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Porsche Cayenne Tuning

Tuning the Porsche Cayenne and best Cayenne performance parts.

We examine at Cayenne tuning and outline the ultimate modifications. Porsche Cayennes are stunningly practical with loads of performance on tap, and with a few sensible performance parts you can dramatically improve your driving experience.

We have seen some awesome Cayenne tuning projects and there seems to be quite a loyal fan base of Cayenne owners. With the right mods your Cayenne can be transformed into a stunning project. Don't waste money, do your homework and follow our unbiased guides to each performance upgrade to avoid wasting money.

There are also some fantastic professional conversions out there, but we have to recommend the satisfaction of doing it yourself.

Tuning tips and articles

Engine tuning Transmission tuning Care care Intake & exhaust mods Improve handling Forums

Many Cayenne owners uprate the handling of their cars as a priority, this will certainly increase your enjoyment of the car. Drop the car by 25mm and fit stiffer dampers, bigger drops will need other modifications in most instances and will totally ruin the whole point of the Cayenne.

Our aim in Cayenne engine tuning should be to increase peak power and Torque at the top end and go for a nice flat torque curve.

Keep the car looking standard and take off the badges creating a sleeper!

Smaller engines do not provide much of a return in terms of power so start with a bigger engine.

Engine swaps are a good option if you have a small engine size.

cayenne-tuning

Power mods.

These mods are usually performed by our members, decide how far you want to go before you begin.

2003–2010
Engine options included 3.2 L 240 hp VR6, 3.6 L 290 hp VR6, 4.5 L 340 hp V8 (S), 4.5 L 450 hp V8 TT (Turbo) and the range topping 4.5 L 521 hp V8 Twin-turbo
Transmission options were a 6-speed automatic or 6-speed manual

2011-Present
Petrol engine options were the
3.0 S/C V6 333PS, 3.6 VR6 300PS, 4.8 V8 400PS / 420PS or the largest 4.8 T V8 500PS / 550PS 
Diesel options were also added in 2011 with 2 to choose from initially.
3.0 V6 250PS or the 4.2 V8 385 PS

Transmission options were the 6-Speed ZF Manual and an
8-Speed Aisin Tiptronic S Automatic.

Getting the right mods for your planned usage of the car is a time and money saver. Stage 3 (competition) mods just don't work well on the road making the car difficult to drive.

Stage 1 mods: Remap,Suspension upgrade (drop 30-40mm),Panel air filter,Alloy wheels,Sports exhaust,Lighter flywheel.

Stage 2 mods: Ported and polished head,Fast road cam,Fuel injector & fuel pump upgrades,Power clutch,.

Stage 3 mods: Sports gearbox,Competition cam,Internal engine upgrades (pistons/head/valves),Adding or upgrading forced induction (turbo/supercharger),Engine balancing.

Peak power is all well and good but for a daily driven car you need a long torque band and perhaps extending the rev range. In this article we shall give a limited introduction to the best performance parts for your car, but we'd encourage you to spend some time on the site looking into the details of each type of performance mod.One of the best mechanical mods you can do on your NASP engine is to fit a fast road cam .

The intake and exhaust flow play a large part in your cars power band, but be careful here, getting this wrong can upset the idle and make the car difficult to drive in traffic. You'd need to follow a cam upgrade with other mods and finish with a remap to fully realize your gains.

Don't forget to uprate the fueling when you are increasing the power - it makes the car more thirsty. Frequently power losses, and erratic idling after mods are done can usually be traced to timing or fuel delivery issues.Uprated injectors will enable you to supply sufficient fuel to the engine. If you are increasing your fueling with bigger injectors you will also need to get a bigger fuel pump to supply it.

Intake and Exhaust Tuning.

The next area for modification is the intake and exhaust. Contrary to popular belief there is often very little if any power gain to be had by fitting an induction kit, they only work well and are recommended after you increase the engines power to the point where the standard air intake box cannot cope!

Derestricting the flow of air into the engine is the primary part of car tuners so get a freer flowing air filter if you find that the car is running lean only if you find the car is running lean. Induction kits can sound fun but due to the warm air in the engine bay they will not really increase power and more often than not rob you of power on most cars.

Sports exhausts generally help improve air flow through the engine but avoid an exhaust that is too wide or you could will reduce the flow rate. Stick to twin 1.5 to 2.5 inch exhausts as a rule of thumb.

Getting the head flowed (porting and polishing) will allow you to maximize your air/fuel charge and should give a nice spike in the torque output. Leave this to a professional though with a proper flow bench and machine tools Your clutch can lose you loads of power as the power goes up if it starts to complain and the standard clutches are only ever good for power gains of up to 30%.

Fit a power clutch to avoid power leak through the transmission. NASP engines do not achieve big power gains if you remap them, unless you have done extensive modifications. With turbocharged engines this is another story. A remapped turbo will give large power gains and take full advantage of the strength of the block.

We've also seen some tuners playing with twin charging applications and making some very high power figures.

Despite the large cost involved adding forced induction to a NASP engine will give large power gains. It is generally simpler to bolt on a supercharger than it is to fit a working turbo. Turbos give boost in increasing proportion to rising engine speed and this can make mapping difficult. It is more straightforward to map a supercharger because the boost is correlating to engine speed on a linear curve. Decreasing the engines compression ratio will allow you to add forced induction, water injection may also help prevent detonation. Swapping in the turbo engine is usually cheaper and more reliable than doing a turbo conversion on these.

Alloy wheel upgrades.

The benefits of alloy wheels include a lower unsprung weight and better brake cooling via the extra air flow they allow. We should point out that although they can look cool on the Cayenne big alloy wheels will actually decrease your performance. The larger you go the lower your acceleration will be - this to the change in your effective final drive ratio. Due to this fact we would advise sticking to a maximum wheel size of 22 inches, although we know some of our members have gone larger than this with no problems.

For more information on Tuning your car please join us in our friendly forum where you can discuss Cayenne options in more detail with our Cayenne owners. It would also be worth reading our unbiased Porsche tuning articles to get a full grasp of the benefits and drawbacks of each modification.

Please help us improve these tips by sending us your feedback in the comments box below. We love to hear what our visitors have got up to and which mods work best for them on each model of car. Comments are used to improve the accuracy of these articles which are continually updated.

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