-5 or 2-4-6) are retarded. This
General means that a safety ignition timing angle is set to “late”.
Knock control for the cylinder group of the remaining,
The ignition systems used in the V6 and V8 engines largely intact knock sensors is unaffected. If both knock sensors
correspond to the systems used in previous engines. The fail, the DME control unit goes into knock control
ignition system map in the DME control unit has been de- emergency operation during which the ignition timing
signed to meet DFI specific requirements. angles are generally retarded, thereby reducing engine
power considerably and increasing fuel consumption.
V6 DFI Engine
Ignition Coils – V6
Knock Sensors
The V6 engine still has static high-voltage ignition distribu-
tion with individual ignition coils directly on the spark
plugs. The DME control unit activates the individual ignition
coils individually in the firing order 1-5-3-6-2-4 for each
cylinder. The individual ignition coils in the Cayenne V6
have an integrated output final stage, but unlike the
Cayenne V8 engines, the diagnostic function is integrated
in the Motronic control unit. If an ignition coil fails, fuel
injection for the affected cylinder is deactivated. This can
happen on up to two cylinders.
Spark Plugs
The V6 engine has air gap spark plugs with one ground
electrode, which must be changed every 36,000 miles
(60,000 km) or after 4 years according to the Technical
Manual.
Note!
Spark plug replacement intervals have changed for M.Y.
2008 when compared to the 2003-2006 Cayenne models.
One knock sensor is bolted to the crankcase on the left -

KL- and another on the right -KR-. They detect knocking
in individual cylinders. To prevent knocking, the cylinder
selective knock control system monitors the electronic
ignition timing control system. Based on the signals from
the knock sensors, the DME control unit adjusts the
ignition timing angle for the knocking cylinder until the
knocking stops.

V8 DFI Engines secured mechanically using bolts. The ignition coil is
sealed at the four-pin plug and in the spark plug recess to
Knock Sensors protect it from spray water.
Cayenne S Spark Plugs
The V8 naturally aspirated engine has nickelyttrium spark

plugs with four ground electrodes, which must be changed
every 36,000 miles (60,000 km) or after 4 years
according to the Technical Manual.
All V8 DFI engines have four knock sensors arranged in

the V of the engine block. These four knock sensors are
required for exact knock detection in V8 DFI engines since
stronger vibrations are transmitted to the cylinder head via
the fuel injectors during high pressure fuel injection. Structure of the surface gap spark plug in the Cayenne S:
1 - Surface gap
Ignition Coils 2 - Ground electrode
3 - Center electrode
The Cayenne has static high-voltage 4 - Insulator Cayenne Turbo spark plugs
ignition distribution with individual ignition
coils attached directly to the spark plugs. The four ground electrodes are arranged around the
The newly enhanced ignition coils in V8 ceramic insulator in these surface gap spark plugs. The
DFI engines work according to the same sparks -1- cross the surface of the insulator -4- and arc
principle as previous V8 ignition coils. across a small gas gap to the ground electrode -2-, which
improves the ignition properties. The main advantage of
This system offers the following the surface gap spark plugs is the self cleaning effect of
advantages: the insulator foot tip, since any shunts that occur between
the center electrode and the ground electrode through the
• High level of ignition safety. surface gaps, in particular during a cold start, are elimi-
• Minimum electromagnetic interference with other elec- nated.
tronic components.
• No requirement for ignition cables and distributor Cayenne Turbo Spark Plugs
ignition.
The V8 turbo engine has air gap spark plugs with one
The DME control unit activates the individual ignition coils double-platinum ground electrode, which must be changed
individually in the firing order 1-3-7-2-6-5-4-8 for each cylin- every 24,000 miles (40,000 km) or after 4 years
der. Safer ignition processes and therefore optimized according to the Technical Manual.
power, together with minimized emissions and fuel
consumption are obtained as a result of the measures and
advantages described. All parts in this enhanced compo- Note!
nent are installed as a complete unit in a special rod igni-
Spark plug replacement intervals have changed for M.Y.
tion module housing. This is connected electrically and
mechanically to the spark plug in the spark plug recess via
the short high-voltage plug. The component is also

Intake Air Side, Air Routing Long Intake Manifold For High Torque
General
The intake systems in all new Cayenne models have been

redesigned for direct fuel injection (DFI) in order to achieve
a high torque curve. The air cleaner elements must be
changed every 72,000 miles (120,000 km) or after 4
years according to the Technical Manual.
Note!
Air filter replacement intervals have changed for M.Y.
Cayenne V6 Intake System 1 - Electronic throttle 2 - Torque accumulator

3 - Power accumulator 4 - Electropneumatic shift valve
5 - Vacuum unit 6 - Operating sleeves (sealed)
The operating sleeves in the intake system move into

torque position when the engine is started and until an
engine rpm of 4200 is reached and this is apparent from
the repositioning of the operating sleeves (in direction of
travel at the left front of the intake manifold). The vacuum
unit pulls the lever to the left (in direction of travel). The
operating sleeve seals the reflection point to the power
accumulator, which renders the reflection point to the
torque accumulator effective. The effective intake manifold
length is approx. 610 mm in torque position.
Short Intake Manifold For High Power

1 - Air intake behind the left headlight
2 - Air filter housing (with sound opening)
3 - Pipe mass air flow sensor
4 - To electronic throttle
5 - Intake system
The illustration shows the intake system, from the air

intake behind the left headlight, the air filter housing with
sound opening and the pipe mass air flow sensor to the
electronic throttle.
If the engine rpm exceeds 4200, the power position is

The redesigned intake manifold charging system offers
activated by opening the operating sleeves. The vacuum
considerably improved filling for the V6 engine. This has
unit then presses the lever to the right (in direction of
resulted not only in an optimal torque curve, but has also
travel). The operating sleeve opens the reflection point to
improved performance.
the power accumulator, which renders the short intake
manifold effective with a length of approx. 235 mm. If acti-
vation does not occur, the system remains in power
position.

Cayenne S Intake System upper rpm range). A high torque curve is achieved,
depending on the position of the intake manifold switching
flap in conjunction with the optimized intake duct
geometry.
The DME control unit activates an electropneumatic shift

valve, which switches a vacuum to the diaphragm cell. The
switching flaps for cylinder bank 1 and 2 are actuated
synchronously via a connecting link. In the torque setting
up to approx. 4150 rpm, the long intake manifold is
effective with a length of approx. 538 mm, while in the
power setting, at an engine speed of more than approx.
4150 rpm, the short intake manifold is effective with a
1 - Air intakes behind the left and right headlights length of approx. 284 mm. If the electropneumatic shift
2 - Left and right air filter housings (with sound opening) valve is not activated, the variable intake manifold remains
3 - Left and right pipe mass airflow sensors in power position.
4 - To electronic throttle 2

intakes behind the left and right headlights, the air filter
housings with sound opening and the two pipe mass air
flow sensors to the electronic throttle.
Variable Intake System
1 - Upper shell
2 - Effective pipe length at power position (284.2 mm)
3 - Middle shell
4 - Sealed plastic flaps on a steel shaft (Not on Turbo)
5 - Inlay
6 - Effective pipe length at torque position (538 mm)
7 - Lower shell
1 - Electronic throttle The variable intake system is made of a shell shaped fiber
2 - Variable intake system reinforced polyamide. A total of five plastic shells are
3 - Diaphragm cell for switching flaps welded together here. Four switching flaps are installed on
4 - Connecting link a steel shaft for each bank and are coated with silicon for
5 - Shaft for switching flap for cylinder bank 1 a reliable seal. The weight of the intake system in the 4.8 l
6 - Shaft for switching flap for cylinder bank 2 naturally aspirated engine compared to the 4.5 l engine is
reduced by approx. 10.5 oz (0.3 kg) despite the integra-
A new feature of the Cayenne S variable intake system is tion of the switching flaps for the variable intake manifold
that intake manifolds of different lengths can be used due system.
to a switching mechanism within the intake system. The
variable intake system combines the advantage of long
intake manifolds (for high torque in the lower rpm range)
with short intake manifolds (for high specific power in the

Cayenne Turbo Intake System turbochargers. As a result, the low-loss short intake
manifold lengths are effective for the entire map. The
weight of the pressure system in the 4.8 l turbo engine
compared to the 4.5 l engine is reduced by approx. 3.3
lbs. (1.5 kg).
Positive Crankcase Ventilation – Cayenne Turbo
With the enhanced positive crankcase ventilation system,

it was possible to reduce the amount of fuel produced
during combustion and entering the engine oil through the
combustion gases, which pass the piston rings and
penetrate the crankcase (blow-by gases). The enhanced
aeration and ventilation system (Positive Crankcase
1 - Air intakes behind the headlights
Ventilation - PCV) now ventilates the crankcase with a
2 - Left and right air filter housings
steady stream of fresh air, which accelerates the evapora-
3 - Leftand right pipe mass airflow sensors
tion of fuel that is carried in. For this purpose, fresh air is
4 - Left turbo (right turbo is behind the charge air cooler)
removed between the charge air cooler and throttle valve
5 - Left and right charge air cooler
and is delivered to the crank chamber via a line.
6 - Pressure sensor with temperature sensor
7 - To electronic throttle
The pressure that exists at any time between the removal
position and the crankcase causes a steady flow of fresh
air through the crankcase in all map points. To ensure
intakes behind the left and right headlights, the air filter
sufficient vacuum in the crankcase in all map points, the
housings, the two pipe mass air flow sensors, the
vacuum in the intake manifold is used in the partial load
turbocharger and the charge air cooler to the electronic
ranges. A pressure regulating valve regulates this vacuum
throttle. A sensor in front of the electronic throttle records
until the required value is reached. In the operating range
the boost pressure and air temperature.
with accumulated boost pressure (full load) in which there
is no vacuum in the intake manifold, the vacuum upstream
Turbo Pressure System
of the compressor is used.
To prevent the PCV system from freezing during the

winter, the blow-by gases on both naturally aspirated and
turbo engines are supplied to the combustion air through a
heated adapter.
The pressure system in the new Cayenne Turbo is manu-

factured in a plastic shell design like the variable intake
system in the Cayenne S. The pressure system comprises
three shell elements, where the bottom shell is identical to
the variable intake system. It is also made of plastic, for
example, to ensure a low weight. Unlike the V8 naturally
aspirated engine, the switching flaps are not required
since the charge effect is produced by the two

Exhaust System, Emission Control muffler has been designed as a dual flow system. This
improves the gas cycle by reducing the exhaust back
General pressure and ensuring better matching of the gas oscilla-
tions in the exhaust system. Behind the two main catalytic
The exhaust systems in all new Cayenne models have converters, there is a crossover pipe in the front muffler
been redesigned for direct fuel injection (DFI) in order to that connects the exhaust tracts. As a result, the torque
achieve maximum performance with minimum emissions. curve is positively influenced at the lower end of the rpm
range by an improved gas cycle.
All exhaust systems include the following:
Cayenne S Exhaust System
• Two pre-catalytic converters.
• Two main catalytic converters.
• Two oxygen sensors (LSU) in front of the catalytic
converters.
• Two oxygen sensors (LSF) behind the catalytic
converters.
• Exhaust standard EU4 and LEV2 (USA emission
standards).
Cayenne V6 Exhaust System
1 - Pre-catalytic converters (ceramic substrate)

2 - Decoupling elements
3 - Main catalytic converters (metal substrate)
4 - Crossover pipe
5 - Muffler
6 - Exhaust tailpipes with trim
The new Cayenne S features an enhanced exhaust

system. To keep emissions to a minimum, it is important
that the catalytic converter reaches its optimal operating
1 - Pre-catalytic converters (metal substrate) temperature quickly. To achieve this, the exhaust
2 - Decoupling elements manifolds in all Cayenne models are short in order to use
3 - Main catalytic converters (ceramic substrate) the high exhaust emissions temperature to heat the
4 - Front muffler with crossover pipe catalytic converters.
5 - Main exhaust muffler
6 - Exhaust tailpipes with trim The modified pipe guide on the exhaust manifold has also
resulted in a significantly improved torque. The redesigned
The exhaust system has two pre-catalytic converters and connection of the exhaust tracts to shorter, air gap
new in the V6 engine, two main catalytic converters as insulated exhaust manifolds means that the catalytic
well as a crossover pipe between the two exhaust tracts. converter heats up faster due to the reduced thermal
The pre-catalytic converters installed in USA vehicles are mass. The weight of the entire system has also been
different to those used in RoW vehicles. reduced by other measures, e.g. the use of new pre-
catalytic converters and pipes with thin walls.
The exhaust quality is monitored by two oxygen sensors
(LSU) in front of the pre-catalytic converters and two
oxygen sensors (LSF) behind the pre-catalytic converters.
In addition, the V6 exhaust system as far as the rear

Cayenne S Sports Exhaust System (Optional only for Cayenne Turbo Exhaust System
Tiptronic S)
1 - Pre-catalytic converters (metal substrate)

1 - Dual flow exhaust system 2 - Decoupling elements
2 - Sports exhaust system muffler 3 - Main catalytic converters (metal substrate)
3 - Vacuum line for activation 4 - Muffler
4 - Diaphragm cell for switching 5 - Tailpipe at the left and right with twin tailpipe trim
5 - Two tailpipes at the left and right with twin tailpipe trim
Compared to the previous model, this exhaust system has
A sports exhaust system is offered for the first time for been designed specifically to suit the new DFI engine in
the new Cayenne S. The sports exhaust system is the Cayenne Turbo.
activated using the standard Sport button. The sound of
the sports exhaust system is controlled while taking the Exhaust Manifold
load, speed, engine rpm and gear into account. Like the
standard exhaust system up to the muffler, the sports
exhaust system has two pre-catalytic converters and two
main catalytic converters, the two exhaust tracts of which
are linked together via a crossover pipe after the main
catalytic converters.
The modified muffler in the sports exhaust system

produces an sportier V8 sound. The design of the tailpipes This illustration shows the internal design of the Cayenne
resembles the standard dual tailpipes used on the new Turbo exhaust manifold. The internal design of the double-
Cayenne Turbo. However, a connecting web gives them a wall, air gap insulated exhaust manifold has been further
unique look reserved exclusively for the Cayenne S with enhanced compared to the 4.5 liter engine.
sports exhaust system.
Note: Water fording depth is reduced when the sports

exhaust system is installed. Consult vehicle owner’s
manual for specifics.
Notes:

Turbocharger Boost Pressure Control
1 - Electronic throttle
2 - Cycle valve for boost pressure control
3 - Tank vent valve
4 - Positive crankcase ventilation
1 - Exhaust manifold
2 - Exhaust turbine
3 - Flange to pre-catalytic converter
4 - Pressure unit for boost pressure control through the bypass
valve (wastegate)
5 - Intakeside (from air filter)
6 - Pressure side (to charge air cooler, electronic throttle)
The two turbochargers are arranged in parallel. A low

intake manifold volume, short exhaust manifold and a
redesigned turbocharger that has been adapted to suit the
air consumption of the 4.8 liter DFI engine ensure a good
response. A new larger radial turbine is used here
The pressure sensor in front of the throttle valve reports
compared to the previous 4.5 liter turbo engine. The illus-
the boost pressure to the DME control unit. Depending on
tration shows the water cooled turbocharger for the right
the current required and actual boost pressure, the DME
cylinder bank with the pressure unit for boost pressure
control unit activates the cycle valve for boost pressure
control as well as the lubricating oil supply and suction
control according to a pulse/duty factor. This modulates a
lines.
control pressure, which adjusts the bypass valves (-W-
wastegate) on the turbochargers via the pressure units for
boost pressure control in order to regulate the boost
pressure.

Other Functions Of The DME Control Unit Control of Electric Radiator Fans
VarioCam Plus Control on V8 DFI Engines The DME control unit also activates the two drivers for the
electric radiator fans in order to achieve infinitely
VarioCam Plus technology is used for the first time in V8 adjustable control.
engines in the Cayenne model range. This system, which
may be familiar to you from the current sports car genera-
tion, enables intake valve lift switching in addition to intake
camshaft adjustment. This ensures optimum running
quality, low fuel consumption and low emissions as well as
high power and torque ratings in conjunction with the
intake system.
Variable Oil Pump on V8 Engines
The DME control unit is responsible for the demand

controlled operation of the variable oil pump, while adjust-
ment is performed hydraulically. Engine management uses
the input values for engine speed, temperature and
torque. Based on this information, the engaged gear wheel
width and therfore the geometric displacement volume of
the gear wheel set is changed through the axial movement
of a gear wheel (moved hydraulically) and this in turn
changes the oil pressure. The pump ensures that only the
pumping action required for the relevant load range of the
engine is initated. This reduces the energy consumption of
the oil pump to a minimum and also ensures demand
controlled lubrication.
Notes:

Cayenne S/T, MY 2011 (E2) Cayenne S Full Load Curve
M48.02 – Cayenne S
General
An enhanced engine generation is used for the Cayenne S

and Cayenne Turbo in model year 2011. This made it pos-
sible to achieve the ambitious targets for fuel consumption
and CO2 emissions despite the enhanced performance.
Another main development goal was a significant reduction
in the weight of the engine units.

Number of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96.0 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 mm
V-angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90°
Max. torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .500 Nm
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3-7-2-6-5-4-8
Note!
The 4.8 l naturally aspirated engine of the Cayenne
The larger counter-weight radius has the advantage that
S is characterized by the following features:
the weight is further to the outside, with the result that a
lower weight is possible.
• Newly developed, lighter crankshaft and connecting rods
• Oil guide housing made of magnesium
• Intake camshafts optimized for power output and torque
characteristics
• New intake system with larger throttle valve
A lighter crankshaft and lighter connecting rods are used

in the Cayenne S as a lightweight design measure aimed
at reducing weight. The diameter of the connecting rods is
reduced by 2 mm compared with the previous Cayenne S
and the crankshaft has a larger counter-weight radius. As
a result, the crank drive is 5 lbs (2.3 kg) lighter than the
previous V8 crank drive.

M48.52 – Cayenne Turbo Engine Data – Cayenne Turbo
Number of cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Bore . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96.0 mm
Stroke . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 mm
V-angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90°
Max. torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .700 Nm
At engine speed . . . . . . . . . . . . . . . . . . . . . .2,250 to 4,500 rpm
Firing order . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-3-7-2-6-5-4-8
DME Control Unit DFI, EMS SDI 8.1
The V8 twin turbo engine of the Cayenne Turbo is

characterized by its high power output and torque
with low fuel consumption. The 4.8 l Turbo engine is
characterized by the following main features:
• Weight-optimized crankshaft The high-performance electronic engine control unit EMS

• Optimized oil guide with aluminum oil guide housing SDI 8.1 is used for the V8 engines. This control unit has
been specially designed to meet the requirements relating
A weight-optimized crankshaft is also used in the Cayenne to direct fuel injection and VarioCam Plus. Of particular
Turbo as a lightweight design measure aimed at reducing significance here is control of the injectors, since these
weight. The crankshaft has a larger counter-weight radius are the central elements of the direct fuel injection system.
than the previous V8 crank drive. The weight reduction of
the crank drive is therefore 1.3 lbs (0.6 kg). The engine control also controls the throttle valve position
(electronic throttle), as this is also a prerequisite for the
Cayenne Turbo Full Load Curve Porsche Stability Management (PSM) system installed as
standard.
The modern DME control unit EMS SDI 8.1 allows sequen-
tial injection of fuel into the combustion chamber for each
cylinder at precisely defined time intervals. This contri-
butes to minimizing fuel consumption and reducing emis-
sions, even in dynamic driving operation. Each cylinder
receives precisely the amount of fuel that corresponds to
the engine load condition in order to realize the optimum
air/fuel ratio.
In addition, the DME control unit also controls functions

such as thermal management, Auto Start Stop and
variable deceleration fuel cutoff.

New Functions Fault Memory
Adaptation to current legal requirements (e.g. USA:
• Auto Start Stop function
Permanent fault memory = Mode A, via Scan Tool).
• Variable deceleration fuel cutoff
For the DFI control unit EMS SDI 8 also, a corresponding
• Vehicle electrical system recuperation
code comprising letters and numbers is specified in front
of every actual value for each actual value filter. This
New Components
simplifies assignment in the case of different languages.
• Differential Hall sensor on the crankshaft The explanation for individually selected values is also
• Pressure sensor on the intake manifold displayed by way of the Help key ( ? ).
Fault Deletion Counter
40 warm-up phases have to be completed to delete a

The DME control unit EMS SDI 8.1 controls the following sporadic fault in order to decrement the deletion counter
functions and communicates with the corresponding from 40 to 0.
components, for example:
• Thermal management Actual Values

• Auto Start Stop function
• Variable deceleration fuel cutoff • Mixture adaptations are preserved in the event of an
• Vehicle electrical system recuperation interruption in the power supply
• Direct fuel injection (DFI) • Extension of actual values (e.g. Start Stop system,
• Low-pressure fuel supply thermal management)
• Returnless Fuel System
• High-pressure fuel supply
• Electronic accelerator pedal Note!
• Electronic throttle with idle speed control
For the DFI control unit EMS SDI 8 also, a corresponding
• VarioCam Plus
code comprising letters and numbers is specified in front
• Demand-controlled variable oil pump
of every actual value for each actual value filter. This
• Intake system with variable intake manifold
simplifies assignment in the case of different languages.
• Stereo lambda control circuits
The explanation for individually selected values is also
• Static high-voltage ignition distribution with individual
displayed by means of the Help key ( ? ).
ignition coils
• Cylinder-selective knock control (with 2 knock sensors)
Drive Links
• Differential Hall sensor (detects engine speed,
reference mark and engine direction of rotation)
New drive links ( e.g. for Start Stop system) etc.
• Pressure sensor on the intake manifold (detects intake
manifold pressure and intake air temperature)
• On-board diagnosis for monitoring the emission control Notes:
system
DME Diagnosis Options With The PIWIS Tester
The DME diagnostic options largely correspond to those of

the DFI control unit EMS SDI 6.1 for the Panamera engines
with adaptation to current components/functions (e.g. new
sensors/systems) and extension by functions such as
Start Stop system, thermal management, etc.

New and Modified DME Components and Functions
Differential Hall Sensor V8 DFI
• New differential Hall sensor for detection of the

- engine speed
- reference mark and
- engine direction of rotation
• 3 Hall elements in the sensor
Function
• 1 rotor on the crankshaft
• PWM signal
The sensor calculates two signal channels from three Hall
• Temperature-insensitive
signals. 2 signal channels are generated based on Hall
• Suitable for high engine speeds
technology in 1 sensor with 3 Hall elements (A, B, and C) :
Channel 1 = Engine speed channel (A - B)

Channel 2 = Direction of rotation channel (B - C)
The sensor switches “low” when the speed channel passes

through the zero line.
The offset between the tooth center and falling edge in the
signal is constant and can be adapted in the DME
software.
Detection of the direction of rotation takes place on the

basis of the phase displacement between the speed
channel and direction of rotation channel.
Notes:
A new Hall sensor is used in the new V8 engines for deter-
mination of the engine speed instead of the previous
inductive pick-up. In addition to detecting the engine speed
and reference mark, the new multiple Hall sensor also
detects the direction of rotation of the engine. This
function means that the engine starting operation is very
fast. The speed sensor has 3 integrated Hall sensors (A -
B - C). Only 1 rotor with 60 - 2 teeth is needed on the
crankshaft to generate the corresponding PWM signal. The
speed sensor is installed on the left behind the engine at
the bottom of the transmission bell housing viewed in
driving direction.

Differential Hall Sensor Signal Map-controlled coolant temperature control takes place by
suppressing the coolant flow in the warm-up phase. This
means that the thermostat is a hot thermostat that would
open slowly and the engine would heat up quickly.
The heating element heats up the wax pellet in the thermostat

and opens the thermostat faster allowing the engine manage-
ment to control the engine temperature. The operating
temperature is regulated between 201° F. (94° C.) and
221° F. (105° C.) when the engine is warm.
Goals
Direction of rotation forward (upper figure), channel 2 leads • Bringing components to the optimum operating temper-
channel 1 ature quickly (reduced friction)
• Reduced engine and transmission friction through map-
based control of the operating temperature
• Meeting the comfort requirements of passengers
The new thermal management system for engine and

Tiptronic S is used for the Cayenne, Cayenne S and
Cayenne Turbo. The cooling system ensures that the
engine run at a favorable operating temperature for
optimum and permanent high performance. A further
advantage is provided by the low fuel consumption and
emission values, since all components reach the optimum
operating temperature more quickly. The new closed-loop-
Direction of rotation backward (lower figure), channel 1 leads controlled thermal management system in the Cayenne
channel 2 models controls thermal processes in the vehicle with the
aim of achieving optimum efficiency for the overall system
Thermal Management and bringing all components to their optimum operating
temperature quickly.
The three main areas of the thermal management system

in the Cayenne, Cayenne S and Cayenne Turbo are heat
distribution between combustion engine, transmis-sion and
passenger compartment. The basic goal is to ensure that
all components reach their optimum operating temper-
ature as quickly as possible and to also meet the comfort
demands of passengers by heating up the cabin quickly.
At low temperatures and for cold engine starts in parti-
cular, it is important to manage the low amount of avail-
able heat in the best possible way. Efficient use of the
available heat helps to save fuel, reduced CO2 emissions
The thermal management function controlled by the DME
and comply with strict emission regulations.
control unit covers 3 main areas, namely temperature
control and heat distribution between:
• Combustion engine
• Passenger compartment
• and Tiptronic S

All new Cayenne models with Tiptronic S (optional for Depending on the increase in engine temperature, the
Cayenne) are equipped with thermal management for the coolant flow through the engine (small circuit) is then
transmission. Here also, the aim is to reach the optimum activated during warming up.
operating temperature as quickly as possible in order to
minimize friction losses. For this purpose, the heat After this, the coolant radiator is activated (large circuit)
exchanger of the cooling system for the new 8-speed depending on the engine operating point and based on a
Tiptronic S is connected to the engine cooling system. If map stored in the engine control. The map control of the
necessary, this allows the heat of the engine coolant, thermostat then regulates the coolant temperature bet-
which is heated up more quickly, to be used to bring the ween 201° F. (94° C.) and 221° F. (105° C.), depending
transmission up to its operating temperature. on load, and thus ensures optimum friction conditions in
the engine that are adapted to the respective load point.
Advantages of thermal management with electric
control of the coolant thermostat by the DME This thermal management system made it possible to
control unit: reduce fuel consumption by up to 1.5 %.
• Map-controlled coolant temperature regulation by

Two temperature sensors are used in the engine
suppressing coolant flow in the warm-up phase
cooling system to control the thermal management
• Faster warming-up of engine and transmission
system:
• Reduced engine and transmission friction
• Lower fuel consumption (-1.5 % in the NEDC)
• Reduced emissions
The cooling system is part of the thermal management

system and has two circuits which can be regulated
depending on the coolant temperature. This is done by an
electric, map-controlled and deactivatable thermostat.
The thermostat permits automatic, demand-based

suppression of the coolant flow when the engine is cold
(cold start). As a result, the engine heats up more quickly
(Start Stop operating condition is reached more quickly)
and friction, fuel consumption and pollutant emissions are The coolant temperature sensor is installed on the cylinder head
reduced in the warm-up phase. at the rear right (position 1 above).
NEDC New European Driving Cycle (yellow)

Pink New Cayenne with thermal management
A additional temperature sensor is located on the left coolant
Light blue Old Cayenne without thermal management
hose of the radiator outlet (position 2 above).
°C Coolant temperature
T Time in seconds
km/h Vehicle speed

Electrical connection on the coolant thermostat. As a result of

the standing coolant after the cold start, the engine heats up
more quickly in the warm-up phase (position E above).
Electrical preheating makes it possible to quickly open the
bypass for the small engine circuit in a controlled manner
Demand-based electrical map control of the thermostat
during the warm-up phase. This is achieved by providing
allows the coolant temperature to be regulated between
more or less electrical heating close to the wax elements.
201° F. (94° C.) and 221° F. (105° C.), depending on load.
The controlled bypass circulation in the small engine
circuit allows the engine to reach operating temperature
Thermal Management
more quickly and in a uniform way.
The main advantage of the map-controlled thermostat,

which is electrically heated by the DME control unit, is that
it is possible to regulate a specific temperature.
The three figures show the different opening positions of

the coolant thermostat.
B - Bypass
K - Radiator return line
The 2nd temperature sensor on the coolant hose permits

early detection of when the thermostat starts to open and
allows the necessary corrective action if necessary in
order to achieve the setpoint temperature.
The DME control unit adapts the opening behaviour of the

thermostat in order to compensate for tolerances and
aging.
The thermostat is fully closed when the engine is cold.

The setpoint temperature in normal operation is 221° F.
(105° C.); the setpoint temperature is reduced to 201° F.
(94° C.) in Sport mode and in the event of certain faults.

Auto Start Stop Function If the boundary conditions are met, the function is avail-
able as soon as the engine and battery have reached the
Coordination takes place in the DME control unit: corresponding temperature and the speed threshold of
1.2 mph (2 km/h) has been exceeded for at least 1.5
• On all new Cayenne models with 8-speed Tiptronic S
seconds. If the vehicle is stopped by brake operation and
(optional for Cayenne), the Auto Start Stop function can
the brake pedal is held, the Auto Start Stop function
be activated and deactivated by way of a button in the
switches off the engine after approx. 1 second.
center console.
• This function is available as soon as the engine has
The driver is informed about this by the green Auto Start
reached a coolant temperature of 113° F. (45° C.) and
Stop symbol in the instrument cluster. The tachometer
an oil temperature of 68° F. (20° C.)
reading falls to zero. The selector lever can remain in
• The combustion engine is switched off under defined
position D or M. The engine remains stopped even if the
conditions shortly after the vehicle comes to a stop.
lever is shifted to P and N.
• Fuel consumption and emissions are reduced above all
in urban driving; fuel consumption in the NEDC is
If the engine cannot be switched off automatically, the
reduced by up to 5 %.
driver is informed about this by a yellow Auto Start Stop
• Increased comfort for passengers, the noise level falls
symbol in the instrument cluster.
to zero during the stop phase.
For the driver, use of the Auto Start Stop function

All new Cayenne models with the 8-speed Tiptronic S
does not mean that he/she has to change his driving
(optional for Cayenne) are equipped with the Auto Start
behavior.
Stop function. This switches off the combustion engine
under defined conditions when the vehicle is at a standstill
The driver does not have to perform any additional activi-
and therefore exploits potential fuel savings, e.g. unneces-
ties for an engine stop and restart. Depending on country,
sary engine idling while waiting at a traffic light is
the Auto Start Stop function is either switched on automat-
prevented.
ically when the ignition is switched on or must be activated
each time the ignition is switched on.
The Auto Start Stop function can be deactivated and
activated by way of a button in the center console.
When the Start Stop system is switched off, the indicator light
in the button lights up “red”.
Auto Start Stop Function
• Optimized criteria for frequent engine switch-off.

• The position of the crankshaft is detected by the differ-
ential Hall sensor on the crankshaft to permit fast
starting.
• Battery monitoring (voltage, current, temperature).
• The starter is reinforced (for the increased number of
starting operations).
• Maintains the vacuum for the brake booster. A pressure
sensor on the brake booster measures the vacuum:
- the engine is started again by way of a veto if the
pressure falls below an applicable pressure threshold.
- there is no other way of maintaining the vacuum when
the engine is stopped.

The criteria described were optimized and adjusted in The most important comfort and safety functions continue
order to ensure that the engine is switched off automati- to operate even when the engine is switched off. For
cally in as many cases as possible during regular driving example, the audio and communication systems still
operation. The goal was to exploit the fuel-saving potential operate and the lighting, airbag systems and PSM remain
of the Auto Start Stop function for the driver. available.
In order to permit realization of the Auto Start Stop

function, the starter was reinforced and designed for the
increased number of engine starting operations. In
addition, the battery charge and aging condition as well as These functions are supplied with power from the battery
temperature are monitored in order to ensure the restart for this purpose. Voltage changes when the engine stops
capability. and restarts are partially compensated for and their
effects reduced. The air conditioning ensures temperature
The vehicle assists the driver when the engine is switched comfort. For this purpose, it uses the residual heat of the
off by maintaining the brake pressure on uphill slopes. This engine for heating or the residual cooling energy in the
was integrated as an additional function in Porsche cooling system to cool the passenger compartment. If
Stability Management (PSM). This prevents the vehicle there is a risk of the passenger compartment temperature
from rolling away opposite to the driving direction when deviating significantly from the preselected value, the
the engine is switched off. engine is automatically restarted in order to guarantee
continued climate comfort for the passengers.
Notes:

Automatic Engine Stop Engine Start
If the prerequisites are met, the engine is stopped as soon The engine is restarted when the driver releases the
as the vehicle comes to a stop. brake. The starting operation is supported by the direct
fuel injection and ignition systems so that it can take place
• 1. Brake vehicle to a stop with the footbrake quickly and in a way that saves energy and protects the
• 2. Keep footbrake depressed battery. To achieve this, the engine was supplemented by
• or move selector lever to position P a sensor that detects the position of the crankshaft and
therefore makes the information available as to which
Automatic Engine Stop and Restart Readiness cylinder can be charged and ignited early. As a result, the
(function indication) engine power required for driving away is already available
again after a short time.
If the engine was automatically switched off under the

corresponding conditions, the indicator light in the multi- No engine stop or restart readiness (function indication)
function display of the instrument panel lights up “green”. If the automatic engine stop function is not possible, the
indicator light in the multi-function display of the instrument
The Auto Start Stop system starts the engine: panel lights up “yellow”.
• In selector lever position D, N or manually selected
transmission range 1 or 2 The Auto Start Stop system has detected that:
• Release footbrake
• at least one prerequisite is not met
• or press accelerator pedal
• or at least one exception condition is present
• or move selector lever to position R
• or e.g. the following faults are present:
· generator fault
Automatic Engine Stop
· battery fault
· DC/DC converter fault, etc.
If the vehicle is stopped by brake operation and the brake
pedal is held, the Auto Start Stop function switches off the
engine after approx. 1 -2 seconds. The driver is informed Note!
about this by the green Auto Start Stop symbol in the
The DC/DC converter compensates for voltage dips
instrument cluster. The tachometer reading falls to zero.
during the starting operation.
The selector lever can remain in position D or M. The
engine remains stopped even if the lever is shifted to P
If the engine cannot be switched off automatically,
and N.
the driver is informed about this by a "yellow" Auto Start
Stop symbol in the instrument cluster.
Notes:

The engine is not switched off or restarted again: Diagnosis Options of the Auto Start Stop System in
the DME Control Unit
• if the engine has not yet reached its operating tempera-
ture
Actual values:
• if “Sport” mode is activated
• if PSM was switched off ST010_Status Start Stop Manager
• if manoeuvering or a parking operation has been ST020_ to ST026_Request (by …. system)
detected (large steering angle), i.e. reverse gear has ST030_Start Stop system active
been engaged or the steering wheel has been turned by ST041_Stop prohibition by vehicle systems
a large angle ST042_Stop prohibition by DME control unit
• if the height adjustment function of the adaptive air ST051_ to ST061_Restart request by (…. system)
suspension has been selected or is active ST071_Stop request by vehicle systems
• if the vehicle stops on steep uphill or downhill gradients ST072_Stop request by DME control unit
• if the climate control/heating with residual heat function ST081_Deactivation by vehicle systems
cannot guarantee that the set temperature can be main- ST082_Deactivation by DME control unit
tained without a running engine, e.g. at very low and ST083_Deactivation by drive link activation
very high outside temperatures ST101_ to ST120_Stop prohibition 1 to 20 (1 was the
• if the total energy requirement of the vehicle systems last stop prohibition)
from the battery cannot be met (charge condition) ST201_ to ST220_Restart request 1 to 20 (1 = last
• if the rear fog light is activated request)
• if internal vehicle operations are taking place that must ST301_ to ST320_Deactivation 1 to 20 (1 = last deac-
not be interrupted, e.g. flushing operations in the fuel tivation)
system via the tank vent due to high loading of the
active carbon filter Drive links:
• if trailer operation has been detected
• Request stop
• Request restart
Restarting is also prevented:
• Deactivate system for one ignition cycle
• if the presence of the driver is not guaranteed, i.e.
driver’s door is open or driver’s seat belt is not fastened
• if the hood is open Notes:
Seat Belt
Not Fastened

Variable Deceleration Fuel Cutoff Vehicle Electrical System Recuperation in Communi-
cation With Gateway Control Unit
• This control operation includes the DME control unit, the

gateway control unit, the brake pedal sensor, starter
battery with battery sensor, the generator and the
vehicle electrical system.
• Vehicle electrical system recuperation helps to reduce
fuel consumption.
• Some of the kinetic braking energy is converted into
electrical energy via the generator during vehicle decel-
eration phases and is fed into the starter battery.
• As a result, the combustion engine has to supply less
power to charge the battery through generator
operation in acceleration phases.
• Depending on the battery condition, the vehicle voltage
is raised and lowered correspondingly and varies
• Enhancement of conventional deceleration fuel cutoff.
between 12.5 and 15.5 V.
• Controlled interruption of fuel supply in deceleration
condition, e.g. when driving downhill. The Cayenne, Cayenne S and Cayenne Turbo feature the
• After a phase with deceleration fuel cutoff, fuel injection new function of vehicle electrical system recuperation as a
is resumed variably depending on the driving situation, further fuel-saving measure. Here, some of the kinetic
which may correspond to an even lower engine speed. braking energy can be converted into electrical energy via
• The relevant input variables for controlling variable the generator during vehicle deceleration phases and
deceleration fuel cutoff are: engine temperature, engine stored in the starter battery. As a result, the combustion
speed, engine speed gradient (change in rpm), as well engine has to supply less power to charge the battery
as transmission fluid temperature and transmission through generator operation in acceleration phases in
gear. particular, which directly results in lower fuel consumption.
• The goal is to drive as long as possible in deceleration
condition with fuel cutoff. Deceleration fuel cutoff is The starter battery is preferably charged by the usually
maintained even in the deceleration coasting phase with otherwise lost braking energy during the braking oper-
downshifts. Deceleration fuel cutoff mode is ended only ation. During braking, the generator output is increased in
in the event of significant deceleration. a targeted manner by the generator regulator and the
• The resumption speed after deceleration fuel cutoff is recuperated energy is fed into the starter battery. The
850 rpm to 950 rpm. voltage is then lowered again and the energy can be fed
into the vehicle electrical system in order to supply the
Variable deceleration fuel cutoff is an enhancement of loads. The increased generator power acts with a low
conventional deceleration fuel cutoff. It involves controlled braking torque on the crankshaft of the combustion engine
interruption of the fuel supply in driving situations where via a drive belt. This leads to vehicle deceleration and
the combustion engine is not required to output any power therefore supports the conventional brake system.
but is kept moving by the inertia mass of the vehicle
A new intelligent algorithm in the energy management
(deceleration, e.g. when driving downhill). Compared with
system evaluates various input variables of the compo-
the usual deceleration fuel cutoff systems, which resume
nents involved, thereby allowing active coordination of
fuel injection as from a fixed engine speed, variable decel-
every recuperation operation based on the battery charge
eration fuel cutoff systems resume fuel injection flexibly
condition and driver request. This control operation
depending on the driving situation, which may correspond
includes, among others, the engine control, brake pedal
to an even lower engine speed. Depending on the driving
sensor, starter battery with sensor system, generator and
situation, fuel injection can resume even later, thereby
the vehicle electrical system. The powerful AGM battery
saving fuel.
meets all requirements with respect to battery life in view
of the increased number of cycles due to frequent
charging and discharge.

Other DME Functions The electronic engine management system controls the
engine with more bite. The dynamic response of the
Sport Button as Standard engine then becomes even more direct. On vehicles with
8-speed Tiptronic S, upshifts take place later and down-
shifts earlier in automatic mode. The Auto Start Stop
function is also deactivated.
In addition, the chassis control systems Porsche Active

Suspension Management (PASM) and the optional Porsche
Dynamic Chassis Control (PDCC) are switched to Sport
mode. This makes damping sportier and the steering
behavior in bends is more direct. This in turn leads to
improved road contact. Activation of the Sport button influ-
ences the areas DME, Tiptronic S, PTM, PASM and PDCC.
Off-road Mode
The Sport button is standard for all Cayenne models. This

is located in the middle of the center console on the side
of the gearshift lever or Tiptronic S selector lever facing
the driver. This allows the driver to choose between a
setup with optimized comfort and consumption or a sporty
setup in the new Cayenne models. • In off-road mode, the accelerator pedal characteristic is
very flat at low speed in order to ensure precise throttle
Standard Setting control when driving off-road.
• At faster speeds, the accelerator pedal characteristic
In Normal mode, the electronic engine management
becomes increasingly more responsive for better
system restricts the engine torque in order to optimise
handling on sand dunes.
fuel consumption (except during kickdown).
• Optimized comfort and fuel consumption

• Dynamically comfortable accelerator characteristic Notes:
Sport Mode
When the Sport button is activated, a “SPORT” symbol

lights on the instrument cluster. A sportier vehicle setup is
obtained when Sport mode is switched on.
• Auto Start Stop function deactivated

• Sporty engine setup
• Accelerator reacts more quickly, more spontaneous
throttle response
• Throttle open further for same pedal travel
• Coolant temperature is reduced

Control of VarioCam Plus 1 Steplessly Controlled Radiator Fan
600 W
The DME control unit also controls the VarioCam Plus

system (stepless control of the intake camshafts from 0 to
50° crank angle) and valve lift adjustment of the intake
valves (large/small lift). 850 W
This system for adjusting the intake camshafts is also
Cayenne V6: MT- 0 to 600 W, AT- 0 to 850 W
used in the new Cayenne engines. Apart from continuous
Cayenne S: 0 to 850 W
adjustment of the valve timing, the system also enables
Cayenne Turbo: 0 to 850 W
adjustment of the valve lift for the intake valves. In
conjunction with direct fuel injection, this allows high
power output and torque values together with low fuel Note!
consumption. A new feature of the new generation of V8
When removing the electric radiator fan, the fan must not
engines is a fully aluminum, lightweight camshaft adjuster.
be held by the fan blades as this can lead to imbalance.
This lightweight design measure reduces the weight by
approx. 3.7 lbs (1.7 kg) and also reduces the rotating
Increase in Idle Speed to Increase the Charging
masses, thereby achieving a more agile engine response.
Current
Activation of the Demand Controlled Variable Oil

The idle speed can be increased in three stages after a
Pump
corresponding request from the gateway. The charging
current of the generator is increased as a result. The
The DME control unit also activates the control valve of the
field current is regulated in the gateway. To increase the
demand-controlled variable oil pump. Another measure
generator output, the idle speed can be increased in
designed to achieve high efficiency is use of a variable oil
three stages when the engine is warm (e.g. V8 engines
pump with demand-based control. The pump is designed
640, 740 and 850 rpm).
as an external gear pump with an integrated turbocharger
extraction stage for the V8 twin turbo engine. Demand-
Communication with Adaptive Cruise Control (ACC)
based control is performed by the DME control unit, while
adjustment is hydraulic. The engine management system
In communication with the control unit of the adaptive
uses the engine speed, oil temperature and torque as
cruise control, it is possible to perform acceleration or
input variables. Based on this information, the engaged
deceleration via the electronic throttle and where
gear wheel width and thus the geometric displacement
appropriate braking, also to vehicle stop.
volume of the gear wheel set are changed through the
axial movement of a gear wheel (moved hydraulically) and
this in turn changes the oil pressure.

Fuel Supply, Low-Pressure Side Fuel Tank
Depending on the engine variant, a fuel tank with a filling

capacity of 22.4 gal. (85 l) or 26.4 gal. (100 l) is installed.
The tank bladder is identical. In the fuel tank with a filling
capacity of 22.4 gal. (85 l), the roll-over valve is positioned
lower down in the fuel tank by way of an adapter, with the
result that the fuel nozzle is then switched off earlier.
• Cayenne V6/Cayenne S - filling quantity 22.4 gal. (85 l),

reserve 3.9 gal. (15 l)
• Cayenne Turbo - filling quantity 26.4 gal. (100 l),
reserve 3.9 gal. (15 l) (option for V6/S)
The active carbon filter is located behind the wheel

housing liner of the right rear wheel. On USA vehicles, a
leak detection pump (LDP) is used for the tank leakage
test, as previously in the Cayenne vehicles. This pump is
installed directly at the fresh-air connection of the active
carbon filter.
ReturnLess Fuel System - RLFS
The low-pressure side of the fuel supply system consists

of a returnless fuel system (RLFS - ReturnLess Fuel
System). The speed-regulated electric fuel pump delivers
Fuel Quality
the fuel via the fuel filter and fuel-pressure regulator (in the
fuel tank) to the quantity control valve on the high-pressure
The engines are designed for unleaded premium fuel 93
pump with a pressure of approx. 82 psi (5.7 bar). The
octane ( R+M
2 ). If fuel with a lower number is used,
sucking jet pumps in the fuel tank are also operated with
corresponding adaptation is performed by the knock
the low-pressure side. The 2 fuel-level sensors are installed
control.
in the fuel tank for measurement of the fuel level.
1 demand-controlled electric fuel pump as well as the fuel

filter (lifetime filter) and the fuel-pressure regulator (rel. fuel
pressure approx. 82 psi/5.7 bar) are located in the fuel
tank.
Notes:

Control Unit for Electric Fuel Pump Control
The output of the fuel pump is controlled by the DME

control unit by a PWM control signal. This bidirectional
PWM interface is also used for diagnosis of the control
unit for the electric fuel pump. The speed of the electric
fuel pump is regulated by means of the specified fre-
quency within the power limits of the fuel pump (with limita-
Operating Principle tion of the phase current) and independently of the vehicle
electrical system voltage (voltage compensation). The
The control unit of the electric fuel pump is installed at the pump motor is a brush-less three-phase synchronous
rear above the right side of the fuel tank (top figure) motor.
access via the wheel housing liner at the rear right). The
control unit for the electric fuel pump is used for stepless Via the Door Contact
demand-based control of the fuel delivery rate. This
control unit receives the setpoint speed of the fuel pump Cayenne V8: After the DME control unit switches to Sleep
from the DME control unit via a bidirectional PWM interface mode, it is woken again via a CAN wakeup signal when the
and sends back diagnostic information. driver's door is opened. The electric fuel pump is then
operated with a significantly reduced speed for a period of
Power Supply 2 seconds. The electric fuel pump cannot be activated as
long as the DME is now active (without ignition on). After
• The control unit is supplied with power via the main the DME has switched back to Sleep mode again, this
relay. process can take place a maximum of three times without
• Terminal 31 represents the connection to vehicle the ignition being switched on. This limit is designed to
ground. protect the vehicle electrical system management. Door
• Control by the DME control unit takes place via a bi- contact activation can be activated again for a further
directional PWM interface. three times with ignition On/Off.
Electric Fuel Pump When Ignition is Switched On
The delivery rate is regulated by the speed of the electric Cayenne V8: In contrast to door contact activation, the
fuel pump by way of the specified frequency (with electric fuel pump is activated at maximum speed for 1
limitation of the phase current).
second after ignition on. This ensures rapid pressure build-
up for a possible fast start-off.
Note! Note on Cayenne V6
The electric fuel pump must be operated only with the On these vehicles and depending on the fuel requirement,
electric control unit. the delivery rate can be reduced to such an extent that the
fuel pressure falls from approx. 82 psi (5.7 bar) to 58 psi
(4 bar).

Internal Design of the Fuel Tank RLFS
RT Right tank chamber

LT Left tank chamber Note!
PF Pump filter
EKP Electric fuel pump (demand-controlled) The procedures for checking the fuel pressure, holding
KF Fuel filter (lifetime filter) pressure and delivery rate of the electric fuel pump are
DR Fuel-pressure regulator (approx. 82 psi/5.7 bar rel.) described in the PIWIS information system Group 2.
ND Low-pressure line (approx. 82 psi/5.7 bar) to the high-
pressure pump The safety instructions in the PIWIS information system
HDP To the quantity control valve on the fuel high-pressure Group 2 must be observed when working on the fuel
pump system.
SSP1 Sucking jet pump, right (1.0 mm), for filling the electric
fuel pump Notes:
SSP2 Sucking jet pump, left (0.42 mm, 82 psi/5.7 bar), fills the
pump chamber
SSP3 Sucking jet pump, left (0.42 mm, 82 psi/5.7 bar), fills the
pump chamber
ROV Roll-over valve (also used for tank venting and fuel level
limitation)
A Adapter in the tank to lower the ROV valve (only for 22.4
gal./85 l tank)
SH Auxiliary heater
GR Fuel level sensor, right
GL Fuel level sensor, left

Fuel Tank Ventilation When the engine is running, the fuel tank is vented by the
tank vent valve, which is controlled by the DME control
Tank Ventilation unit, to the intake system of the engine.
• On the turbo engine, a check valve closes the connec-

tion to the intake manifold when boost pressure is
present.
Leak Detection Pump (LDP)
The functional principle for tank leakage diagnosis (LDP) is

identical to that of the previous Cayenne vehicles. The
complete fuel tank system is checked for possible leaks
using the positive pressure method. This takes place only
when the engine is running. The LDP is an electro-
pneumatic diaphragm pump which is supplied with a
vacuum. Evaluation by means of a reed contact switch
Tank Ventilation ORVR (USA vehicles with tank leakage located on the diaphragm takes place after the pumping
diagnosis): phase.
AB Degassing tank Crankcase Ventilation

AKF ORVR Active carbon filter USA
LDP Leak detection pump Crankcase ventilation also takes place into the intake
system.
The fuel tank is aerated and vented exclusively via the
active carbon filter, which acts as an intermediate storage • On the naturally aspirated engine, this takes place on the
device for any HC emissions. Regeneration of the active left of the electronic throttle directly into the intake
carbon filter takes place via the tank vent valve when the manifold (and on the turbo engine if no boost pressure is
engine is running. present).
• On the turbo engine with boost pressure, ventilation
The active carbon filter is installed behind the wheel takes place to the intake side of the left turbocharger.
housing liner at the rear right. The tank vent valve is
located in the engine compartment (on the right next to The entry point directly on the intake manifold has an
the electronic throttle in V8 engines). electric heater to prevent freezing at corresponding
temperatures and to therefore avoid the risk of excess
pressure in the crankcase.
Notes:

Injection Strategies Engine Start With Single and Triple Injection
The piston recesses are important for the injection strate- The top part of the figure shows an engine start with
gies of single, dual or triple injection. They allow late single injection and the bottom part shows catalytic
injection of fuel in order to create an ignitable air/fuel converter heating with dual injection.
mixture around the spark plug for late ignition.
Engine Start
Different injection strategies are used for the engine start,

depending on the start temperature.
Triple Injection
Generally, triple injection is used in the start phase for

start temperatures with a coolant temperature of less than
140° F. (60° C.). Triple injection in the start phase offers a
very great potential for reduction of the fuel injection
quantity. The first two injection pulses occur early in the
compression stroke with a small interval between
injections, while the third injection pulse takes place at the
end of the compression strokes. Triple injection made it
possible to reduce the total injection quantity by up to 40
% in the temperature range from -22° F. (-30° C.) to 32° F.
(0° C.) and also to shorten the starting times compared OT Top dead center (TDC)
with the previous V8 DFI engines. The advantages of UT Bottom dead center (BDC)
multiple injection are achieved primarily due to the fact KS Crankshaft position
that the evaporation surface area is increased by dividing K Piston position
TI Injection
the injection quantity between several injection pulses,
Z Ignition
thereby allowing more fuel to evaporate in the same time. ET Intake stroke
This reduces the wall deposits of fuel for a cold start. VT Compression stroke
Single Injection Catalytic Converter Heating With Dual Injection
Starting takes place by means of single injection as from a After engine starting by high-pressure stratified-charge
coolant temperature of 140° F. (60° C.). With this so-called ignition, the engine management system switches to the
high-pressure stratified-charge injection, injection takes catalytic converter heating phase. In this operating state,
place very late and just before the end of the compression dual injection helps to bring the catalytic converter to the
stroke. Here, fuel is injected once into the specially temperature required for optimal conversion as quickly as
molded piston recess in a targeted manner. This creates possible by increasing the exhaust-gas temperature. For
stratification around the spark plug, which in turn produces this purpose, the first injection of fuel takes place during
an ignitable mixture. The piston recess ensures that the the intake stroke and the second injection occurs into the
injected fuel is channelled directly to the spark plug. This piston recess when the intake valves are closed, just
reduces both the amount of fuel required and the before the end of the compression stroke. The fuel-air
emissions compared with intake manifold injection. mixture is ignited very late, thereby increasing the exhaust-
gas temperature. This reduces the emissions during the
starting phase.

Engine At Operating Temperature (homogeneous Dual Injection (Upper chart)
operation)
Under conditions with high load (e.g. large valve lift), a dual
Single Injection at Idle Speed and Partial Load up to injection takes place up to an engine speed of 3,500 rpm.
3,500 rpm The quantity of fuel required for combustion is shared
between two successive injections. In the upper load
When the engine is at operating temperature, injection into range, both injections take place during the intake stroke
the cylinder takes place only during the intake stroke. In (synchronous intake injection) with open intake valves,
this so-called homogeneous operation, there is uniform thereby ensuring better homogenization (spatial
mixture formation for the entire cylinder charging process. distribution in the combustion chamber) in order to save
fuel and increase power output.
OT Top dead center (TDC)

UT Bottom dead center (BDC)
KS Crankshaft position
K Piston position
TI Injection
Z Ignition
At speeds close to idle speed and in the lower partial-load

range, the engine is operated with a single injection in the
intake stroke since this relatively short injection time
cannot be divided up.
OT Top dead center (TDC)
UT Bottom dead center (BDC)
Notes: KS Crankshaft position
K Piston position
TI Injection
Z Ignition
ET Intake stroke
VT Compression stroke
Single Injection, Full Load Above 3,500 rpm (Lower

chart)
At high load and with an engine speed of over 3,500 rpm,

injection takes place only once in the intake stroke, since
there is not enough time to divide up the injection time at
high engine speeds.

New Pressure Sensor on the Intake Manifold V8 DFI Modified Intake System for V8 Naturally Aspirated
(naturally aspirated and turbo engines) Engine
Similar to the Panamera engines, the new pressure sensor

on the intake manifold replaces the previous hot-film mass
air flow (MAF) sensor. In order to ensure that the correct
mixture composition is always present in the combustion The new intake manifold is provided with a mounting at the
chambers, the actual intake air mass is continuously rear for the new pressure sensor (2) for load detection.
measured using a pressure sensor for measuring the
mass air flow. As a result, the correct mixture is always Similar to the previous Cayenne GTS, the new Cayenne S
available in the combustion chambers, and any changes in is equipped with a throttle valve (electronic throttle) with a
the atmospheric pressure (due to changes in altitude) and diameter of 82 mm (1) (previous Cayenne S 76 mm).
outside temperature are compensated. This new pressure
sensor replaces the previously installed hot-film mass air Cayenne Turbo Intake System
flow measurement system and also contributes to
increased performance by dethrottling the intake section.
The pressure sensor detects the intake manifold pressure

(at the rear of the intake manifold). On the basis of this
information, the DME control unit determines the respec-
tive air mass and intake temperature from different maps.
Advantages of the pressure sensor:
• Power increase through dethrottling of the intake

section
• Higher precision for small air flows
• High resistance to soiling The new intake manifold of the Cayenne Turbo is also
• Lightweight design (the pressure sensor replaces 2 MAF provided with a mounting at the rear for the new pressure
sensors) sensor (2) for load detection.
Intake Air Temperature Sensor
The integrated temperature sensor measures the intake

air temperature on both naturally aspirated and turbo
engines.
Note!
The load signal of the pressure sensor and the intake air
temperature can be found under the DME actual values.

Cayenne Turbo Boost Pressure Control
1 Pressure sensor (boost pressure)

2 Electric valve for boost pressure control
3 Crankcase ventilation
4 Tank vent valve
The DME control unit regulates the boost pressure by acti-

vating the electric boost pressure control valve (2 -
installed on the left next to the electronic throttle). This
modulates a corresponding control pressure for activating
Boost pressure control takes place ahead of the throttle
the wastegate valves on the turbochargers. The boost
valve. The pressure sensor for detecting the boost
pressure is therefore regulated to the boost pressure set
pressure (1) is installed directly before the throttle valve.
point calculated in the DME control unit upstream of the
The intake air temperature is detected by the pressure
electronic throttle.
sensor for the engine load at the rear of the intake
manifold (like on the Cayenne S).
Crankcase Ventilation
The entry point directly on the intake manifold has an

electric heater to prevent freezing at corresponding
temperatures and to therefore avoid the risk of excess
pressure in the crankcase.
Notes:

Exhaust System/Emission Control Cayenne S Emission Control
The exhaust system not only ensures that pollutants are USA: ULEV
cleaned from combustion exhaust gases, it also has a EU: EURO 5 (with secondary-air injection)
significant effect on the acoustics of the vehicle. The main
function of the exhaust system is after-treatment of the As a result of combustion of the fuel-air mixture, small
exhaust gas. quantities of pollutants (nitrogen oxides (NOx), hydro-
carbons (HC), carbon monoxide (CO) and soot particles)
Cayenne S Exhaust System are produced in addition to CO2 and water vapor.
Twin-branch exhaust system with branch coupling connec- In order to ensure compliance with all the globally valid
tion. emission regulations, all Cayenne models have an exhaust
system that is specially adapted to the respective engine
unit. All exhaust systems are made of long-life stainless
steels.
To keep emissions low in the cold start phase in particular,

it is important that the catalytic converter reaches its
optimal operating temperature quickly. For this reason, the
exhaust manifolds of all V8 Cayenne models are designed
very short so that the high exhaust temperature can be
used to heat the catalytic converters. This allows the
highly-efficient primary and main catalytic converters to
heat up quickly and guarantee effective emission control.
The cylinder bank-specific LSU oxygen sensors ahead of

the catalytic converter and LSF oxygen sensors behind the
1 Exhaust manifold, bank 1/2
catalytic converter signal the exhaust gas composition to
2 Wideband oxygen sensor LSU 4.9 ahead of catalytic
converter, bank 1/2 the DME control unit. The DME control unit can then use
3 Primary catalytic converter (ceramic substrate), bank 1/2 this information for targeted intervention in bank-specific
4 Step oxygen sensor LSF 4.2 behind catalytic converter, bank mixture control. This ensures that the strictest emission
1/2 standards are met or even bettered.
5 2 main catalytic converters (metal substrate), bank 1/2
6 Branch coupling connection for torque optimization
Cayenne S Tailpipe

Cayenne Turbo Exhaust System Exhaust Manifold/Turbocharger/Catalytic Converter
There are a number of differences in the exhaust system The exhaust manifolds of the Cayenne Turbo are air-gap
of the V8 turbo engine compared with the exhaust system insulated. The water-cooled turbochargers with wastegate
of the V8 naturally aspirated engine. For example, the valve are flanged on.
pipes of the twin-branch exhaust system of the Cayenne
Turbo have larger cross-sections compared with the The cylinder bank-specific LSU oxygen sensors ahead of
exhaust system of the V8 naturally aspirated engine and the catalytic converter and LSF oxygen sensors behind the
there is also no branch coupling connection. The larger catalytic converter signal the exhaust gas composition to
cross-sections result in comparable exhaust gas speeds in the DME control unit. The DME control unit can then use
both exhaust systems. this information for targeted intervention in bank-specific
mixture control. This ensures that the strictest emission
standards are satisfied or exceeded.
1 Primary catalytic converter, bank 1/2 (ceramic substrate)

2 Main catalytic converters, bank 1/2 (metal substrate)
3 Muffler
4 Dual tailpipe cover, left/right
1 Air-gap insulated exhaust manifold, with flanged-on

turbocharger
2 Water-cooled turbocharger (boost pressure control with
wastegate valve)
3 Wideband oxygen sensor LSU 4.9 ahead of catalytic
converter
4 Primary catalytic converter (ceramic substrate)
5 Step oxygen sensor LSF 4.2 behind catalytic converter
6 Main catalytic converter (metal substrate)
Cayenne Turbo Tailpipe

Transmission
Subject Page
Cayenne/S/T MY 2003-2010 (E1)
Manual Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Tiptronic Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Operation of Off-Road Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Transfer Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Rear Final Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Front Final Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Cayenne/S/T MY 2011 (E2)
Manual Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
8-Speed Tiptronic Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Driveline Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Oil Supply/Auto Start Stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Tiptronic Transmission Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Hydraulic Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Porsche Traction Management (PTM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Rear Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Transmission – E1
Cayenne/S/T, MY 2003-10 (E1 – 1st & 2nd The following features distinguish this transmission:
Generations)
• Self-adjusting clutch
• Die-cast aluminum transmission case
General
• Three-shaft transmission
• Low shifting forces through cable gearshift
• Single/double/triple synchronization
• Porsche Drive-Off Assistant
Also as with the sports cars, the proven cable shift

mechanism is used on the Cayenne. The manual transmis-
sion is characterized by low shift effort with short throws.
This is the result of the triple-cone synchronizers in 1st,
2nd and 3rd gears, a dual-cone synchronizer in 4th gear
and a single-cone synchronizer in 5th and 6th gear.
Dual-mass Flywheel/Clutch
When first introduced, the Cayenne S and Cayenne Turbo
came equipped with the six speed Tiptronic transmission The working cycles and firing order of the engine cause
as standard equipment. As the first model year speed fluctuations resulting in irregularities which lead to
progressed, a six speed manual transmission became torsional vibrations along the entire drive train. These
standard equipment on the Cayenne and Cayenne S. torsional vibrations may cause all moveable, non-driven
parts with play to rattle, chatter or bounce (sliding gear-
These newly developed transmissions address wheels, parts of the synchronization system). This may
specific off-road requirements, in particular: result in annoying transmission noise, especially at low
engine speeds and high transmission oil temperatures. As
• The transfer case is bolted directly to the manual or
with previous Porsche vehicles, the Cayenne has a dual-
Tiptronic transmission.
mass flywheel (DMF) to prevent these noises.
• The electronic front-rear differential, which is standard on
Clutch
all models, distributes power variably to the front and
rear axles, in a basic ratio of 38% to 62%
To increase the service life of the clutch, the Cayenne is
• An integral reduction gear in the transfer case is
equipped with a self-adjusting system, whereby the clutch
standard on all models.
wear is compensated. Lining wear adversely affects the
• Power is transmitted from the transfer case over the
pedal properties and the pedal forces. Additionally, the use
front driveshaft to the front axle without a mechanical
of a self-adjusting system can greatly reduce the wear
differential lock.
volume of the clutch linings.
• An electronically controlled rear axle differential lock is
included in the optional “Advanced Off-Road Equipment
Package”.
Manual Transmission, G48.00/02/20/22
As standard equipment, the Cayenne and the Cayenne S

are equipped with a 6-speed manual gearbox. The manual
transmission for the Cayenne and Cayenne S only differ in
the clutch bell housing to adapt the gearbox to the
different engine flange.

Transmission – E1
Cross Section of Transmission
The 6-speed manual transmission G48.00/02/20/22 is an in-line transmission with fully synchronized gears. It has an input
shaft, a countershaft and an output shaft. All sliding gears have needle roller bearings and are positioned on the countershaft
and output shaft. The 5th gear is directly connected. Gear shifting takes place through radial and axial movement of a central
selector shaft with shift fingers, which engage in the respective selector forks.
1 - Sliding gear, 6th gear 2 - Fixed gear, 3rd gear 3 - Fixed gear, 4th gear
4 - Sliding gear, 2nd gear 5 - Sliding gear, 1st gear 6 - Central selector shaft
7 - Fixed gear, 4th gear 8 - Sliding gear, 2nd gear 9 - Sliding gear, 1st gear mesh
10 - Transmission housing 11 - Fixed gear 1/reverse gear 12 - Fixed gear, 2nd gear
13 - Sliding gear, 4th gear 14 - Sliding gear, 3rd gear 15 - Fixed gear, 6th gear
16 - Fixed gear, constant mesh 17 - Input shaft 18 - Input shaft gear, constant
19 - Sliding sleeve
Notes:

Transmission – E1
Transmission Case Operation of Off-Road Function
The transmission case is manufactured from die-cast

aluminum and consists of two pieces, the clutch bell
housing and the transmission rear section. The clutch bell
housing flange is shaped differently depending on the
engine type.
The toggle switch (A) located on the center console has a

multi-stage function. Tapping it forward makes the vehicle
one step more suitable for off-road operation each time.
Tapping it to the rear makes it one step more suitable for
road use. If the toggle switch (A) is moved from High
Range (on-road operation) once in the direction of the
1 - Clutch bell housing
arrow, it shifts into Low Range (off-road operation). All
2 - Transmission rear section
gears move into a low ratio of i = 2.69 and the display (B)
3 - Mount for gearshift module
on the toggle switch illuminates. Pushing it again in the
4 - Locating bearing
direction of the arrow causes the center differential to
5 - Countershaft seal
engage 100%. There is no speed differential between the
6 - Mounts for bearing bolts for the selector forks
front and rear axles. The displays (B and C) illuminate.
Pushing it further in the direction of the arrow causes the
Note! rear differential to engage 100%. There is no longer a
speed differential between the two rear wheels either. The
Do to changes in maintenance intervals between 1st and displays (B, C and D) illuminate.
second generation Cayenne vehicles always refer the
vehicle owner’s manual for fluid capacities and the mainte-
nance manual/sheets for exact maintenance intervals. Note!
Shifting from High Range into Low Range or from
Tiptronic Transmission, A48.00/20/50/52
Low Range into High Range must only be carried out
with the vehicle stationary, the brake applied and
The Tiptronic with six speeds was developed to handle the
the selector lever in position “N.”
high torque and power requirements.
Automatic six-speed transmission with Tiptronic

functions.
Number of speeds: 6 forward, 1 reverse

Total weight: approx. 220 lb (100 kg) with converter
and fluid

Transmission – E1
Transfer Case, Types - Z48.00/02/20/21/50/52
The transfer case is bolted directly to the manual and

Tiptronic transmissions. The purpose of this newly
developed transfer case as used in the Cayenne is the
permanent distribution of engine torque to the front and
rear axles. It allows the driver the choice between the
normal road final drive ratio (High Range) and a special
final drive ratio in Low (Low Range). Basic distribution of
engine torque over the transfer case differential is 38% to
the front wheels and 62% to the rear wheels.
1. Selecting low range.
Transfer Case Operation with Reduction Gear and
Differential Lock
2. Selecting low range, plus front-rear differential lock.
1 - Differential
2 - Planetary gear for Low Range
3. Selecting low range, plus front-rear differential lock, and 3 - Input shaft
rear axle differential lock. 4 - Shift fork
5 - Shift rod
Shift On The Fly 6 - Output shaft to the front axle
7 - Output flange to rear axle
In model year 2005, “Shift On The Fly” is available in all 8 - Electric motor (for differential and High/Low Range switching
Cayenne models equipped with the Tiptronic S transmis- 9 - Contoured disc
sion. 10 - Lever for differential lock
11 - Oil pump
This feature allows the transfer case gear selection to be 12 - Drive chain to front final drive via sprocket
activated or deactivated while the vehicle is moving. 13 - Outer disc pack carrier (link to front axle)
14 - Inner disc pack carrier (link to rear axle)
The limit speeds are as follows:
From high range to low range: below 9.5 mph (15 km/h)
From low range to high range: below 19 mph (30 km/h)

Transmission – E1
Rear Final Drives, Types - Function of the Third Actuation (Toggle Switch)
H48.00/02/20/21/22/50/52
By moving the toggle switch on the center console
The rear final drive comes standard without a mechanical forward three times, the differential lock is fully closed and
differential lock. The optional “Advanced Off-Road no speed difference between the rear wheels is possible.
Package” contains an electronically controlled rear axle “Rear Differential Lock On” is displayed briefly in the instru-
differential lock. The rear axle is attached to the rear axle ment cluster.
subframe via three rubber mounts
Front Final Drive, Types -
Rear Final Drive (with Advanced off-Road Package) V48.00/02/20/21/22/23/50/52
The Porsche Cayenne models come standard equipped

with a front final drive without a mechanical differential
lock. Potential spinning of one front wheel is prevented by
the automatic brake differential (ABD). The negative
effects of a mechanical differential lock, such as increased
weight, and limitations on steering and handling, can be
avoided.
The final drive is an aluminum die casting and is attached

via three rubber mounts to the front axle subframe on the
right side. Both the bevel gear and the differential gear are
carried in tapered roller bearings.
Comparable to the control logic of the front-rear differen-

tial lock in the transfer case, a suitable degree of locking
is set (in anticipation of the effects of the road and the
driver). If a speed differential is detected at the rear axle
through the wheel speed sensors, the electric motor (1) is
activated and the clutch disc pack (2) is compressed until
both rear wheels have attained the same speed again.
Torque can now be transmitted to the road.
Notes:

Transmission – E2
Cayenne/S/T, MY 2011 (E2) The indicator appears in the shape of a triangle on the
digital speedometer of the tachometer on the right of the
General digital speed display. It can be activated/deactivated when
required via the instrument cluster menu.
The new Cayenne models use a 6-speed manual transmis-
sion (standard for Cayenne) and an 8-speed Tiptronic S
(standard for Cayenne S, Cayenne Turbo, optional for
Cayenne). All Cayenne models are equipped with the new
Porsche Traction Management (PTM) all-wheel drive. On
the Cayenne, Cayenne S and Cayenne Turbo, the power is
transferred via an active all-wheel drive with electronically
and map-controlled multiple-disc clutch.
Numerous measures to reduce the weight along the rest

of the drivetrain were possible following the introduction of
the new PTM. The use of lightweight cardan shafts and
8-Speed Tiptronic S – A55.04/A48.04/54
lighter axle transmissions on the front and rear axles
together with the omission of the reduction gear reduced
The 8-speed Tiptronic S (optional for Cayenne, standard
the overall vehicle weight by approximately 86 lbs. (39
for all other Cayenne models) is a new transmission that
kg). The measures performed on the drivetrain made a
reliably transfers the high power output and torques of all
decisive contribution to reducing the overall weight of all
Cayenne models. Needless to say, the transmission
Cayenne models.
performs fast shift operations and ensures a high degree
of efficiency as well as outstanding shifting and driving
Transmission Allocation
comfort.
6-Speed Manual Transmission – G55.04

The new Tiptronic S is noted for the following
The new Cayenne is equipped as standard with a 6-speed
characteristics:
manual transmission that has been optimally adapted to
the high power output and individual characteristics of the • 2 additional gears as an overdrive
engine. An upshift indicator has been integrated in the • Auto Start Stop function
instrument cluster to further reduce fuel consumption. The • Thermal management
indicator prompts the driver to select the next-higher gear • Quicker response and shifting times
in order to improve fuel economy, depending on the
currently selected gear, engine speed and accelerator An increased gear spread was required for the new 8-
pedal position. The driver is only recommended to speed transmission to achieve a clearly noticeable
perform an upshift if the previously selected speed and reduction in fuel consumption compared to the previous
acceleration can be continued in the next-higher gear. model without the performance being affected.

Transmission – E2
1 Planetary gear set

2 Clutches
3 Planetary gear set
4 Brakes
5 Torque converter with lockup
clutch
6 Sensor wheel (the mechanical
pump is also located in this area)
7 Hydraulic control unit
The powerful high-torque engines on the Cayenne models Based on the design of the current proven version of the
provide the perfect platform for designing a new trans- 6-gear Tiptronic S, the addition of a shifting element in the
mission. It was therefore possible to fully utilize the 20 % transmission paved the way for the integration of two addi-
increase in the gear spread and design the additional tional gears. It was then possible to limit the space
gears in the form of so-called overdrive gears. requirements of the new transmission to those of its
predecessor - the installation length of the 8-gear
These two additional gears give the option of a wider transmission is identical to that of the 6-speed gear, for
transmission spread, which would offer the following example.
advantages:
The improved power-to-weight ratio of the transmission
• Low engine speeds in the high speed range to reduce
and the detailed optimisation of individual transmission
fuel consumption and lower noise levels
components have also contributed to the overall increase
• Good drive-off characteristics and sufficient reserves of
in efficiency. For example, considerably more powerful
power in first gear for excellent climbing and pulling
vibration dampers on the torque-converter lockup clutch
power
allow the engine to operate at lower speeds with the
• Optimized shifting programs for speed ranges that are
torque-converter lockup closed in order to increase fuel
ideal for the required engine torque
economy and guarantee a high degree of driving comfort.
A larger overall spread compared to the 6-speed transmis-

sion ensures that the engine runs within the best operating
range at all times. The engine speed is reduced by 20 % in
seventh and eighth gear, which makes a decisive contribu-
tion to reducing the fuel consumption during long trips.
The new 8-gear Tiptronic S always starts the drive-off
process in first gear to achieve the best starting perfor-
mance. Top speed is reached in 6th gear.

Transmission – E2
Overview of the Cayenne Driveline
1 Rear-axle differential
2 Transfer gear
3 Main transmission, here the Tiptronic S
4 Torque converter
5 Front-axle final drive
6 Front cardan shaft
7 Rear cardan shaft
Notes:

Transmission – E2
Oil Supply/Auto Start Stop Engine Running
The Auto Start Stop function makes a significant contribu-

tion to increasing fuel economy in an urban driving environ-
ment. When the Auto Start Stop function was developed
for an automatic transmission, the main challenge was
guaranteeing prompt driving readiness of the vehicle after
the engine was restarted. In order to avoid delays after a
stop phase, sufficient oil pressure must be available within
a very short time to ensure non-slip power transmission.
On automatic transmissions without an Auto Start Stop

function, oil pressure is generated by a mechanically A In operation
operated transmission-oil pump that can only achieve the B Not in operation
oil pressure and volume flow the vehicle requires to drive 1 Oil intake strainer
off when the speed of the engine increases. An electrically 2 Oil pan
powered auxiliary oil pump continues to supply the 3 Oil pump powered by combustion engine
required quantity of oil to the shifting elements even after 4 Slide-valve case
the engine has stopped. Only then was it possible to 5 Shut-off valve
minimize the response time of the transmission to such an 6 Oil pump powered by electric motor
extent that the driver and passengers would not be able to 7 Electric motor
tell whether the vehicle was driving off after an Auto Start 8 Control unit for electric oil pump
Stop phase or whether the engine had already been
running. In order to minimize the length of the pressure The oil pump (3) in the transmission generates oil pressure
lines, the transmission-oil pump was installed directly via the combustion engine. Only the oil pump powered by
beside the mechanical transmission-oil pump under the the combustion engine is active.
transmission.
Engine Off
1 Converter bell housing A In operation

2 Auxiliary oil pump B Not in operation
1 Oil intake strainer
The auxiliary oil pump comprises an internal gear pump 2 Oil pan
3 Oil pump powered by combustion engine
and an electric motor that powers the hydraulic pump. The
4 Slide-valve case
electric motor is a brushless DC motor with a stator and a 5 Shut-off valve
rotor that is activated by the Tiptronic control unit when- 6 Oil pump powered by electric motor
ever the Start Stop function switches off the combustion 7 Electric motor
engine. 8 Control unit for electric oil pump

Transmission – E2
If the vehicle stops and the Start Stop system switches off The oil pump control also takes into account the engine
the combustion engine, the oil pump (3) in the trans- speed.
mission also switches off. The electric control unit (8) then
• If the Start Stop function switches off the engine
activates the electric motor (7), which in turn powers the
automatically and the engine speed falls below a
auxiliary oil pump (6). The oil pressure generated forces
defined value, the electric pump switches on.
open the shut-off valve (5) and pressurized oil then flows
• If the Start Stop function starts the engine automatically
into the slide-valve case (4).
and the engine speed exceeds a defined value, the
pump switches off.
Automatic Engine Restart
The transmission control module and the diagnosis feature
The electric oil pump control (8) monitors the oil pressure
monitor the functional reliability of the system.
and activates or deactivates the electric motor accord-
ingly.
Control Unit for the Electric Oil Pump
If the Start Stop system switches off the engine, the trans-
mission control module activates the electric oil pump to
ensure that sufficient oil pressure is maintained to enable
the vehicle to move off smoothly.
1 Engine control module

2 CAN communication
3 Transmission control module
4 Status signal from electric oil pump (actual operating signal)
5 Status signal from electric oil pump (specified operating
A In operation signal)
B Not in operation 7 Electric motor
1 Oil intake strainer 8 Control unit for electric oil pump
2 Oil pan
3 Oil pump powered by combustion engine Thermal Management
4 Slide-valve case
5 Shut-off valve A thermal management system is used to ensure the
6 Oil pump powered by electric motor
engine reaches the optimum operating temperature as
7 Electric motor
8 Control unit for electric oil pump quickly as possible after a cold start and to minimize
C<D The oil pressure at pump side (3) is lower than at pump friction inside the transmission. The transmission cooling
side (6) immediately after the engine starts circuit is therefore connected to the engine cooling system
C=D After the oil pressure increases at pump side (3), the oil via a heat exchanger. Specific heat exchange between the
pressure eventually balances out engine and transmission in line with requirements makes a
C>D Electric oil pump switches off
contribution to increasing the fuel economy of the
Cayenne models. After a cold engine start, for example,
The oil pressurized by the electric oil pump (6) and oil
the rapidly heated engine coolant warms up the transmis-
pump (3) reaches the required pressure almost immed-
sion cooling system to reduce frictional resistance inside
iately after an automatic restart. The oil pressure in pump
the transmission as quickly as possible. When the temper-
(6) is higher initially, but after a short time the situation is
atures begin to increase, the heat exchanger is then used
reversed and the pressure in pump (3) is higher. The shut-
for cooling purposes. If the cooling effect of the single
off valve (5) closes when the system reaches this state.
heat exchanger is not sufficient, the system reverts to the
The electric pump switches off.
more powerful air heat exchanger installed in the body
front section.

Transmission – E2
Operation high-quality light alloy shifting elements are positioned
behind the 3 and 9 o’clock spokes on the steering wheel.
The paddles are pulled towards the driver to shift gear -
the paddle on the right shifts up a gear and the paddle on
the left shifts down a gear. If the sliding switches or shift
paddles are pressed in or pulled and remain in their
respective position, the gears shift up or down in
sequence until the highest or lowest possible gear is
reached. The gears can also be selected using the
selector lever in the manual gate.
Gearshift Strategies
Extremely rapid gear changes that are virtually imperceiv-

able to the driver and provide almost constant traction
ensure increased agility and maximum driving pleasure.
The new 8-speed Tiptronic S is operated primarily using the Redesigned shifting hydraulics (direct activation) and an
selector lever in the center console or the 2 shift buttons on optimized clutch insert achieve faster shifting times. Intelli-
the steering wheel. The elevated center console and the gent shift programs allow the driver to directly influence
driver’s seat position ensure that there is only a short the shift behaviour of the Tiptronic transmission by
distance between the steering wheel and selector lever, operating the accelerator and brake pedals accordingly.
creating a sporty driving feeling. In manual mode, the gear
recommendation in the instrument cluster helps to ensure
optimal fuel economy.
A Normal mode B Sport mode

1 Economical 2 Sporty
3 Very sporty
As before, adaptive adjustment of the shift characteristics

to the driving style also occurs in Sport and Normal mode.
The shifting characteristic curves of the Tiptronic S
change to the sporty map more quickly than in Normal
The selected driving mode and gear appear on the digital mode to activate an extremely sporty driving style immedi-
display of the tachometer. The shift buttons on the ately after the Sport button is pressed. Gears 7 and 8 are
steering wheel are mounted in an ergonomic position to no longer activated depending on the driving style and
guarantee fast and reliable gearshifts. When one of the speed, and braking downshifts are performed with
two sliding buttons is pressed forwards, the Tiptronic S minimum delay so that the vehicle can then accelerate
shifts up a gear, and when a button is pressed towards the more readily. In Normal mode, Tiptronic S ensures a
driver from the back of the steering wheel, the Tiptronic S particularly economical driving style and reduces fuel
shifts down a gear. An optional 3-spoke sports steering consumption. The savings result from earlier upshifting
wheel is available for all Cayenne models equipped with and later downshifting.
the new 8-speed Tiptronic S with shift paddles. The two

Transmission – E2
Driving With Selector Lever in Position “D”, Normal words, the Tiptronic transmission switches to the manual
Mode program when the corresponding button is pressed. “M”
additionally appears in the instrument cluster and the
The shifting points change to a lower or higher speed requested gear change is performed. At the same time,
range depending on the driving style (economical to an 8-second timer is started in the control unit. If the
sporty) and the road resistance. Accelerator pedal upshift or down-shift button is pressed again within this 8
movement, vehicle speed, longitudinal and lateral acceler- seconds, the timer is restarted.
ation and route profile all influence the shifting characteris-
tics. The Tiptronic transmission automatically switches back to
automatic mode (“M” disappears from the instrument
Driving With Selector Lever in Position “D”, Sport cluster) if:
Mode
• the timer runs out, no cornering is performed and the
vehicle is not in decelera-tion state
The transmission switches to a sporty shift map. A sporty
• the selector lever is moved from “D” to “M” and back to
driving style is detected more quickly and the shifting
“D”
rpms adapt to the vehicle performance. Braking
• multiple downshifts are also possible using the
downshifts are initiated earlier. The gears shift down with
kickdown function
minimum delay, even at higher speeds.
Automatic upshifts and downshifts at the engine speed
Driving With Selector Lever in Position “D”, Off-Road
limits remain active. The braking downshift function is also
Mode
active.
The Tiptronic S has an off-road setup specially designed

Prevention of Downshifts in Deceleration State, e.g.
for off-road driving. If Off-road mode 1 is activated using
When Approaching a Bend
the central off-road rocker switch on the center console,
the Tiptronic S switches to a shift program adapted to the
If the driver decelerates, i.e. releases the accelerator
requirements of off-road driving. The program focuses
pedal quickly when approaching a bend, the currently
primarily on traction and precise control of the vehicle
engaged gear is retained. If the driver then applies the
power. Shifting up late and shifting down early reduces the
brakes as well, downshifts adapted to the vehicle speed
shifting frequency because the rpms available for each
are performed so that engine braking torque is available
gear are utilized over a wider range. In order to guarantee
when approaching a bend and the vehicle can be acceler-
maximum control of the vehicle, automatic upshifts and
ated out of the bend in the optimum gear. If the acceler-
downshifts are not performed in the manual gate, even
ator pedal is now moved towards throttle valve “open”
with kickdowns. The torque converter lockup clutch also
again, gear changes are performed once again according
closes earlier compared to Normal and Sport mode in
to the driver’s requests.
order to control the power transmission with greater
precision at lower speeds and over difficult sections of
This function responds differently, depending on which
terrain.
mode was selected. If “Normal” mode is selected, the
function is only activated for a high negative accelerator
Manual Momentary Intervention With Selector Lever
pedal gradient. In “Sport” mode, the function is activated
in Position “D”
for a small negative accelerator pedal gradient.
To enable manual downshifts even in the automatic gear-

selection gate, e.g.:
• when approaching a bend

• when entering small towns
• when driving downhill
the upshift and downshift buttons on the steering wheel

are active in the automatic gear-selection gate. In other

Transmission – E2
Downshifting During Braking Active Switching to a Sporty Map
A downshift is initiated immediately if the driver switches For increased spontaneity, the system switches to a
quickly (within approx. 1 second) from accelerating to sporty and dynamic shift map for a limited time when the
braking. However, the sportiness characteristic and the driver uses fast, positive accelerator pedal movements.
selected mode dictate how early a downshift is initiated. The previous map is then activated again afterwards. This
function is intended, for example, for situations in which a
Gear Retention in Bends driver is travelling at an extremely comfortable speed on a
country road, but then decides to overtake and wants the
vehicle to drive dynamically for a short time.
Driving With Selector Lever in Position “M”
The current gear remains engaged if the selector lever is

moved from “D” to “M”. If the lever is moved from “M” to
“D”, the most suitable map for the current driving situation
is selected and the corresponding gear engaged. The
selector lever and the two shifting buttons in the upper
steering wheel spoke allow comfortable, safe shifting of
the eight forward gears. 1st or 2nd gear can be selected
to move off.
In the “M” position, the gears do not shift up automatically
at the rev limit in Normal or Sport mode. Upshift suppres-
sion can be overridden by actuating a kickdown.
The multiple sensor located below the center console
detects lateral acceleration and the relevant gear is then Driving With Selector Lever in Position “M” in Off-
retained depending on the lateral acceleration, map and Road Mode
engaged gear.
The kickdown function is not active in off-road mode. If the
upper rpm limit is reached during an overtaking maneuver,
for example, an upshift can only be initiated using the
selector lever or the buttons on the steering wheel.
Notes:

Transmission – E2
Warm-Up Map Hydraulic Control
The Tiptronic S uses a special warm-up map at low engine The main oil pump powered by the torque converter
temperatures to allow the catalytic converter to warm up generates oil pressure during vehicle operation with the
quickly to operating temperature. The upshift points are combustion engine.
set to higher rpm speeds. The transmission selects first
gear before the vehicle moves off.
Dune Program
Pressing the PSM OFF button activates this program. Char-

acteristic lines with higher shifting points allow the vehicle
to drive in soft sand with higher engine speeds and wheel
slip.
Emergency Operation of the Selector Lever
The shiftlock magnet can be manually released if the

selector lever cannot be moved for some reason, for
example if the power supply is interrupted. This is done
by:
1 Powered oil pump gear
• removing the front ashtray insert (1.)
2 Driving oil pump gear
• Insert a screwdriver into the emergency release opening
3 Intake duct
(2.) (yellow plastic part) and push against the spring 4 Pressure channel
resistance. At the same time, push through the release
knob on the selector lever and pull back the selector The oil pump consists of an outer rotor with internal gear
lever. teeth and an inner rotor with external gear teeth and works
according to the principle of a rotor pump. The outer rotor
circles around the gear teeth on the inner rotor and
rotates in the pump housing as a result.
The inner rotor has one gear tooth less than the outer
rotor so that during a rotation, fluid passes from one tooth
gap to the next on the outer rotor. During the rotary
movement, the gaps at the intake side increase in size
while the gaps at the pres-sure side decrease in size
accordingly. This design allows the pump to generate high
pressures at a high flow rate.
The oil pump lubricates and supplies pressure oil for the
complete transmission. The main oil pressure inside the
slide-valve gearbox is regulated to the pressure required at
the specific moment and the corresponding switching
elements are activated, depending on which gear is
engaged.

Transmission – E2
Overview of Activated Switching Elements
The table contains an overview of switching elements

activated in different gears and selector lever. Special
functions which require solenoid valve 2, for example, are
not listed.
• Active
PV Pressure valve
SV Solenoid valve
FW Free wheel
Electrical Components in the Transmission
1 Oil temperature sensor

2 System pressure control valve
3 Control valve for clutch C1
6 Control valve for brake B1
8 Control valve for torque
converter lockup clutch
9 Solenoid valve 2
10 Solenoid valve 1

Transmission – E2
Transmission Connector Multi-Functional Switch
The multi-functional switch (MFS) has the task of notifying

the transmission control module or the transmission of the
position of the gear selector.
A 14-pin and an 8-pin connector attached to the wiring

harness are connected to the transmission.
The engine can only be started with the selector lever in

position “P” or “N”.
MFS Coding and Connector Assignment
Connector Assignment, 14-pin

1 Power supply for control valve C1
2 Ground for control valve C1
7 Power supply for control valve C4 A Starter electric circuit
8 Ground for control valve C4 B Back-up light electric circuit
9 Power supply for control valve B1 C Coding
10 Ground for control valve B1
11 Power supply for control valve SP
12 Ground for control valve SP (system pressure)
13 Power supply for oil temperature sensor
14 Ground for oil temperature sensor
Connector Assignment, 8-pin

1 Input rpm sensor power supply
2 Input rpm sensor ground
3 Output rpm sensor power supply
4 Output rpm sensor ground
5 Power supply for torque converter lockup clutch control valve
6 Ground for torque converter lockup clutch control valve
7 Solenoid valve 1
8 Solenoid valve 2

Transmission – E2
Input and Output RPM Sensor Porsche Traction Management (PTM)
The input rpm sensor for the transmission is mounted on General

the oil pump and the output rpm sensor is mounted on the
transmission housing. All Cayenne models are equipped with Porsche Traction
Management (PTM) for superior driving stability, out-
standing traction and handling typical of a sports car. The
new development of the PTM focused on optimizing the
on-road performance of all Cayenne models as well as
maintaining the required off-road characteristics inherent
to the design. This resulted in the production of a PTM
system that was adapted specially to the new Cayenne
The input rpm sensor for the transmission measures the models. The low weight of the extremely compact all-
engine speed directly at the transmission input shaft. The wheel systems makes an important contribution to
output rpm sensor uses the ring gear on the rear reducing the fuel consumption of the vehicle. Moreover,
planetary gear set. These signals are sent to the transmis- the system is equipped with an Automatic Brake Differen-
sion control module. Upshifts and downshifts are tial (ABD) for improving traction, Anti-Slip Regulation (ASR)
performed, the lockup clutch is activated and the engine for enhancing vehicle stability and Porsche Hill Control
torque is influenced according to these signals. (PHC) for the controlled descent of steep inclines.
Transmission Control Module Active PTM
The transmission control module on Cayenne vehicles is

located under the right-hand seat in the area of the
backrest. The control unit for the rear axle longitudinal
interlock is also installed in the direct vicinity.
Oil Filling
The transmission is filled with between 11.5 and 13.5

liters of ATF, depending on the respective transmission
type. The interval for changing the fluid and filter is
160,000 miles (240,000 km).
Notes:
The active all-wheel-drive system (Porsche Traction

Management or PTM) is standard in the Cayenne,
Cayenne S and Cayenne Turbo and was designed to
influence longitudinal and lateral dynamics. The system
provides increased driving stability, traction and more
agile handling, depending on the driving situation.

Transmission – E2
PTM comprises the following systems: PTM Function
• Active all-wheel drive with electronically and map-

The control unit (4) calculates a standard torque split using
controlled multiple-disc clutch
different pieces of input information. Depending on the
• Automatic Brake Differential (ABD)
nature of this information, the servo motor is activated and
• Anti-slip regulation (ASR)
a worm drive (3) then turns the ball ramp (2), which
pushes against the multiple-disc clutch (8).
The PTM on the Cayenne, Cayenne S and Cayenne Turbo
is designed as an active all-wheel drive (hang-on all-wheel
drive). The system is characterised by a compact overall
design.
The multiple-disc clutch installed in the PTM transfer case

is controlled by an electric motor and regulates the distrib-
ution of drive power between the full-time drive rear axle
and the front axle in a way that is fully variable without a
fixed basic distribution. The vehicle permanently monitors
the driving state and can thus react to different driving
situations and driver requests (e.g. accelerator pedal’s
position, steering wheel angle or PSM switch positions,
Sport button, etc.). This allows the installation of additional
software that is designed for the driving dynamics of the
hang-on all-wheel drive and enables the vehicle to react to
certain situations and even prevent undesired slip on an 1 Input shaft
axle before it occurs. 2 Ball ramp
3 Worm drive
However, the software can only be installed if a hang-on 4 Control unit
all-wheel system is integrated in the other chassis 5 Output shaft to front axle
6 Drive chain
systems. Sensors continuously monitor various para-
7 Thrust ring
meters, including the speeds of all four wheels, axial and 8 Multiple-disc clutch
lateral acceleration of the vehicle and the steering angle. If 9 Output shaft to rear axle
the rear wheel spins during acceleration, for example, 10 Bleeder
additional drive power (if necessary up to 100% more) is 11 Support ring
distributed forward through greater intervention of the
multiple-disc clutch. The all-wheel drive is therefore fully The torque generated is transferred to the output shaft (5)
variable. via a chain (6) and passed on to the front axle. One
obvious advantage of the PTM system is that if wheel slip
The distribution of the drive torque across the front and is anticipated (e.g. after accelerating sharply), the vehicle
rear axles depends on a number of factors such as speed, can react before the wheel actually slips. The transmission
acceleration, the selection of Normal or Sport as well as ratio of the two sprockets is 1.12.
the selected PSM mode, etc. In order to achieve good
traction when driving off or accelerating, the front axle
torques tend to be higher in these situations than when the
vehicle travels constantly in a straight line. The vehicle
reacts to a con-sistent driving style by reducing the drive
torque on the front axis to minimize fric-tion losses, for
example.

Transmission – E2
Lubrication Maintenance Calculator
The all-wheel control unit is equipped with an

internal maintenance calculator. Calculations are
made using wear integrators:
• Chain load
• Multiple-disc clutch load
• Distance since last oil change
• Counter indicating how frequently the clutch was closed
almost 100%
If the calculated value exceeds the diagnostic threshold of

145 kWh a corresponding entry is made in the fault
memory.
This value must be read out during maintenance using the

PIWIS Tester and the oil changed if necessary. The
process is menu-guided in the PIWIS Tester.
Even though the PTM can generate extremely powerful
forces and temperatures and some components require
Operation
good lubrication and efficient cooling, the PTM can
operate without requiring an additional pump.
The drive chain (6) turns when the front wheels turn. At the
same time, oil is drawn from the sump and supplied to the
chain enclosure (arrow). Oil guide devices integrated in the
chain enclosure channel the oil into the multiple-disc clutch
and create a flow of oil from the inside outwards.
Lubrication of the clutch without an additional oil pump

helps minimize losses in efficiency and reduce fuel
consumption.
Temperature Measurement/Component Protection
A calculation model is used to calculate the temperature

and the load on the multiple-disc clutch due to the variable
nature of the input information. The advantage of this
method over the measurement of temperatures with a
sensor is that response times are considerably quicker.
Different driving programs can be selected using the
In the event of overloading, immediate measures can rocker switch on the center console. Whenever the rocker
therefore be implemented to protect the components. The switch is pushed forward, the vehicle becomes one step
process involves three different stages. In stage 1, the more suitable for off-road driving and whenever it is pulled
PSM is automatically activated if it was deactivated previ- back, the vehicle becomes one step more suitable for on-
ously. In stage 2, the engine torque is reduced by road driving.
modifying the timing angles. If this does not achieve the
required effect, the multi-disc clutch is opened completely
in stage 3.

Transmission – E2
The different settings are as follows depending on Off-Road Mode 1
the equipment:
In Off-road mode 1 (display B), for example, all relevant
A Road driving program
systems such as the all-wheel control system are switched
B Off-road driving program
to a traction-orientated off-road program. Porsche Hill
C Center differential lock is enabled 100 %
Control is also activated (on gradients of at least 12
D Rear differential lock is enabled 100 %
percent) and High Level I is also selected on vehicles with
air suspension including PASM. The rocker switch for the
air suspension also permits selection of High Level II in
order to increase the approach/departure angle and
fording depth.
Off-Road Mode 2
If the off-road rocker switch is pressed further forward,

Off-road mode 2 (display C) is activated for the Cayenne,
Cayenne S and Cayenne Turbo -- in this case the mul-tiple-
disc clutch is closed 100 % for better traction on difficult
terrain.
Light-emitting diodes next to the rocker switch indicate the Off-Road Mode 3
preset driving program.
If the conditions require, it is possible to activate Off-road
In addition, when the selected driving program is acti- mode 3 (display D) with 100 % locking of the rear axle
vated, a corresponding indicator appears on the differential by pressing the off-road rocker switch once
instrument cluster for a few seconds. more.
It is only possible to change from the on-road to the off-

road program at speeds below 19 mph (30 km/h).
Changing from the off-road to the on-road program is
possible at any time.
Notes:

Transmission – E2
Rear Axle
An electronically controlled mechanical rear differential lock can be installed as an option. A suitable locking torque can be
preset in advance depending on the driving style.
In addition, if the wheel speed sensors detect a difference in speed between the rear wheels, the electric motor is activated
accordingly and the disc pack is pressed together until both rear wheels reach the same speed again. The torque can be
transferred reliably to the road as a result.
The rear-axle differential lock can be locked completely using the rocker switch in the center console to prevent the rear
wheels from rotating at different speeds.

Running Gear
Subject Page
Cayenne/S/T MY 2011 (E2)
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Front Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Rear Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Tire Pressure Monitoring System 2.5 (TPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Electric Parking Brake (EPB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Porsche Torque Vectoring Plus (PTV Plus) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Front Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Checking Power Steering Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Adjustable Steering Column . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Rear Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Porsche Active Suspension Management (PASM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Porsche Dynamic Chassis Control (PDCC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Hydraulically Decoupling Stabilizers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Tire Sealant System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Tire Pressure Monitoring System (TPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
N-Specification Tire Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Brake Booster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Front Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Rear Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Porsche Stability Management (PSM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Running Gear – E2
Cayenne/S/T – New For MY 2011 (E2) Driving Dynamics
General
For the new Cayenne models, the main development goals

in the areas of driving dynamics and performance were as
follows:
• Increased driving pleasure and agility

• Improved comfort and day-to-day usability
• Improved driving dynamics
In order to achieve these goals, all chassis variants and

The all-wheel drive Porsche Traction Management (PTM)
the chassis control systems were enhanced. In addition to
was also enhanced to further increase driving dynamics.
design modifications on the front and rear axles, new
In addition, two new options are available in the form of
materials are also used for consistent lightweight
Porsche Active Suspension Management (PASM) for the
construction. The measures include the following:
steel spring suspension and Porsche Torque Vectoring
Plus (PTV Plus). The wheelbase was also lengthened by 40
Weight reduction through lightweight construction:
mm to 2,895 mm.
• Wheel carriers, pivot bearings, front wishbones made of
aluminum Chassis Variants
• Pedal bearing block and torque support made of plastic
• Consistent lightweight construction of rear wishbones,
transmission support, tie rods and drive shafts as well
as optimized steel springs (High Performance
Thermotec Process)
Weight reduction by design measures:
• Closed air-spring system

• Electric parking brake
• Omission of mounting saddle on the front axle
The weight reduction of approx. 139 lbs (63 kg) does not
just lead to enhanced driving dynamics with low fuel
consumption, but also makes a decisive contribution to
improved comfort by reducing the unsprung masses.
Notes:
Steel Spring Suspension
The new Cayenne and Cayenne S are equipped with a

steel spring suspension as standard. The spring rates vary
for the Cayenne and Cayenne S with manual or Tiptronic
transmissions according to the different engine and trans-
mission variants.

Running Gear – E2
Steel Spring Suspension With PASM Front Axle With Air Suspension
For the first time, a steel spring suspension with Porsche • Double-wishbone front axle with subframe
Active Suspension Manage-ment (PASM) is optionally • Lower wheel carrier and upper wishbone made of
available for the Cayenne and Cayenne S. As a result, the aluminum
steel spring suspension is even better equipped to meet • Integrated spring/damper unit screwed directly onto
the demands for driving comfort and sporty driving body (omission of mounting saddle)
dynamics. • Supporting mount with optimized damping characteris-
tics on the front axle (Cellasto inserts)
Air Suspension With Levelling System and Ride- • Hydraulic mount on the lower rear wishbones
Height Adjustment incl. PASM • Steering gear with variable steering ratio and regulated
power-steering pump (Servotronic option)
The new Cayenne Turbo features an adaptive air • Tube-type anti-roll bar
suspension including PASM as standard. The new air • PDCC optional
suspension is designed as a closed system, where the air
is stored temporarily in a pressure accumulator when the
height level is changed. The air suspension is optionally
available for the Cayenne and Cayenne S.
Porsche Dynamic Chassis Control (PDCC)
The active chassis control system PDCC is optionally

available for the Cayenne, Cayenne S and Cayenne Turbo
in combination with the air suspension.
Front Axle With Steel Spring Suspension Wheel Bearing Housing
• Double-wishbone front axle with subframe

• Lower wheel carrier and upper wishbone made of
aluminum
• Integrated spring/damper unit screwed directly onto
body (omission of mounting saddle)
• Supporting mount with optimized damping characteris-
tics on the front axle (Cellasto inserts)
• Hydraulic mount on the lower rear wishbones (caster
eccentric)
• Steering gear with variable steering ratio and regulated
power-steering pump (Servotronic option)
• Tube-type anti-roll bar
• PASM optional
The wheel bearing housing (1) is made of alumimum and
accommodates the screw-in angular-contact ball bearing
(3) and the speed sensor (2). The wheel flange (4) is still
pressed into the wheel bearing.

Running Gear – E2
Steering Function
Like all Porsche models, the Cayenne models are

equipped as standard with a rack-and-pinion steering gear
with hydraulic assistance and variable steering ratio. The
steering ratio is still variable, but has been designed to
be even sportier, i.e. the ratio (i) in the center position is
15.9:1 and becomes more direct as the steering angle
increases (up to i = 12.5:1). It is now more direct around
the center position in particular. The turning circle is
approx. 39.04 ft. (11.9 m).
Regulated Steering Hydraulics
High delivery rate
The Cayenne models are equipped with a regulated power-

steering pump with variable geometric delivery rate. The
demand-controlled delivery rate reduces energy consump-
Low delivery rate
tion and thus lowers fuel consumption.
The pump delivers a constant volume flow to the hydraulic

Note! power steering when the engine is idling. When the engine
speed increases, this causes the internally rising pump
Markings are provided on the housing to permit identificati- pressure to open the control valve (11), apply pressure
on of the central steering position. on the cam ring (5) and reduce eccentricity with respect
to the rotor (3). As a result, the pump chambers become
smaller and only produce a reduced delivery rate. This
restricted pump function prevents overproduction of
pressure oil and significantly less energy is required at
higher pump speeds due to reduced power consumption.
This makes it possible to simplify cooling measures in the
steering system. As the engine speed decreases, the

Running Gear – E2
pressure differential that exists between the left and right Rear Axle With Steel Spring Suspension
chambers increases the eccentricity between the rotor (3)
and the cam ring (5). As a result, the geometric delivery • Multi-link rear axle with chassis subframe
rate increases continuously again. • Wheel-bearing housing made of aluminum
• Integrated steel spring/damper unit screwed directly
Servotronic onto the body
• Porsche Active Suspension Management (PASM),
Servotronic, a speed-sensitive power steering system, is optional
optionally available for all Cayenne models. The steering • Hydraulically damped chassis subframe bearing
is firm at high speeds and steering maneuvers are • Tube-type anti-roll bar
extremely precise with excellent steering comfort. At low • Hollow-bored drive shafts
speeds, on the other hand, Servotronic permits easy
maneuvering and parking.
Structure
The front-end electronics control unit (VWE) receives infor- Rear Axle With Air Suspension
mation about the vehicle speed and vehicle variant via the
gateway. The Servotronic valve is controlled by a cor- • Multi-link rear axle with chassis subframe
responding PWM signal from the front-end electronics. • Integrated spring/damper unit screwed directly onto the
body
Rear Axle • Wheel-bearing housing made of aluminum
• Porsche Active Suspension Management as standard
The rear axle was enhanced wherever possible with the • Hydraulically damped chassis subframe bearing
goal of lightweight construction in order to reduce the • Tube-type anti-roll bar
axle weight. In addition to changes in the design concept, • Hollow-bored drive shafts
such as direct connection of the spring struts to the body, • PDCC optional
this also involved using aluminum components.
Notes:

Running Gear – E2
Tire Pressure Monitoring Generation 2.5
Information!
Timely detection of a gradual loss of pressure not only
increases driving safety, but can also prevent uneven tire The new TPM system is similar to the Panamera system.
wear and high fuel consumption due to inadequate Please refer to the MY 2011 Cayenne and MY 2010
tire pressure. The correct tire pressure additionally Panamera Technical Introduction books for complete
supports safe driving and high driving dynamics. information.
With the tire Pressure Monitoring system (TPM Generation Brake Light Sensor
2.5) provided as standard equipment on all Cayenne
models, the tire pressure of the running tire is monitored The brake light sensor location is shown below (1).
permanently and separately for all four wheels.
Compared with the TPM Generation 2.2, which was

installed in the Cayenne as from model year 2008, the
antenna is now integrated in the control unit in the new
TPM Generation 2.5. The functions have not changed.
TPM 2.5 Design
The system comprises the following components 1
1 TPM control unit with integrated antenna

2 Trigger transmitters
3 Wheel electronics
Notes:

Running Gear – E2
Electric Parking Brake (EPB) Display
Function light comes on in the instrument cluster and on

the operating control
Emergency Operation
If there is not at least one valid wheel signal available on

each axle, the electric parking brake can be applied and
the vehicle reliably held under the following con-ditions:
• Ignition off
• Operating control pressed for longer than 10 seconds
Releasing When the Vehicle is Stationary
All new Cayenne models feature an electrically operated

Conditions:
parking brake, which can be controlled conveniently by
means of a button at the left of the steering wheel. The • Ignition on
electric parking brake can be activated manually using this • Brake pedal actuated
button and deactivated when the footbrake is pressed. It is • Pull operating control
also released automatically following manual activation
when the driver’s intention to drive off is detected via the Display:
accele-rator pedal. The electric parking brake therefore Function light goes out (on instrument cluster and
increases comfort and safety when the vehicle is parked. operating control)
Functions Automatic electric parking brake release when

driver’s intention to drive off is detected on the flat
Activating When the Vehicle is Stationary (gradient of less than 5°)
Conditions: Conditions:
• Vehicle speed less than 1.4 mph (2.2 km/h) • Engine running
• At least one valid wheel signal per axle • Gear selected (PDK = selector lever in D or R, manual
• Press operating control transmission = clutch pressed)
• Accelerator pedal pressed
• Driver's seat belt fastened
• Driver's door closed

Running Gear – E2
Automatic electric parking brake release when Emergency braking - vehicle deceleration of 0.8 g
driver’s intention to drive off is detected on a
gradient of more than 5° (Drive-Off Assistant) In dangerous situations, it is possible to decelerate very
sharply and stop the vehicle using the electric parking
Conditions: brake instead of the footbrake.
• Engine running
Conditions:
• Gear selected (PDK = selector lever in D or R, manual
transmission = clutch pressed) • Vehicle speed above 2.2 mph (3.5 km/h)
• Accelerator pedal pressed • A valid wheel signal per axle
• Driver's seat belt fastened • Press operating control continuously
• Driver's door closed
• Gradient angle > 5° Display:
• Function light flashes (on instrument cluster and

The Drive-Off Assistant is activated if a gradient angle of
operating control)
more than 5° is detected. The downgrade force is
• Warning tone
calculated in the PSM control unit from the gradient angle
signal. In communication with the DME control unit, the
Text message “The emergency brake function is
system calculates at which engine torque the parking
deactivated when switch is released” is displayed on the
brake has to be released. In other words, the parking
instrument cluster.
brake is released slowly only when the driver has pressed
the accelerator pedal far enough.
Note!
Display:
Vehicle deceleration of 0.8 g is requested as long as the
Function light goes out (on instrument cluster and operating control is actuated. The PSM control unit imple-
operating control). ments this request in a controlled braking func-tion. If a
speed of below approx. 1.2 mph (2 km/h) is reached, the
EPB takes over complete braking and stopping of the
Note!
vehicle.
If the driver’s door is not closed or the driver’s seat belt is
not fastened, the electric parking brake will not be released
automatically when the driver attempts to drive off. The
message “Release electric parking brake” appears on the
multi-function display in the instrument panel. The brake
warning light on the instrument panel and the indicator light
on the operating control start to flash. The parking brake
must be released manually.
Notes:

Running Gear – E2
Special Functions
1. Brake “dyno” mode, automatic activation upon

detection of roller operation
The braking action of the parking brake can be tested
at any time on a roller-type dyno The system automati-
cally switches to test mode as soon as one axle
is driven while the other is stationary. The service
brakes of the front and rear axle can be tested
normally. To test the parking brake, the button must be
pressed continuously until the highest braking torque is
reached or the vehicle jumps out of the dyno.
2. EPB Emergency Release

The emergency release function should be used only if 1 Undo the oval-head screw on the back of the
the brake can no longer be released electrically actuator using an Allen key (a/f 3).
(actuating element itself is faulty) 2 Access the emergency release screw using an Allen
key (a/f 3).
3 Turn approx. 300 turns in counter-clockwise direction
Information! until there is a noticeable increase in torque. The fully
released position of the brake shoes is then reached.
The electric parking brake is similar to the Panamera sys-
tem. Please refer to the MY 2011 Cayenne and MY 2010
Panamera Technical Introduction books for complete
information.
Electric Parking Brake (EPB) Inputs and Outputs

Running Gear – E2
Porsche Torque Vectoring Plus (PTV Plus)
PTV Plus is a new system to enhance driving dynamics

and stability. It functions with variable torque distribution at
the rear wheels and an electronically regulated rear differ-
Preconditions:
ential lock. PTV Plus improves the steering behaviour and
steering precision as a function of the steering angle and • PHC is switched on.
steering speed, accelerator pedal position as well as yaw • The vehicle speed must not exceed approx. 19 mph (30
rate and speed through selective braking interventions on km/h).
the rear wheel on the inside of a bend. As a result, the • The downhill gradient must be at least approx. 12 %.
rear wheel on the outside of the bend receives a higher • The driver does not press the accelerator or brake.
drive force and permits additional angular momentum in
the steering direction. The result is direct and dynamic Changing Speed
steering into the bend. This reduces the need for PSM • Brake or accelerate (the new desired speed is stored
control intervention. after the brake pedal or accelerator is released)
• With the cruise control or adaptive cruise control stalk
Porsche Hill Control (PHC)
Brake Light Sensor
A further new sub-function of PSM is Porsche Hill Control
(PHC), which is standard for all new Cayenne models. PHC
assists the driver when driving slowly downhill at speeds
between approx. approx. 2 mph (3 km/h) and approx. 19
mph (30 km/h), e.g. on steep slopes or wintery mountain
roads. The function is active both when driving forwards
and when reversing. The system limits the vehicle speed
by selective braking intervention on all four wheels. ABS
remains active in order to prevent the wheels from locking.
PHC is activated for all models by way of the separate 1
switch on the center console. In the Cayenne, Cayenne S
and Cayenne Turbo, it is also activated by selection of Off-
Instead of a conventional brake light switch, a brake light
road mode 1 with the central off-road rocker switch.
sensor transmits the position of the brake pedal. The
brake light sensor (1) has a Hall sensor and is mounted
directly on the brake master cylinder. The brake piston
contains a permanent magnet, which generates a certain
field strength depending on its position. This is evaluated
by the Hall sensor.

Running Gear – E2
Vacuum Sensor Interaction With Other Chassis Control Systems
A vacuum sensor is installed in the vacuum line between Depending on which other chassis control systems are
the vacuum pump and brake booster. The Start Stop available, e.g. EPB, PDCC, PASM and air suspension, PSM
function is deactivated if the vacuum in the brake booster uses the sensor information provided by these chassis
is insufficient. The engine is switched off if the systems to optimally match PSM control in all sub-
requirements for the Start Stop function are met by the functions with the behavior of the other control systems.
vacuum present in the brake booster. The engine is For example, the “clutch pedal position” signal sent by the
started again if the driver then moves the brake pedal. EPB control unit is used for the Drive-Off Assistant. In
addition, the self-steering properties of the vehicle are
determined based on PDCC activity and the PSM interven-
tion thresholds are optimally adapted to suit these proper-
ties. PASM supplies information about road contact forces
and any uneven road surfaces. This information is read in
by PSM and is used for optimal, situation-based fine-tuning
of the ABS system in order to optimize the braking
distance in emergency braking situations, even with
different road conditions.
1 Vacuum sensor
2 Vacuum line from brake booster
Notes:

Running Gear – E1
Cayenne/S/T – MY 2003-10 • Extensive wheel and tire range from 17" to 20" (19" and
(E1 – 1st & 2nd Generations) 20" only for summer tires), high-performance summer
tires, winter tires, all-season tires, and all-terrain tires
General • Tire pressure monitor (TPM) (optional)
• Service brake adapted to the driving dynamics
• Porsche Stability Management (PSM)
• Porsche Traction Management (PTM) or optional
Advanced Off-Road Technical Package with PTM Plus
Cayenne Second Generation (MY 2008)
The chassis and suspension systems have been adapted

to suit the increased performance of the new M.Y. 2008
Cayenne models and their features have been optimized
further. For even greater performance and improved
driving comfort, a new suspension system called Porsche
Dynamic Chassis Control (PDCC) is available as an option.
To meet the high requirements with regard to the braking

On the Cayenne, similar to the Cayenne S and Cayenne
performance of a Porsche, all new Cayenne models have
Turbo, various demands are made on the development,
a brake system that is optimally designed to suit the rele-
such as sports car performance, demanding off-road use
vant vehicle features. A higher performance turbo brake
as well as full day-to-day suitability with optimum driving
system is used, especially on the Cayenne Turbo. The new
safety. The total vehicle harmonization of the individual
Tire Pressure Monitoring system (TPM) generation is stan-
systems such as axles, steering, tires, aerodynamics and
dard equipment for all Cayenne models in the North Ameri-
drivetrain layout results in outstanding driveability in on-
can market.
road and off-road operation.
Cayenne Turbo S (Option available as of MY 2006)

The basic components of the chassis and suspension
including braking system are generally adopted from
The chassis of the Cayenne series was developed in order
current models. Do to of the different vehicle weights, the
to meet the highest demands, and this concept was
chassis and suspension tuning has been re-adapted in
therefore able to be used without modifications for the
order to also achieve typical Porsche driveability along
new top model. The front axle with rack and pinion
with the familiar high level driving dynamics on the
steering is designed as a double control arm axle and is
Cayenne. The Cayenne is equipped with steel springs as
supported by a suspension subframe; the rear axle
standard and can, be ordered with the air suspension,
comprises a complex multi-link system and is also
including PASM.
supported by an auxiliary frame.
The features of the Cayenne chassis and suspension

The Cayenne Turbo S is equipped with an air suspension
are:
which allows six different degrees of ground clearance.
• Independent suspension with steel springs incorporating This therefore offers excellent preconditions for both high-
a large-based double wishbone front axle and a multilink speed and off-road driving. Thanks to the integrated level
rear axle (optional air suspension with PASM) control system, this suspension also guarantees a
• Tubular stabilizers on front and rear axle or hydraulically constant vehicle position independently of the load
decoupling offroad stabilizers (optional for all Cayenne condition.
models as part of the Porsche Traction Management
Plus) In view of the very high speeds possible with the Cayenne
• Rack-and-pinion steering gear with variable ratio and Turbo S, automatic vehicle lowering in two stages
hydraulic servo assistance (Servotronic optional) compared with normal level represents an important
contribution to active safety. Porsche Active Suspension

Running Gear – E1
Management (PASM) is responsible for damping, and this Subframe
system continuously controls the damping force as well as
reducing the roll and pitch movements of the vehicle.
Front Axle, Cayenne
The front axle developed for the Cayenne is designed as

a so-called “Wide based double wishbone axle” with
subframe. The large distance between upper and lower
lateral control arms allow the bearing forces to be kept
minimal. This ensures precise wheel control. The subframe
is resiliently attached to the body shell by large-format
rubber mounts and carries the front axle differential, the The high-strength steel subframe locates the
steering gear, the stabilizer and the lower lateral control following components:
arms. This arrangement provides generous ground
• lower control arm, front axle differential, stabilizer bar
clearance and good off-road mobility.
mounts and the rubber mounts to the body.
• at the pickup points for the lower control arm supports
Cayenne/S
(arrow) are attachments for the camber and caster
adjustment cams.
Control Arms
For strength reasons the lower control arm is made from

nodular graphite iron. The two inner bushings are bolted to
the subframe and are moveable by means of the slotted
holes. Caster can be adjusted by means of a cam at the
front bushing (A) and caster can be adjusted at the rear
bushing (B). The rear bushing is designed as a hydro
bushing to provide damping in the axle system.
Cayenne Turbo
Cayenne Turbo S (Option available as of MY 2006)
Special rubber mounts (A) are installed on the lower

control arms instead of hydraulic mounts due to the larger
brake discs. In addition, the air suspension characteristic
and damper adjustment were optimized.

Running Gear – E1
Control Arms (cont’d) Suspension Strut, Cayenne
To save weight the upper control arm is made of The suspension strut consists of a twin-tube, gas-filled
aluminum. It is attached to the body by means of a shock absorber with suspension-strut yoke, a steel spring,
mounting bracket into which the strut bearing is also the lower spring seat with compensator and the suspen-
threaded. sion strut mount. The springs and shock absorbers are
adapted to the vehicle weight and the resulting driving
dynamics. Due to height tolerances, the springs are
provided with color coding (C). Compensators are inserted
in accordance with this marking (A).
Steering Knuckle
The nodular graphite iron steering knuckle locates the

wheel bearing, the wheel speed sensor, the brake caliper,
the pivot points for the control arms and the pivot point for
the tie rod. The brake line is carried safely in the U-shaped
upper part for protection against damage.
Springs, Cayenne/S
The springs are additionally provided with golden color

marks (B). These color marks (up to two) identify the
weight class of the vehicle, which depends on the vehicle
specification. Refer to PET for weight groups.
Air-Suspension Strut (Optional Cayenne)
The suspension strut is designed for the specific driving

dynamics of the Cayenne. A spring rate of 57/75 has
been achieved through a modification to the inner rolling
contour of the air bellows.
Note:
Since the speed signal is taken from the magnet-equipped
radial seal ring for the wheel bearing, the latter must not
come into contact with magnetized parts. During installa-
tion, make sure that the magnetic side points to the ABS
sensor.

Running Gear – E1
Suspension Strut, Cayenne Turbo (Optional Cayenne/S) Steering
The strut consists of a fully load-bearing air strut with strut The steering layout is identical for all Cayenne models. As
fork and integral twin-tube shock absorber with continuous in all Porsche models, standard rack and pinion steering
damping force control. The upper strut bearing is set in a with hydraulic assist is also used in the Cayenne. The
mounting bracket, which is bolted to the body. steering ratio is variable, i.e. in the on-center position the
ratio i = 16.7:1 and it becomes more direct with
increasing steering lock (up to i = 13.3:1). This makes
2.65 turns of the steering wheel from lock to lock
possible. A hollow rack and an aluminum die-cast housing
provide the maximum in lightweight construction. The
steering valve housing with the rotary slide valve and
centrally stiffened torsion bar is bolted to the steering
gear. Hydraulic pressure is approximately 1740 psi (120
bar). The steering gear is attached by means of a flexible
mount under the front axle differential to the subframe
behind the wheel center.
Stabilizer Bar
The weight-optimized stabilizer bar of high-strength tubular

material is mounted directly to the subframe via rubber
bushings. Aluminum links provide the connection to the
struts.
The steel tie rods are bolted to the rack through flexible
elements in the axial couplings.
The benefits of this construction are:
• Good transfer ratio, low tendency to roll

• Low noise transmission
• Corrosion resistant
Since this is a variable steering gear,the steering gear

must be exactly centered for installation or when adjusting
toe settings. Markings for this are provided on the valve
housing and on the dust cap.

Running Gear – E1
Power Steering System MY 2005 Modification
The power steering pump (2) is mounted at the front left of An optimized radiator has been installed in all Cayenne
the engine and is driven by a polyrib belt (i = 1.13). The models to reduce pressure losses in the power steering
expansion tank (4) is on the left in the engine compart- hydraulics.
ment. The system is filled with Pentosin. A radiator (3) is
located in front of the condenser to cool the Pentosin. The Servotronic (Optional Cayenne/S, excludes Turbo)
power steering pump pulls the Pentosin from the
expansion tank and sends it under pressure to the valve Servotronic is vehicle speed-dependent power-assisted
unit (1) on the steering. Then it flows back depressurized steering. It provides low steering effort (high assist) when
through the radiator (3) into the expansion tank. parking, at low speeds and off-road. With increasing speed
the power assist becomes less, i.e. steering effort
increases. This provides good road surface contact. The
base steering is used for Servotronic with a modified valve
housing to accommodate the hydraulic converter.
1 - Steering gear with valve housing

2 - Power steering pump
3 - Radiator
4 - Expansion tank
Notes:

Running Gear – E1
Checking Power Steering Fluid
Mechanically Adjustable Steering Column, The steering wheel is length-adjustable over a range of
Cayenne/S 50mm and height-adjustable over a range of 40 mm.
Because of the high requirements for passive safety, the
steering column makes several bends with three universal
joints. In combination with the deformation element, which
can absorb energy over a travel of 70 mm, a high degree
of safety is achieved.
The Cayenne and Cayenne S have a mechanically

adjustable steering column as standard equipment. The
electrically adjustable steering column of the Cayenne
Turbo is available as an option, but only in conjunction with
the comfort seating system and expanded seat memory. A locking lever (A) is mounted under the steering column
on the right. If it is pushed down, the steering column
unlocks.

Running Gear – E1
Electrically Adjustable Steering Column, Rear Axle
Cayenne Turbo
To ensure typical Porsche handling characteristics, a
sophisticated multi-link concept was developed which is
designed for highway as well as off-road requirements.
The elastokinetic suspension design provides stable
tracking under acceleration and braking. Handling charac-
teristics are stabilized during cornering and under load
changes. Compensation for squat and dive is achieved
through the arrangement of the lower control arm (A-arm),
allowing the vehicle body to remain almost parallel to the
road under braking and acceleration.
Cayenne/S
The Cayenne Turbo has a electrically adjustable steering

column as standard equipment. The steering wheel is
length-adjustable over a range of 50mm and height-
adjustable over a range of 40 mm. With this version, the
steering wheel is moved upward and toward the instru-
ment panel by the “Easy Entry” function upon entry or exit.
This makes it even easier to enter and leave the vehicle.
The driver’s personal steering position can be stored
through the memory function with the aid of the ignition
key. After entry, the steering wheel then moves automati-
Cayenne Turbo
cally into the stored position.
The adjustment itself is carried out by means of a control

switch (B), which is mounted to the right of the steering
column.

Running Gear – E1
Subframe Wheel Carrier
The high-strength steel subframe locates the following The cast iron steering knuckle locates the wheel bearing,
components: The upper and lower control arms, upper the wheel speed sensor, the brake caliper, the parking
strut bearing, rear axle differential, stabilizer bar bushing brake, the pivot points for the cross member and the pivot
and the rubber mounts to the body. Supports (arrow) are point for the tie rod.
attached at the pickup points for the lower control arms
for the camber and toe cams.
Note:
Since the speed signal is taken from the magnet-equipped
radial seal ring for the wheel bearing, the bearing must not
Lower Control Arms come into contact with highly magnetized parts. During
installation, make sure that the magnetic side points to the
For production reasons the lower control arms are made ABS sensor.
of sheet steel. Camber adjustment is carried out at cam
(A) and toe is adjusted at cam (B). Suspension Strut, Cayenne
The suspension strut consists of a twin-tube, gas-filled

shock absorber, a steel spring adapted to the driving
dynamics, the lower spring seat with compensator and the
suspension strut mount. Due to tolerances, the springs
are provided with color-coding (A). Compensators are
inserted in accordance with this marking (B).
Upper Control Arms
The protected upper plane of the arm consists of light

aluminum forgings.
Springs, Cayenne/S
The springs are additionally provided with white color

marks (C). These color marks (up to three) identify the
weight class of the vehicle, which depends on the vehicle
specification. Refer to PET for weight groups.

Running Gear – E1
Suspension Strut, Cayenne Turbo (Optional Cayenne/S) Porsche Active Suspension Management (PASM)
(Standard on Cayenne Turbo, optional Cayenne/S)
The strut consists of a fully load-bearing air strut with strut
fork and integral twin-tube, gas-pressure shock absorber. In conjunction with “Porsche Active Suspension
Management” (PASM) controlled damping, the pneumatic
suspension system with level control is standard on the
Cayenne Turbo and optional on the Cayenne S. Active
adaptation of the Cayenne’s ground clearance to the condi-
tions of vehicle use or load is made possible by a
pneumatic suspension with level control. Greater ground
clearance in terrain by manual adjustment to Off-Road level
or automatic lowering at high speed ensures enjoyable
driving and safety. Increasing and lowering the volume of
air can make for different vehicle ride heights with
different suspension characteristics, independently of
load. The quantity of air needed for each air strut is deter-
mined by a control module and provided from an air supply
consisting of a compressor, a solenoid valve body and two
reservoirs.
Stabilizer
The stabilizer, optimized for the Cayenne and made from

high-tensile tubular material, is mounted on the subframe
and directly connected to the suspension struts through
coupling rods (A).
1 - Compressor
2 - Valve body
3 - Rear struts
4 - Front struts
5 - Suction-vent line to the air filter
6 - Pressure reservoir (contents 5.2 l)
7 - Pressure reservoir (contents 4.8 l)
8 - Tire inflation connection

Running Gear – E1
The six following ride heights are possible with • Off-Road Level (increased ground clearance for difficult
pneumatic suspension: conditions.)
The vehicle is raised to a ground clearance of approxi-
• Normal Level mately 243 mm (26 mm above Normal level). Off-Road
The vehicle is adjusted to a ground clearance of approxi- level can only be selected manually at speeds below 50
mately 217 mm (DIN empty weight). mph (80 km/h). If a speed in excess of 50 mph (80
• Loading Level (for easier vehicle loading.) km/h) is reached, the system automatically adjusts to
The vehicle is dropped to its lowest possible position, Normal level. If the vehicle is in “Low Range” mode, it is
approximately 60 mm below the normal level. Loading possible to remain in Off-Road level up to 62 mph (100
level can only be selected manually with the vehicle km/h).
stationary. If the vehicle is moving at a speed greater • Special Off-Road Level (normal ground clearance
than 3mph (5 km/h), an automatic change to Normal under the most difficult conditions.) The vehicle is raised
level is made. by 56 mm compared with the Normal level to a ground
• Low Level clearance of approximately 273 mm. The Special Off-
At a speed of 78 mph (125 km/h), the vehicle is lowered Road level is linked to the off-road gearing of the trans-
approximately 27 mm below the Normal level (Low mission. It can only be selected when speed is below 19
level). If speed drops below 25 mph (40 km/h), Normal mph (30 km/h). If the vehicle is in Special Off-Road level,
level is resumed. Low level can be selected manually at an automatic switch to Off-Road level is made if a speed
any time. The Special Low level cannot be selected of approximately 19 mph (30 km/h) is exceeded or “Low
manually. It is also not shown in the multi-function Range” mode is deactivated.
display.
• Special Low Level
Above approximately 130 mph (210 km/h), the vehicle is
lowered by another 10 mm (Special Low level). When
speed drops below approximately 106 mph (170 km/h),
Low level is resumed.
Notes:

Running Gear – E1
PASM Components
1 - Control module
2 - Valve body
3 - Compressor with temperature
sensor
4 - Air pump relay
5 - PSM control module
6 - Control unit
7 - Height sensor
8 - Accelerometer, wheel
9 - Accelerometer, body
10 - Switch doors/tailgate
11 - Proportioning valve on shock
absorber
12 - Tire inflation connection with
reed contact
F1, F2 - Air struts, front axle
F3, F4 - Air struts, rear axle
Manual selection of the individual levels is carried out by a Control module for level control The control module is
toggle switch in the center console. The desired level is located in the right rear of the trunk, it:
selected by moving the toggle forward or back. The
• controls of the pneumatic suspension
currently selected level is displayed in the instrument
• controls control of damping force regulation
cluster (multi-function display) and next to the toggle. After
• monitors the entire system
an engine restart, the system adjusts to the level last
• diagnoses the entire system
selected.
• communicates over CAN
MY 2005 Modification
An improved PASM setup in the “Comfort” and “Normal”

programs has been made possible by a modification of
the sensors. This modification was done in the course of
model year 2005.

Running Gear – E1

Running Gear – E1
Input Signals and Their Function the inductance in the receiver coil is of varying strength.
The evaluation electronics converts the output voltage
Terminals 30 and 31 provide permanent energy supply from the receiver coils Into matching PWM signals and
makes them available to the control module.
Terminal 15 is used to detect different states such as
Run, Run-on and Stationary (Sleep) mode. The system is
correspondingly active for level control when driving or in
Run-on to adjust for temperature-dependent changes in
level after the vehicle has been parked. In Sleep mode the
system is switched to rest status with low power
consumption.
Information About CAN
Engine load or idle, respectively, is recognized from the

Engine speed signal. The compressor is either switched
on or switched off, depending on this information.
Information about Vehicle speed is used to carry out the

speed-dependent level adjustments. To prevent the vehicle
electrical system from being subject to a load from the
level adjustment system performing an adjustment while
1 - Actuating lever
starting, no adjustment is carried out while starting
2 - Rotor
(Terminal 50).
3 - PCB contact
4 - Stator
The Brake signal is used for damping regulation to
5 - Control/Evaluation electronics
prevent vehicle dive under braking. Shock absorber
firmness is adjusted accordingly.
Note: To prevent damage, no adjustment is initiated, or
active adjustments are stopped, whenever (also while
If the vehicle is in Low Range, it is raised to Off-Road level
driving) a door or the tailgate is opened. When the
and lowered again to Normal level at a speed of approxi-
door/tailgate is closed, the system activates itself again
mately 62 mph (100 km/h).
automatically after a 10-second delay.
Height Sensors
Doors/Tailgate
The level of the vehicle, or the distance between the body

This is a ground signal from the door control module. It
and the axles, is measured with four height sensors. A
signals that a door or the tailgate is being opened and
sensor is mounted at each wheel, between the upper
serves:
control arm and the bodywork. Level changes are
detected from the kinematics of the link bars and • as a wake-up for the transition from Sleep mode to
converted into changes in angle. This information is made Active mode.
available to the control module through a PWM signal • to interrupt a level adjustment when doors are open. If
proportional to the angle. only the tailgate is open, adjustments can take place
when loading or unloading.
The sensor consists of the rotor with conductor loop, the
stator with exciter and receiver coils and the electronics
for control and evaluation. An alternating electromagnetic
field (magnetic field) is generated around the exciter coils,
which in turn induces a magnetic field in the conductor
loop in the rotor. Depending on the position of the rotor,

Running Gear – E1
Toggle Switch Temperature Sensor
Moving the toggle switch (A) up or down selects the next A temperature sensor is mounted on the compressor to
available height. The LED (on the right next to the switch) ensure the air supply under all climatic and driving condi-
for the level selected flashes during the adjusting action. It tions. It is an NTC resistor. Above a maximum permissible
stays on permanently after the adjustment. compressor temperature (> 212° F./100º C.), the control
module switches the compressor off, or prevents it from
being switched on.
Wheel and Body Sensor
These sensors provide information to the control module

about the vertical acceleration of the wheels and body.
This means that the condition of the road is detected from
Pressure Sensor wheel acceleration, and additionally the movement of the
body is identified through the sensors distributed in the
The pressure sensor (16) is used to monitor pressure in vehicle. From this, the damping force of the individual
the system and is integrated with the valve body. shock absorbers is calculated and adjusted in the shock
Information about air pressure is needed for a plausibility absorber itself (for a description see section on Shock
check of control functions and for diagnosis. Absorber Control).
Measurements of individual pressures are made during the
bleeding or filling of the air springs or of the pressure Front Suspension Strut Acceleration Sensors Have
reservoir. Been Discontinued
The acceleration sensors on the front suspension struts

have been discontinued in mid model year 2004.
Measurement of wheel acceleration is carried out by the
self-leveling suspension sensors. The angle sensors are
internally adapted accordingly.
Tire inflation Connection
A reed contact is located in the connector for the inflator

and a magnet on the threaded coupling for the tire inflation
connector. When the inflation connector is screwed in, the
reed contact switches ground to the control module. With
the ignition switched on, the pressure reservoir valve is
V - Valve body
opened and compressed air is available for inflating the
D1 - Pressure reservoir 1
spare tire. At every drop in pressure in the line, the
D2 - Pressure reservoir 2
compressor is switched on again.
11 - Pressure reservoir valve
12 - Control valve
16 - Pressure Hose
17 - Air strut

Running Gear – E1
Special Functions of Level Control Action of Pneumatic Suspension Following “Ignition
Off”
Loading and Unloading - If vehicle height with respect to
the road changes as the result of loading or unloading, the Loading and Unloading Procedures - Following
control module readjusts the vehicle to the specified level “Ignition OFF”, the control module remains active for one
(only with the tailgate open). Air is supplied over the or two minutes and, with sufficient pressure in the
solenoids to the appropriate air spring or vented through pressure reservoir, can still complete level control proce-
the bleed valve. dures initiated, for example, by loading and unloading.
Switching Off Level Control - In particular situations it Gradual Changes in Level - To compensate for gradual
may be necessary to switch off level control, for example changes in level which can be caused by heating of the air
when changing a wheel or during operations on a hoist. while driving and subsequent re-cooling after the trip is
Level control is switched off by pressing the toggle switch completed, the system is re-adjusted after approximately
forward for approximately 5 to 10 seconds. The multi- 15 minutes and after 2 hours to reach the optimal ride
function display indicates that level control has been height.
switched off.
Tire Inflation (Ignition On) - The compressed air connec-
Activating Level Control - Level control is activated tion is located at the left front of the right front seat. The
again by pressing the toggle switch forward for approxi- tire inflation hose is under the left rear seat cushion. When
mately 5 to 10 seconds or automatically by the control the inflation hose is connected, a reed contact is signaled.
module recognizing a drive situation. The pressure reservoir is opened, so that a pressure of
116 psi (8 bar) is available. As soon a drop in system
Hoist Without Previous Deactivation (Ignition Off) - If pressure is detected, the compressor is powered up.
the vehicle is raised on a hoist without previously switching
off level control, air is bled out of all four air springs until
the control module recognizes this situation (hoist recogni-
tion). Hoist recognition is when a specific change in height
was detected during a specific time. As a result, when the
hoist is lowered, the vehicle can be sitting lower than
before. With the ignition ON, or when driving, the vehicle is
raised again to the Normal level automatically.
Recognizing a Snow Bank (only with engine running) - If

the vehicle is driven onto a snowbank, for example (wheels
are turning freely), the system recognizes a rapid change
in height of the entire vehicle. Since the engine is running
in this situation, the conditions for “hoist recognition” do
not exist. So no air is released from the springs.
To prevent the fill hose from being damaged, a maximum

pressure of 116 psi (8 bar) is permitted (dynamic pressure
monitoring). A static pressure test takes place every 15
seconds. The air supply is shut off at a pressure of
approximately 58 psi (4 bar) to prevent the space-saver
spare wheel from being destroyed.

Running Gear – E1
To protect the compressor, it is switched off after running Accelerometer
for 10 minutes or at a compressor temperature of approxi-
mately 212° F. (100º C). The compressor cannot be The accelerometers for the body are mounted at the front
re-started until after a waiting period and cycling the in the area of the left and right upper wheelhouse and at
ignition off/on. the right rear on the baggage compartment floor, at the
height of the wheelhouse. The arrangement allows body
lift, pitch and roll motions to be detected.
The accelerometers for the axles are mounted on the left

and right front struts (these have been discontinued, see
page 123). The wheel sensors measure the vertical accel-
eration of the front axle. Rear axle acceleration is
simulated in the control module from these readings. The
sensors operate on the “capacitive measurement
principle” i.e. a mass oscillates between two condenser
plates which changes the capacitance of the condensers.
Internal electronics evaluate these signals, which are fed
to the control module.
Vehicle Transportation CDC Shock Absorbers (CDC Continuous Damping

Control)
When transporting the vehicle on a transporter, on car-
trains and ferries, it must be tied down only at the wheels. Damping force in the jounce and rebound stage for the
CDC twin-tube, gas-pressure shock absorber can be
Damping Force Control adjusted over wide ranges with an electrically controlled
valve mounted at the shock absorber. By changing the
Standard equipment on the Cayenne Turbo includes the current applied to the magnetic winding, oil flow through a
pneumatic suspension system, and the shock absorber valve and thus the damping force can be adapted within a
system with damping force control continuously adjusted few milliseconds to the momentary situation.
to the situation. The pneumatic suspension system with
damping force control is optionally available on the Type of Control - The following control regimens are
Cayenne/S. Three damping programs are available. carried out within the three programs:
Comfort, Normal and Sport, which can be selected individ-
• Comfort
ually by a toggle switch. The control system for damping
• Normal
force control reads the condition of the road or the motion
• Sport
of the vehicle through two wheel and three body
accelerometers. The characteristic curves for the indi-
Skyhook Control
vidual shock absorbers are shifted in accordance with the
calculated damping requirements. Continuous damping
This control is based on recognizing body movement and
control is based on shock absorbers whose curves can be
road input. The accelerometers on the body transmit the
adjusted electrically.
pitch, lift and roll motions to the control module. Vehicle
speed, steering angle, braking and road dynamics and are
Damping force is adjustable as a function of a map
additionally evaluated. The required damping force is
through the proportioning valve located at the shock
calculated from this information and adjusted to the
absorber. In this way it is possible to adapt damping force
“Skyhook control strategy.” This means that the body is
to the driving situation and road condition within millisec-
level as far as possible.
onds. The system attempts to adjust damping force using
the “skyhook control strategy” (body level).

Running Gear – E1
Yaw Control Diagnosis
To increase stability during steering maneuvers and lane The control module continuously monitors all the compo-
changes, damping is increased when yaw is detected. nents, such as sensors, solenoids, compressor and
From the information about steering angle and road pressure conditions in the air system and their functions. If
speed, lateral acceleration is determined, any change in fault detection responds, the air suspension and damper
which constitutes the yaw signal. controls are not switched off completely following fault
evaluation, instead closed-loop control goes to a specified
Adaptive Controls emergency strategy. If need be, control activities are
limited, in an extreme case the vehicle is lowered down to
Adaptive Control is divided into the following modules: the shock absorber stops. The driver is informed of the
failure by a warning lamp in the instrument cluster.
Acceleration Module - Linear acceleration is determined Following fault detection, tests to restore the system are
from the CAN driver request signal and increased in accor- performed cyclically or after an ignition Off/On cycle.
dance with damping pressure to prevent squat under When complete functionality has been restored, the
acceleration. system self-regulates back to normal operation. Errors are
saved in the memory and are stored there permanently.
Braking Module - Damping force is regulated from infor-
mation about braking pressure and changes in braking Calibration
pressure so that dive under braking is reduced and the
driver's feeling of safety is increased. When working under the vehicle, it must first be secured
Stationary Module - When the vehicle is stationary, the against sinking! If a height sensor is replaced, it must be
shock absorber valves are de-energized to conserve calibrated afterwards. Diagnosis is menu-guided, using the
energy. “Porsche System Tester 2.”
Notes:

Running Gear – E1
Porsche Dynamic Chassis Control (PDCC) (Optional as
of MY 2008)
A - Fast cornering without PDCC

B - Fast cornering with PDCC
The actual benefits of the system for customers are

apparent in the following areas:
• Reduced lateral inclination (vehicle lean) during

cornering.
The chassis control system Porsche Dynamic Chassis • Greater agility.
Control (PDCC), which is available on request for all new • Improved driving performance.
Cayenne models, can further optimize the already • Increased driving comfort.
excellent driving dynamics. • Better off-road functionality.
PDCC is only available for vehicles with air suspension and Operating Principle
PASM. The silver colored chassis control switches on the
center console and the logo “PDCC” below the chassis The entire system involves chassis components used to
control switches in the interior indicate that a vehicle has actively stabilize the vehicle. To create a definable force
PDCC. between body and wheel using additional energy in order
to improve driving dynamics, driving comfort and safety.
PDCC is an active chassis control system. Targeted inter- Principle for creating definable forces between body and wheel
vention using active anti-roll bars optimizes the driving using active roll stabilization.
characteristics of the vehicle by reducing its tendency to
roll.

Running Gear – E1
During cornering, a rolling torque is build up via the vehicle so that the vane controllers in the housing can turn freely
rolling axis due to the centrifugal force affecting the center and the anti-roll bar halves are decoupled. This results in
of gravity. This force causes the vehicle body to tilt maximum axle articulation. To prevent instability at higher
towards the outer wheel during cornering so the vehicle speeds and during dynamic maneuvers in Low Range
can quickly reach its driving dynamic limits. The use of mode, the control system is activated again depending on
anti-roll bars is designed to counteract body tilt and the vehicle speed
accompanying wheel load difference. The wheel at the
outside of the corner is compressed during cornering, Transmission Driving Mode Vehicle Speed PDCC
while the wheel at the inside of the corner rebounds. This High Range On-road mode 0-Vmax. Continuous
causes the back of the anti-roll bar to turn (twist). The control
forces occurring in this way in the anti-roll bar bearing Low Range Off-roadmode <7.3 mph (35km/h) Anti-rollbars
points produce a torque that counteracts the body tilt and can turn freely
distributes the load better on both wheels of an axle. for max. axle
articulation
PDCC is an active roll stabilization system, which records Low Range Off-road mode 7-35 mph (35-55km/h) Stabilizing
the vehicle’s lateral inclination during cornering right from action
the start and reduces this considerably. This is done using Low Range Off-road mode > 35 mph (55km/h) Continuous
active anti-roll bars on the front and rear axle, which control
ensure stabilization torques on both axles.
Design/Components
This means that the active anti-roll bars build up specific
forces to counteract the lateral inclination of the vehicle,
depending on the steering lock and lateral acceleration.
PDCC reduces the vehicle’s lateral inclination by up to 2.5°
compared with a vehicle without PDCC. This improves
performance due to improved wheel/road contact.
At the same time, PDCC also records uneven road

surfaces (bumps) and can compensate for these by evalu-
ating sensor data from the chassis and speed. This signifi-
cantly improves driving comfort on various types of road
surfaces.
PDCC includes a two-piece anti-roll bar with a hydraulic
The sensor data is evaluated continuously and appropriate swivel motor, a high pressure oil pump with lines and
control operations are initiated over the vehicle’s entire power distributor, valve blocks for activating the swivel
speed range in order to guarantee the horizontal posi- motors and a control unit for each axle.
tioning of the vehicle at all times. One sided destabilizing
impulses caused by long undulations in the road surface
(so-called copying of rolling motion) can be significantly
reduced.
PDCC also offers additional driver benefits for off-road

driving. Active anti-roll bar control in conjunction with an
integrated surface detection system reduces body
movements considerably, thereby ensuring significantly
improved comfort. The best possible traction on various
road surfaces is particularly important for off-road driving.
When the driver activates Low Range mode using the
rocker switch on the center console, PDCC switches to
off-road mode. The swivel motors are enabled in this mode

Running Gear – E1
Anti-roll Bar With Swivel Motor Front-Axle Valve Block
The core elements of the system are the active anti-roll 1 - Pressure sensor
bars with hydraulic swivel motors, which are integrated on 2 - Pressure sensor
front and rear axle instead of the conventional mechanical 3 - Fail-safe valve
anti-roll bars. The hydraulic swivel motor is connected to 4 - Direction valve
one half of the anti-roll bar via the swivel motor housing
and to the other half of the anti-roll bar via the swivel
The valve block comprises two pressure sensors (-1- and
motor shaft. A vane controller divides the swivel motor
-2-), a fail-safe valve (-3-), the direction valve (-4-) and a
into several chambers, which are filled with oil. A torque
pressure regulating valve (-5-). The valve block is installed
that affects the anti-roll bar is built up by specifically acti-
in the right front wheel housing.
vating individual chambers and changing the oil pressure.
The system has variable control over the oil pressure and
Functions
oil flow in both rolling directions and can thus counteract
lateral inclination forces in order to keep the vehicle hori-
The pressure sensors record the current pressure in the
zontal.
chambers of the swivel motors. Depending on driving
dynamics, the direction valves are switched in such a way
Rear-Axle Valve Block
that pressure is built up or reduced in the chambers in
order to create specific forces on the anti-roll bars that will
counteract the vehicle’s lateral inclination. The pressure
regulating valves are activated by the control unit so that
the required pressure exists on the swivel motors. The fail-
safe valve in the front-axle valve block is de-energized in
the event of a fault and reverts to its normal position via
spring force. This short circuits the pump hydraulic
system and switches the system to a fail-safe mode. For a
description, see . “Error message/Fail-safe mode”.
1 - Pressure sensor
2 - Pressure sensor
4 - Direction valve
The valve block comprises two pressure sensors (-1- and

-2-), a pressure regulating valve (-3-) and the direction
valve (-4-). The valve block is installed on the left rear-axle
suspension subframe.

Running Gear – E1
Tandem Pump
Technical Manual
Technical Manual Increased risk of accidents and material

damage if too much Pentosin CHF 202 is filled in or if
Pentosin CHF 202 comes into contact with the coolant
hoses when filling or topping off.
Control Unit
The control unit is installed under the rear seat at the right.
The input data is evaluated continuously and appropriate
control operations are initiated in the valve blocks over the
vehicleís entire speed range.
Analogue input signals:
A tandem pump driven by the drive belt for auxiliary units • Level sensor, front left/right.
is responsible for supplying hydraulic pressure. A small • Level sensor, rear left/right.
fluid reservoir on the pump serves as a pressurized shock • Level sensor, rear right.
absorber. Pressure is controlled on the relevant valve • Body acceleration sensor, front left/right.
blocks since the pressures in the swivel motors are • Body acceleration sensor, rear right.
different. The system is filled with Pentosin CHE 202. • Rear-axle valve block: Pressure sensor 1, pressure
sensor 2.
Reservoir • Front-axle valve block: Pressure sensor 1, pressure
sensor 2.
• PDCC button.
Input signals via drive CAN:
• Vehicle speed.
• Lateral acceleration.
• Yawing speed
• Steering angle.
• Engine speed.
• Nominal engine idle speed.
• Outside temperature.
Output signals:
• Instrument cluster: Text, symbols.

A - PDCC reservoir • Rear-axle valve block: Direction valve, pressure regulat-
B - Power steering reservoir ing valve.
• Front-axle valve block: Direction valve, pressure regulat-
The reservoir (-A-) is located in the left of the engine ing valve, failsafe valve.
compartment, next to the power steering reservoir (-B-).
A filter, which filters the oil flowing back in, is integrated in
the reservoir. An oil dipstick for checking the oil level is
fitted on the lid.

Running Gear – E1
Operation and Display Concept Error Message/Fail-Safe Mode
Porsche Dynamic Chassis Control can be operated using

the same chassis control switches Normal, Comfort and
Sport that are used for PASM. PASM and PDCC are config-
ured together, depending on which of the three chassis
control programmes is selected.
P - Hydraulic oil from the pump
R - Oil return to the reservoir
In the Comfort setting, PDCC intervention occurs at V - Fail-safe valve
reduced control speed so as not to change the character
of the high comfort program. Active system intervention in If a fault occurs during PDCC operation, the driver is
the Sport program, on the other hand, occurs at maximum alerted to this by the message “Chassis system defective”
speed in order to optimize performance. on the on-board computer.
The entire system is switched to fail-safe mode to ensure

safe driving. The fail-safe valve in the front-axle valve block
A - Sports chassis
is de-energized, which causes the pump hydraulic system
B - Comfort chassis
to short circuit. The hydraulic oil from the pump flows
C - Normal chassis
directly back into the reservoir. At the same time, the
connections for the swivel motor are closed so that the
Enhanced off-road performance is also available automati-
pressure in the swivel motor is maintained. The anti-roll bar
cally as soon as Low Range is activated.
remains in this position and continues to work in the
conventional way.
Diagnostics
The hydraulic system on the rear axle is completely

In addition to on-board diagnosis by the control units and
depressurized so that the vane controllers in the housing
checks on sensors and valves, the pressure that exists in
can turn freely and the anti-roll bar halves are decoupled.
the system is continuously monitored. Depending on the
This increases the vehicle’s lateral inclination during
engine speed, the nominal pressure values that are
cornering. The vehicle responds by understeering slightly,
worked out are compared with the current actual pressure
but can be driven at an appropriate speed to the nearest
values recorded by the four pressure sensors. If a fault is
authorized Porsche dealer.
detected, PDCC switches to Fail-safe mode.

Running Gear – E1
Hydraulically Decoupling Off-road Stabilizers
(Optional)
The driveability of the Cayenne is considerably influenced

by the suspension, shock absorption and arrangement of
the stabilizers. The stabilizer tuning is a compromise
between an on-road and off-road configuration.
To further improve the off-road capability of the Cayenne,

the vehicle can be optionally equipped with hydraulically
decoupling off-road stabilizers on the front and rear axle
as part of the Advanced Off-Road Technical Package. By
decoupling the stabilizers on the front and rear axle, an
approx. 60 mm greater wheel lift can be achieved. This
results in improved off-road mobility and traction while also
increasing off-road comfort.
At high lateral acceleration (extreme driving inclination or

cornering) or on exceeding a speed of 30 mph (50 km/h),
the stabilizers are switched to on-road mode (coupling),
regardless of driver switch actuation. First the stabilizer on
the front axle is coupled, followed by the rear axle.
System Components
Function
The hydraulic decoupling is operated via a pushbutton in

the center console. When off-road stabilizer is active, the
LED in the button is on. Decoupling (off-road mode) is only
possible in “Low Range”, at a speed of below 25 mph (40
km/h) and below a certain lateral acceleration (approx. 0.6
g). First the stabilizer on the rear axle is decoupled, 1 - Control unit
followed by the front axle. Above a certain lateral accelera- 2 - Hydraulic unit with pressure sensor
3 - Operating button
tion or when a speed of 25 mph (40 km/h) is exceeded,
4 - Coupling mechanism, Front axle
the stabilizers are no longer switched, regardless of driver 5 - Coupling mechanism, Rear axle
switch actuation.

Running Gear – E1
Coupling Mechanism Tire Sealant System
The coupling mechanism is in the form of a dog clutch and As standard equipment, the Cayenne is supplied with a tire
arranged in the center of the stabilizer. If the driver selects puncture sealing compound. A collapsible spare wheel or a
“Decouple system”, pressure is built up on the dog clutch full-size, externally mounted spare wheel and tire are
through the hydraulic supply, which leads to separation of available as options.
the stabilizers. For this, a valve on the hydraulic unit is
switched so that on the one side (in illustration on left) Externally Mounted Spare Wheel (Optional)
pressure is built up, and on the other side the fluid can
return to the compensating reservoir.
The coupling takes place through pressure reduction, so

that the spring of the dog clutch closes and the transmis-
sion is re-established.
In the event of a pressure system failure, the de-energized

valves are always switched so that no pressure can be
built up, or any existing pressure is relieved. This ensures The external rear spare-wheel carrier, optionally available
that in such situations the stabilizers are coupled. for all Cayenne models, is designed for a full-size wheel.
The spare wheel carrier can be swung aside on body
mounted hinges. The lock is integrated in the rear bumper
cross member and can be unlocked electrically by means
of a button.
Notes:
Pentosin Reservoir Filler Hole
The filler hole for the Pentosin reservoir with oil dipstick (A)
and vent hole (B) is located behind a cover on the D-pillar.

Running Gear – E1
Tire Pressure Monitoring System (TPM) – Optional MY • Inaccurate readings from pressure gages are prevented
2003-2006 by this table calibration. The display in the vehicle is
considerably more precise.
The low tire pressure warning system used by Porsche is • In the event of a warning, the tires can be inflated to the
a four-wheel system. Data is sent from the wheel sensors correct pressures even when warm, since the display of
to the control module by radio transmission (433 MHz) the difference to the specified pressures is temperature
operating in the high-frequency (HF) range. The exchange compensated (inflation information).
of information within the vehicle periphery takes place over • The absolute pressure of the tires can be displayed while
the CAN bus. driving, and it is possible to track how tire pressures
increase or drop depending on driving style, environment
At regular intervals, a radio signal is sent from each of the and temperature.
measuring and transmitting units mounted on the tire • All warnings are given relative to wheel position.
valves to the antenna mounted in the wheel wells and
transmitted to the TPM control module. The TPM control
module evaluates the tire pressures or the changes in
Note!
pressure and transmits them to the vehicle computer. If
there is a warning, the pressure differential to the The Owner's Manual contains all the displays and functions
specified pressure is displayed (e.g. specified 36 psi (2.5 of the TPM System.
bar), actual 32 psi (2.2 bar) = 4.3 psi (0.3), so that the
driver can make up the pressure differential (4.3 psi/0.3 The following situations are differentiated:
bar) independently of tire temperature or of the display on
Gradual Loss of Pressure
the airing equipment.
Slight loss of pressure (2.9 psi/0.2 bar) below specified
pressure), for example from tire permeability, is displayed
For safety reasons, the TPM menu can only be opened
visually and audibly to the driver at an early stage (“soft
and used with the vehicle stopped. The unfiltered actual
warning”) to check or to correct tire pressure at the next
pressures can be displayed permanently in the main menu
suitable opportunity.
while driving.
Severe Loss of Pressure

The low tire pressure warning system provides the
In the event of a severe loss of pressure 5.8 psi (0.4 bar)
following benefits:
below specified pressure) the driver is given an immediate
• Two-stage warning provides increased safety: visual warning. A warning buzzer sounds and the warning
1. early notice (“soft warning”, yellow) between 2.9 psi signal is activated simultaneously (“hard warning”). This
(0.2 bar) and 5.8 psi (0.4 bar) below specified pressure. display always appears with the ignition switched on, both
2. immediate warning (“hard warning”, red) at > 5.8 psi with the vehicle stopped and while driving.
(0.4 bar) below specified pressure or rapid loss of
pressure Components
• Greater convenience by eliminating the regular (14-day)
tire pressure checks. Adjusting tire pressure is only The low tire pressure warning system consists of the
necessary when the appropriate display appears following components:
• longer tire life (low pressure of 4.3 psi (0.3 bar) can
• 4 wheel sensors
reduce tire life by up to 25%)
• 4 antennas
• Lower fuel consumption resulting from correct tire
• TPM control module
pressure
• Optimal handling
• Convenience: Searching for the correct pressures from
the tire pressure sticker is eliminated The sets of tires
mounted on the vehicle and the load status are selected
in the menu. The proper pressures are automatically
sent to the TPM control module (table calibration).

Running Gear – E1
Tire Pressure Monitoring System (TPM) – Standard is moving. Since the range of the trigger coils is limited to
Equipment MY 2008 the relevant wheel housing, any possibility of interference
affecting other wheels is almost totally eliminated.
The new Tire Pressure Monitoring system (TPM) genera- Depending on many and varied influences from the
tion is standard equipment for all Cayenne models in the immediate environment, such as reflections (wet roads,
North American market. The most important additional metal grates, guide rails, etc.), external interference
function in the system is the option for automatically and (external transmitters), a trigger signal can fail to reach
quickly detecting the wheels mounted on the vehicle (own the related wheel sensor or the feedback data protocol
wheels) and their installation position. can get lost on its way to the central antenna.
The radio signals from the wheel electronics units are The control unit responds immediately by re-triggering the
requested by the control unit as required via the trigger trigger -repeatedly if necessary at the wheel position at
senders. The system detects the vehicle’s own wheels and which the expected protocol had failed to materialize as
the installation position of own wheels by evaluating the soon as the initiated trigger cycle from front left to rear
trigger location and performing a statistical evaluation of right is completed. This concept reduces system interfer-
the wheel electronics information received. ence and the wheel electronics units are detected much
faster.
The system comprises the following components.
Central Antenna
The digital central antenna (reception frequency 315) is

secured close to the center of the underside of the left
side member under the vehicle and is protected from
stone damage by the sill cover. The signals received from
the wheel electronics units are digitalized in the antenna
and forwarded to the control unit via two normal lines (LIN
bus). The digital antenna has an integrated self-diagnosis
facility. This means that when a fault is detected, it is
stored in the control unit fault memory and displayed on
the PIWIS Tester.
System Cannot be Switched Off, Warning can be

1 - Control unit
Acknowledged
2 - Trigger senders
3 - Wheel electronics
4 - Central digital antenna The TPM system can no longer be switched off. As a
5 - Left fuse carrier result, if the pressure is deliberately reduced well below
the nominal pressure, e.g. for improved traction on
Triggers (trigger senders) extremely soft or sandy terrain, a flat wheel message will
appear continuously in the display.
The four triggers, which are located under the wheel hous-
ing liners in each of the four wheel housings, send a 125 The hard (red) warning can be acknowledged with the new
kHz signal directly to the wheel electronics units in order TPM generation. This clears the display so that any other
to transmit the desired information to a central antenna im- messages and/or information can be shown. The TPM
mediately. light in the instrument panel remains activated until the tire
pressure is increased to the nominal pressure.
When the vehicle is unlocked, the control unit initiates the
first 125 kHz signal for each trigger in the four wheel Each time the ignition is switched off and on again, the
housings one after the other, starting at the left front in hard warning re-appears as a reminder and can be
clockwise direction. Then, the wheel electronics units are acknowledged again if necessary.
only triggered approx. every 60 seconds while the vehicle

Running Gear
Porsche Approved Original Equipment Mixing N-Spec Tires
N-Specification Tire Information
Use only tire types tested by Porsche. Only tires with the
same manufacturer and with the same specification code
(e.g. “N0”, “N1” …) should be mounted on the vehicle.
Tires should be replaced no less than in pairs on one axle
at a time. Only tires of the same tire make and type must
be used. Since many Porsche vehicles are fitted with
different sized tires on their front and rear axles, this
requires matching the tire brand, tire name and N-specifi-
cation front to rear.
While the tire manufacturers may also build other tires

featuring the same name, size and speed rating as the
N-specification tires for non-Porsche applications, these
tires may not be branded with the Porsche N-specification
because they do not share the same internal construction
Design and Testing and/or tread compound ingredients as the N-specification
tires. Mixing tires are not permissible and will affect
Porsche designs and manufacturers some of the highest vehicle performance, safety and can affect vehicle
performance vehicles in the world. Because of the warranty.
essential role that tires play in vehicle performance,
Porsche has integrated tires in the design process Replacing N-Spec Tires
throughout vehicle development. Porsche original
equipment tires must successfully pass the tire company’s If a vehicle was originally delivered with N-specification
laboratory tests, road tests and race track evaluations to tires that have been discontinued and are no longer
confirm that the prototype tires meet Porsche’s noise, available, it is recommended to replace all four tires to a
hydroplaning, handling and high-speed durability require- higher numeric N-specification design appropriate for that
ments. Only upon successful completion of these tests, vehicle.
will tires be released for production.
In case of tire damage such as cuts, punctures, cracks or
Branded as N-Spec sidewall bulges that cause a single tire to be replaced for
safety reasons, the remaining matching tire on that axle
Production tires that have passed all of the tests and must not exceed 30 percent wear. If the remaining tire has
received Porsche’s engineering department’s release can more than 30 percent wear from new, it should also be
be branded with an N-specification. The N-specification replaced. This rule applies to all four tires on all wheel
brandings include: N-0 (N-zero), N-1, N-2, N-3, N-4, N-5 or drive vehicles. Handling inconsistencies may result if this
N-6. These markings on a tire’s sidewall clearly and perma- is not done.
nently identify them as approved by Porsche for their
vehicles. The N-0 marking is assigned to the first approved Break-in of New Tires
version of a tire design. As that design is refined externally
or internally, the later significant evolutions will result in a Initially, new tires do not offer their full traction. Drivers
new generation of the tire to be branded with N-1, N-2, N- should therefore drive at moderate speeds during the first
3, etc., in succession. When a completely new tire design 60-100 miles (100-200 km). If new tires are installed on
is approved, it receives the N-0 branding and the succes- only one axle, a noticeable change in handling occurs due
sion begins again. to the different tread depth of the other tires. This
happens especially if only rear tires are replaced.
However, this condition disappears as new tires are
broken in. Drivers should adjust their driving style accord-
ingly.

Running Gear
Tire Aging
Additionally, even though only the world’s highest performance

tires can earn the Porsche N-Spec approval, eventually all
tires will either wear out or age out. The chemical additives
that make rubber elastic lose their effectiveness in the course
of time and the rubber becomes brittle and cracks.
Considering the performance capabilities of a Porsche, under
no circumstances should tires older than 6 years be used.
How is a Tire Selected for a Porsche?
The tires selected for a Porsche are chosen based on the

model (sports car or SUV)‚ and the job the tires are asked to
do.
The 911 Carrera (996/997), Boxster (986/987) and Cayman

S (987) are examples of the world’s finest exotic performance
cars with some of the same capabilities found in previous
generations of racecars. For these vehicles Porsche selects
Maximum Ultra High Performance Summer tires from the
world's leading tire manufacturers: Bridgestone, Continental,
Michelin, Pirelli and Yokohama.
And since Cayenne puts the sport in sport utility vehicle,

emphasis is placed on high limits of performance balanced
with the utility demanded by the Cayenne owner. Pirelli
Scorpion A/T All-Terrain tires are chosen for highway use in all
weather conditions, including snow and cold climates, as well
as for off-road use. Continental 4X4 Contact and Pirelli
Scorpion Zero tires are designed for highway use in all
weather conditions including snow and cold climates.
Bridgestone Turanza tires target a balance of performance
and ride comfort for highway summer conditions. Continental
4X4 SportContact, Michelin 4x4 Diamaris, and Pirelli PZero
Rosso tires are chosen for sports car-like handling in both wet
and dry summer conditions.
Porsche Dealers Have the Performance Tires You Need
Decades of engineering excellence and racing heritage are

designed into each Porsche vehicle. All the technology and
innovation has to work through the four small contact patches
that allow the performance potential to be realized. Many
vehicle owners forget these four critical performance points
are so important to their driving expectations, pleasure and
safety.

Running Gear – E1
Brakes – General Brake Booster
As with the sports cars, the brake system in the Cayenne The tandem master brake cylinder with the overflow
is specifically designed for its high performance and reservoir and the vacuum brake booster are installed at
weight. With the Cayenne, the conversion of energy when the front. The tandem brake master cylinder has a
braking from top speed at maximum gross weight is more diameter of 26.99 mm and a stroke of 18/18 mm. To
than twice as great as with the Boxster. Because of the keep operating effort to a comfortable level, a tandem
front-mounted engine, the higher center of gravity and the vacuum brake booster (dual diaphragm) is used. Two
resulting weight transfer under braking, the front brakes in connected pistons are arranged in tandem in a housing
particular are under considerably greater stress. Do to the (diaphragm diameter 9 and 10 inches), which increases
special requirements regarding contamination (for the working surface correspondingly. The boost factor is
example, mud in off-road use) the brake rotors are not i=7. When the brake is applied, atmospheric pressure is
cross-drilled. All Cayenne models are standard equipped brought to both diaphragms through a control valve and
with Porsche Stability Management, which is networked thus assist is built up behind the brake master cylinder. A
with Porsche Traction Management. magnetic winding, a metal piston, the trigger switch and a
diaphragm travel sensor were integrated in the booster
MY 2005 Modification unit. A pressure sensor is mounted on the brake master
cylinder. These components are required for PSM.
The brake pedal light switch has been removed.
Brake System, Cayenne
The brake system of the Cayenne is designed for the high

performance and the weight of the vehicle. Therefore, 17˝
rotors front and rear, 6-piston aluminum fixed calipers on
the front axle and 4-piston fixed calipers on the rear. All
other components such as brake booster with brake
master cylinder, rear wheel brakes and parking brake are
the same as on the Cayenne S.
Brake System, Cayenne S and Cayenne Turbo

(Turbo up to MY 2006) 1 - Brake booster
2 - Connector for trigger switch and magnetic winding
3 - Pressure sensor
The brake system of the Cayenne S/T has 18˝ rotors on
4 - Brake master cylinder (tandem-- brake master cylinder)
the front and 17˝ on the rear, with 6-piston fixed aluminum 5 - Diaphragm travel sensor
calipers on the front axle and 4-piston fixed aluminum 6 - Overflow reservoir for brake fluid
calipers on the rear.
Brake System – Cayenne Turbo S (Option for MY

2006)
The brake power was increased in order to match the

higher driving performance. On the new Cayenne Turbo S,
larger brake discs with larger calipers replace the brake
system of the Cayenne Turbo. The diameter of the front
brake discs was increased from 350 to 380 millimeters
and the diameter of the brake discs on the rear axle from
330 to 358 millimeters. The heat dissipation was
improved by 10% thanks to a new, further developed
cooling duct design.

Running Gear – E1
Vacuum Pump For Brake Booster (Cayenne Turbo Only) Front Brakes, Cayenne
To improve brake boost assist, an electric vacuum pump

is installed in the engine compartment, on the right on the
strut tower. In engine operating conditions with reduced
vacuum supply, such as catalytic converter heating
following a cold start, parking or driving at altitude, the
pump is activated by the DME control module. The DME
control module reads pressure in the brake booster
through a pressure sensor ahead of the booster and
switches the pump on (see paragraph “Control Module
Inputs” in the Fuel/Ignition System section).
Cayenne calipers are painted Black.
The ventilated brake disk has a diameter of 17˝ (330 mm)

and is 32 mm thick. The monobloc aluminum fixed caliper
is equipped with 6-pistons in the diameters of 34, 36 and
38 mm. The three outer pistons are provided with heat
insulating, high-temperature-resistant plastic inserts to
reduce the risk of vapor lock in the brake fluid. The brake
linings, specially adapted for the Cayenne, are monitored
for wear on both sides and provided with vibration
1 - Vacuum pump dampers.
2 - Pressure sensor
3 - Vacuum brake booster Front Brakes, Cayenne S/T (Turbo up to MY 2006)
4 - Non-return valve
5 – DME control module
The internally vented brake rotor is 18˝ (350 mm) in
V - Engine vacuum connection
diameter and 34 mm thick. The rotor was not cross-drilled
because of the requirement regarding contamination (mud
Brake Fluid
in off-road use). The monobloc fixed aluminum caliper is
fitted with 6 pistons of 30, 34 and 38 mm diameter.
The Cayenne brake system is filled with “ATE Super DOT
4” brake fluid. The change interval is two years.
The three outer pistons are fitted with heat insulating, high
temperature resistant plastic inserts to reduce the risk of
air bubbles forming in the brake fluid.
Caution:
When retracting the pistons. Improper handling can
destroy the plastic insert.

Running Gear – E1
To achieve the best deceleration values even with the
significantly improved performance of the new Cayenne
Turbo, it now features an improved turbo brake system
with the following enhanced components:
• Larger brake discs

• Reinforced brake calipers
• Optimized brake pads
The brake calipers on the Cayenne Turbo have also been

reinforced. The correspondingly larger front brake calipers
now have an additional reinforcement frame (-arrows-),
which is bolted to the caliper housing in four places and
Cayenne S calipers are painted Silver.
serves to strengthen the structure.
Cayenne Turbo (up to MY 2006) calipers are painted Red.
Cayenne Turbo MY 2008 The four bolts on the reinforcement frame must not be
loosened. To replace the pads, loosen the two bolts for
the wheel carrier.
Rear Brake
Cayenne calipers are painted Black.

Cayenne S calipers are painted Silver.
Cayenne Turbo calipers are painted Red.

Running Gear – E1
The radially internally vented brake rotor is 17˝ (330 mm) Notes:
in diameter and 28 mm thick. The rotor was not cross-
drilled because of the requirement regarding contamina-
tion (mud in off-road use).
The monobloc fixed aluminum caliper is fitted with 4

pistons of 28 and 30 mm diameter. The lower brake line is
protected by a stone guard (A).
Parking Brake
The special requirements of a sporty multi-purpose vehicle

were taken into account in the design of the parking
brake. Even fully laden, the Cayenne can be safely parked
on a 55% slope.
To achieve the required force at the brake, it was designed

as a foot-operated parking brake. From the foot lever, a
cable leads to a bell crank (A), which redirects the force
with a 3.1 ratio to a cable pivot (B). Two cables lead from
the pivot to the parking brakes.
The duo-servo drum parking brake is integral with the rear

brake rotor.

Running Gear – E1
PSM (Porsche Stability Management) PSM (Porsche Stability Management) – MY 2008
All Cayenne models are equipped with PSM, which is The new Cayenne models also feature enhanced Porsche
networked with the Porsche Traction Management (PTM). Stability Management (PSM). PSM improves active safety
PSM is an outstanding electronic driving dynamics control thanks to the following additional functions:
system for stabilizing the vehicle when reaching handling
• Enhanced braking readiness
limits and for increasing driving safety.
• Brake assist function
• New ABS tuning for braking on loose surfaces
PSM Diagram
1 - PSM control unit 6 - Pressure sensor

2 - Active brake servo 7 - PSM OFF switch
2a - Release switch (brake signal) 8 - Brake light switch
2b - Diaphragm travel sensor 9 - ABS warning light
2c - Solenoid coil 10 - PSM warning light
3 - Multifunction sensor (longitudinal/lateral 11 - Brake lights
acceleration, rotation rate) 12 - Steering angle sensor
4 - Speed sensor 13 - CAN
5 - Switch for parking brake

Running Gear – E1
In addition to the already familiar functions such as ABS, Engine Brake Torque Assistance (MBU)
ABD, ASR, EBD, MSR and VDC, the following functions
have been used since Model Year 2003: When moving off slowly downhill (forwards or backwards),
the engine-brake torque works against the downgrade
Off-road ABS force and brakes the vehicle. If one or more wheels lose
grip while driving downhill (especially off-road), the engine
To shorten the off-road braking distance, the off-road ABS brake torque effect would be lost. The PSM initiates
briefly blocks the front wheels. The resultant wedge effect braking on the wheels that have good ground contact. The
in front of the wheels assists the braking. vehicle acceleration caused by the downgrade force is
prevented and the vehicle speed remains constant.
The off-road ABS operates only:
MBU can currently still be deactivated via the PSM-OFF
• When low range is selected
button. During model year 2004, MBU is also available
• At speeds below 30 mph (50 km/h)
when PSM is deactivated.
• When driving straight ahead. If the steering wheel is
turned (cornering), the off-road ABS is automatically
MBU operates only when:
switched off to maintain steering capability.
• Gas pedal not pressed
Off-road Vehicle Dynamics Control (VDC) • PSM active
• Speed below 12 mph (20 km/h)
With low range selected and at a speed of below 22 mph • A gear is engaged
(35 km/h), the vehicle dynamics control, in particular the
braking, are performed with a delay. The advantage of this PSM OFF Switch
is that, for example, when driving downhill on loose ground
with sharply turned wheels (understeer), the cornering
force is not lost through further free-rolling wheels.
Porsche Hill Control (PHC)
Porsche Hill Control is the designation of an auxiliary

system that assists the driver when driving downhill off-
road and when starting off on a hill (on vehicles with
manual gearbox). This term PHC covers engine-brake
torque assistance (MBU) and Porsche Drive-Off Assistant
(PDOA).
MY 2005 Modification
For off-road use, the ABD has been expanded by a To allow the driver to control the car more actively the
traction-oriented off-road control strategy. A special PSM can be switched off with a switch in the center
control strategy has been implemented in high range console. When the PSM is switched off, the wheel-
mode that delivers a noticeable improvement in traction, selective brake application (VDC) and anti-slip regulation
particularly when driving on sand. Starting out or driving are deactivated. Reaching handling limits can lead to
on sand and also the transmission of torque on gravel has wheel-selective brake application. The ABD function,
been further improved through the ABD optimization. which is also accessed by the PTM, is retained. Switching
off of the system is indicated by a indicator lamp in the
PSM switch and in the instrument cluster. PSM continues
to monitor the vehicle yaw motions, however, to ensure
reliable ABS control an active control intervention is only
carried out when the brakes are applied.

Running Gear – E1
Component Location The following customer benefits are realized through
PSM:
• The best possible traction and tracking when acceler-

ating even on roads with different coefficients of friction
(road surfaces)
• Compensation for weight transfer reaction during decel-
eration or partial braking in curves, up to the maximum
lateral acceleration on all road surfaces.
• Prevention of dynamic oversteer, for example, with rapid
steering movements, under deceleration, during lane
changes or in S-bends.
• Reduction of understeer when entering curves at speed,
particularly on low coefficients of friction
• Reduction of braking distance with improved stability
during braking, particularly in curves and changing coef-
1 - Speed sensor (wheel) ficients of friction.
2 - PSM control module and hydraulic unit • Sports car-like tuning of the total system for great
3 - DME control module safety, while retaining outstanding agility and superior
4 - Fuse carrier, right handling characteristics, even during sporty driving.
5 - Control module for level control • The ability to switch the system off to deliberately
6 - Control module for rear axle differential lock
increase individual participation in the driving experience
7 - Brake light suppression relay
8 - Servotronic control module
9 - Active brake booster with components (in the cowl on the left
side)
10 - Control module for vehicle electrical system
11 - PSM OFF switch
12 - Tiptronic control module
13 - Transfer case control module
14 - PSM multiple sensor
15 - Steering angle sensor
16 - Instrument cluster
Notes:

Body
Subject Page
Cayenne/S/T, MY 2003-06 (E1 – 1st Generation)
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Aerodynamics and Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Body Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Panorama Roof . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Body Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Body – Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Body – Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Automatic Rear Tailgate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Rear Tailgate Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Checking Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Cayenne/S/T, MY 2011 (E2)
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Body Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Front View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Side View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Rear View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Tailgate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Body – E1 Gen. I
Cayenne/S/T, MY 2003-06 (E1 – 1st Generation) Drag coefficient cW = 0.39
Cross section A m2 = 2.785 Cayenne/S
General 2.78 Cayenne Turbo
cW x A = 1.09 Cayenne/S
1.08 Cayenne Turbo
Lift coefficient VA cAV = 0.15 Cayenne/S
0.15 Cayenne Turbo
Lift coefficient HA cAH = 0.02
The air flow around the front and rear wheels, guided by
spoilers, results in reduced lift and together with optimized
balance between front and rear suspension lift, contributes
to the outstanding driving characteristics of the Cayenne,
even at high speed. Even smaller details such as the small
chin spoilers and the plastic underbody protection
contribute to the vehicle's superior aerodynamic qualities.
The Cayenne has a fully galvanized, unitized steel body
The underbody splash shields aid in the cooling of compo-
with four doors, a rear gate and seating for five. The
nents such as the front axle with specifically directed air
vehicle fulfills all worldwide safety regulations with respect
inlets. Using a tuned system of air channels and spoilers,
to front, side and rear impact as well as rollover and front
cooling air is guided to the brakes at the high level
and rear impact.
expected of a Porsche.
Aerodynamics
Development of the Cayenne overcame specific

aerodynamic challenges, including:
• A large cross-sectional area to accommodate the interior

space and comfort requirements.
• Greater ground clearance.
• Limited design tolerance of aerodynamic underbody
components, due to the demands of off-road operation. In addition to innovations in driving and thermodynamic
• Higher performance requirements at low speed resulting characteristics, advances were made to improve comfort.
in increased demands on cooling of assemblies and
components. The following focal points should be mentioned:
In order to meet these requirements, experience gained in • Reduction of dirt accumulation on side windows and
sports cars was applied in optimizing all details of the new mirrors by engineering the A-pillar, outside mirror and
vehicle. The cool air inlets were placed in the area of the drip molding.
greatest dynamic pressure. Cool air routing, designed as • By tuning the wind deflector, booming was suppressed
closed channels, provides maximum airflow to the and strong wind effects were prevented in vehicles with
radiator. In this way, the cross sections of the air inlets sunroofs open to various positions.
could be reduced, thereby diminishing drag in the airflow. • Reduction of annoying wind noise by using hidden
Aerodynamic measures leading to an optimal cW value in wipers, redesigning body sealing as well as eliminating
the tail area include a downward rake of the rear roof line exposed edges.
and a slight inward tilt of the upper body optimized in the
wind tunnel. The roof spoiler reduces the cW value signifi-
cantly while increasing aerodynamic downforce on the rear
suspension.

Body – E1 Gen. I
Body Shell The high impact zones with limited allowable deformation
in a crash, such as the doors and doorsills, the body are
Through optimized design and use of the most modern reinforced with high strength steel. The parts are made in
materials, the Cayenne achieves enviable static and a press quenching process. The sheet metal is hot-
dynamic body stiffness. This is due to the particular stamped and then cooled according to specification. The
competence of Porsche in the area of lightweight steel treated material then has superior shape and strength
construction. The extraordinary body stiffness provides characteristics.
the ideal basis for precise suspension tuning since body
twist and vibration caused by the road surface irregulari-
ties are minimized by the stiff body structure.
An innovation is the use of multi-phase steels in the body.

These steels are used both when high strength is required
and when complex drawn parts must be used. Examples
include the rear area of the front cross member, the cross
member in the front wall, the seat rail and heel cross
members, the door sill inner section and tunnel crash rein-
Structural and Material Concepts
forcement.
A side and cross member structure intelligently distributes
forces arising from a crash. Three tiers absorb deforma- Notes:
tion energy, distributing the forces to the rigid floor side
member, body sill, tunnel and door frame areas, there by
reducing passenger compartment deformation. The front
chassis subframe made of high strength hydroformed
steel tubes forms the bottom load absorbing tier. The
center load absorbing tier consists of the joined front side
member and the front bulkhead cross member. The top
load-absorbing tier is made of the frame side member. The
result is a tough passenger compartment offering a high
level of rider protection.

Body – E1 Gen. I
Multi-phase steels, so-called dual phase and TRIP steels The body structure, including the roof frame and all pillars
(TRransformation Induced Plasticity) have a higher rigidity is completely designed as a three layer construction
than other steels and almost the same plasticity. The (interior and exterior shell, reinforcement). The layers in
interior B-pillar and the reinforcement in the A and B-pillar the roof frame are arranged to form a three box structure
are made of TRIP steel to provide roll-over protection. with high rigidity. The rigid layout of the roof frame and
Highest strength multi-phase steels are used in the seat base allow the implementation of optional modular roof
cross members and in the rear cross member. Similar to designs, such as a sunroof. One piece side sections allow
Porsche sports cars, the Cayenne uses custom made styling features such as harmoniously joined sections of
sheet metal called tailored blanks. This allows parts to be doors and pillars.
dimensioned so that they have specific characteristics
depending where they are used; for example, the side
member will have a varying thickness profile (for the crush
zone and passenger compartment). Multi-phase steels
allow the use of light yet extremely stable structures in the
areas of the side members and side roof frames.
This design also minimizes production tolerances. Shell

construction of the door sills is supplemented by a high
strength tubular element to reduce intrusion into the
vehicle during a side pole crash. In order to meet objec-
tives for vehicle fording ability at a water depth of 19.6˝
(500 mm) for a period of 10 minutes, the body structure
had to be designed with a special sealing configuration.
This design uses a “dry sill” concept (fully enclosed door
sill). The difficulty of having to seal a “wet,” flooded
doorsill to protect the passenger compartment is thereby
avoided. Foam reinforcement in the form of barrier panels
are installed on the A-pillar, B-pillar, and rear wheel
High-strength steel housing, as well as in the junction between the doorsill and
columns; while the body is in the baking oven, the foam
expands to form a seal.
High-strength steel
A high quality anti-corrosion surface is applied to the two-
Sheet steel sided galvanized sheet metal to guarantee long term dura-
bility. In addition, sealing body cavities with wax likewise
contributes to long term body integrity. In this process,
Aluminum
body cavities are first filled with wax, then drained.
Compared to usual spray wax procedures, this method
Tailored Blanks offers superior wax penetration into the cracks and
provides adequate sealing.

Body – E1 Gen. I
Panorama Roof The glass used in the Panorama roof system is
tinted grey and has the following properties:
In addition to the electric sliding/lifting roof, a new, electri-
• UV transmission: 8%
cally operated, continuously adjustable Panorama roof
• Infrared transmission: 10 %
system is available as an option for the Cayenne. This
• Energy transmission: 15 %
four-segment glass roof extends lengthways over the
• Light transmission: 17 %
entire exterior roof skin from front to rear transverse
frame and crossways over the surface between the
The Panorama roof system cannot be supplied in conjunc-
holding rails for the roof transport system.
tion with the optional roof rail or the roof rail including drip
mouldings, which is also available on request.
The Panorama roof system for the Cayenne offers particu-

larly high variability in terms of the different opening
positions of the various segments.
The entire glass surface of the Panorama roof system is

around (approx. 63˝ x 35˝), making it almost four times
as large as the optional sliding/lifting roof with a glass
surface of around (approx. 18˝ x 32˝). The Panorama roof
system allows a maximum opening area of 32˝ x 32˝. The
design team went for a particularly high-quality look.
This objective was achieved impressively by imple-

menting the following measures:
• Flush transitions
• Concealed mechanism 1 - Air deflector
• Use of tinted glass 2 - Sliding roof element
• Minimum number of joints 3 - Sliding/lifting roof element
4 - Fixed glass element
The fixed glass element and solid attachment to the The segment at the very front (in direction of travel) -
bodyshell help to ensure that torsional forces are segment 1 - acts as a front air deflector. This adjusts itself
absorbed by the structure. Large profile cross-sections according to speed and helps protect against the
and bodyshell reinforcements in the roof area have also disturbing effects of the wind when the Panorama roof
ensured that the roof can always be opened as far as system is open.
possible while maintaining the best possible body rigidity.
Another safety aspect is that the Panorama roof system is

made from laminated safety glass, which reduces the risk
of possible injury to passengers from glass splinters in the
event of roof damage.

Body – E1 Gen. I
Furthermore, the air deflector (segment 1) is controlled in
accordance with the speed if segment 3 is moved. This
helps reduce air turbulence and wind noise at freeway
speeds.
Roof element 4 is a fixed glass element and completes the

Panorama roof system. An electrically controlled shade,
which comes as standard, protects the interior from both
direct sunlight and cold. If the shade is closed or in an
intermediate position, it is also activated automatically
when you open the glass segments.
Segments 2 and 3 are behind this and can be moved

lengthways. This means that the roof can be opened either
only over the first or second row of seats, or both
segments can be pushed back over or under the fixed
glass section (segment 4) to open the roof over both rows
of seats.
The glass segments can be controlled - in the same way

as the electric sliding/lifting roof - using an illuminated
rotary switch, which is part of the console in the front roof
area.
Segment 3 can also be opened in lift position for improved
ventilation of the interior. When segment 3 is in lift The Panorama roof system can be operated in the
position, the air deflector (segment 1) remains closed. following situations:
Before one of the sliding segments is moved backwards
• When the ignition is switched on.
however, the air deflector (segment 1) swivels upwards. To
• When the ignition key is removed until such a time as the
deflect air, even with a very small opening, the segment is
door is opened, but only for max. 10 minutes.
moved mechanically and is not pressed upwards in the
normal way by a spring.

Body – E1 Gen. I
The Panorama roof system stand-by function switches off To open the shade – Press rear of rocker switch F
after 10 minutes. If the vehicle is unlocked, the vehicle
electronics switch off after 10 minutes in order to save the To close the shade – Press front of rocker switch G
battery. As a result, the roof elements can no longer be
operated. The power supply is restored when the ignition Shade Cleaning Position
is switched on again.
1. Close the Panorama roof system and shade fully.
2. Turn the rotary switch to position C. The Panorama roof
system opens fully.
3. Once the Panorama roof system has reached the end
position, press the front of the rocker switch G and
keep it pressed for more than 3 seconds until the
shade is fully closed.
4. Remove any dirt (e.g. leaves).
5. Press the rear of the rocker switch F and keep it
pressed until the shade is completely open.
6. Close sliding roof element.
Comfort Function
A - Closing the Panorama roof system fully.
B - Opening the sliding roof element fully. If the vehicle key in the door lock is turned towards "Open"
C - Opening the Panorama roof system fully. or "Close" for more than two seconds, the Panorama roof
D - Sliding/lifting roof element in lift position. system will open or close while the key is turned in the
E - Opening the sliding/lifting roof element fully. respective direction. The shade will operate automatically,
if necessary (e.g. when you open the roof while the shade
The automatic presetting system allows you to control is closed).
every usable roof position directly using a corresponding
rotary switch setting. A separate rocker switch for the The Panorama roof system opens from the closed
electric shade on the Panorama roof system is located position to the maximum open position in the
next to the rotary switch in the roof console. following three steps:
1. Air deflector (segment 1) swivels upwards.

This switch has two settings:
2. Segment 2 moves back over segment 3.
3. Segment 2 moves further back over segment 4, while
segment 3 moves under segment 4.
Like the glass electric sliding/lifting roof, the Panorama

roof system also comes with an anti-pinch protection
feature. If the roof senses resistance while closing, it auto-
matically goes back. Electric and manual emergency
closing function The Panorama roof system has an anti-
pinch protection feature both for opening and closing. The
anti-pinch protection feature stops the roof from moving if
a segment is obstructed while closing or opening the
Panorama roof system.
• If the rocker switch is pressed to the first setting, the

If the moveable segments cannot move freely due to
shade opens or closes in stages as you press the rocker
ice/snow, sand or other debris, the roof's opening or
switch.
closing action may also be interrupted. The electric
• If the rocker switch is pressed fully, the shade opens or
emergency closing function allows you to disable anti-
closes to the end position.

Body – E1 Gen. I
pinch protection so that the Panorama roof system can be
closed fully. The electric emergency closing function can
be activated by pressing and holding down the presetting
switch in "Roof closed" position.
CAN Comfort - - - - - -
-
Components – Panorama Roof System
If the electric drive mechanism fails, the roof can also be

1 - Motor adjustment for roof segment A and B (motor, cover 1
closed manually using the Allen key (Item B). You will find
and 2)
this key underneath the rubber mat in the lower oddments
2 - Motor adjustment for roof segment C (motor, cover 3)
tray in the center console.
3 - Control unit
4 - Motor adjustment for shade
5 - Rocker switch
6 - Rotary switch
7 - Fuse carrier on left of dashboard (fuse F42, 30 A)
Notes:
1. Unclip cover.
2. Insert the key into opening H or I until it clicks firmly into
place.
This may requires some effort.
If the Panorama roof system malfunctions or if the roof is

closed manually, the system must complete the learning
phase again with the roof closed. This involves pressing
and holding down the presetting switch in the "Roof
closed" position for more than five seconds. A reset
sequence begins, in which first the shade, then segment
1, segment 2 and finally segment 3 is closed.

Body – E1 Gen. II
Cayenne/S/T, MY 2008-10 (E1 – 2nd Generation) Body Shell
General The exterior body panelling received new design elements

while the underling body shell structure components
basically remained unchanged from the previous model.
The second generation Cayenne’s design criteria

carried over from the previous models:
• Excellent static and dynamic body stiffness.

• Excellent passive safety.
The second generation Cayenne models feature a

new attractive dynamic design and include the
following development goals:
• Increased performance and less consumption.

• Improved active and passive safety.
• Improved everyday suitability and new attractive
features.
High-strength steel
High-strength steel
Sheet steel
Aluminum
Tailored blanks
Additional features and options for the second
generation Cayenne include:
• Hydrophopic side windows.

• Automatic tailgate (Standard).
• New management system for the luggage compartment
(optional).

Body – E1 Gen. II
Body – Front Body – Rear
The front end changes included new front lights that have The rear end changes included new tail lights that have
a flatter basic shape, which makes all new Cayenne also been redesigned with LED technology. In addition to
models look wider. The fact that the mid-point of the outer the white backup lights, the shape of the rear lights has
light unit for the headlights has been shifted further out also been adapted to suit the new rear end design. See
also adds to this look. See section 9 for complete details section 9 for complete details on the new light systems
on the new light systems and features. and features.
Additional design changes include: Additional design changes include:
• New designed front end and air inlets. • Integrated tailpipes.

• Stronger contoured front fenders. • Lower rear diffusor panel.
• Redesigned and enlarged roof spoiler.
• Sharper contoured rear quarter panels.
• New design of the rear cargo compartment.
Cayenne/S front view.
Cayenne/S rear view.
Cayenne Turbo front view.
Cayenne Turbo rear view.

Body – E1 Gen. II
Doors & Rear Tailgate
Automatic Rear Tailgate
The new automatic rear lid, which is much more conve-

nient and highly practical for loading the vehicle, is
available as an option for all Cayenne models. The rear lid
can be both opened and closed fully automatically at the
touch of a button with this option.
Opening The Rear Tailgate Automatically Option 2 – Press the button on the key for approx. 1
second. If the vehicle is locked, the doors will remain
When towing a trailer, the rear lid can only be opened locked when you open the rear lid.
using the release button on the rear lid.
The rear Tailgate can be opened in three different

ways:
Option 3 – With the ignition switched on, pull the switch in

Option 1 – Press the release button on the rear lid. The the driver’s door and hold it until the rear lid is fully open.
vehicle must be unlocked in this case. The vehicle does The process for opening the rear lid will be interrupted if
not have to be unlocked if it has Porsche Entry & Drive. you release the switch too soon.
You simply need to have the vehicle key with you, e.g. in
your pocket.
Notes:

Body – E1 Gen. II
Closing The Rear Tailgate Automatically Setting The Opening Height Of The Rear Tailgate
Make sure that the load is not too close to the rear lid The opening height of the rear lid can be set individually,
when closing it because otherwise the process for closing for example, so that the rear lid will not hit the garage
the rear lid will be aborted and the rear lid will stop and ceiling. The vehicle height depends on the level settings
not fully close and lock. for vehicles with level control.
Use these steps:
1. Stand behind the vehicle and open the rear lid.

2. Use the button on the key to stop the automatic
opening process at about 2/3 of the opening height.
3. Then move the rear lid up with your hand until it is at
the required opening height. When doing so, make sure
the lid is far enough away from any obstacles.
4. Press the button in the rear lid trim and hold it for
approx. 3 seconds. An acknowledge tone sounds and
the direction indicators flash once. The opening height
for the rear lid is now programmed. The rear lid can
now be closed by pressing the button. This setting
cannot be deleted. If a different setting is required,
Press the button in the rear lid trim. Interrupting the repeat the procedure from Step 1 to 4.
opening/closing process in dangerous situations.
Malfunction Of The Rear Tailgate Drive
The opening/closing process is interrupted immedi-
ately if one of the following buttons/switches is The automatic function is not active if the battery voltage
actuated: is too low. Actuating a button releases the lock on the rear
lid and a warning beep sounds for 3 seconds. The rear lid
• Pressing the button on the key,
can now be opened manually.
or releasing the switch in the driver’s door,
or pressing the button in the rear lid trim,
or pressing the release button on the rear lid.
Note!
Automatic opening/closing can be resumed at any time.
To do this, simply actuate the relevant button/switch. A warning beep sounds while the automatic rear lid is
moving on vehicles designed specifically for the USA and
Obstacle Detection While Opening The Rear Tailgate Mexico.
If the opening process is blocked by an obstacle, the rear Rear Tailgate Emergency Operation
lid will not open. An alarm sounds. Once the obstacle is
removed, the rear lid can be opened by pressing the If the automatic opening/closing process is interrupted
button on the key or pulling the switch in the driver’s door due to a fault, a warning beep sounds for approx. 3
or pressing the release button on the rear lid. seconds. Open and close the rear lid manually.
Obstacle Detection When Closing The Rear Tailgate
If the closing process is blocked by an obstacle, the

closing process is aborted. An alarm sounds and the rear
lid remains partially open. Once the obstacle is removed,
the rear lid can be closed by actuating a button/switch.

Body – E1 Gen. II
System Overview Checking Hydraulic Oil Level
The automatic rear tailgate has an actuating unit with a

hydraulic pump and a spring-supported hydraulic cylinder.
Before checking oil, open and close rear lid 2-3 times
automatic to remove any air in the system.
• High oil level – Pressure in the tank could be too high

during manual operation!
• Low oil level – Pump noises due to air in system, incom-
plete opening and closing function!
Hydraulic Pump
A - Hydraulic cylinder with spring

The hydraulic pump comprises an electric motor, the
B - Hoses
actual pump and an oil tank. The pump is packed in a
C - Hydraulic pump
sound capsule to reduce noise and is secured in the rear
D - Support
left wheel housing by a support.
Component Overview
A - Tank
B - Pump
C - Electric motor
The spring-supported hydraulic cylinder is connected to

the pump by quick connectors. Pressure loading of the
A - Support cylinder on the piston side drives the cylinder out.
B - Quick-connectors Pressure is applied to the rod side by reversing the poles
C - Sound capsule of the electric motor. The control unit for rear lid
D - Hydraulic cylinder hydraulics reverses the poles. A maximum pressure of up
E - Grommet to 2900 psi (200 bar) exists in the system. The pressure
F - Hoses in the system must not exceed 72 psi (5 bar) when
removing/installing the quick connectors, otherwise the
connectors can be damaged. The automatic rear lid
system also has diagnostic capabilities.

Body – E2
Cayenne/S/T, MY 2011 (E2) The wheelbase was extended by 40 mm in order to
increase the space available in the passenger compart-
General ment and provide greater functionality. The overall
increase in length is 48 mm. The height of the new
Cayenne models has been increased by 6 mm and the
width by 11 mm. The overall dimensions are far more
dynamic and compact than those of competitor vehicles.
Body Shell
When the body of the new Cayenne models was

developed, the following objectives were pursued in order
to further increase the visual appeal, safety and perfor-
mance of the vehicles:
• Exciting, sporty and typical Porsche design

• Clear visual distinction from other models
• Significant weight reduction (up to 407 lbs/185 kg
depending on model) Further developments in steel processing techniques have
• Better occupant protection allowed the use of extremely thin-walled steels, which have
very high rigidity values in order to comply with all relevant
The body design of the new Cayenne models is quintes- safety regulations. The weight enhancements are not
sentially Porsche. From the front, the most striking restricted to the crash-relevant structures of the bodyshell.
features are the typical Porsche contoured fenders and The use of aluminum for the hood and tailgate and new
lengthened engine hood. structures in the door also contribute to a significant
reduction in the body weight.
The use of high-strength materials and hot-formed steels

also makes a decisive contribution to reducing the overall
vehicle weight. Lightweight construction measures on the
body contributed to reducing the weight of the vehicle by
245 lbs (111 kg) compared with previous models. The
doors, hood and tailgate account for a reduction of 86
lbs (39 kg) alone. In spite of the increased level of safety,
it was possible to improve the driving dynamics as well as
the fuel consumption values.
The slim D-pillar and the new window design make an

important contribution to the attractive appearance of the
vehicle side. The form of the windows follows the elegant
roof line from the A-pillar to the D-pillar, which empha-
sizes the compact, dynamic appearance. The rear quarter
panel is extremely well defined.

Body – E2
Body Shell Structure Front View
All Cayenne models meet all legal requirements for

occupant protection. The legal standards for frontal, side
and rear impacts are fulfilled.
The design of the vehicle body is crucial for a high degree

of passive safety. Modern metal processing techniques
were used in the design of individual body elements on the
new Cayenne models. The forces generated when an
accident occurs are dissipated in a defined way through-
out the longitudinal and cross member structures in the
front and rear of the car. The multi-phase steels that are
used ensure a high degree of strength, specific deforma-
tion properties and optimal energy absorption.
Reinforcements made from high-strength, hot-formed steel

also protect occupants in the event of a side impact. They
The first feature that catches the eye when viewing the
surround the passenger cell like a cage and provide
front end of the Cayenne models is the three large air
extreme dimensional stability that makes a decisive contri-
intake openings. On the Cayenne, the vanes in the
bution to ensuring the preservation of the interior and
lateral air intakes are painted in the vehicle color and on
protection of the occupants.
other models, they are painted black.
Hot-formed steel that has the required dimensional stability

The Cayenne Turbo has larger air intakes. Another defining
and deformation proper-ties is used in the area around the
element on the front end is the power dome, which
B-pillar, for example. This new material made it possible to
creates a dynamic sports look. The power dome on the
implement both requirements in a single component. The
Cayenne Turbo is 13 mm higher than the dome on other
efficient use of heat-formed steel in the roof structure also
models and together with a model-specific design, lends
considerably reduces the weight compared to the previous
the vehicle a dominant appearance.
model while simultaneously improving safety.
All elements of the vehicle body are designed and joined in

such a way that the forces from an impact are initially
dampened and then absorbed in a defined manner,
protecting the occupants.
Notes:

Body – E2
Side View positions. An additional opening position on the rear door
improves comfort for the occupants getting in and out of
the vehicle in narrow parking spaces.
Tailgate
The extended wheelbase on the new Cayenne models is

clearly recognizable from the side. However, the wedge
shape of the flowing silhouette still creates an extremely
dynamic effect. The large wheels provide the Cayenne with
a powerful and confident appearance on the road. The
Cayenne and Cayenne S are equipped with 18-inch wheels
as standard, where as 19-inch wheels are installed on the
Cayenne Turbo as standard. Sporty rim designs afford an
unobstructed view of the brake systems. The side window
surrounds and the trim strip on the tailgate have a
chrome look finish and provide the Cayenne with a strik- The lightweight tailgate on the new Cayenne models is
ingly elegant appearance. more than 50% lighter than the tailgate on the previous
model, mainly due to the use of aluminum and the elimina-
Rear View tion of the opening glass hatch. The weight reduction
allows for greater ease of use. Less force is required to
open and close the tailgate.
A powerlift tailgate is standard equipment on all Cayenne

models. The lifting mechanism it for this version of tailgate
was completely redesigned and is about 40% lighter than
the previous version. In addition to reduced weight,
greater emphasis was placed on achieving quieter,
smoother opening characteristics. The new system is
based on an electrical spindle drive on both sides assisted
by a coil spring that increases comfort and day-to-day
usability when loading the vehicle.
The typical Porsche themes and design elements have

The driver can open the tailgate in three different ways:
been brought to the fore even more clearly. The visual
using the switch in the passenger compartment, the key
height necessary for the wedge shape and dynamic
remote control or the momentary-switch handle on the
appearance of the models is achieved in the rear area
tailgate. The tailgate is closed via the push button on the
through greater emphasis of the tailgate. The model desig-
inside of the tailgate. The opening height of the tailgate
nation and the new “PORSCHE” brand logo in a chrome
can be adjusted individually as required. To do this, the
look are located at the rear.
opening operation must be interrupted at the desired
height and then the closing button inside the tailgate
Doors
pressed for three seconds. If the tailgate stops at a preset
height, it can be extended to full opening height by
The four pressed lightweight steel doors have integrated
pushing up lightly on the tailgate.
high-strength steel reinforcements that improve side
impact protection for the occupants. On the new Cayenne,
the front and rear doors have three different opening

Body, Exterior & Interior
Subject Page
Exterior
Cayenne/S/T, MY 2003-10 (E1)
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Front Bumper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Rear Bumper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Hitch (towing package) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Passenger Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Roof Transport System (RTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Front, Side and Rear Views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Panoramic Roof . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Roof Transport System (RTS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Passenger Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Interior
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Instrument Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Door Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Center Console . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Seat System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Body, Exterior – E1
General
The front fascia is composed of the following main

parts:
1 - Fascia 2 - Bottom part of facing
3 - Grill side 4 - Grill middle
The Cayenne’s exterior has many of the characteristics of
5 - Side marker lights 6 - Fog lights
typical Porsche design. The air intakes at the front are
7 - Spoiler 8 - License plate holder
optically similar to those of the 911. The round/oval head-
9 - Porsche emblem
lights in Porsche look detail the side contour of the front
hood, as in the sports cars. The V-shaped hood and the
Bumper System
design of the front fenders are typical “Porsche”. The
design of the side windows with round and straight lines is
In designing the bumper systems, a cost effective full-
a creative combination of elegance and sportiness.
coverage insurance level was in the forefront. If a crash at
low speeds takes place, the energy involved will be
Front Bumper Cover
compensated for in the bumper system, without any
damage taking place on the shell. The frontal bumper
The front of the Cayenne is made of three parts. The main
system is made of steel that is assembled out of a highly
part is assembled together with the spoiler. The desired
stable crossbeam and two deformation elements.
aerodynamic correction values (air resistance and excess
lift) are reached due to this spoiler and the focused
rerouting of the cooling air. The bumper is clipped onto the
above-mentioned parts. The license plate holder is inte-
grated into the middle of the bumper. The front of the
Cayenne S and the Cayenne Turbo have different air in-
takes, Turbo has larger air intakes. The integrated sensors
for the parking assistant are clipped onto the main part
and are painted the same color as the vehicle.
The bumper system is made up of the following

parts:
1 - Longitudinal beam
2 - Bumper
3 - Inlay

The crossbeam has holes with threads to screw in the Trailer Hitch (Towing Package)
towing lugs. The towing lugs can be screwed in at the
front or at the back. An advantage of these lugs being One hitch is offered as an option. A hitch made up of a
outside of the vehicle profile is that if they are used, there stiff steel crossbar with steel deformation elements. The
is no damage to the vehicle or any parts thereof. When USA version has a maximum towing capacity of 7716 lbs
deciding on the strength of the towing lugs, specific (3500 kg) (trailer with brakes) and a maximum supporting
towing power was taken into consideration. Up to 6,600 capacity of 617 lbs (280 kg).
lbs (3,000 kg) can be towed if using one lug, if two are
used, 12,000 lbs (5,500 kg) can be pulled. The rear Passenger Protection
bumper system is made of aluminum for weight reasons.
The rear bumper has an inlay for USA vehicles.
Rear Bumper Cover
The entire back end of the vehicle is composed of two

components and fulfills complex aerodynamic and thermo-
dynamic demands. Both ends of the vehicle are repair A high level of passenger protection can be reached due
friendly and can be taken apart quickly should any damage to the safety systems that were made especially for this
occur. The sensors for the parking assistant are clipped vehicle. The Cayenne has three point safety belts for all
on and painted the same color as the vehicle. seats. There are also driver and passenger side full size
front airbags and side airbags for thorax protection. The
Cayenne also has curtain airbags for both seat rows for
head protection in the case of a side collision.
Notes:
1 - Endplate 2 - Kickplate
3 - Foam part 4 - Bumper
5 - Hitch 6 - Rear covering
7 - Towing lug covering 8 - Bottom part of rear covering

Seat Belts Side Airbags
A new side collision protection system is offered with the

Cayenne. This system is made up of a seat integrated
thorax airbag and a so called curtain airbag that is built
into the roof frame. The air bag of the seat airbag has a
volume of approx. 10 liters and is filled with an acid free
gas generator. The curtain airbag is effective for the front
seats as well as for the rear outside seats. The air sack of
the curtain airbag creates a flat pillow between the front
and rear roof columns. If needed, it unfolds between the
head of the passengers and the side of the vehicle. It’s
volume is approx. 30 liter. It is filled with a cold gas
generator of the most current technology. The side
airbags are activated by four additional sensors, that are
near the B-columns and the rear wheel housings.
Airbag System – 2nd Generation
The Cayenne has pyrotechnical belt tighteners for the front

seats and the outside seats in the back. These belt tight-
eners have belt power limiters for very low passenger
strain levels. The middle seat has a two point seat belt.
Airbag System – 1st Generation
All Cayenne models are equipped with dual front Advanced

Airbags that offer upper-body protection with an added
degree of intelligence. A weight sensor in the passenger
seat automatically switches the passenger side bag off
when unoccupied or fitted with a child seat. These are
augmented by a side-impact protection system featuring a
The standard airbags for the driver and passenger are full- thorax airbag in each front seat. Curtain type airbags on
size airbags. The driver airbag has an acid free gas each side of the roof provide optimal head protection for
generator technology with organic fuel. The two level gas both rows of seats. When these are deployed, they form a
generator enables an improved balance of the air-bag protective cushion along the side of the vehicle.
system for further decrease of passenger strain. The
sensors that are connected to the airbag control unit can To provide better detection of a head-on collision, two
vary the deployment at two levels, depending on the additional impact sensors are located at the front of the
power of the crash. There are two additional sensors near new Cayenne. As a result, the front airbags can be more
the front bumper. The passenger side airbag module is accurately deployed in response to the specific character-
built into the upper area of the control panel and has an istics of what can often be a complex impact scenario.
integrated cover. The passenger side airbag also has two
levels of deployment and uses acid free gas generator
technology.

The driver and front passenger airbags use a gas transport system takes place with a clamping device. The
generant based on an organic propellant. The airbags are support system can be secured with locks against theft.
therefore lighter more compact and easier to recycle. The stable construction of the system allows a roof burden
of 220 lbs (100 kg).
A rollover detection system provides additional protection
in the event that the vehicle overturns. Using sensor
acquired data, the rollover detection system enables early
deployment of the curtain airbags and triggers the
seatbelt pretensioners.
Roof Transport System
The modules currently offered for roof transport systems

by Porsche, can also be used with the Cayenne. For
vehicles with a sun roof, all openings can still be used,
even when the roof transport system is installed.
The Cayenne also offers the option of a roof transport Notes:

system (RTS). The design is specially created for the
profile of the Cayenne. The profile track for the various
constructions is installed flat in the side roof ducts and
made of aluminum.
To assemble the roof transport system, the supports are

set on the profile track near the B-column with the
fasteners. The optimized construction means that the
track and the surface will not be damaged. The supports
are then moved into the desired position until the fasteners
click into the holes in the track. The final fixing of the roof

Cayenne/S/T, MY 2011 (E2) Side View
General
The exterior design of the new Cayenne models is quintes-

sentially Porsche. The aerodynamic design of the exterior
mirrors is very similar to those of the Panamera, while the
design of the roof spoiler with two convex curves at the
rear are reminiscent of the Carrera GT. The new Cayenne
models are longer, offer more space and greater flexibility
in the passenger compartment compared with competitor
vehicles while still maintaining dynamic, compact dimen-
sions. The extended wheelbase on the new Cayenne models is
clearly recognizable from the side. However, the wedge
Front View shape of the flowing silhouette still creates an extremely
dynamic effect. The large wheels provide the Cayenne with
a powerful and confident appearance on the road. The
Cayenne and Cayenne S are equipped with 18-inch wheels
as standard, where as 19-inch wheels are installed on the
Cayenne Turbo as standard.
Sporty rim designs afford an unobstructed view of the

brake systems. The side window surrounds and the trim
strip on the tailgate have a chrome-look finish and provide
the Cayenne with a strikingly elegant appearance.
Rear View
The first feature that catches the eye when viewing the
front end of the Cayenne models is the three large air
intake openings. On the Cayenne, the vanes in the
lateral air intakes are painted in the vehicle color and on
other models, they are painted black. The Cayenne Turbo
has larger air intakes. Another defining element on the
front end is the power dome, which creates a dynamic
sports look. The power dome on the Cayenne Turbo is 13
mm higher than the dome on other models and together
with a model-specific design, lends the vehicle a
dominant appearance.
The typical Porsche themes and design elements have

been brought to the fore even more clearly. The visual
height necessary for the wedge shape and dynamic
appearance of the models is achieved in the rear area
through greater emphasis of the tailgate. The model desig-
nation and the new “PORSCHE” brand logo in a chrome
look are located at the rear.

Door Mirrors windows from becoming as dirty, thereby improving
visibility in rainy weather and in winter. The coating is
subject to normal wear and eventually has to be replaced,
depending on use and maintenance. The grey top tint in
the windshield reduces sun glare.
For the first time, a heated windshield is also available on

all new Cayenne models to ensure that the windshield
does not fog up, even under extreme conditions.
Additional glass options include:
• Privacy glass
• Tinted rear side windows and rear window
• Thermally and noise insulated glass all around
The door mirrors of the new Cayenne models have been
• Electrically extendible roll-up sunblinds for the rear door
completely redesigned. The aerodynamic design is flatter
windows
and the door mirrors are mounted on the top edge of the
door frame and no longer on the mirror attachment point
Roof Systems
finisher.
The basic equipment of the new Cayenne includes a full
roof. An electric slide/tilt glass roof and a Panoramic Roof
The new position and form reflect and repeat the contours
System are also optionally available.
of the front body section, creating an integral unit. In
addition, it was also possible to reduce the wind noise
Electric Slide/Tilt Roof
during driving by improving the aerodynamic design and
enhance visibility in tight bends through an additional
An electric slide/tilt roof that incorporates tinted single-
window in the previous mirror triangle area.
sheet safety glass with a surface area of 0.39 m2, a
manually operated sliding sunscreen and a remote closing
Glass and Sun Protection
function is optionally available. The vehicle occupants have
an additional ventilation option and more light enters the
All Cayenne models are equipped with tinted heat-
passenger compartment. This electric slide/tilt roof can
insulating glass all round with a grey top tint in the wind-
be operated conveniently using a switch on the roof
shield and hydrophobic side windows at the front as
console.
standard. The front side windows are provided with a
coating based on nano-technology that prevents the
Notes:

Panoramic Roof System Emergency Operation of the Slide/Tilt Roof and the
Panorama Roof
Measuring approx. 1.4 m2, the Panoramic Roof System is

almost four times bigger than the slide/tilt roof system
and is available at an extra charge. Even when closed, the
roof system offers an impressive panoramic view and
enhances the feeling of space for the occupants. The
glass surface extends across the rear seats.
The Panoramic Roof System on the new Cayenne consists

of two glass panes, where the front pane slides over the
rear pane to reveal an opening of 0.44 m2 and create a 1 Remove hexagon wrench A from the closing element in
unique feeling of space. the instrument panel on the driver’s side.
All elements crucial to installation space such as the guide

rails and the drive have been optimized so that the head
room in the passenger compartment is not restric-ted. The
system is operated in the same way as the electric
slide/tilt roof, via a switch in the roof console that is also
used to control the opening positions. To protect against
strong sunlight, the Panoramic Roof System incorporates
heat-insulating glass and a roll-up sunblind that is also
operated electrically using a button in the roof console.
When the Panoramic Roof System is opened, the integral
wind deflector is raised automatically to help reduce the
noise levels.
When the new Panoramic Roof System was developed,

great emphasis was placed on maintaining the rigidity of
the body. An additional reinforcement frame maintains
dynamic driving characteristics at a high level compared
to vehicles without the Panoramic Roof System. The
redesigned system is more than 28 lbs (13 kg) lighter than
2 Unclip the frame around the roof control unit with a
the previous system.
finger or a screwdriver and pull down carefully. Make
sure that the frame is not damaged.
3 Remove the frame completely.

is available as an optional extra on all Cayenne models. All
transport accessories from the Cayenne Tequipment
range (e.g. roof box, ski rack and snowboard holder) can
be mounted to the roof transport system. The maximum
roof load on the new Cayenne is 220 lbs (100 kg). The
degree of flexibility and touring qualities of the Cayenne
are further enhanced as a result.
Note!
4 Unclip the roof control unit with a finger or a
screwdriver and fold down. It is not possible to retrofit the roof rails for mounting the
5 Insert the wrench fully into the motor and turn clockwise roof transport system.
or counter-clockwise, depending on whether the roof is
to be opened or closed. When turning the wrench, push Trailer Hitch
upwards so that it does not slip out and sustain
damage. All Cayenne models are equipped with a preparation for
6 Remove the wrench and replace under the closing easy retrofitting of a trailer hitch. A trailer hitch with
element. removable ball head is optionally available (only for the
7 Clip the roof control unit and frame back into position. Cayenne, Cayenne S and Cayenne Turbo models). The
maximum trailer load of 3.5 t applies to all models except
Roof Transport System the Cayenne with manual transmission (2.7 t). A separate
model of trailer hitch without a ball head is available for
High-quality aluminum roof rails integrated into the vehicle the USA and Canada.
design are available on request with a silver or black paint
finish. The roof rail system includes three pro-tective roof
rails, which are omitted when the vehicle is equipped with
the Panoramic Roof System. The roof rails are an
essential component of the roof transport system, which
Notes:

Luggage Compartment and Storage Passenger Protection
The safety of passengers plays a major role for Porsche.

The safety of all new Cayenne models has been signifi-
cantly increased yet again, starting from the already high
level of the previous model. Active and passive safety has
been developed even further and new technology has
The spacious passenger compartment is based on a well-
been integrated. Extensive safety features have also been
designed concept that includes a wide variety of practical
included in the passenger compartment in addition to the
storage options. The basic equipment is already extremely
systems affecting the body. As an example, all Cayenne
versatile and able to meet all the requirements of everyday
models protect their passengers as standard with six
use.
airbags as well as side impact protection integrated in the
doors. Two additional side airbags in the rear are also
With a capacity of 23.65 cu.ft. (670 liters), the luggage
available as an option.
compartment is 4.58 cu.ft. (130 liters) larger than
previous models and ideal for longer trips with five passen-
Passive safety in the passenger compartment
gers. Depending on the model and equipment, the
The comprehensive passenger compartment safety
luggage compartment capacity increases to 62.83 cu.ft.
concept on the new Cayenne models includes the
(1,780 liters) when the rear bench is folded down
following features:
completely.
• Two-stage, full-size airbags for driver and passenger
The luggage compartment can be partitioned individually • Knee airbags
using the optionally available cargo management system • Porsche Side Impact Protection System (POSIP),
that comprises the following components: comprising curtain airbags above the roof frame and
side windows between the A-pillar to the C-pillar, thorax
• Rail system (integrated in the floor of the luggage
side airbags for driver and front passenger as well as
compartment)
side impact protection in the doors
• Telescopic rod (for greater flexibility when partitioning
• Optional rear side airbags
the loadspace)
• Safety steering column
• Strap roller
• Seat-belt height adjustment (front)
• Four variable lashing points
• 3-point automatic seat belts
• Reversible mat (to prevent the luggage compartment
• Seat-belt pretensioners (front and rear on the outer
carpet from becoming soiled)
seats) and force limiters (front)
• Luggage compartment partition net
• Roll-over sensor
• ISOFIX mountings on the front passenger seat and on
the outer rear seats

Body, Interior – E1
General
The lower section of the instrument panel consists of the

support frame to which are attached assemblies such as
air vents, steering column lever, fans, etc. The support
frame is bolted onto the side to the vehicle body.
For the interior four standard equipment colors are Door Trim, Front
available: black (solid), palm green (solid) and the two-tone
combinations, steel gray/ stone gray and Havana / sand
beige. Optional on the Cayenne/S is a full leather
treatment in available interior colors. The carpeting in the
passenger compartment is wear resistant and of high
quality. Three different headliner colors are coordinated
with the interior colors.
Instrument Panel
The following are attached to the front door trim:
• Door opener with handle plate

• Air vent
• Armrest with door grip handle
• Lower storage compartment with loudspeaker
Door Trim, Rear
Combining traditional Porsche form with off-road specific

design led to a distinctive instrument panel reminiscent of
the sports cars.
The following typical Porsche elements can be found

in the Cayenne’s interior:
• Ignition on the left

• Circular instruments with a central multi-function display
• Three-spoke steering wheel with Porsche emblem
The following are attached to the rear door trim:
• Door opener with handle plate

• Armrest with door grip handle
• Lower storage compartment with loudspeaker

Cayenne/S/T, MY 2011 (E2) Center Console
General The first thing that catches the eye is the elevated center
console with raised gearshift, which makes the driver
feel even more like an integral part of the vehicle. The
gear/selector lever is also closer to the newly designed
steering wheel. The most important functions and
settings for vehicle operation are combined in logical
groups on the center console. Individual functions can be
operated quickly and intuitively by way of the buttons
located on the left and right of the gear/selector lever.
The interior design is also completely new and cleverly

continues the exterior design in the passenger
compartment. The redesigned interior with new
architecture reflects the aim of achieving greater flexibility
and day-to-day usability. Greater emphasis was placed on
functionality, ergonomics and comfort for up to five
people, resulting in a new interior design with clear
contours and the consistent implementation of the
cockpit concept for drivers and passengers. In the rear Defining design elements include the reshaped handles on
cabin area, the focus was placed on achieving additional the center console and on all four doors.
space, individually adjustable seat positions and
increased variability of the luggage compartment. Dashboard
Main features of the interior include:

When looking towards the front, the eyes of all passengers
• New design with typical Porsche driver guidance and rest on the redesigned dashboard. The 7-inch display
improved ergonomics screen (6.5 inch display screen in the previous models) is
• High-quality materials
located centrally, high up on the dashboard and ensures
• New color range
good visibility and convenient access to the large number
• 6 different interior trims
• 8-way power seats (front) with memory package of functions in the new Cayenne models.
• Adaptive sports seats with memory package
• Variable rear seat Steering Wheel
• Seat ventilation (front)
3-spoke steering wheels are used as standard in all
Cayenne models. The 3-spoke sports steering wheel with
shift paddles and the 3-spoke multifunction steering wheel
are available as an option.
Steering wheel heating is available independently of the

seat heating (not available for 3-spoke sports steering
wheel with shift paddles).

Seat System through specially arranged air ducts and dissipated away.
The front seat ventilation can be operated at the same

time as the optional seat heating (standard for Cayenne
Turbo). The front passengers can then individually adjust
the seat heating to the preferred setting.
The seat system for the new Cayenne models has been
redesigned to ensure greater comfort for all passengers.
A 40 mm extension to the wheelbase and front seats that
make full use of the room available create more space in
the rear.
Front Seats
Note!
In addition to the driver memory package, 14-way power
The seat ventilation is only available in combination with
seats with memory package are available for the driver
seat heating and memory package or seat heating and
and passengers. Adaptive sports seats with memory
adaptive sport seats with memory package.
package (18-way) are also available as an optional extra
(standard on Cayenne Turbo).
Another highlight on all Cayenne models is front seat

ventilation, which is available as an option. There are three
ventilation settings for both front seats. The active ventila-
tion of the perforated seat cushion and backrest sections
creates a suction air flow. The perspiration is drawn in
Notes:

Rear Bench
The standard, mechanically adjustable rear bench has

drastically improved the day-to-day usability of the vehicle.
The backrests on the rear bench can now be folded sepa-
rately (40/20/40) as required. The central backrest
assumes the function of a luggage compartment overflow
into the sitting area. The rear bench (40% and 60%
section) can be moved 160 mm in a longitudinal direction.
Starting from the default setting, the 40% and 60%
sections of the backrest can be adjusted either 3° forward
or 3° backwards independently of one another.
The flexible luggage compartment cover prevents prying

eyes from looking into the luggage compartment.

Heating/Air Conditioning
Subject Page
Cayenne/S/T New For MY 2011 (E2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Air Ducting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
4-Zone Climate Control Ducting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Air Conditioning, Cayenne V6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
2-Zone Climate Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
4-Zone Climate Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Refrigerant Circuit, Cayenne V6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Refrigerant Circuit, 2-Zone Climate Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Additional Refrigerant Circuit, 4-Zone Climate Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Compressor, Cayenne V6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Compressor, 2-Zone and 4-Zone Climate Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Drier Cartridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Heating/Air Conditioning – E2
Cayenne/S/T New For MY 2011 (E2) Even the “extended air-conditioning functions” listed below,
which are accessed and adjusted via the multi-function
General display in the instrument cluster, are available on all
Cayenne models (see also section “Operation”).
The Cayenne in model year 2011 is equipped with 2-zone
automatic climate control as standard for all models. Extended Air-conditioning Functions
4-zone automatic climate control and an auxiliary heater
• Automatic air-recirculation mode
are also available as optional equipment.
• Air flow adjustment
• Extended ventilation panel
All air conditioning functions that are familiar from the
previous model will also be available to customers in the
In order to implement the “extended ventilation panel” on
future. The climate control system therefore includes the
the Cayenne from model year 2011, a slight modification
usual air quality sensor for automatic air recirculation
of the air and flap control and the air guide was required.
control and a residual engine heat function to heat the
passenger compartment for up to 20 minutes after the
Ventilation
engine is switched off.
Air and Flap Control (heating unit)
Operation of the air-conditioning system is also based on
the operating concept of the Panamera. In addition to an
increase in comfort, some changes have been made in
the area of air conditioning due to the close association
with the Panamera concept.
Automatic Climate Control
The basic concept of the front heating unit was retained in

spite of the increase in comfort afforded by the “extended
ventilation panel”. The front heating unit supplies
conditioned, prepared air to all front air ducts and air vents
in the usual way (2-zone automatic climate control).
Upper air outlet openings of the heating unit from

front to rear:
The operating concept adopted for the Cayenne includes
the new air-conditioning functions of the Panamera. One • Opening for center vents and “extended ventilation
example is a condensation sensor that monitors the panel”
window temperature and the relative humidity close to the • Opening for side air vent (for 2-zone system, B-pillar if
windows on all Cayenne models. necessary)
• Defrost opening
Information!
The sensor was fully integrated in the mirror base and is
available in the Cayenne for the first time.

Air Guide (components integrated into the dashboard) Operation
Operation of the automatic climate control system in the

Cayenne is comparable with operation of the system in the
Panamera. Based on the same operating
concept, different “function groups” for adjusting the
comfort functions are located on the operator control unit.
The necessary modifications to the ventilation system

were primarily made in the connection area of the heating
unit (see illustration on right) for the air ducts. Most modifi-
cations were made behind the frame on the heating unit.
The following illustration shows the air duct for the
“extended ventilation panel” (position 1).
Function group - A
• Climate control
• AC MAX mode
• AUTO / REAR mode
• …
Function group - B/C etc.
• Hazard warning light

• Sport Plus
• …
Function group - X
• CAN High/Low
1 “Extended ventilation panel” air duct and center vent, right
2 “Extended ventilation panel” servo motor and center vent, left
• Terminal 30
3 “Extended ventilation” outlet, left • …
4 Outlet for center vent, left
A Frame of heating unit
B End cap for rear area connection, left (4-zone system only) Information!
C Air duct for rear center vent, left (2-zone system only)
The availability of individual air-conditioning functions
depends on the charge state of the battery. If the charge
Note! state of the battery is critical, the air-conditioning functions
are restricted initially and then switched off:
The function and design of the rear heating unit are largely
• Heated seats
comparable with the previous model.
• Rear window heating/door mirror heating
• Windshield heating
• Fresh air fan
• Air-conditioning compressor

Cayenne/S/T New For MY 2011 (E2) (cont’d) Rear Operating and Air-Conditioning Unit (4-zone
system)
Front Operating and Air-Conditioning Unit (2 and 4-
zone system)
Settings for the left and right can be adjusted individually

on the operating and air-conditioning units (front/rear):
• Switch on automatic climate control (AUTO button)

• Set temperature
• Set air flow (air quantity)
• Set air distribution
• Set heated seats/seat ventilation
A Display, left
B Temperature, left
C Air flow, left
D Air to door vent and center vent
E Air to door vent and center vent
F AUTO mode, left
G Air to door vent and footwell
H Display, right
I Temperature, right
J Air flow, right
K Air to door vent and center vent
L Air to door vent and center vent
M AUTO mode, left
N Air to door vent and footwell
A Air-recirculation mode
B Defrost windshield
C MONO mode The following section lists a selection of functions from
D AC MAX mode
“function group A” (air conditioning).
E Rear window/mirror heating
F AC mode
G Display, right Anti-mist Control (“Auto Defrost”)
H Temperature, right
I Air flow, right An anti-mist control function is also available in automatic
J Air to windshield, right mode in the Cayenne for the first time. A condensation
K Air to side and center vents
sensor measures the window temperature and the relative
L AUTO / REAR mode, right (4-zone system only)
M Air to footwell, right humidity close to the windows on all Cayenne models. As
N Air to footwell, left a result, the dew point on the windshield can be calculated
O AUTO / REST mode so that the air flow can be adjusted accordingly to ensure
P Air to side and center vents that the windshield does not fog up.
Q Air to windshield, left
R Air flow, left
Extended Air-Conditioning Functions
S Temperature, left
T Display, left
It is possible to use the “extended air-conditioning
functions” to adapt the automatic air-conditioning control
individually. On the Cayenne, this refers to the following
functions:
• Automatic air-recirculation mode

• Air flow adjustment
• Extended ventilation panel

The “extended air-conditioning functions” can be accessed AC MAX Mode
via the multi-function display on the instrument cluster.
In AC MAX mode, the passenger compartment is cooled at

The functions in the multi-function display are selected maximum power (no automatic mode) in the same way as
using the lower lever on the right of the steering column. other models regardless of the current setting:
On vehicles with a multi-function steering wheel, the
• Air flow to the passenger vents on the dashboard
display can also be operated using the right rotary knob
• Maximum blower speed
and the buttons on the steering wheel, which can be
• Coldest possible temperature (“LO” appears on the
assigned individually.
front display)
• Air-recirculation mode
Information!
Setting and Controlling the Rear Climate Zones
Auto air-recirculation mode was included in the “extended
air-conditioning functions” (a button is not available on
The rear climate zones can be controlled using the
the operating and air-conditioning unit).
following buttons on the front operating and air-
To access the “extended air-conditioning functions”, select conditioning unit:
the options … “Vehicle”, “Settings” and then “Climate 1. AUTO/REAR mode button
control” … from the main menu in the multi-function 2. MONO mode button
display. 3. Child protection button (in the driver’s door)
Automatic air-recirculation mode:

Information!
There is a setting that determines whether the fresh air
supply is controlled automatically in conjunction with an air > If the air-conditioning compressor is switched off manually
quality sensor. or automatically, air-recirculation mode ends after approx.
3 minutes.
Air flow adjustment: > If the outside temperature falls below approx. 41° F. (5°
C.), air-recirculation mode is deactivated automatically to
The settings “low”, “medium” and “high” can be selected
prevent the windows from fogging up.
to regulate the intensity of the air flow (air quantity).
> Press and hold the AUTO/REAR mode button for approx. 2
seconds. In REAR mode, the word REAR appears on the
Extended ventilation panel:
front display.
There is a setting that determines whether the extended > The child protection button “ ” in the driver's door
ventilation panel (near the compass) on top of the prevents modification of the rear climate zone settings and
dashboard is switched on or off. disables the rear side windows.

Cayenne/S/T New For MY 2011 (E2) (cont’d) Interior Temperature Sensor
Refrigerant Circuit
The function and design of the refrigerant circuit in the

Cayenne from model year 2011 are largely comparable
with the previous model with no significant differences.
Topology - Excerpt of air conditioning system
When it comes to exchanging data with other control units,

the air-conditioning system is fully integrated into the
various networks and bus technologies (CAN/LIN). The
front control panel is connected directly to the MMI and is
used as the master for air conditioning. The master
obtains its information (e.g. from the rear operating and
air-conditioning unit [Slave]) via the LIN bus. The position of the interior temperature sensor has been
changed compared to the previous model. The sensor is
integrated in the dashboard and must not be covered or
taped over.
Seat Ventilation
BKEa Front operating and air-conditioning unit (master)

BKEb Rear operating and air-conditioning unit (slave)
1 Heating unit
2 Air quality sensor
3 Sun sensor
A Auxiliary heater
B i Control units for MMI network
C i Control units for CAN network Three-stage seat heating is optionally available for the
X Chassis control switch
Cayenne at the front and rear. The seat heater heats the
center sections of the seat cushions and backrests as well
Actuators and Sensors as the side bolsters. The heating in the front and rear can
be controlled individually via switches in the operating and
Since the function and design of the climate control air-conditioning unit.
system in the Cayenne are based on the system in the
Panamera, operation of the actuators and sensors is also Seat ventilation is optionally available for the front seats
comparable (refer also to the block diagram in the training (only in combination with seat heating). Two fan modules
document “Panamera” for the model year 2010). produce a suction effect which draws in the
perspiration moisture and transports this away via
specially arranged air ducts.

Seat heating can be switched on when seat ventilation is Operation
activated. The function and design of both systems are
based on the systems from the Panamera. Depending on the version, the customer can switch on the
auxiliary heater in different ways at outside temperatures
below 59° F. (15° C):
Note!
• Radio remote control
The seat ventilation cannot be switched on below a seat • Operation of a button in the operating and air-
temperature of 59° F. (15° C). A temperature sensor is conditioning unit (center console)
located in the surface of the seat. • Timer function in the instrument cluster
Heated Steering Wheel Auxiliary heating mode is switched off when the engine is
started (engine speed > 300 rpm) or at the latest after 30
minutes.
Radio Remote Control
Button “A” must be pressed to switch on the auxiliary

heater with the remote control. The LED lights up green.
The steering wheel heating can be switched on using the

The auxiliary heater is switched off by pressing the Off
button on the rear of the steering wheel when the ignition
button “B”. The LED lights up red. The maximum range
is on. The message “Heated steering wheel on” or “Heated
(approx. 500 m) of the hand-held transmitter depends on
steering wheel off” appears on the multi-function display
the charge state of the battery as well as on possible inter-
for approx. 2 seconds after the button is pressed.
ference from buildings and the general surroundings.
Auxiliary Heater (auxiliary water heater)

The indicator light (LED) in the auxiliary heater button in
the center console lights up when the auxiliary heater is
General
activated by the remote control.
The auxiliary heater optionally available for all Cayenne

models makes it possible to create a pleasant climate Information!
before the start of a trip in winter and to also defrost the
> The auxiliary heater is not currently designed for engine
windshield. The auxiliary heater is based on the principle of
preheating.
an auxiliary water heater and is connected to the cooling
> The heating function is not deactivated when the outside
circuit of the combustion engine and passenger-compart-
temperature threshold of 59° F. (15° C) is exceeded in
ment heat exchanger.
auxiliary heating mode.

Cayenne/S/T New For MY 2011 (E2) (cont’d) Timer function in the instrument cluster
Transmission protocol of the indicator light (remote If the ignition is switched on, the auxiliary heater can be
control) switched on and off on the multi-function display (see
Owner’s Manual for operating steps).
Button “A” is pressed to SWITCH ON the heater (LED lights
up green). After button “A” has been pressed: In addition, it is possible to program three times (timer) for
switching on the auxiliary heater in the future. After the
Light flashes green -> Transmission and switch-on oper-
settings have been made for:
ations were successful (auxiliary
heater is ready for operation / • Time
auxiliary heater is switched on.) • Date
Light flashes red -> Switch-on operation was not
successful (e.g. the auxiliary it is then necessary to confirm an “input” (timer).
heater is not ready for operation,
vehicle is out of range, fault in Selection and confirmation of a “timer” activates the
the system / auxiliary heater is auxiliary heater. The indicator light in the auxiliary heater
not switched on.) button on the center console flashes to confirm this.
Button “B” is pressed to SWITCH OFF the heater (LED

lights up red). After button “B” has been pressed:
the center when the auxiliary heater is activated by the
Light flashes red -> Switch-off operation was timer.
successful (auxiliary heater deac-
tivated)
Note!
The auxiliary heater does not switch to operational If a "timer" is active, the indicator light flashes when the
readiness mode if the fuel gauge is in the reserve range ignition is switched off until the vehicle is locked or for a
(<3 gal. /12 liters). maximum of 30 seconds after activation by the timer.
Operation of a button in the operating and air-condi-

tioning unit (center console)

the center when the button in the operating and air-condi-
tioning unit is pressed to switch on the auxiliary heater.
The auxiliary heater is switched off when the button is
pressed again (LED in the button goes out).

Components of the Auxiliary Heater Water Pump
The auxiliary heater (heating unit) is manufactured by Eber- The electric water pump (circulating pump) is located
spächer. Most components are located behind the wheel- under the heating unit. This circulating pump runs when
housing trim panel at the front left. the auxiliary heater is active and permits circulation
of the heated water through the passenger compartment
Heating Unit of the Auxiliary Heater (4-zone system) heat exchanger (small water circuit). The circulating pump
is controlled directly by the operating and air-conditioning
The heating unit of the Cayenne has the same function and unit (OAU = control unit of the air conditioning system).
design as the heating unit on the Panamera.
3/2 Directional-Control Valve (volumetric flow)
Water flows through the passenger compartment heat

exchanger when the auxiliary heater is active (small water
circuit). The 3/2 directional-control valve isolates the large
water circuit (engine cooling) for this purpose. As a result,
the control unit for the auxiliary heating system controls
the directional-control valve directly (valve is energized/
armature at top). The auxiliary heater is not designed for
engine preheating at present.
1 Heating unit (auxiliary heater)

2 Intake air silencer
A 3/2 directional-control valve (change-over valve)
3 Pipe to exhaust silencer
B Heating unit (auxiliary heater)
4 Circulating pump (holder)
C Rear heat exchanger connection
5 Fuel pipe
D Large water circuit connection
6 3/2 directional-control valve
E Circulating pump
(change-over valve)
F Front heat exchanger connection
1 Volume flow after the circulating pump
Note! 2 Volume flow after heating unit and to front heat exchanger
(heated supply)
The heating current is between 2.3 and 5.0 kW. The 3 Volume flow after front heat exchanger
power consumption for this is between 12.5 and 37 W 4 Volume flow to circulating pump
(values for partial and full load). The electric power may
reach 200 W momentarily in starting mode. The volume flow (pos 4) can only flow towards the intake
end of the circulating pump because the large water circuit
is isolated.

Cayenne/S/T New For MY 2011 (E2) (cont’d) Topology of the Auxiliary Heater
Auxiliary Heater Metering Pump The auxiliary heater is connected to the CAN MMI. The
following diagram shows which control units supply data
The metering pump of the auxiliary heater is located or information for auxiliary heating operation.
behind the rear cross-member on the left side of the
vehicle and is mounted on the underbody assembly. The
intake-side line of the metering pump is attached on the
right side of the fuel tank and pumps fuel directly out of
the pump chamber. The aspirated fuel is pumped to the
heating unit on the auxiliary heater through a line
mounted on the left side member. The metering pump is
controlled and clocked directly by the control unit of the
auxiliary heater.
1 Metering pump
2 Metering pump connector
SH Auxiliary heater control unit
A Pressure-side line connection
BKE Operating and air-conditioning unit (front)
B Intake-side line connection
A i CAN network control units
B Airbag
C Engine electronics (DME)
D Front-end electronics
E Combined steering column module
F Instrument cluster (master)
1 Multi-function display
2 Metering pump
3 3/2 directional-control valve
(change-over valve)
4 Circulating pump
5 Air flow (fan)
6 Heating unit (air conditioner servo motors)
a Crash signal (airbag)
b Engine speed
c Terminal 15/50/75
d Combined steering column module stalk
e Fuel level
f Antenna
g Amplifier
h Radio receiver
i Outside temperature sensor (NTC)
j Auxiliary heater button (center console)
CANi CAN Network
CANA CAN Drive
CANB CAN Comfort
CANMMI CAN Man Machine Interface

Task Distribution for Auxiliary Heater
The following list provides an overview of the (main) tasks

of the individual control units during auxiliary heater
operation.
Instrument cluster (master)
• Operation/activation of the auxiliary heater via the multi-

function display
• Programming a timer (timer in the gateway)
• Signal output for activation of the auxiliary heater (check
of switch-on conditions is necessary)
• Output of messages and warnings
Auxiliary heater (control unit)
• Input for switch-on and switch-off signals from the

remote control and forwarding via CAN MMI to the
instrument cluster (master)
• Activation of the auxiliary heating function (request from
master [instrument cluster] is necessary for this)
• Control of internal heating processes including fuel
metering (e.g. activation of the metering pump) for
heating operation
Operating and air-conditioning unit (front)
• Forwarding of the request or deactivation signal from

the auxiliary heater button in the center console
• Controlled warm air distribution (warming-up and
defrosting)
• Control of the actuators (e.g. passenger-compartment
fan, servo motors and water pump)
Gateway
• Signal for activation of the auxiliary heater after check

of switch-on conditions (e.g. energy management)
• Timer
• Signal routing
Note!
The 3/2 directional-control valve is controlled directly by
the auxiliary heater control unit in the Cayenne!

Cayenne/S/T – MY 2003-10 air vents. For air circulation, middle and side air vents for
(E1 – 1st & 2nd Generations) the driver and passenger are in the switch panel. Vents are
also installed in the switch panel for defrosting of wind-
General
shield. The footwells are supplied by fixed and non-
adjustable air vents. Additional and individually adjustable
The Cayenne has a heating system in conjunction with
passenger air vents are installed in the rear center console
manual air conditioning for climate control of the
and behind the B-pillar trim. The air supply to the B-pillar
passenger compartment, satisfying the highest demands
vents is via air ducts, which are located in the front doors
in comfort. Air conditioning with 2-zone or 4-zone control,
and connected to the front air ducts of the side air vents
is available as a option.
(these air vents are not shown in illustration on next page).
There are also fixed footwell vents below the front seats to
The Cayenne S and Cayenne Turbo have 2-zone air condi-
ventilate the rear.
tioning as standard equipment, with 4-zone being available
as a option.
The heater unit of the manual air conditioning is different in
two areas compared to the 2-zone air conditioning
Air Ducting
system:
• The distributor flaps for the middle vents are powered

together with the nozzles for the side vents by the
actuator motor for passenger vents.
• Both temperature blender flaps are permanently inter-
linked and are operated by an actuator motor through a
common axis.
4-Zone Climate Control Ducting
With 4-Zone Climate Control, the following diagram shows

the additional air ducts that enable air distribution in all
zones.
The components of the Cayenne air ducting (air distribu-

tion) are, apart from the heater unit itself, largely identical
with those of the 2-zone air conditioning. Before the air
enters the passenger compartment, an activated charcoal
filter cleans the fresh air of particles and pollen, prior to
the air is passing through the air ducting. The filter is inte-
grated in the heater unit. It is located directly in front of
the evaporator and, for service purposes, it can be pulled
out from the heater unit from below into the passenger 1 - Flap Motor for the Middle Vent (covered, right side)
footwell. 2 - Flap Motor for the Floor and B-column vents (right side)
A - Air Duct for Temperature Sensor (right side)
The fresh or recirculating air entering the heater unit is
conditioned according to the temperature selected and
then passed into the passenger compartment. This is
carried out by a system of fixed and individually adjustable

Air Conditioning, Cayenne (V6) Climate Control
All Cayenne Models have air conditioning that operates The following varieties of climate control are
with the environmentally friendly refrigerant R134a. available:
Manual air conditioning is used on the Cayennne. The • 2-Zone Climate Control – Standard equipment on
structural design of the manual air conditioning is basically Cayenne S and Cayenne Turbo, optional on the Cayenne
the same as the 2-zone air conditioning. Due to the (V6)
requirements of manual air conditioning compared to the • Zone Climate Control – Optional on all Cayennes
2-zone unit, certain actuator motors are not required. Air
conditioning with zone control is available as a option.
2-Zone Climate Control, Cayenne S/T
Function
With 2 zone climate control, the temperature for the driver
Air flow (blower), air distribution and temperature can be and the passenger can be set separately and the volume
set on the manual air conditioning control panel. The of air (fan) for each side are the same. The two buttons
following individual settings can be displayed in the air are used on the edge of the control/button panel. The
conditioning display: button panel is under a hinged covering. The outside
buttons controls the fan speed. This is the same for the
• Air flow (blower) right and left side. The buttons on the inside control the
• Air distribution temperature separately for the passenger and the driver.
• Temperature adjustment An auto button is integrated in the control panel for the
• Time synchronous to PCM or instrument cluster climate control – in the button bar over the liquid crystal
• Suppression of compressor function (ECON) display – that can switch on automatic operation. An LED
• Residual engine heat utilization in the button confirms that automatic operation is on.
• Auxiliary heater function Depending on various factors (for example, amount of sun
light, external temperature, air quality, etc.) the climate
Operation control will automatically control the chosen internal
temperature.
After the vehicle is turned off, the 2 zone climate control

has an extra button that will use heat left in the heater
core to further heat the passenger area for a maximum of
20 minutes. This is displayed with the word “REST”.
Should the outside air quality become extremely bad, one
can manually switch over to circulating air. There is also an
air quality sensor located in the external air entrance duct
that has standard values for “automatic switch to circu-
lating air” (AUTO Circulating Switch). Based on these
A - Front windshield defrost standard values, if the air becomes worse (exhaust
B - Rear window defrost gases), the circulating air will be automatically switched
C - Recirculated air on.
D - Air conditioning display
E - Air flow button (blower)
F - Air distribution to windshield
G - Air distribution to middle and side vents
H - Air to footwell
I - ECON button (air conditioning compressor on/off)
J - REST button (residual engine heat)
K - Temperature button

Operation Operation
A - Defost Front Windshield A - Defrost Front Windshield

B - Defrost Rear Window B - Defrost Rear Window
C - Auto Button (Automatic Operation) C - Auto Button (automatic operation), REST Button (motor resid-
D - Automatic Circulating Air, Circulating Air ual warmth for vehicles with 4 zone climate control)
E - Temparature Sensor is ventilatedby a motor (behind the slits) D - Automatic Circulating Air, Circulating Air
F - Climate Control Display E - Temperature Sensor is Ventilated by a Motor (behind the slits)
G - Button for Air Volume (fan), left side F - Climate Control Display
H - Button for Temperature, left side G - Button for Volume of Air (fan), left side
I - Air Distribution for Front Windshield H - Button for Temperature, left side
K - Air Distribution for Middle and Side Vents I - Air Distribution for the Front Windshield
L - Air Distribution for Floor K - Air Distribution for the Middle and left Vents
N - ECON Button (Climate Compressor off/on) L - Air Distribution for Floor, left side
U - REST Button (residual heat from the motor used with vehicles M - Setting for Additional Climate Control for Rear Passengers
with 2 zone climate control) N - ECON Button (Climate Compressor off/on)
R - Button for Temperature right side O - Air Distribution to Front Windshield, right
S - Air Volume Button, right side P - Air Distribution for Middle and right vents
Q - Air Distribution to Floor, right side
R - Button for Temperature, right side
4-Zone Climate Control (Optional)
Rear climate control is available on all Cayenne models

The additional climate control functions independently of
the front climate control. The temperature, air volume (fan)
and air distribution can be set individually for the left and
right sides (zones). In combination with the 2 zone climate
control in front, the climate in the inside of the vehicle can
be set separately for all 4 zones. Setting all 4 zones can
be done from the front control panel. For both rear zones
there is an extra button, under the hinged cover, on the
front control panel. After shortly pressing this button, the
settings for the rear area can be carried out. It is also
possible to control the rear climate from the back seats on
the rear control panel (see rear control panel in the next
section).

Refrigeration Circuit, Cayenne (V6)
The following illustration shows the refrigeration circuit of

the Cayenne with manual air conditioning.
1 - Compressor (front side of the motor)

2 - Condenser (sandwich design with radiator)
3 - Receptacle (pipe) for the drying cartridge (replaceable
cartridges, integrated on the right outside of the capacitor)
4 - Service connection (high pressure)
The following section/components are installed and 5 - Pressure sensor is on the high pressure side
listed in order of the refrigeration circuit: 6 - Expansion valve (flow)
7 - Evaporator (evaporator cannot be seen in diagram)
1 - Adjustable air conditioning compressor (front of engine) 8 - Expansion Valve (return)
2 - Condenser (sandwich design with engine radiator) 9 - Service connection (low pressure)
3 - Mounting (pipe) for the drier cartridge (replaceable cartridge; 10 - Pressure damper (low pressure side right in front of the
integrated) compressor near the left wheel housing)
4 - Service connector (high pressure)
5 - Pressure sensor is on high-pressure side
6 - Expansion valve (supply flow) Additional Refrigeration Circuit, 4-Zone Climate
7 - Expansion valve (return flow) Control
8 - Service connector (low pressure)
9 - Pressure damper (low pressure side just in front of
compressor, near left wheel arch)
Refrigeration Circuit, 2-Zone Climate Control
The cold air circulation in the Cayenne is set up so that the

compressor and the expansion valve are the classic sepa-
rations between upper and lower pressure sides.
The following sections/components are built in and shown

in the direction of the cold air circulation:
1 - Refrigerant lines for the rear evaporator

2 - Line for the heating circulation for the rear heat exchanger

Compressor, Cayenne (V6) a PWM signal from the control module of the climate
control. The basis for the triggering of the control valve is
On the manual air conditioning, the air blending swash- taken from the signal of the evaporator temperature
plate (adjustable) compressor, similar to the 2-zone air sensor. The basis frequency for the valve is 400 Hz.
conditioning, is used. The swash plate is adjusted through
an electronic control valve integrated in the compressor. The piston stroke can be continuously varied, a large
The control valve is actuated by a variable PWM signal stroke for large refrigerant capacity and a smaller stroke
from the air conditioning control unit (control panel). The for smaller capacity. Because the compressor works with
variation of the PWM signal is basically caused by the a variable capacity demand, there is no compressor relay.
vaporizer temperature sensor. As the compressor works This means that the compressor is always turning but
with a variable delivery rate and zero delivery (delivery rate there is no output at the lowest portion of the compressor
dd5%) is theoretically possible, it is not necessary to stroke.
control the air conditioning cooling output through the
switching on and off of a compressor relay (the Drier Cartridge, Cayenne/S/T
compressor always runs if the engine is running).
The replaceable drier cartridge is
in a special pipe. This receptacle
pipe is integrated into the right
side of the condenser.
To change the drier cartridge, the refrigerant system must

be discharged. After the rubber cover is removed, the
safety ring can be removed. With a special tool out of the
Porsche “slide hammer pulling kit”, the sealing covers can
be pulled up and removed.
1 - Plug connector (electronic control valve)
2 - Pressure relief valve After the covers have been removed, the drying cartridge
3 - Connector opening, low pressure side can be pulled out on the spacer stick. The cartridge unit is
4 - Electronic control valve approximately 380 mm long. It is composed of a spacer
and a sleeve with a netted insert that contains a moisture
Compressor, 2-Zone & 4-Zone binding material. Until saturated, the drying cartridge can
chemically bind 6-12 grams of water.
The Cayenne is
equipped with a swash
plate (regulated)
compressor controlled
on the low side that is
similar in function and
design to a compressor
1 - Sleeve with netted insert
in a sports car. The 2 - Spacer stick
refrigerant has a
pressure of 145-435 psi (10-30 bar) after exiting the
compressor and a temperature of about 212° F. (100° C).
The compressor runs whenever there are RPMs .
Through an electronic control valve, integrated into the

compressor, the intake pressure (low pressure side, about
14.5-3.5 psi/1-3 bar) in the compressor housing has an
effect on the swash plate. The control valve is triggered by

Electrics
Subject Page
Cayenne Instrument Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Fuses & Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Integrated Antenna System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Introduction to the CAN Data Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Networking/Data Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Cayenne Data Bus Layout up to MY 2010 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Cayenne Front End Electronics MY 2011 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Adaptive Cruise Control (ACC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Lane Change Assist (LCA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
ParkAssist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Reversing Camera . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Audio & Communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Vehicle Electrical System/Energy Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Fuses & Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Gateway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Online Engine Immobilizer 5/Component Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Electronic Ignition Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Engine Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Component Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Electrics – E1
Cayenne/S Instrument Panel
Note!
The Gateway control unit has been
removed from the instrument clus-
ter beginning with M.Y. 2005. It has
been relocated to the passenger
side under the dash/glove box. See
page 26 for additional information.

Electrics – E1
Cayenne Turbo Instrument Panel
Note!
The Gateway control unit has been
removed from the instrument clus-
ter beginning with M.Y. 2005. It has
been relocated to the passenger
side under the dash/glove box. See
page 26 for additional information.

Electrics – E1
Cayenne/S/T Fuses

Electrics – E1
Integrated Antenna System Base Antenna System
The Cayenne employs an integrated antenna system for The base antenna system consists of a 70 cm long
audio, central locking system, navigation, telephone and antenna injected into the lower shell of the spoiler. The
parking heater. There are differences between two related AM/FM antenna is positioned to the right in the
available antenna systems: the Basic System and the spoiler.
Diversity System. The central locking antenna is always
part of every system. However, antennas for the parking Antenna Diversity
heater remote control, the navigation system and
telephone antenna can be installed depending upon vehicle Antenna Diversity belongs to the PCM product range. The
equipment. Up to 13 non-visible antennas can be installed system is made up of the base system AM/FM antenna as
in the rear area of the Cayenne. Electronic components well as 3 additional FM antennas integrated into the rear
such as antenna amplifier, diversity control module and window. Antenna Diversity has a single standard AM
GPS antenna are located in the rear spoiler. All compo- amplifier and 2 FM antenna amplifiers. Two modules are
nents in the rear spoiler are waterproof. Components, integrated into the spoiler. On the right is the Antenna
particularly the GSM and GPS antenna, have been Diversity control module, and on the left is the second
optimally located in the spoiler. The high placement module with the 2 FM antenna amplifiers. This system
considerably enhances the signal reception. This results in ensures that the best positioned antenna always receives
wider range and less interference. the FM signals. The system is not designed for AM
reception, since switching the antennas would create
audible interference. If one antenna does not have an
adequately usable signal or has too much interference, the
switch is made to another antenna. One of the antennas is
specified as the primary antenna and is activated directly.
Quality fluctuations in this wave band are further minimized
in this way.
1 - Roof spoiler upper section 2 - Roof spoiler center section

3 - Roof spoiler lower section 4 - Antenna amplifier
5 - GPS antenna
Notes:

Electrics – E1
Introduction To The CAN Data Bus Data Bus Terminators
Design and Functionality The data bus terminator is a resistor that prevents sent
data from being returned as an “echo” and corrupting
The CAN bus is a serial bus system on which all connected data. This resistor is also needed for diagnostic purposes.
systems have equal rights, i.e. each control unit can send
and receive. Simply expressed, the connected control Data Bus Wires
units can “talk” to each other via the bus and exchange
information. Because of the linear construction of the The data bus wires are bi-directional and are used for the
network, the bus system remains fully available for all transmission of data. They are defined as CAN-High (for 1)
other devices should one device fail. and CAN-Low (for 0). To prevent interference from
affecting data transmission, the two wires take the form of
CAN Bus Components a twisted pair. This also prevents the data bus line from
radiating interference.
The CAN data bus consists of the following components:
Both wires carry an counter opposing voltage, i.e. when
●
Controller the voltage on one wire is 5 V, then the other wire carries
●
Transceiver
a voltage of 0 V and vice-versa. The sum of the voltages is
●
Two data bus terminators
kept constant and the electromagnetic fields of both wires
●
Two data bus wires.
cancel each other out.
Data Transmission
CAN Controller
In CAN bus data transfers, data from all components
(control units) is sent on the bus and all components
The CAN controller receives the data to be sent from the
receive and decoded data.
microcomputer in the control unit. It prepares the data and
gives it to the CAN transceiver. The data is converted in
Data Transfer Process
the controller to a high frequency square wave voltage
modulated with a small DC voltage (e.g. 5 V). The
• Data availability – The control unit makes the data
controller also receives data from the CAN transceiver,
available to the CAN controller for transmission.
prepares it and gives it to the microcomputer in the
• Transmitting data – The CAN transceiver receives the
control device.
data from the CAN controller, converts it into electrical
signals and transmits it.
CAN Transceiver
• Receiving data – All other control units connected to the
bus receive the data.
The CAN transceiver consists of a transmitter and a
• Checking data – The control unit checks whether the
receiver. It converts the data from the CAN controller and
data received is needed by the control unit to carry out
sends it to the data bus lines. In exactly the same way, it
its function or not.
receives data and converts it for the CAN controller.
• Accepting data – If the data is relevant, it is accepted
and processed, otherwise it is ignored.

Electrics – E1
Example Start field (1 bit)
The start field marks the beginning of the data record or

message. A bit is sent with 5 V on the CAN-High line and 0
V on the CAN-Low line. When all stations connected to a
bus system recognize a start bit, they switch to receive.
Status field (12 bit)
The status field determines the priority of the data or

message. If, for example, two control units attempt to
transmit their data message at the same time, the one
with the highest priority will take precedence.
CAN Protocol
Control field (6 Bit)
The CAN data bus carries, at short time intervals, a data

The control field contains the number of data bits
protocol between the control units. The data protocol
contained in the data field. Each receiver can thus check if
consists of a large series of bits following one another. A
it has received all the data.
bit (binary digit) is the smallest unit of information (one
switched condition per time interval) in digital technology
Data field (max. 64 Bit)
and in a data processing system.
The data field contains the information transmitted to the

In electronics, this information can only have the value of a
other control units.
logical 1 (“yes”) or a logical 0 (“no”). Eight bits together
form one byte. In a byte, there are 256 different bit
Security field (16 Bit)
patterns possible and therefore 256 different pieces of
information can be coded or represented.
This field is used to recognize transmission failures.
In a CAN system, the information is exchanged with the

Acknowledgement field (2 Bit)
help of messages. The CAN transmitters and receivers
know the exact structure of the message and can
In the acknowledgement field, the receiver signals the
therefore correctly interpret the individual bits and bytes in
transmitter that it has correctly received the data
a bit stream being received. The following illustration
message. If a failure has been recognized, it is
shows the structure of a data protocol (“data frame”), this
immediately sent to the transmitter. The transmitter then
being identical for both wires.
repeats the transmission.
End field (7 Bit)
The end field marks the end of the data message. This is
the final way of announcing a failure, leading to a retrans-
mission of the data.

Electrics – E1
A light switch can serve as an example of how the values In comparison, here is the signal level of a low-speed bus.
“0” or “1” can be generated:
It allows the light to be switched on or off, i.e. there are

two different statuses of the light switch.
Status of light switch with value “1”

• Switch closed
• Light on Networking/Data Communication
Status of light switch with value “0” • CAN (Controller Area Network)
• Switch open • MOST (Media Oriented System Transport)
• Light off
Electronic networking of the Cayenne enables data
The CAN data bus also works on this principle. The trans- exchange among various control devices throughout the
ceiver can also generate two different statuses of a bit. vehicle.
Compared to that of the Sports Cars, the data bus

system is more exten-sive and consists of the
following subsystems:
• CAN – drive bus, 500 kBit/s (in the event of a data line
Bus Signal Level failure, e.g., short circuit or interruption, data transmis-
sion is impossible or lim-ited).
To guarantee reliable transmission in the vehicle which is • CAN – Infotainment, 100 kBit/s (in the event of a data
at the same time free from electromagnetic interference line failure, e.g., short circuit or interruption, data trans-
(EMI), data transmission on the CAN lines is carried out by mission is possible only via a single line - single wire
means of differential signals. Drive CAN (high speed) and operation).
Convenience & Infotainment CANs (low speed) use • CAN – Convenience, 100 kBit/s (in the event of a data
different kinds of differential signals. line failure, e.g., short circuit or interruption, data trans-
mission is possible only via a single line - single wire
The following diagram shows the signal level of a high- operation).
speed bus. • MOST optical data bus, 21.2 MBit/s (if one user cannot
relay the data, no further communication is possible,
due to the ring structure of the network).
To enable communication among the individual bus

systems, a so-called Gateway Control Module,
implemented as software, is located in the instrument
cluster. Diagnosis is performed using the K-lead.

Electrics – E1
Gateway Controller
The gateway controller is a separate unit on the Cayenne

as of model year 2005 rather than being integrated into
the instrument cluster. It relays all messages and signals
which are transmitted by control units for transmission via
various buses. The transfer protocol of the gateway
controller is defined in a so-called routing table. It also
supports the test unit in diagnosing the vehicle by trans-
mitting, collecting and supplying numerous items of infor-
mation on the vehicle.
1 - CAN display 2 - CAN Comfort

3 - CAN diagnosis 4 - CAN drive
5 - Source network 6 - Target network
7 - Wake-up line
Notes:

Electrics – E1
Cayenne Data Bus Layout up to MY 2010

Electrics – E1
– Steering column control module
– KESSY/Immobilizer control module

Electrics – E2
Cayenne Front End Electronics MY 2011 (The new system communicates similar to the Panamera system)
The gateway has the following bus interfaces:
• CAN drive 500 Kbaud

• CAN crash risks 500 Kbaud
• CAN diagnosis wakeable 500 Kbaud
• CAN chassis wakeable 500 Kbaud
• CAN comfort wakeable 500 Kbaud
• CAN MMI wakeable 500 Kbaud
• 4 x LIN wakeable 20 Kbaud
Tasks:
• The gateway control unit facilitates the exchange/trans-

lation of data between the various networks and bus
technologies (CAN/LIN)
• Vehicle energy management
- Optimization of battery charging during driving
- Terminal management, before/after driving the
vehicle, (WfS5, ELV)
• System and diagnostic functions (PIDT – PIWIS diagnos-
tic tester)
• Wake-up/power-down function (Vehicle Network State

Electrics – E2
Abbreviation English German
ACC Adaptive Cruise Control N/A
AFS Adaptive forward lighting Automatische Fahrlicht Steuerung
AHK Trailer Hitch Anhängerkupplung
ALWR Self -levelling Headlamp system Automatische Leuchtweitenregulierung
AQS Air Quality Sensor Luftgutesensor
BKE AC control unit Bedien Klima Einheit
BMS Batterie Monitoring Sensor Batteriesensor
CDR CD Headunit CD Radio
DFI Direct Fuel Injection Direkt Einspritzer
ELV Electronic steering locking device Elektronische Lenksäulen Verriegelung
EPB Electronic Park Brake Elektrische Park Bremse
EVLS Electronic adjustable Steering Elektronisch Verstellbare Lenksäule
EZS Electronic Ignition Switch Elektronisches Zundschloß
HSB Main Fusebox Hauptsicherungsbox
KLSM Steering Column Switch Modul Kombi Lenkstockmodul
LDS Rotary Light Switch Lichtdrehschalter
LIN Local Interconnect Network Master/Slave 20 KBit/s
MFL Multi functional steering wheel Multi Funktions Lenkrad
MMI Man Machine Interface High Speed CAN 500 KBit/s)
MOST Media Oriented System Transport Optischer Bus, 20 MBit/s
PDK Porsche double clutch Porsche Doppel Kupplung
POSIP Porsche Supplement Impact Protection Porsche Erweiterter Insassenschutz
PSM Porsche Stability Management Porsche Stabilitätskontrolle
PASM Porsche Active Suspension Management Porsche Aktives Fahrwerk
PCM Porsche Communication Management Infotainment
PDC Park Distance Control Parkassistent
PDCC Porsche Dynamic Chassis Control Porsche Dynamische Fahrwerksregelung
RLF Rain Light Humidity Sensor Regen Licht Feuchtesensor
RDK Tire pressure monitoring system (also known as TPM) Reifen Druck Kontrolle
RFK Backview camera Ruckfahr Kamera
SAD Sliding lift Roof Schiebe Ausstell Dach
STH Park heating Stand Heizung
VTS Vehicle Tracking System Fahrzeug verfolgungs System
VWE Front End Electronic (BCM front) Vorderwagenelektronik
Notes:

Electrics – E2
Cayenne/S/T, MY 2011 (E2) Bi-Xenon Headlights
The Xenon headlights (standard in the Cayenne Turbo)

have a new Bi-Xenon headlight design (dipped/high beam)
with halogen auxiliary high beam. They feature automatic
dynamic headlight levelling as well as a headlight cleaning
system and are equipped with the adaptive light system
Porsche Dynamic Light System (PDLS).
General
The electrical systems used in the new Cayenne E2 model

series are essentially based on the Cayenne E1. Relevant
basic information can be found in Service Information
Technik (SIT 2003, SIT 2004, SIT 2005 and SIT 2008).
New technological features in the area of vehicle
networking, comfort electronics and driver assistance
systems are based on the vehicle systems used in the A Auxiliary high beam
Panamera. The following sections describe the specific B Static cornering light
C Turbo daytime running light
features of the new Cayenne E2 model series.
D Dipped/high beam, dynamic cornering light
Lighting System
The PDLS offers the functions of dynamic and static
cornering light, speed-dependent headlight range control,
Halogen Headlights
country road light and fog light function.
All Cayenne models apart from the Cayenne Turbo are

PDLS (Porsche Dynamic Light System)
equipped with H7 projector-type headlights with automatic
static headlight levelling as standard and also feature
The PDLS (Porsche Dynamic Light System) consists of a
automatic headlight activation and automatic switch-off
swivelling PDLS module for the dynamic cornering light
with Welcome Home function. With the projector-type tech-
and headlight levelling and works like the halogen head-
nology, the light emanating from the light source is
lights with a projection system. The projection system
projected onto the road via a reflector and a lens,
includes a rotating drum with various contours for
therefore enabling homogeneous illumination with less
modifying the light/dark border of the light, as well as a
glare directed at the oncoming traffic.
lens. The Bi-Xenon headlight can be set to different light
modes, e.g. country road light and highway light, by way
of the drum and changes in the light intensity. The PDLS is
supplemented by the light from the static cornering light.
Together with the normal Xenon high beam light, which
already illuminates the area in front of the vehicle particu-
larly effectively due to the drum position with the cover
open fully and higher light intensity, a halogen auxiliary
high beam light is also installed in the PDLS.
A H7 auxiliary high beam

B Dipped beam/high beam

Electrics – E2
Static Cornering Light
The static cornering light activates an additional halogen

light source (H11) with a beam angle of approx. 30° with
respect to the direction of travel. The static cornering
light is activated by turning the steering wheel when the
vehicle is stationary and while driving at speeds of up to
80 mph (130 km/h). As a result, the edge of the roadway
is illuminated over a greater distance, e.g. when turning
into a side street.
Country Road Light

Bi-Xenon headlight including PDLS module
A H7 auxiliary high beam

B PDLS module
C Static cornering light (H11)
D Lens of the PDLS module
E Drum of the PDLS module
Note!
Compared with the dipped beam of a conventional Bi-
The PDLS (Porsche Dynamic Light System) is active when Xenon headlight, the country road light of the PDLS
the light switch is in the “Auto” position. provides improved illumination of the surrounding area and
a better range. The light beam is adapted by way of a
special cover contour so that glare is minimized for
Dynamic Cornering Light oncoming traffic.
The dynamic cornering light is activated from a speed of Fog Light Function
> 1.2 mph (2 km/h). The light control swivels the head-
lights to the side by up to 15° (15° for outside light unit,
7.5° for inside light unit), depending on the steering angle
and vehicle speed in the bend. The light beam is projected
onto the road to a maximum range without dazzling
oncoming traffic. Consequently, when driving in the dark
on twisting roads, the driver can see which way the road
is going and can detect any obstacles much earlier and
adapt his driving style accordingly. This feature also
provides a significant increase in safety when driving on The fog light function improves visibility for the driver
country roads and in protracted highway curves by while at the same time reducing glare for oncoming traffic
optimally illuminating those curves. The dipped beam in on wet roads or in low-visibility conditions, e.g. in fog or
the Bi-Xenon headlights follows the driver’s steering when driving on snow. It is linked to activation of the fog
movements and continuously adjusts to the current driving lights. The dipped beam spreads out wider and the left
speed. Sensors continuously record the driving speed, headlight adapts the light/dark border horizontally,
lateral acceleration and steering angle, and use this infor- thereby reducing the range of the light beam. The left
mation to ‘calculate’ the corner. A control unit uses the headlight also swivels to the left, causing the focal point
data it receives to determine the best angle for controlling of the light to move outwards accordingly. This reduces
the dynamic cornering light. The cornering light also glare for the driver. The fog light function is available at
remains active when the high beam is switched on, speeds of up to 45 mph (70 km/h). The lighting system
improving the driver’s visibility. switches back to country road light at higher speeds.

Electrics – E2
brake light is integrated in the roof spoiler. In addition to
the visual impact and the long service life, the main
advantage of LED technology is its short response time.
Compared to around 100 ms for conventional incandes-
cent lamps, the response time for LEDs is only around
0.1 ms. This difference corresponds to a distance of
almost 3 m at a speed of 62 mph (100 km/h) due to the
faster perception time, which means that the vehicle trav-
elling behind can stop much faster in an emergency.
Earlier signalling of braking therefore means that traffic
driving behind the vehicle is warned more quickly and
therefore also contributes to active safety.
Adaptive Brake Lights

Front Light Modules
All models also feature front light modules with LED

direction indicator lights and LED position light (LED light
guides). With the exception of the Cayenne Turbo, the
front light modules also house the LED daytime running
lights. On the Cayenne Turbo, the daytime running lights -
with four LED spotlights each - are located in the head-
lights. The position light (LED light guide) is designed to Brake light (26 LEDs)
surround the direction indicator lights. Daytime running
lights increase driving safety during the day by making the The adaptive brake lights of the Cayenne models produce
vehicle more visible for other road users. a pulsating luminous intensity during emergency ABS
braking or in the event of extreme deceleration from a
LED Tail Lights speed of more than 45 mph (70 km/h) in order to more
effectively alert vehicles travelling behind. If this extreme
deceleration brings the vehicle to a standstill, the hazard
warning lights come on automatically.
Direction indicator light (26 LEDs)
Tail light (26 LEDs)
The LED tail light modules comprise adaptive brake lights,

a rear fog light and a back-up light as well as the tail light,
irection indicator light and position light. The third LED

Electrics – E2
Fog Lights/Rear Fog Light Sensors
A level sensor at the front and rear of the vehicle respec-

tively determine the tilt of the vehicle. The sensor informa-
tion is required for the headlight levelling function. The
headlight control unit communicates with the stepper
motors in the headlights via the LIN interface. The
headlight control units communicate with the other control
units via CAN crash risks.
Rear fog light (6 LEDs)
The fog lights and rear fog light are activated using the
light switch.
Fog lights: In the dipped beam or parking light switch

position, pull the switch until it engages in the first
position. The indicator light lights up.
Rear fog light: In the dipped beam or parking light

switch position, pull the switch until it engages in the
second position. The indicator light lights up.
Notes:

Electrics – E2
Assistance Systems driver of the task of adjusting the target speed to the
dynamic traffic conditions. It has been enhanced from a
Cruise Control pure cruise control function to a distance control system.
If no vehicle is detected in front, the desired speed is
The Cayenne models are equipped with automatic speed reset. If a vehicle is detected in front, the system
control (cruise control) as standard. On long trips, this attempts to keep the time interval (speed-dependent
increases driver comfort, as the selected cruising speed distance) with this vehicle as constant as possible.
is maintained through automatic braking and acceleration.
The program-mable speed range extends from 20 – 150
mph (30 – 240 km/h).
Adaptive Cruise Control (ACC)
The distance is measured with a radar sensor (long range

radar with 76 - 77 GHz), which is installed in the center of
the front apron. Similar to the Porsche Panamera, the
adaptive cruise control of the new Cayenne offers the
customer the special functions of overtaking aid, boost
function and cornering speed control.
Boost Function
Adaptive cruise control is optionally available. It uses
radar sensors to monitor the distance from the vehicle in
front, automatically maintains the distance and brakes if
the distance to the vehicle in front is reduced – if
necessary bringing the vehicle to a complete stop. The
programmable speed range extends from 20 – 130 mph
(30 – 210 km/h).
If the actual speed is less than the selected target speed,

e.g. when driving off from a standstill, the driver can
activate a “boost” function at any time when the system is
active. This is done by holding the cruise control oper-
ating lever upwards (resume direction).
Cornering Speed Control
ACC radar sensor When driving around a bend in free driving mode, the
cornering speed control function intervenes if a specific
In automatic acceleration mode, the adaptive cruise lateral acceleration is exceeded. At low speeds, system
control (ACC) behaves like the conventional cruise control intervention is triggered by the steering angle, e.g. when
function and maintains the selected target speed. driving on a roundabout.
However, ACC can also maintain a constant speed when
driving up or down hill through activation of the braking As a result, acceleration is reduced or interrupted or the
system or downshifts. Adaptive cruise control relieves the actual speed is reduced so that the lateral acceleration is

Electrics – E2
also reduced. When the vehicle comes out of the bend,
controlled acceleration is resumed or the speed is
adapted to the target speed in a controlled manner (if the
control function was not interrupted).
The “Follow to Stop” and Porsche “Active Safe”

functions have been enhanced in the context of
active safety.
Follow to Stop
Similar to the Panamera, the system readies the brakes

whenever a decreasing distance to the vehicle in front is
detected in order to reduce the stopping distance if
required. Adaptive cruise control and PSM also interact to
prefill the brake system. In following mode, the vehicle
decelerates smoothly to a stop if the vehicle in front stops
(adaptive cruise control “Follow to Stop” mode). The Visual passive warning
required vehicle deceleration calculated by the adaptive
cruise control is regulated via the PSM by actively If there is no braking response from the driver to the
changing the braking pressure at the wheel brakes (at a advance warning, this is followed shortly afterwards by
maximum of 3.5 m/s2), so that the distance to the vehicle the acute warning, which consists of a braking jolt and
in front selected by the driver can be maintained. simultaneous acoustic and visual warning. A braking jolt is
applied to the vehicle through a very short build-up of
To increase driver comfort, the system activates a crawl brake pressure. This also ensures that the driver's
phase before finally coming to a stop so that if the vehicle attention is drawn to the traffic. The driver can still
in front only stops briefly, the driver’s own vehicle does prevent a collision by responding appropriately in this
not actually stop at all and a fluid, slow movement is dangerous situation.
possible. The driver can drive off after a stop or confirm
this by pressing the operating lever or the accelerator
pedal.
Porsche “Active Safe”
The system also warns the driver in dangerous situations

visually and acoustically as well as for the first time with
an additional short braking jolt. This alerts the driver to
critical situations. The active safety functions operate
independently of activated distance and cruise control.
However, there is no response to stationary obstacles.
Note!
Activating and deactivating Porsche “Active Safe”. ACC display (multi-function display)
The Porsche “Active Safe” functions can be switched off

completely or partially in the multi-function display. The In combination with adaptive cruise control, an adaptive
settings are saved when the ignition is switched on or off. cruise control display can be shown on the color display
of the instrument cluster, with comprehensive information
such as target and actual distance, desired speed or
speed of the vehicle travelling in front.

Electrics – E2
In this mode, a speed bar in the color display shows how
much of the available target speed range (19 to 130
mph/30 to 210 km/h) is currently being utilized. Time
interval bars, speed bars, desired speed and the
speedometer symbol are shown in orange when control
operation is active. If the system is only switched on
(“standby”) but is not active, the display elements named
are grey. The operating states are displayed via the color
LED display for LCA (4 LEDs)
display in the instrument cluster in the ACC menu.
Warnings are also accompanied by an acoustic signal.
If the driver activates the direction indicator in this
situation, the information display flashes brightly to give
Lane Change Assist (LCA)
the driver a clear warning (warning stage) of the
approaching vehicle. This information is given in two
stages: As long as the driver does not indicate, the light
indicates vehicles detected in neighboring lanes discretely
and inconspicuously. Lane Change Assist decides whether
to display the vehicle based on relative speed and
distance. However, if the driver sets the direction
indicator, the light flashes brightly to warn him of the
detected vehicle.
The optional Lane Change Assist (LCA) is used for the first
time on the new Cayenne. Lane Change Assist is a vehicle
assistance and comfort system that monitors the lanes on
the left and right up to 230 ft (70 meters) behind the
vehicle, including the blind spot, by way of two radar
sensors mounted in the left and right of the bumper. This LCA button with LED
enhances driving comfort and safety, particularly when
driving on the motorway. LCA does not actively intervene in the controlling of the
vehicle and can be deactivated at any time by the driver
LCA is available in the speed range between 19 mph (30 by way of a button in the door switch module. When LCA
km/h) and max. 160 mph (250 km/h). If a vehicle is in the is activated via the LCA button, the system provides visual
blind spot or is approaching quickly from behind, an LED feedback through the brief lighting up of both LED
information display on the inside of the corresponding modules in the door mirrors. There is no feedback from
door mirror lights up from a distance of 180 ft (55 the system when LCA is deactivated. The LCA activation
meters) mirrors for this purpose. state can be read off using the function light in the button
panel (door switch module).
The basic brightness of the LED modules (information

display) can be adapted to driver requirements via a menu
in the instrument cluster with three brightness levels. The
effective brightness of the information display depends on
this basic setting and is adjusted in parallel with the
current outside brightness.

Electrics – E2
The range of the radar sensor depends to a large extent
on the weather conditions. Temporary non-availability due
to dirt on the bumper and/or poor weather conditions
(fog, spray behind the vehicle etc.) or a potential system
fault is indicated by way of text messages in the instru-
ment cluster and leads to automatic deactivation of the
system. It is reactivated by switching it on again manually.
Note!
The acoustic warning at the front starts from 3 ft and at
LCA is deactivated when towing a trailer.
the rear from 4 ft. A single initial warning tone is displayed
The system saves the last system mode (activated or
when an obstacle is at a distance of 6 ft. If the distance to
deactivated) as well as the selected LED brightness for a
an obstacle does not change, the tone is suppressed
specific key.
after approx. 8 seconds. The acoustic warning is played
again if the vehicle approaches the obstacle.
ParkAssist
In addition, the distances to obstacles are displayed in the

ParkAssist front and rear with a total of eight sensors and
form of a schematic representation of the top view of the
acoustic and visual warning is standard on the Cayenne
vehicle in the central display.
Turbo and optional for the other models.
The visual representation of detected obstacles takes

place within a detection area in front of and behind the
vehicle. In theory, obstacles at a distance of up to 4 ft at
the front of the vehicle, up to 4 ft at the side and up to 6
ft at the rear can be displayed in the detection area.
Based on the sensor range, obstacles at the side of the
vehicle are displayed from approx. 2 ft at the front and
from approx. 2.3 ft at the rear. The distance values deter-
mined by the system are filtered in order to produce a
smooth, stable obstacle display. As a result, obstacles
are not displayed until after approx. 2 seconds while
stationary (compared with driving). ParkAssist is activated
when the ignition is switched on. ParkAssist can be
switched off using the ParkAssist OFF switch in the roof
The operating range extends from 0 mph up to a speed of
console (LED of the button lights up in this case).
approx. 9 mph (15 km/h). The sound of the acoustic
ParkAssist remains deactivated until it is switched on
warning is deeper in the rear than in the front. The
again via the button or the ignition is switched off and on
intervals decrease until a continuous tone is emitted as
again.
the vehicle comes closer to an obstacle.
Notes:

Electrics – E2
Reversing Camera
The optionally available reversing camera (only in combi-

nation with PCM as well as ParkAssist front and rear)
makes it easier to perform precise reverse parking and
reverse manoeuvering as well as to attach a trailer. The
reversing camera visually detects the area behind the
vehicle.
Opening angle of lens, detection area:
Horizontal opening angle 131°, vertical opening angle

100°, power supply 6.5 V, current consumption max. 100
mA.
The dynamic guide lines can be displayed in the reversing
The system determines the conditions for switching on camera image if desired. They change corresponding to
and off independently and then switches the camera on. the position of the front wheels. The lines illustrate the
The display output is activated when reverse gear is driving path with the current steering wheel position and
engaged or if the system detects that the vehicle is rolling thus show the driver where he would travel with the
backwards. Manual activation via the PCM is also steering wheel in its current setting.
possible. The system is deactivated once a speed of 9
mph (15 km/h) is exceeded after the driver shifts out of In addition, the rectangular colored area on the screen,
reverse gear or when transmission range P is engaged which begins at a distance of 16” (40 cm) from the
and/or the parking brake is engaged. The reversing vehicle and extends to approximately 16 ft (5 m), sym-
camera is integrated in the handle button of the rear lid bolizes the vehicle length. In addition, ParkAssist’s top
and transmits the video image to the camera control unit, view display can be overlaid on the image output from the
which is located under the bottom right trim panel in the reversing camera. In this case, the ParkAssist display can
luggage compartment. be shown and hidden again by touching the vehicle on the
screen. Depending on the steering angle, ParkAssist is
There the picture is equalized and the guide lines incorpo- displayed on the left or the right edge of the screen.
rated. The image is then transmitted to the PCM. The
image is displayed only when the electric parking brake is
not engaged. If a trailer was detected or the rear hatch is
open, the video image is displayed but the guide lines are
not incorporated.

Electrics – E2
Audio and Communication CDR-31 Audio System
The state-of-the-art audio and communication systems

familiar from the Panamera are also available for the
Cayenne. These systems meet the highest technical
standards and have been optimised to provide enhanced The new CDR-31 audio system (standard for Cayenne and
user friendliness. Cayenne S has an extremely high-quality user interface.
The look, feel and central functions correspond to the
The now 7-inch large color screen of the CDR-31 audio latest PCM generation. The main feature of the new audio
system (standard for Cayenne and Cayenne S and of system generation is a 7-inch TFT display with touch-
Porsche Communication Management (PCM) (standard for screen. All the functions (except for volume) of the CDR-
Cayenne Turbo, optional for all other Cayenne models) is 31 system can be selected by touching the color screen.
positioned higher up on the dashboard for better ergo- This allows fast and simple navigation through the various
nomics and designed as a touchscreen for quick and easy menus. In addition, the new display guarantees excellent
operation. Attention was paid to ensuring that the systems legibility and clarity.
feature only the highest quality materials. The personal-
ized options of the new Cayenne in the area of audio and The user interface is adapted to suit the new color screen
communication have been further enhanced compared - both the operating structure and the screen design are
with the predecessor. the same as for PCM. The screen display is very clear
thanks to the fact that many functions that are rarely used
It is now available with the Burmester® High-End Surround have been moved to the second menu level (“OPTION”). A
Sound System from the Panamera. The universal audio maximum of 5 easy-to-read list entries are displayed on
interface has also been modified and now supports the each page. Activating functions via the touchscreen will be
connection of various iPod® and iPhone® models to the the preferred mode of operation for the majority of
audio system via the USB connection. The telephone customers. Nevertheless, virtually all functions can still be
module is now compatible with an increased operated in the conventional way using the right
number of mobile phones. rotary/pushbutton switch, depending on individual user
preference.
Note!
Option: A mobile phone can be connected via Bluetooth
using the HFP (Hands-Free Profile). In this case, the CDR-
31 provides the hands-free functionality.

Electrics – E2
The standard CDR-31 already has a sound system with 10 The optional universal audio interface makes it possible to
speakers divided into 4 channels with a total power output connect an external audio source via the AUX interface.
of 100 W and can be used to play audio CDs and music in Operation takes place directly at the connected device.
MP3 format (formats: MP3, AAC, WMA). For radio list- The AUX interface is located in the storage bin of the front
eners, there are up to 36 memory locations available. 30 center console. There is a 12-volt plug socket in the
locations can be freely assigned, while 6 presets are auto- storage bin for supplying power to the external audio
matically assigned at regular intervals by the Best FM source.
function of the CDR-31 system to the stations with the
best reception. The optional digital satellite radio SDARS (Satellite Digital
Audio Radio Services) from the provider XM is also
For customers with a GSM (Global System for Mobile available for the first time in combination with the
Communication) or CDMA (Code Division Multiple Access) CDR-31 audio system for the new Cayenne in the USA and
mobile phone that supports the Hands-Free Profile (HFP), Canada. This opens up an extensive range of music,
the mobile phone preparation is optionally available as a sport, entertainment and information stations for
convenient Bluetooth® telephone solution with the Phone customers, with approx. 170 channels in the USA and
Book Access function, which can access the phonebook approx. 130 channels in Canada at present. After a free,
entries. three-month trial period, customers can opt to continue
using the XM service by paying a subscription. New
A 6-disc CD autochanger integrated in the CDR-31 system functions such as searches for tracks and artists as well
is also available instead of the standard single CD drive. It as auto-search for previously stored favorites allow
is located directly within reach of the driver and, like the excellent operating comfort.
single CD drive, also supports the music formats AAC,
MP3 and WMA.
Notes:

Electrics – E2
Porsche Communication Management 3.1 (PCM) With the navigation function, users have the option of
With Navigation Module switching the map view between the new 3D representa-
tion (Terrain and City models) or the familiar perspective
The new Cayenne is optionally available with the latest or two-dimensional representations. A speed limit display
generation of Porsche Communication Management (PCM shows any speed limits that apply on the roads included in
3.1) including navigation module (standard in the Cayenne the map material either in PCM (Car display) or in the TFT
Turbo). display on the instrument cluster (the availability of the
speed limit display depends on the relevant database
The main features of the latest generation of PCM status of the map material). The navigation module has an
compared with the predecessor are: integrated hard disk for fast route calculation. Three alter-
native route suggestions can be displayed.
• High-resolution 7-inch WVGA (Wide Video Graphics
Array) screen 800 x 480 pixels
The PCM system includes 11 speakers divided into 7
• 3D navigation map including Terrain and City models
channels, an external amplifier and a total output of 235
• Speed limit display in PCM based on navigation data
W. The integrated CD/DVD player supports audio
• Map display in the instrument cluster
playback of audio and video DVDs and music in MP3
format (formats: MP3, AAC, WMA, WAV).
Navigation
For radio listeners, the audio system includes up to 48
memory locations (42 locations can be freely assigned, 6
presets for Best FM. The integrated CD/DVD player
supports audio playback of audio and video DVDs and
plays music in MP3 format. Also in 5.1 Discrete Surround
Format with the BOSE® Surround Sound System or the
Burmester® High-End Surround Sound System, otherwise
in stereo. With the new PCM generation, a function for
audio transmission via Bluetooth® is available for the first
time in the Cayenne. This allows audio data to be trans-
ferred from external devices such as music players or
mobile phones via the Bluetooth® interface of PCM if this
function is supported by the device.
City model
Terrain model

Electrics – E2
Audio Interface (optional) Electronic Logbook (optional)
The optional universal audio interface makes it possible The electronic logbook is also offered in the Cayenne as
for the first time to connect an external audio source, e.g. an option in combination with PCM. It is used to automati-
an iPod® or a USB stick, and use it conveniently via the cally record the mileage, distance travelled, date and time
PCM system. as well as the start and destination address for each trip.
Two connection points are provided for this purpose Voice Control (optional)
in the storage bin in the front center console:
A latest-generation voice control system is available in
1. The USB connection can be used to connect not only
combination with the new hard-drive navigation system.
USB memory sticks with MP3 music and MP3 players,
Input of the city and the street is evaluated jointly to ensure
but also various iPod® and iPhone® models, which are
greater unambiguity. This two-list matching offers simpli-
operated via PCM, the optional multi-function steering
fied operation compared with the former successive evalu-
wheel or the optional voice control. Digital audio trans-
ation while at the same time increasing the likelihood of
mission produces significantly enhanced sound quality
finding the desired address immediately. This ensures
with the iPod. Compared with the predecessor, trans-
relaxing and controlled driving comfort. Your hands can
mission of the audio data to PCM is now digital instead
stay on the steering wheel and your eyes on the road.
of analog. Another advantage is the noticeably faster
list operation in PCM. Access to all track and play lists
has also been significantly improved, enabling much
faster music searches. The normal Apple iPod® USB
cable (supplied by Apple) is used as the connecting
cable. The iPod® is also charged via this USB connec-
tion.
2. An AUX interface supports the connection of other

external audio sources, e.g. a portable CD player.
Operation takes place directly at the connected device.
As with the CDR-31 audio system, the optional digital
satellite radio SDARS available in the USA and Canada
Voice control cannot be activated during a telephone call.
from the provider XM is also available in combination
with PCM. In combination with PCM, the traffic informa-
tion sent by XM can now additionally be taken into
consideration during dynamic route guidance. Further-
more, extended data services for weather, sport and
stock market information are also available.
Notes:

Electrics – E2
BOSE® Surround Sound System Burmester® High-End Surround Sound System
The optional BOSE® Surround Sound System (standard in The Burmester® High-End Surround Sound System was
the Cayenne Turbo) comprises a total of 14 speakers, a adapted specifically for the new Cayenne and offers
200 W active subwoofer with Class D driver and 200 mm superior total output and sound quality. The performance
diaphragm diameter as well as 9 amplifier channels to data figures provide impressive proof of this: 16 individu-
provide an impressive sound experience. A total output of ally controlled speakers including a 300 W active sub-
585 W is therefore available. A frequency range from 40 woofer with Class D driver and 250 mm diaphragm dia-
Hz to 20 kHz is available at every seat; the maximum meter, 16 amplifier channels and a total output of more
undistorted continuous sound pressure level for music than 1,000 W.
signals is greater than 115 dB.
The acoustically effective diaphragm area is over 2,400
In combination with PCM, the system now opens up the cm². A frequency range from 30 Hz to 20 kHz is available
impressive audio spectrum of digital 5.1 recordings when at every seat; the maximum undistorted continuous sound
playing music from audio or video DVDs. The audio experi- pressure level for music signals is greater than 120 dB. In
ence is the next best thing to a live performance with combination with PCM, the Burmester® High-End Surround
quality sound similar to what you get from a sophisticated Sound System naturally also reproduces digital 5.1
home cinema system. In combination with the CDR-31 recordings when playing back music from audio or video
system, sound reproduction is generally in stereo. The DVDs. In combination with the CDR-31 system, sound
system is immediately recognisable by the BOSE® logo reproduction is generally in stereo. The consistent use of
on selected speakers. the highest quality materials and proven technologies
from the Burmester® home hi-fi area ensures “best in
class” sound quality in the entire signal chain. Three
central goals can be achieved through the consistent use
of glass fiber diaphragms in the mid-tone range: glass
fiber is lighter than conventional paper diaphragms,
enables more stable oscillations through its greater
rigidity and leads to an undistorted sound through its
higher internal damping.
Sound and technology are not the only areas of excel-

lence offered by the Burmester® High-End Surround
Sound System: its design also meets the highest
standards. Externally, the system is recognizable by its
discreet, silver colored trims with metal surface and
Burmester® logos on selected loudspeaker covers.

Electrics – E2
Porsche Rear Seat Entertainment (optional) Vehicle Electrical System/Energy Management
AGM (Absorbed Glass Mat) Technology
As with the CDR-31 audio system, Porsche Rear Seat

Entertainment is also available in combination with PCM.
Compass Display (optional)
A 12 V 92 Ah 520 A AGM battery is used in the Cayenne;

a 12 V 105 Ah 580 A AGM battery is optionally available
for colder regions. The battery is located under the left
seat in the direction of travel.
The battery is based on AGM (Absorbed Glass Mat) tech-

nology. Special micro glass fiber mats lie between the
lead plates of the battery and contain all of the battery
acid. The absorbing capacity of the glass fiber mats is
designed so that although the acid is completely
absorbed by the matting, the degree of saturation of the
In addition to the display of the four cardinal and intercar- matting is not reached. The sealed system is equipped
dinal points of the compass in the instrument cluster with with a pressure relief valve for the safe discharge of any
PCM, a compass display on the dashboard is available in gases.
combination with PCM.
The battery remains leak-proof and dry. Expanding liquid
The compass consists of the fixed LCD display in the due to frost cannot cause any damage. Furthermore, by
center and the outer movable ring. The red marking on packaging the plates in micro glass fiber mats there is
the ring indicates the cardinal point of the compass. The virtually no further movement of the plates, which means
central display shows the current degree heading of the that vibration has no effect on the battery.
driving direction and the altitude of the vehicle position.
The device also has a display in which the altitude above The entire electrolyte is bound by the acid in the matting,
sea level and the compass direction are displayed. The which means that there is no need for the maintenance
compass direction is displayed rounded off to the nearest tasks of filling with water and inspecting the electrolyte.
degree. The altitude above sea level can be displayed in AGM batteries are designed with an extremely low internal
meters or feet. The value range extends from - 999 m/ft resistance, resulting in a faster reaction between the acid
to 19,999 m/ft. The display values are determined by and the plate material. Higher energy quantities can
PCM from the GPS data and transmitted to the compass therefore be produced even in demanding situations such
via CAN. as charging in extreme cold.

Electrics – E2
Battery Sensor
The battery sensor is located on the negative terminal of

the battery, it is part of the energy management system
(battery management). The battery sensor is connected
between the negative terminal of the battery and the
ground cable.
The purpose of measuring the battery size is to determine

the battery condition with sufficient accuracy and to
identify closed-circuit current faults in vehicle electrical
system diagnosis in production and service.
Battery replacement must be communicated to the gate-
way using PIWIS Diagnosis Tester II, specifying the (A) The following measured variables are measured
serial number/(B) part number/manufacturer and the directly by the sensor:
battery size under Maintenance/Battery replacement. For
• Battery current
charging, a charger with at least 40 A should be con-
• Battery voltage
nected.
• Measurement of the temperature at the negative
terminal
For jump-lead starting, a jump lead should only be con-
nected directly to the external power supply connections
The battery current and battery voltage are measured
in the engine compartment, as otherwise the battery
simultaneously.
sensor could be damaged and incorrect information (bat-
tery charging directly at the battery sensor) forwarded to
the gateway.
Note!
Caution when jump-lead starting:
Always connect the charging cable/jump leads directly in
the engine compartment as otherwise the battery sensor
could be damaged.
Notes:

Electrics – E2
Installation Position of Fuses/Relays Generator
The generator is liquid-cooled and has a rated

current/output of 190 A/2,660 W or 220 A/3,080 W.
For the purposes of generator regulation, the battery

sensor information is transferred to the gateway via a LIN
(Local Interconnect Network) and the energy requirements
are then calculated in the gateway (using an algorithm).
The gateway sends this requirements request to the
generator regulator, which is designed as a bit-synchro-
nous interface regulator, and the generator regulator then
regulates the energy requirements according to the
requirements request. The gateway receives the utilization
status via the DFM signal (Dynamo Field Monitor) and uses
these values to recalculate the energy requirements in the
vehicle electrical system.
Fuse box in engine compartment
A Battery sensor
B Gateway
C Generator
D DME
LIN Local Interconnect Network
CAN CAN drive
Vehicle Electrical System Recuperation
The main power distributor is installed under the seat on the left The Cayenne, Cayenne S and Cayenne Turbo feature the
in the direction of travel. The function scope corresponds to that new function of vehicle electrical system recuperation as
of the main power distributor of the Panamera. a further fuel-saving measure. The control operation
includes the engine control, brake pedal sensor, battery/
battery sensor, generator and the vehicle electrical
system. The number of cycles (charging and discharge) of
the powerful AGM battery could be increased in order to
continue to meet requirements with respect to battery life.
A software control evaluates the input variables of the
components involved, thereby allowing active coordination
of the recuperation operation based on the battery
charging condition and driver request.
Switch panel on the right/left of dashboard. During normal driving and particularly during acceleration,
the charging current of the generator is restricted and the
The footwell (steering column/pedals area) contains vehicle electrical system uses the battery supply. As a
another relay box (cockpit). result, the engine has to supply less power to charge the

Electrics – E2
battery, which directly results in lower fuel consumption. closed and the engine breaks away). Afterwards, the
The battery is mainly charged by the usually otherwise lost voltage recovers up to the charging voltage as a function
braking energy during the braking operation. During of the starter speed, when the starter is switched off and
braking, the generator power is increased in a targeted disengaged and after the start of generator charging. The
manner in order to feed the recuperated energy into the size of the voltage drop depends on the temperature of all
battery. The increased generator power acts with a the relevant components in the current path, internal resis-
braking torque on the crankshaft via a drive belt. This tance and the age of the battery as well as the engine
leads to vehicle deceleration and therefore supports the resisting moment when it is turned. During the engine
conventional brake system. start (boost), the power supply remains uninterrupted and
is converted in the range from 12 +/- 0.5 V.
DC/DC Converter (Start Stop)
In the Cayenne the DC/DC converter is installed on the

right in the direction of travel, behind the instrument
panel.
Situation: (Graphic Restart)
When the engine is started, the vehicle voltage collapses

and various components are no longer supplied with the
usual 12 V voltage. This can result in a system failure/
fault entry.
A Gateway
B Generator
C DC/DC converter
D Main fuse box
E Battery sensor
LIN Local Interconnect Network
This means that all active loads such as lighting, infotain-

ment system or other comfort/safety features remain
unimpaired thanks to stabilization of the vehicle electrical
system, as the capacitors compensate for energy bottle-
necks. No voltage drop is therefore measured on the
generator even under load. The DC/DC control unit© is
Restart connected to the gateway (A) via the LIN bus; diagnosis is
also performed via the LIN bus.
Solution:
The DC/DC converter is activated when the engine starts

(only in the case of a restart) and delivers this missing
voltage to the vehicle electrical system.
During Start Stop operation, the Start Stop coordinator

(DME) decides to switch off the engine. When the engine
is off, the electrical loads will be supplied with energy by
the vehicle battery's reserves. The battery voltage falls
many times below the cell open-circuit voltage (2.1
V/cell= 12.6 V). When the engine is started, voltage
drops occur (when the starter engages and a second
voltage drop when the main contacts of the starter are

Electrics – E2
Gateway After Terminal 15 “off”, all control units send out their
sleep readiness. To ensure that the individual bus systems
Databus Systems are then switched to sleep mode sequentially rather than
in an uncontrolled manner, the “Network Vehicle State
The gateway manages and routes all messages across Manager” in the gateway controls and monitors the indi-
bus segments for the following bus interfaces vidual network transition points in bus idle. In this context,
the gateway sends out its sleep readiness to the individual
The LIN interfaces are designed as LIN master interfaces. networks according to a predefined sequence (rules).
These LIN interfaces are intended for the connection of a
battery sensor, the 12 V DC/DC converter, the generator The same applies in reverse for waking. When a network
and a main power distributor. Energy management on the is woken up by a connected control unit, the gateway
gateway can use the battery sensor to call up various wakes up the other networks in this state. The networks
battery characteristics, e.g. voltage, battery charging then "fall asleep" again as described above.
condition etc., and if required switch off the control units
in the vehicle electrical system. For this purpose, the Other Functions
gateway sends the relevant switch-off messages, e.g. via
the same LIN bus, to the main power distributor. The gateway also supports AfterSales Service in vehicle
fault finding by providing comprehensive system and diag-
Wake-up Functions nostic functions for monitoring network communication.
The gateway provides vehicle energy management as an

additional function. This function supports optimisation of
battery charging during driving as well as minimization of
the closed-circuit current by switching off comfort
functions and networks when the vehicle is stationary.
The “Vehicle Network State Manager” of the gateway is a

sub-function of network power management and controls
the entire vehicle bus communication centrally with
respect to wake-up and power-down for Terminal 15 “off”.
Notes:

Electrics – E2
Online Engine Immobilizer 5/Component Protection Communication between the vehicle key and the immobi-
lizer master is encrypted. Vehicle access with the remote
control and access with “Porsche Entry & Drive” involve
the transfer of 32 bits (4 bytes) of encrypted data. This
produces approx. 4 million variants. To start the vehicle,
64 bits (8 bytes, remote control/Porsche Entry & Drive) of
encrypted data is transferred for authentication of the key.
Electronic Ignition Lock
The electronic engine immobilizer 5 protects the vehicle

from unauthorized use. The 5th generation engine immobi-
lizer used for the first time in the Panamera has been
enhanced for the Cayenne with the introduction of
component protection.
In order to achieve a higher degree of security, the

immobilizer is distributed over several components:
The ignition lock accommodates the vehicle key in the
• Vehicle key with transponder
basic variant. The inserted vehicle key can be authenti-
• Immobilizer master (front-end electronics)
cated via the transponder interface in the ignition lock. To
• Electromechanical steering lock
do this, the ignition lock converts the radio information
• Engine control unit (DME)
into LIN signals for communication with the immobilizer
• Anti-theft alarm system master (rear-end electronics)
master.
Vehicle Key
The ignition lock has three positions for operation:
• OFF
• Ignition (Terminal 15)
• Start engine (Terminal 50)
The vehicle key is reset from the “Start engine” position to

the “Ignition” position automatically. The “Ignition” position
has a detent so that the position can be uniquely identified
at all times. The vehicle key can only be removed in the
“OFF” position. For vehicles with Tiptronic transmission,
The vehicle key has a radio interface and a transponder the selector lever must be in the “P” position.
interface. Using the radio interface, the user can actively
operate the central locking system, i.e. the vehicle can be
locked and unlocked.
A transponder interface is used for the function in the

ignition lock. The data is exchanged between the key and
the ignition lock via this interface. A battery is not required
in the key for this interface. With the optional equipment
“Porsche Entry & Drive”, the key has an additional radio
interface for near-field communication/detection of With the optional equipment “Porsche Entry & Drive”, the ignition
approaching of the vehicle (125 kHz). The central locking lock contains an operating element. The operating element
(open/close function) responds via the normal radio remains in the ignition lock at all times. In this case, the valid key
is authenticated via the radio interface between the vehicle key
interface (433 MHz).
and immobilizer master.

Electrics – E2
Immobilizer Master (front-end electronics) only be removed after dismantling the steering column. As
a component of the electronic immobilizer, the electro-
mechanical steering lock must be authenticated for
release of the ignition by the immobilizer master.
Engine Control Unit (DME)
The engine control unit is authenticated by the immobilizer

The immobilizer master decides when to release the master via the CAN bus. Since the immobilizer master and
immobilizer. All components of the immobilizer must be the engine control unit cannot be on the same CAN bus,
authenticated by the master in this case. The immobilizer the messages are routed via a gateway. Only with positive
master functionality is integrated in the front-end elec- authentication is the injection system released by the
tronics. engine control unit as a requirement for engine operation.
In addition to the driving authorization functions, Activating the engine immobilizer:

this control unit contains:
The engine immobilizer is activated in the engine control
• Exterior/interior light functions unit by switching the ignition off. The engine control unit
• Central locking, Entry & Drive access function discards the internal release when the ignition is switched
• Terminal management (15, 30, 50) off and must obtain a new release from the immobilizer
• Control systems (e.g. electrically adjustable steering master the next time the ignition is switched on.
column, Servotronic, passenger compartment sensor)
In the basic equipment, the electromechanical steering
Electromechanical Steering Column Lock lock is activated by removing the vehicle key when the
vehicle is stationary. The electromechanical steering lock
blocks the steering system mechanically and discards the
internal release of the engine immobilizer.
With the optional equipment “Porsche Entry & Drive”, the

electromechanical steering lock is activated after the
ignition is switched off and the driver's door is opened,
but no later than when locking up the vehicle. All variants
prevent locking of the electromechanical steering lock
when the ignition is on or the engine is running.
Rear-end electronics (anti-theft alarm system master)

The alarm system function is integrated into the rear-end
electronics. The alarm system has no effect on driving
authorization. However, the same processes are used to
The electromechanical steering lock serves to block the release the engine immobilizer and deactivate the alarm
steering by mechanical means, in order to prevent unau- system. Deactivation of the alarm system therefore also
thorized use of the vehicle. The electromechanical involves encryption, with data exchange via the CAN bus.
steering lock is installed in the steering system and can

Electrics – E2
Component Protection Rear-end Electronics
Component protection is a new function on the Cayenne. The rear-end electronics are essentially the same as the
In addition to the online engine immobilizer 5 functions, functions similar to the Panamera. Changes have been
the gateway and airbag control unit functions are incorpo- made to the control of the roll-up sunblinds in the rear
rated into the integrated system. If one of these control doors and the rear spoiler, which is not electrically adjust-
units is replaced, it must first be taught with the online able as it is on the Panamera. The DC/DC converter of
teaching function. The component protection menu item the Start Stop system on the Cayenne is connected to the
must then be selected and the instructions followed. gateway via LIN instead of the rear-end electronics, while
diagnosis is performed in the gateway.
Front-end Electronics
The Cayenne has front-end electronics, which are largely Note!

identical to the functions already introduced in the
Panamera (see SIT Panamera). There is a new online teaching function for Cayenne, the
Airbag and Gateway are taught to the vehicle utilizing this
Windshield Heating function.
Windshield heating has been added for the first time. The
windshield heating can be switched on and off when the Notes:
engine is running using the button in the front operating
and A/C unit. The active mode is indicated by means of
an LED in the button. The windshield heating is dependent
on the outside temperature and switches off automatically
after approx. 1 to 4 minutes.

Electrics – E2
Component Overview
1 Battery 13 ECU ALWR/PDLS 25 Gateway
2 Main Fusebox/HSB 14 Power Liftgate 26 Door modules
3 Electric parking brake 15 ParkAssist 27 All wheel drive
4 ParkAssist 16 ECU Trailer 28 DME
5 Chassis switch 17 Instrument Cluster 29 ECKSM (Fuel Pump)
6 PASM, Air suspension 18 AC Unit front 30 Limited Slip Differential
7 PDCC 19 AC Unit rear 31 Tiptronic (electrical oil pump)
8 PSM 20 TV-Tuner (Not USA) 32 ACC
9 RDK, outside 21 Home Link 33 SWA (BSD Lane Change)
10 Sensor cluster 22 BCM front 34 Airbag
11 Wiper 23 BCM rear 35 Alarm horn
12 Sliding roof 24 DC/DC 36 Seat occupancy

Conversion Charts
Metric Conversion Formulas

Temperature
Conversion INCH . . . . . . . . . . . . . X 25.4 = MM
MM . . . . . . . . . . . . . . X .0394 = INCH
MILE . . . . . . . . . . . . . X 1.609 = KILOMETER (KM)
KM (KILOMETER) . . . . . . . . X .621 = MILE
OUNCE . . . . . . . . . . . X 28.35 = GRAM
GRAM . . . . . . . . . . . . X .0352 = OUNCE
POUND (lb) . . . . . . . . . X .454 = KILOGRAM (kg)
kg (KILOGRAM) . . . . . . . . . X 2.2046 = lb (POUND)
CUBIC INCH . . . . . . . . X 16.387 = CUBIC CENTIMETER (cc)
cc (CUBIC CENTIMETER) . . . . . X .061 = CUBIC INCH
LITERS. . . . . . . . . . . . X .0353 = CUBIC FEET (cu.ft.)
CUBIC FEET (cu.ft.) . . . . . . . . X 28.317 = LITERS
CUBIC METERS . . . . . X 35.315 = CUBIC FEET (cu.ft.)
FOOTPOUND(ft lb) . . . . . X 1.3558 = NEWTON METER (Nm)
Nm (NEWTON METER). . . . . . X .7376 = ft lb (FOOT POUND)
HORSEPOWER (SAE) . . . X .746 = KILOWATT (Kw)
HORSEPOWER (DIN) . . . X .9861 = HORSEPOWER (SAE)
Kw (KILOWATT) . . . . . . . . . X 1.34 = HORSEPOWER (SAE)
HORSEPOWER (SAE) . . . X 1.014 = HORSEPOWER (DIN)
MPG (MILES PER GALLON) . . . X .4251 = Km/l (KILOMETER PER LITER)
BAR . . . . . . . . . . . . . . X 14.5 = POUND/SQ. INCH (PSI)
PSI (POUND SQUARE INCH). . . . X .0689 = BAR
GALLON. . . . . . . . . . . X 3.7854 = LITER
LITER. . . . . . . . . . . . . X .2642 = GALLON
FAHRENHEIT . . . . . . . - 32÷1.8 = CELSIUS
CELSIUS . . . . . . . . . . X 1.8+32 = FAHRENHEIT
General Servicing and Repair - Cayenne Page X.1

Conversion Charts
Notes:
Page X.2 General Servicing and Repair - Cayenne

Part Number - PNA P00 204

P002 Cayenne

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Student Name: ________________________________________________

Training Center Location: ________________________________________________

Instructor Name: ________________________________________________

Part Number - PNA P00 204 Edition - 12/10

Fuel, Exhaust and Engine Electrics, Cayenne/S/T . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

Body Equipment, Exterior & Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Body Equipment, Interior (Combined with Section 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Heating and Air Conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

General Servicing and Repair - Cayenne

Porsche Vehicle Identification Number (VIN) Structure

Example Below: 2005 911 (997)

General Servicing and Repair - Cayenne Page 0.1

911 .................................................................................................................................911 (Various models 1981-89)

924 .................................................................................................................................924 (Various models 1981-88)

928 ........................................................................................................................................(Various models 1981-95)

930 ...........................................................................................................................................911 Turbo (1981-1989)

931 ...............................................................................................................................................924 Turbo (1981-82)

944 ........................................................................................................................................(Various models 1985-91)

951 ...............................................................................................................................................944 Turbo (1986-89)

964 .....................................................................................................................911 Carrera (Various models 1989-94)

968 ....................................................................................................................................................968 (1992-1995)

970 ................................................................................................................................................Panamera (2010-on)

980 ..............................................................................................................................................Carrera GT (2004-06)

986 ............................................................................................................................Boxster (Various models 1997-04)

987 ...........................................................................................................................Boxster (1st Generation) (2005-08)

987...........................................................................................................................Boxster (2nd Generation) (2009-on)

987 ..........................................................................................................................Cayman (1st Generation) (2006-08)

987 ..........................................................................................................................Cayman (2nd Generation) (2009-on)

993 ........................................................................................................................................................911 (1995-98)

996 ........................................................................................................................................................911 (1999-05)

997 ........................................................................................................911 (1st Generation) (2005-08, Turbo 2007-09)

997................................................................................................................................911 (2nd Generation) (2009-on)

9PA ...................................................................................................................Cayenne (E1 - 1st Generation) (2003-06)

9PA...................................................................................................................Cayenne (E1 - 2nd Generation) (2008-10)

92A ................................................................................................................................................Cayenne (E2) (2011)

Page 0.2 General Servicing and Repair - Cayenne

Engine Number Identification

Engine Type: (8 = 8 Cyl. Engine)

Serial Number: V6 – The engine number is located on

General Servicing and Repair - Cayenne Page 0.3

Model Engine Displ. Engine Power Installed In

2003 M48.00 4.5 V8 250/340 Cayenne S

2004 M02.2Y (BFD) 3.2 V6 184/250 Cayenne

2005 M02.2Y (BFD) 3.2 V6 184/250 Cayenne

2006 M02.2Y (BFD) 3.2 V6 184/250 Cayenne

2008 M55.01 3.6 V6 213/290 Cayenne

2009 M55.01 3.6 V6 213/290 Cayenne

2010 M55.01 3.6 V6 213/290 Cayenne

2011 M55.02 3.6 V6 220/300 Cayenne

Page 0.4 General Servicing and Repair - Cayenne

Cayenne Transmission Type Designations Since Model Year 2003

Model Transmission Technical Installed In

2003 A48.00 6-Speed A/T Cayenne S

2004 A48.00 6-Speed A/T Cayenne S

2005 A48.00 6-Speed A/T Cayenne S

2006 A48.00 6-Speed A/T Cayenne S

2008 A48.02 6-Speed A/T Cayenne S

2009 A48.02 6-Speed A/T Cayenne S

2010 A48.02 6-Speed A/T Cayenne S

General Servicing and Repair - Cayenne Page 0.5

Model Transmission Technical Installed In

2011 A48.04 8-Speed A/T Cayenne S

Page 0.6 General Servicing and Repair - Cayenne

Customer Name: ________________________________________ Date: //

Customer Name: ________________________________________ Date: //

Customer Name: ________________________________________ Date: //

Customer Name: ________________________________________ Date: //

Dealer Name: ____________________________________ Dealer Code:

Customer Name: ________________________________________ Date: //