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Service
Information Technik
Cayenne S / Cayenne Turbo 2004
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This Technical Service Information is designed primarily for the After
Sales area.
Its purpose is to acquaint you with the technical highlights of this vehicle.
We assumed that you are already familiar with current Porsche models.

The focus of the Technical Service Information is the introduction of new

Diagnosis
components and systems. The Technical Service Information is not
designed as a repair or diagnosis guide to technical problems. For repairs
and diagnoses, please refer to shop information systems such as the
Technical Manual or POSES.
Adjustment
This document presents introductory information and will not be updated.

Note

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Programming

0.1 / 2003=
Table of Contents

1 Engine
Legend of symbols:

2 Fuel and Ignition System

Diagnosis

3 Power Train Manual Transmission

Settings
3 Power Train Tiptronic

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4 Suspension Note

5 Body
Programming

6 Body - Equipment, Exterior

Safety

7 Body-Equipment, Interior

Technical manual
8 Heating/Climate Control

9 Electrical systems/electronics
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The following areas are covered in section “0 – Complete Vehicle – General 1

General” in this Service Information Technik: Production/Leipzig 10
• Marketing the Cayenne
Development Objective 14
• SUV / Off-Road Basics

• Sales Review and Maintenance Exterior 15

Interior 16

Technical Data 16

=
Definition of Terms and Off-Road/
SUV Basics 20

= Lifting the Vehicle 24

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Tow Starting and Towing the Cayenne
= 25

Maintenance 25
=
Vin Breakdown 26

0.1 / 2003=
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Since it was announced that Porsche is developing a third series

alongside the 911 and the Boxster people in the automotive world, but
most of all existing Porsche customers, may well have been asking the
following questions:

• Why the name Cayenne?

• Why does Porsche “need” a third series?

• Why is Porsche moving into a “completely new” market with the third
series – the Sport Utility Vehicle (SUV) market?

• Why does an SUV represent the ideal complement to Porsche's model

portfolio?

• What expertise and what experience does Porsche possess in the “off-
road” and “all-wheel drive” areas?

• Where is the Porsche Cayenne being developed and built?

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The Name Cayenne

The name Cayenne fits with the current Porsche scheme:

• 7 Letters

• Flow of the word

• Feelings the word invokes

Porsche “needs” a third series for...

– only with a third series and entry into a new market will Porsche be
able to assure the future of the company on its own.

Considering the fact that Porsche is enjoying enormous success with the
911 and Boxster series, the question ...

“Why does Porsche need a third series at all?”

... is perfectly legitimate. The question can best be understood if the

trends in vehicle registration in the segments relevant to Porsche are
analyzed together with the company's recent successful business
development.

0.2 / 2003
The graphic below illustrates the expected development in vehicle `~óÉååÉ
registrations (y-axis) in the world market for Porsche core segments. It
lists roadsters between 40,000 and 55,000 USD, cabriolets and sport
coupes over 55,000 USD.

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0_25_03

Roadster 40 – 55,000 USD

Cabriolets over 55,000 USD
Sport coupes over 55,000 USD

Overall there is a positive trend in the time period (x-axis) under

consideration. However, a certain tendency toward saturation can also be
observed. This means that the market segments relevant to Porsche will
probably exhibit only modest growth in the future.

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`~óÉååÉ= At the same time competitive pressure in the marketplace will increase.
Numerous competitors are introducing their replacement models.

• Mercedes-Benz SL

• Maserati GT

• Mercedes-Benz SLK

• BMW Z3 and Z8

These competitors are crowding the market with new models:

• Jaguar F-Type

• BMW 6 series

• Maserati Spyder

Conclusion:

To be able to continue to grow, Porsche is well prepared with model updates and plans for new models in
Porsche must open up “new” market the 911 and Boxster series. But in order to continue to grow, Porsche

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segments. can no longer concentrate exclusively on the sports car segment.

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– it is demonstrating dynamic growth and is comparatively large.

– it has continued to develop in the direction of premium vehicles,

sportiness and high-tech.

If – as shown in the previous section – Porsche needs a third series which

does not fall into the sports car, cabriolet or roadster segment, it is
perfectly legitimate to ask ...

“Why is the SUV market attractive to Porsche?’

It can be understood why this market is particularly attractive to Porsche

if one analyzes the registration figures (y-axis) in the SUV market and
considers the historical development of the SUV market.

0.4 / 2003
The graphic clearly shows that supply creates its own demand – `~óÉååÉ
particularly in the higher price segments. The market expanded by leaps
and bounds between 1999 and 2000 with the introduction of new models
such as the Mercedes-Benz M-class and the BMW X5.

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0_26_03

SUV Market over 55,000 USD

SUV Market 40 – 55,000 USD
SUV Market 25 – 40,000 USD

From this it is clear that the SUV market shows dynamic growth over the
time period under consideration (x-axis) and still has unoccupied niches
(=> market opportunities).

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`~óÉååÉ= In addition the price segment relevant to Porsche – the SUV market with a
total of about 1.8 million vehicles – is about 20 times larger than the
relevant sports car segments. Even if one looks at only the SUV price
segments above 40,000 USD, there is a market share for Porsche, which
is more than twice as large as the one that the Porsche 911 and Boxster
have to share with the competition.

This also means that even if the SUV market should shrink dramatically,
Porsche is still left overall with a substantially broader business base than
with sports cars alone.

The SUV market was created as a result of the continued development of

the classic off-road segment. Today's off-road market started with a
single-model market created about 50 years ago with the CJ series
derived from the Jeep Willy. It comprises many different segments, such
as:

• Classic Off Roaders

Landrover Defender, Jeep Wrangler, Toyota Landcruiser, Suzuki

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Samurai, ...

• Mid-Size SUVs
Landrover Discovery, Mitsubishi Pajero, Nissan Pathfinder, Isuzu
Trooper, Ford Explorer

• Lifestyle/Fun-SUVs
Toyota RAV4, Honda CR-V, Suzuki Vitara, Landrover Freelander, ...

• Luxury Prestige Off-Road Vehicles

Range Rover, Toyota Landcruiser 100 V8, Mercedes-Benz G-class

• Crossover Vehicles
Audi allroad quattro, Subaru Forester, Volvo V70 Cross Country

• Sporting Luxury Prestige and Premium SUVs

The still very new segment of lifestyle-oriented, sporty-luxury prestige

vehicles is of special interest to Porsche. The unique feature in this new
segment is that this market is still developing in a direction that in some
ways is similar to Porsche's core segments.

0.6 / 2003
Vehicles shown in the picture below are some of those considered to be `~óÉååÉ
typical representatives of this market segment:

Mercedes-Benz M-class, BMW X5, Jeep Grand Cherokee & Lexus LX 470

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0_27_03

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Today the majority of future Cayenne owners drive an SUV – but also
high-end sedans and high-performance station wagons. Looking at the
overall market for SUVs, high-end sedans and high-performance station
wagons, potential new customers for the Cayenne can be grouped by
previously owned vehicles from the following vehicle segments:

• Luxury SUVs: Mercedes-Benz M-class; BMW X5; Jeep Grand

Cherokee; Lexus LX 470; ...

• Luxury/Sports Sedans: Mercedes-Benz E-/S-class, AMG models;

BMW 5-series, 7-series, M5; Audi A6/S6, A8/S8; Lexus LS 400; ...

• Luxury/Sports Station Wagons Mercedes-Benz E-class, T-model;

BMW 5 series Touring; Audi A6/S6 Avant; ...

• Sports Cars: Porsche 911, 928; Jaguar XK8; ...

From this list an enormously expanded potential target group opens up

for the Porsche Cayenne, both among our “own” customers as well
among new or ”non-native” customers!

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– Cayenne = outstanding complement to the existing stable of vehicles

– Cayenne replaces the existing SUV or existing sedan
– Assembling a stable of vehicle dominated by Porsche (Cayenne,
911/Boxster)

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– Potential for conquest sales of the Cayenne among SUV owners of

other brands by setting new standards in the SUV segment (e.g.
suspension, handling, safety equipment, performance, ...)

– Potential for conquest sales of the Cayenne among owners of high-

end sedans as a result of its sporting nature and fresh design,
superior dynamics, greater practicality, ...

– Potential conquest sales of the Cayenne among owners of high-

performance station wagons by offering more space for luggage and
passengers, brand image, ...

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– the niche for the “sports car among the SUVs” is still unoccupied.

– Porsche can draw on an enormous fund of expertise and depth of

experience in the all-wheel drive and off-road areas.

In the two previous sections it became clear that Porsche needs a third
series and entry into the SUV market is very attractive for Porsche. Let us
now follow some ideas relating to the question:

Do Porsche and An SUV Even Belong Together?

This question can be answered if the current SUV market is compared

with Porsche's brand image as part of an image analysis, and Porsche's
experience in the all-wheel drive and off-road areas is taken into
consideration.

It can be proved through market research that each brand, or each

model, has a (more or less) clearly defined, independent image in the
customer's perception. As an example, one can look at the following
representative SUVs:

• Mercedes-Benz M-class good overall image, value for money,

fun to drive

• BMW X5 similar profile to the M-class

• Jeep Grand Cherokee good in performance and practicality,

less luxurious but reliable and good
looking

• Toyota Landcruiser sporty, robust family vehicle, with good

fit and finish, extremely reliable and
long life

Combining all the individual SUV profiles provides an image profile of the
current SUV market as perceived by the customer.

0.8 / 2003
Not only the image of the market segment can be derived from this `~óÉååÉ
profile, but also the still largely unoccupied image areas.
They are:

• On/Off-Road-Performance or Sportiness

• Value for Money and Retention of Value

• Load Capacity

To answer the question whether Porsche and the SUV market are a
suitable match, the Porsche brand image now has to be set up as a
comparison. The following list shows clear Porsche core brand values
(brand image):
– Customer-oriented – Attractive Design
– Tradition – Innovation
– Dynamics – Exciting
– Individuality – Sportiness

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0_28_03

If we focus on the core brand values from the preceding list – such as
sportiness, tradition and individuality – and compare them with the image
profile of the current SUV market, we can formulate the following
conclusions:

• The gaps in the image of the current SUV market correspond in many
areas to the core brand values of Porsche!

• The Porsche Cayenne will fill the unoccupied niche of the “sports car
among the SUVs”!

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• engineered by Porsche in Weissach

• made in Germany by Porsche

The Cayenne is being developed and built by Porsche! At the same time,
there is a degree of cooperation with VW in some areas of development
and production to reduce costs. As the picture shows, the following
development and production sites are involved in the cooperation with
VW.

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0_29_03

The development concept for the Cayenne was based on this critical
point:

– The Cayenne is being developed by Porsche in Weissach. Parallel to it

as part of a contract with VW the basis for an SUV from VW is also being
developed.

Since the Cayenne is being developed at the Weissach Development

Center, this ensures that the Cayenne is a “genuine” autonomous
Porsche. The autonomy of the Cayenne is not affected by the base
technology (“platform”) being developed by VW in specific areas. Areas
such as body and interior styling or the engines are not part of the
development contract with VW.

0.10 / 2003
Even in the areas of basic technology, which are shared (e.g. suspension, `~óÉååÉ
steering or drive train) the Cayenne and the “VW SUV” will be clearly
differentiated. This is achieved by the component layout and fine tuning
following the separate philosophy of each brand. In other words, the
Cayenne will drive, steer, shift and feel like a typical Porsche.

The critical point in the production concept is:

– The Cayenne is built by Porsche. The VW factory in Bratislava

is used as a supplier plant.

Outside capacities are used to minimize the build-up of unforeseeable

fixed costs for areas such as the body shell and painting. In real terms
this means that Porsche uses the VW factory in Bratislava as a supplier
plant.
The result is the following production plan:

Assembly Leipzig/Porsche
Engines Zuffenhausen/Porsche
Body Bratislava/VW

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Other system suppliers primarily from Germany
Quality control throughout the entire production
process by Porsche

Assembly in the new Porsche factory in Leipzig will give the Cayenne the
right to wear the seal of quality “Made in Germany by Porsche.”

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The Leipzig assembly facility marks a new milestone in Porsche history.

Leipzig is in the former Soviet block of East Germany. Porsche paid for
the land, facilities and construction in full with no government or private
loans. This rather large investment is a testament to the resolve of
Porsche to stay the number 1 independent auto manufacture.

0.11 / 2003=
`~óÉååÉ= The land on which the new Porsche complex sits on is a former military
base. The complex consists of:

• A state of the art assembly area for production with room to grow
for Carrera GT.

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• An FIA certified test track and an off road area/nature preserve

0.12 / 2003
• The Cayenne deliver center. `~óÉååÉ

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When a client takes delivery of their Cayenne at Leipzig they are
invited to see the production area and to see Cayenne’s ability on
the test track and in the off road area/wildlife preserve.

0.13 / 2003=
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The development objectives for a new Porsche model are traditionally

extremely ambitious. Particularly when a completely new model line is to
be developed. To be successful in the marketplace as well to embody the
lofty brand image of a “genuine” Porsche, the Cayenne must be superior
in all SUV-related disciplines. Combining and achieving these two
objectives is necessary in satisfying the highest customer expectations for
a Porsche in the SUV segment. Those who developed the “third series”
created the Cayenne and described the following objectives:

• Develop a Sport Utility Vehicle (SUV), i.e. a sporty multi-purpose

vehicle, with permanent all-wheel drive as a third series to
provide a logical extension to the Porsche model line.

• Develop a new V8 naturally aspirated and a V8 turbocharged

engine with outstanding power and torque figures while satisfying
all emission and noise legislation worldwide. The engines
available in the Cayenne are to set competitive standards in their
particular segments.

• Incorporate typical Porsche design and continue development of

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Porsche's design language both on the exterior and in the
interior.

• Develop a suspension with superior handling characteristics and

unrestricted nimbleness for applications ranging from sporting
operation to everyday use and off-road use.

• Achieve “Best-in-Class” on-road behavior in this segment.

• Ensure outstanding traction in off-road use with a rigid floor pan

and technically sophisticated suspension and transmission
components to meet the all-important goal of great off-road
capability.

• Satisfy the demands that are made on a modern, sporty multi-

purpose vehicle and are relevant to off-road driving. Special
execution of features such as ground clearance, climbing ability,
fording capability, large tip-over angle and angles of approach
and departure are of great importance – explained verbally and
visually in the section “Definition of Terms”

• Implementation of a functional, high-quality and ergonomic

interior with a high degree of Porsche identity, combined with a
flexible and generously dimensioned transportation concept. The
use of the Cayenne as a tow vehicle with its high trailer load
should not be subject to any limits.

• Achieve aerodynamics consisting of an optimal balance of drag

and downforce to ensure maximum stability, even at high speeds.

• Meet very high active and passive safety requirements by means

of optimum road performance and maximum brake performance,
balanced suspension setup and headlamps with high light
output. Developmental requirements for occupant protection are
to be met and all safety tests passed with flying colors.

0.14 / 2003
_çÇó=bñíÉêáçê= `~óÉååÉ
It was a great challenge for Porsche to develop the design for the
Cayenne. One of the specified objectives was ...

• to transfer the typical Porsche design language and character traits

• an unrestricted range of applications, from sporting operation to

everyday operation and off-road use

to a five-door, sporty multi-purpose vehicle (SUV).

In line with this objective, all Cayenne models exhibit the following
fundamental external Porsche design features:

• Front and rear lines running together in a V-shape

• Hood with raised and brawny fender shape (Turbo)

• Surfaces are not broken up, no side strips

• Porsche-look headlamps

• Overall design and wheel design dynamic

• Porsche coat-of-arms at the front and Porsche-typical model

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designation at the rear.

The V-shaped hood is a characteristic feature of the brand and

immediately identifies membership in the Porsche family. The front
fenders reveal the brawny character, typical of Porsche.
The shapes of the front air inlets are reminiscent of the appearance of the
911. The inset louvers are similar to the 911 Turbo and differ on the
Cayenne S from those on the Cayenne Turbo because of the different
radiator cross sectional areas.

Seen from above, the roof has a teardrop-shape and closes out at the rear
with a rear light resembling that of a 911.

Seen from the rear, the powerful shoulders are clearly recognizable and
are underscored by the wide tail lamps – this view is unmistakably
Porsche.
As with the sports cars, the model designation is centrally placed on the
deck lid.
The generously dimensioned tail pipes hint at the power of the engine and
represent a typical family feature.

In spite of the Porsche family resemblance alluded to, all model versions
of the Cayenne have external features differentiating them and lending
them their individual appearance. A detailed comparison of the individual
models can be found in the “Bodywork” section.

0.15 / 2003=
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Combining traditional formal elements typifying Porsche with a specific

off-road stamp presented a great challenge for the development
engineers. The design has an independent style and reveals features that
were also implemented in the current generation of Porsche 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-functional display with

typical Porsche graphics

• Three-spoke steering wheel with Porsche coat-of-arms

• Seats with (partially) integrated headrests

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The data given in this section are
intended only as a general overview
and must be compared with the
Technical Manual if they are used.

0_17_03

To distinguish the model versions on the interior, a detailed comparison

of the individual versions from the “Bodywork” section can be used.

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Excerpted technical data are given in this Service Information Technik

since the Cayenne is a completely new model line. Further data for
example, concerning engine, transmission, suspension and tire pressures
are found in this brochure in the individual sections or can be taken from
the Technical Manual.

0.16 / 2003
 `~é~ÅáíáÉë== = = `~óÉååÉ
(Operating fluids are formulated so that no additives need to be used)

Capacity Cayenne S/Cayenne Turbo

Engine oil (without filter) approx. 8.0 liters (8.5 quarts)
Engine oil (with filter) approx. 8.5 liters (9 quarts)
Coolant approx. 9.2 liters / approx. 10 liters
(2.45 gal/ 2.65 gal)
Tiptronic transmission with approx. 9.0 liters (2.4 gallons)
converter
Manual transmission with approx. 1.8 liters (2 quarts)
differential
Transfer case ca. 0.85 liter (.89 quart) Petro Canada
Autotrak II
Front axle differential approx. 1.0 liter (1.05 quart)

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Rear axle differential approx. 1.25 liters (1.35 quarts)
Fuel tank approx. 100 liters, 15 liter-reserve
(26.5 gallons, 4 gallons reserve)
Fuel quality R+M/2 92 octane (unleaded super
premium fuel)
Power steering approx. 1.5 liters (3.1 pints)
Brake fluid approx. 0.95 liter (2 pints)
Windshield / headlamp washer approx. 7.5 liters (2.gallons)
system
Refrigerant dual-zone air- 700 ±50 grams
conditioning
Refrigerant oil dual-zone air- 200 grams
conditioning

Warning!

Use only fluids and fuels

recommended by Porsche. You can
find recommended fuels in the
Technical Manual.

0.17 / 2003=
`~óÉååÉ= tÉáÖÜíë== =

Weight Cayenne S Cayenne Turbo

Curb Weight (DIN empty weight) 2,245 – 2,580 kg 2,355 – 2,650 kg

4,949 – 5,687 lb 5,191 – 5,842 lb

Max. load capacity 480 – 815 kg 430 – 725 kg

(without and with I-Nr., automatic) 1,058 – 1,796 lb 948 – 1,598 lb

Gross Vehicle Weight Rating 3,060 kg 3,080 kg

6,746 lb 6,790 lb

Roof load (use only original Porsche roof carrier system)

Roof load 100 kg (220 lb) 100 kg (220 lb)

Trailer load / Towing weight

Permissible trailer load braked 3,500 kg 3,500 kg

7,716 lb 7,716 lb

Permissible trailer load unbraked 750 kg 750 kg

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(1,653 lb ) (1,653 lb )

Permissible tongue load 280 kg (617 lb) 280 kg (617 lb)

Driving Performance
(Figures refer to a vehicle @ DIN empty weight and a maximum 200 kg
load)

Performance Cayenne S Cayenne Turbo

Maximum speed 242 km/h 266 km/h
150 mp/h 165 mp/h
Acceleration 0 – 100 km/h 7.2 seconds 5.6 seconds

0.18 / 2003
aáãÉåëáçåë= = = `~óÉååÉ

0 21 03

Letter code Vehicle Dimension Cayenne S Cayenne Turbo

– Length 4,782 mm 4,782 mm

e Length (with external spare wheel) 5,018 mm 5,021 mm

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– Width 1,928 mm 1,928 mm

– Width (with wheel house extensions) 1,949 mm 1,949 mm

l Width (across exterior mirrors) 2,216 mm 2,216 mm

– Height DIN empty weight 1,699 mm 1,699 mm

– Height (roof rail) 1,741 mm 1,741 mm

i Height (roof carrier system bottom rail) 1,789 mm 1,789 mm

a Height hood open 1,902 mm 1,902 mm
g Height rear hatch open (lower edge) 1,934 mm 1,934 mm
h Height rear hatch open 2,219 mm 2,219 mm
f Height trailer hitch (ball) 443 mm 443 mm
k Track (depending on wheel/tire 1647 -1656 1647 -1656
combination) mm mm
c Wheelbase 2,855 mm 2,855 mm
b Front overhang 924 mm 927 mm
d Rear overhang 1003 mm 1004 mm

– Turning circle 11.9 m 11.9 m

– Turns of steering wheel (lock to lock) 2,65 2,65

– Trunk volume (upper edge of seat back) 540 liters 540 liters

– Trunk volume (seat back down / to roof) 1770 liters 1770 liters

Figures about ground clearance, approach and departure

angles and ramp angle can be found in the following section
“Definitions of Terms and Off-Road Basics”

0.19 / 2003=
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Some definitions or basics are listed in this section, which will become
increasingly important for the Porsche Organization in the future. They
include the fundamental off-road core concepts and the special
engineering features of off-road vehicles with which one should be familiar
in the SUV market segment and the competitive environment.

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Traction is described as the ability to transfer propulsive forces through

the tires to the ground. So the forward motion of the vehicle is directly
connected to the adhesion of the tires on the ground at any given time.

Traction can change constantly while driving, depending on the

consistency of the surface. It is affected primarily by the following
variables:

• Surface (firm or loose)

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• Tires

• Suspension characteristics

• Weight distribution (dynamic)

• Number of driven wheels

0_05_03

The illustration shows an example of poor traction, because the drive

wheels are spinning as the result of poor adhesion.

0.20 / 2003
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Ground clearance describes the distance “a” between the lowest point of
the vehicle to the ground. In most vehicles this is the axle differential. The
principal variables influencing ground clearance are:

• Axle design (independent suspension, rigid axle)

• Suspension with or without level control

• Tire diameter

0_06_03
Cayenne Ground Clearance (all models)

Spring Design Distance “a”

Steel springs 217 mm
Air springs “Normal level” (standard on Cayenne 217 mm
Turbo)
Air springs “Super off-road level” 248 mm

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=

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The hill climbing ability of a vehicle is given in degrees of angle and

describes the grade on which traction of the driven wheels becomes so
minimal that forward motion is no longer possible. For this purpose 45°
= 100% grade.

Hill climbing ability is dependent on the following variables

• Surface (firm or loose)

0_07_03
• Tires

• Weight distribution (dynamic)

• Possibilities for locking the drive train

• Number of driven wheels

• Engine performance

0.21 / 2003=
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The tip-over angle measures in degrees the maximum slope across which
the vehicle can drive and not tip over. A distinction is made between the
static tip-over angle, when the vehicle is not moving, and the dynamic tip-
over angle when the vehicle is driving off-road.

The tip-over angle is determined by the following principal variables:

• Location of the center of gravity

• Track

0_08_03

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Angle of approach and departure describes the angle between the static
plane of the vehicle and a plane, which touches the outermost, lowest,

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solid point on the vehicle ahead of the axle.
The greater the angle of approach and departure, the steeper the
obstacles that can be approached without risking vehicle damage
(contact).

0_09_03 The principal variables are:

• Length of front and rear overhang

• Height of vehicle floor

• Design of components at front and rear

Cayenne Angle of Approach and Departure (all models, figures apply to an unladen vehicle)

Spring Design Front angle Rear angle

Steel springs 29.1° 25.7°
Air springs “Normal level” (standard on Cayenne 29.1° 25.7°
Turbo)
Air springs “Super off-road level” 32.4° 28.3°

0.22 / 2003
_êÉ~âçîÉê=^åÖäÉ= `~óÉååÉ
Breakover angle is calculated from the angle of an equilateral triangle
drawn between the two points of contact of the tires (center) and the
center point of the wheelbase at the height of the lower edge (underbody)
of the vehicle.
The greater the breakover angle, the larger the obstacles that can be
driven over without making contact with the vehicle underbody. 0_10_03

The following principal variables are critical for breakover angle:

• Wheelbase

• Height of vehicle floor

Cayenne Breakover Angle (all models, figures apply to an unladen vehicle)

Spring Design Angle

Steel springs 20.4°

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Air springs “Normal level” (standard on Cayenne 20.4°
Turbo)
Air springs “Super off-road level” 24.7°

^ñäÉ=^êíáÅìä~íáçå= = =

Axle articulation describes the working capability of the suspension. What

is meant is the ability of the suspension to control the wheels in jounce
and rebound and thus conform to uneven ground so that the wheels do
not lose contact with the ground. Deflection of the individual wheels with
respect to each other changes constantly while driving.

In the illustration the “positive” or “negative” angles can be seen which

are a result of jounce and rebound. The deflection of the individual
wheels can be determined by these angles. By adding the positive and 0_11_03

negative deflection the total deflection of a wheel is obtained. This

deflection can be used to evaluate the axle articulation of the entire
suspension. After the total deflection of just one wheel is exceeded, at
least one-second wheel lifts off the ground. At the time this Service Information
Technik went to press, the figure for
Axle articulation is heavily dependent on design and is determined mainly
axle articulation was not available.
by the following variables:
Using off-road stabilizer bars,
• Length of spring travel
supplementary spring travel of 60
• Suspension concept mm for the Cayenne can be added
• Suspension layout to the figure for axle articulation.

0.23 / 2003=
`~óÉååÉ= cçêÇáåÖ=`~é~Äáäáíó= = =

Fording depth is the greatest allowable depth of water considered

harmless by the manufacturer for the particular vehicle. Up to this height
entry of water into the vehicle and its equipment systems can be
precluded.
Fording depth varies widely with the vehicle, design and manufacturer.
0_12_03 A maximum fording depth of 500 mm (19.5 Inches) is approved for all
Cayenne models.

The following points can be enumerated as the principal variables:

• Distance of the body from the ground

• Location of the electrical systems (control modules, etc.)

• Location of the pipe for engine air intake (air duct)

• Ventilation, e.g. transmission, differentials, etc.

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iáÑíáåÖ=íÜÉ=sÉÜáÅäÉ= = =

• Lift only at the lift points The following illustration shows the lift points for the Cayenne if it has to
provided. be raised with a hoist or workshop jack.
Never lift the vehicle by the
engine, transmission or at the
axles.

• On vehicles with air springs, the

springs must be switched off
before lifting. To do this, press
switch for level control forward
(direction of travel) for 5 to 10
seconds (see also the section
“Air Springs”).

• Before driving onto a hoist

determine whether the hoist is
suitable for the Cayenne with
respect to its dimensions and
lifting capacity.

When lifting the Cayenne with the

vehicle jack, follow the instructions
in the Owner's Manual.

0_13_03

0.24 / 2003
qçï=pí~êíáåÖ=~åÇ=qçïáåÖ=íÜÉ=`~óÉååÉ= = = `~óÉååÉ
The towing eyes provided must always be screwed in on the left or right
side of the vehicle and used to tow away a disabled vehicle (see Owner's
It is not possible to tow start a
Manual). The eyes have a left-hand thread. There is one tow loop in the vehicle equipped with Tiptronic.
tool tray in the spare wheel well.
The Owner's Manual contains
additional information about tow
starting and towing.

The following basic rules should be followed when towing a Cayenne:

• The vehicle should – if at all possible – be loaded onto a suitable flat

bed truck (all four wheels stationary) and transported.

• At the time of printing only automatic transmissions are available in

North America. Therefore, flat tow a Cayenne at this time is
forbidden.

• When towing, the select lever position (automatic transmission) must

be in “N” (neutral).
=

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MP= j~áåíÉå~åÅÉ= = =

Maintenance schedules and information can be found in the Technik

Manual.
All required maintenance work must
The maintenance schedules listed in the Technik Manual – in “Section 0” be performed by an authorized
– are cross-referenced to the individual maintenance operations. Porsche dealer in order to maintain
the warranty.

Measuring performance on a roller

dynamometer is not approved by
Porsche.

jáåçê=j~áåíÉå~åÅÉ=

For minor maintenance order the form with the country-specific “WKD
No.” At the time this Service Information Technik went to press, the
maintenance schedule for the Cayenne was not available in its final form.

j~àçê=j~áåíÉå~åÅÉ=

For major maintenance, order the form with the country-specific “WKD
No.” At the time this Service Information Technik went to press, the
maintenance schedule for the Cayenne was not available in its final form.

aá~ÖåçëíáÅ=póëíÉã=j~áåíÉå~åÅÉ=

To test operation of the diagnostic system, the error memory of all

control modules must be read out.

0.25 / 2003=
`~óÉååÉ= j~áåíÉå~åÅÉ=qÉëí=aêáîÉ=

The following test points are included as part of the test drive:

• Actuate remote control for the central locking and check operation

• Front seats: Check seat adjusters and belt systems for operation

• Check foot brake and parking brake for operation and travel

• Start engine, check operation

• Actuate clutch, check operation

• Turn steering, check operation

• Shift transmission, check operation

• Check operation of ParkAssistent

• Engage automatic cruise control during the test drive, check

operation

• Actuate PSM switch during the test drive, check operation

• Check operation of heater control switch (front and rear if applicable)

with engine warmed up

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• Check operation of air-conditioning with engine running

• Check operation of instruments

At the time of going to press with this Service Information Technik the
complete inspection points in the “Maintenance Test Drive” for the
Cayenne were not available in their final form. This list serves only as a
rough guide at the present time.

sáå=_êÉ~âÇçïå=

A - Delimiters (positions 1 & 19)

B -World Manufacturing codes (positions 2-4)

C -Type Code USA/CAN/MEX/BRAZ ZZZ for RoW (positions 5-7)

D -Type (positions 8,9 & 13)

E -Test Didgit for USA, ZZZ for RoW (position 10)

F -Model Year (position 11)

G -Production Plant (position 12)

H -Serial Number (positions 14 - 18)

0.26 / 2003
N====båÖáåÉ= `~óÉååÉ

q~ÄäÉ=çÑ=`çåíÉåíë=
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The completely new developed V8 engines are a naturally aspirated General 1

engine for the Cayenne S and a turbocharged version for the Cayenne
Full Throttle Curve Cayenne S 3
Turbo, each with a capacity of 4.5 liters.
They are 8-cylinder, 32-valve gasoline engines, with the cylinder banks Full-Throttle Curve Cayenne Turbo 4
arranged at 90 degrees and two camshafts per cylinder bank.
Particular attention was paid during the development of these new Engine Mounts 5
engines to achieving the maximum specific output while at the same
Crankcase 6
obtaining outstanding emissions and fuel consumption characteristics.

Crankshaft, Vibration Damper,

Connecting Rods 7

Cayenne S Pistons,
Cayenne Turbo Pistons 8

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Cayenne S Cylinder Head,
Cayenne Turbo Cylinder Head 9

Valves, Valve Springs 9

Camshafts with Cylinder-Specific

Cam Contours 10

Chain Drive, Belt Drive 11

Camshaft Adjustment 12

Hydraulic Solenoid Valve 14

Non-Return Valve 15

Cayenne S Oil Circulation 16

Cayenne Turbo Oil Circulation 17

Oil Spray Jets, Oil Pump 18

Cayenne S Crankcase Ventilation,

Cayenne Turbo Crankcase Ventilation
19

1_05_03
Oil Filter 19

Oil Temperature and Level 20

Cooling System 21

Service position & Engine Removal 24

1.1 / 2003=
`~óÉååÉ= fãéçêí~åí=cÉ~íìêÉë= = =

• Two-piece closed deck aluminum crankcase with integrated cast-iron

bearing blocks

• Two-piece cylinder heads with separate camshaft housing

Continuously variable camshaft adjustment on the intake side (VarioCam)

• Cylinder-selective exhaust cam contours

• Integral dry-sump lubrication

• Two-stage oil scavenging, additional turbocharger scavenge pump for

V8 twin-turbo engine

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• Spray cooling of pistons (V8 twin-turbo engine only)

• Oil-water heat exchanger

• Cross-flow cooling of cylinder heads, longitudinal flow through

crankcase

1.2/ 2003
cìääJqÜêçííäÉ=`ìêîÉ=`~óÉååÉ=p= = `~óÉååÉ

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1_28_03

A – Power B – Torque C – Engine RPM

båÖáåÉ=a~í~=`~óÉååÉ=p=

Engine type M48/00

Number of cylinders 8
Bore 93 mm
Stroke 83 mm
Capacity 4511 cc
Compression ratio 11.5
Max. power 250 kW (340 hp)
at engine speed 6000 rpm
Max. torque 420 Nm (310 ft lb)
at engine speed 2500 – 5500 rpm
Governed engine speed Tiptronic 6500 rpm
Engine weight 227 kg
Firing order 1–3–7–2–6–5–4–8

1.3 / 2003=
`~óÉååÉ= cìääJqÜêçííäÉ=`ìêîÉ=`~óÉååÉ=qìêÄç= = =

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1_27_03

A – Power B – Torque C – Engine RPM

båÖáåÉ=a~í~=`~óÉååÉ=qìêÄç=

Engine type M48/50

Number of cylinders 8
Bore 93 mm
Stroke 83 mm
Capacity 4511 cc
Compression ratio 9.5
Max. power 330 kW (450 hp)
at engine speed 6000 rpm
Max. torque 620 Nm (458 ft lb)
at engine speed 2250 - 4750 rpm
Governed engine speed Tiptronic 6500 rpm
Engine weight 253 kg
Firing order 1–3–7–2–6–5–4–8

1.4/ 2003
båÖáåÉ=jçìåíë= = `~óÉååÉ
The engine mounts consist of two hydro mounts attached to an engine
cross member and an elastomer mount in the center of the transmission.
The hydro mounts dampen low-frequency vibrations with their rubber
bearing, but also suppress high-frequency vibrations with their damping
section and thus ensure that no undesirable vibration and noise is
conducted into the body. To limit loads on the rubber body, which occur
particularly in hard off-road use, the engine mounts are furnished with
stops.

For reasons of weight and rigidity, the engine cross-member is hollow.

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1_08_03

An additional torque strut on the cylinder head absorbs the high torque
produced by the V8 engines.

1_07_03

1.5 / 2003=
`~óÉååÉ= `ê~åâÅ~ëÉ= = =

The crankcase in the Porsche Cayenne is a two-piece “closed deck”

design, made of a light-weight alloy (AlSi17Cu4Mg). In closed deck
construction, the sealing surface of the crankcase to the cylinder head is
largely closed, only the bores and passages for oil and coolant are
present. The entire structure is additionally stiffened by means of this
design. The result is reduced cylinder distortion and benefits in oil
consumption.

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1_06_03

The alloy for the crankcase housing is a so-called hypereutectic alloy, in

which silicon crystals are formed. To create a wear-resistant surface on
the cylinder walls, these silicon crystals are uncovered by multiple special
honing procedures.
To minimize thermal changes in bearing clearance and thus reduce
mechanical noise, the lower section of the crankcase is furnished with
cast-in cast iron bearing blocks. A further benefit is that when the engine
is at operating temperature, oil flow at the main bearings does not
increase substantially as a result of the constant bearing clearance
(approximately the same coefficient of thermal expansion between
steel/crankshaft and cast iron/bearing block).

1.6/ 2003
`ê~åâëÜ~Ñí= = = `~óÉååÉ
The drop-forged crankshaft runs in five bearings and has eight
counterweights.
Main bearing number 3 is designed as a thrust bearing. Axial play is
determined by two thrust washers, which are set into the bearing housing
halves. The main bearings are dual material bearings and are 64 mm in
diameter. The connecting rod bearings are triple material bearings and
are 54 mm in diameter.
1_09_03

sáÄê~íáçå=a~ãéÉê=

A vibration damper is used to reduce torsional vibration at the crankshaft

and additionally reduce component loads.

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1_10_03

`çååÉÅíáåÖ=oçÇë=

After machining, the forged connecting rods are broken apart at the rod
bearing (cracked). The two parts are centered to one another by means of
the resulting fracture pattern. To prevent incorrect assembly, the
connecting rods are marked with additional matching pairs of numbers
and the bores for the big-end bolts are offset.

1.7 / 2003=

1_11_03
`~óÉååÉ= `~óÉååÉ=p=máëíçåë= = =

The pistons for the naturally aspirated engines are cast.

1_16_03

1_15_03

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`~óÉååÉ=qìêÄç=máëíçåë=

The pistons for the turbocharged engines are forged.

1_18_03

1_17_03

One feature distinguishing the pistons of the naturally aspirated engine

from the turbocharged engine are the combustion bowls. The bowls in the
pistons for the turbo engine are much deeper in order to reduce the
compression ratio.

1.8/ 2003
`~óÉååÉ=p=`óäáåÇÉê=eÉ~Ç= = = `~óÉååÉ
The cylinder head for the Cayenne S is designed in two pieces. It consists
of the cylinder head proper and the camshaft housing with the lifter
guides and the camshaft bearings. This multi-piece construction offers
the best environment for the use of high-heat resistant aluminum alloys
and thus maximum specific loads can be realized.
The exchange of gases is managed by 4 valves per cylinder, which are
operated directly over hydraulic self-adjusting lifters. The two inlet and
two exhaust valves are arranged in a V, with a valve angle of 29.6º.
1_12_03

`~óÉååÉ=qìêÄç=`óäáåÇÉê=eÉ~Ç=

The cylinder head design of the Cayenne Turbo is identical in principle to

that of the Cayenne S, but because of the higher loading a special high-

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heat resistant aluminum alloy is used.
The inlet ports in the cylinder head have been reworked with respect to
different gas velocities compared to the naturally aspirated engine.

s~äîÉëI=s~äîÉ=péêáåÖë=

The valve stem diameter for the intake and exhaust valves on the Cayenne
S and the Cayenne Turbo is 6 mm. The intake and exhaust valves are bi-
metallic, that is to say different materials are used for the valve head and
the lower part of the stem than for the upper part of the valve stem. In
addition, the exhaust valves for the Cayenne Turbo are sodium-filled.
The diameter of the intake valve heads is 37.1 mm and that of the
exhaust valve heads is 32.5 mm for both engine versions.

The intake and exhaust valve springs on the Cayenne S and the intake
valve spring on the Cayenne Turbo are single helical springs. To ensure
proper closing of the exhaust valves even at higher pressures in the
exhaust system, dual valve springs are installed on the exhaust side on
the Cayenne Turbo.

1.9 / 2003=
`~óÉååÉ= `~ãëÜ~Ñíë=ïáíÜ=`óäáåÇÉêJpéÉÅáÑáÅ=`~ã=`çåíçìêë== =

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1_23_03

The intake and exhaust camshafts for both engine versions have a base
diameter of 38 mm. Intake valve lift is 10 mm. Exhaust valve lift for
cylinders 1, 2, 6 and 8 is 8 mm, for cylinders 3, 4, 5 and 7 exhaust valve
lift is 9.85 mm.

The engine design with a V8 crankshaft and 90º throws ensures

outstanding balancing of masses and forces. However, with this engine
design and a layout with conventional cam contours (equal cam lift)
individual cylinders would hamper each other as gas flows out into the
exhaust header.

The reason is that the exhaust lead impulse of the particular cylinder on
the exhaust stroke (e.g. cylinder number 2) gets into the crossover phase
of the following cylinder (cylinder number 3). This would have a
detrimental effect on cylinder filling. In addition, excess residual gases
have a negative effect on the knock limit.
Because of the Cayenne's firing order (1 – 3 – 7 – 2 – 6 – 5 – 4 – 8),
cylinders 3 and 4 as well as 5 and 7 would be at a disadvantage in their
charge. So these cylinders are given higher cam lift. This step achieves
equal filling of the cylinders, which results in an optimized torque curve
across the entire rpm range.

1.10/ 2003
`Ü~áå=aêáîÉ= = = `~óÉååÉ

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1_19_03

The chain drive consists of a duplex roller chain driving both intake and
exhaust camshafts. Specially coated slippers guide the chain. The lower
slipper on cylinder bank 1 – 4 is designed to be a tensioner at the same
time. The hydraulic chain tensioner is part of the engine oil circulation
system and is maintenance-free.

_Éäí=aêáîÉ=

Accessories such as the alternator, coolant pump, power steering pump

and air-conditioning compressor are driven over a PolyRib belt by the
vibration damper.
A maintenance-free, hydraulic belt tensioner ensures correct tension in all
areas.

1.11 / 2003=
`~óÉååÉ= `~ãëÜ~Ñí=^ÇàìëíãÉåí= =

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1_26_03

Camshaft adjustment at the intake camshaft is based on the principle of a

vane-type adjuster. The DME control module determines the current
position of the camshaft to the crankshaft (actual angle) from the engine
speed sensor and Hall sensor signals. The position control in the control
module receives the desired specified angle via the programmed map
values (rpm, load, engine temperature). If there is a difference between
the specified and actual angle, a regulator in the DME control module
actuates a hydraulic solenoid valve according to the desired adjustment.
Adjustment angle is 50º crankshaft angle (25º camshaft angle).

1.12/ 2003
s~åÉJqóéÉ=^ÇàìëíÉê= `~óÉååÉ
The vane-type adjuster consists of the stator (A) – attached to the
crankshaft through a sprocket –, the rotor (B) – attached to the camshaft
– the vanes and two covers. The sprocket is attached to the outer
diameter of the stator. It is a positive fit to the crankshaft through the
chain drive. The rotor is bolted to the camshaft. Rotation between rotor
and stator is possible (inner mounting of the adjuster). This rotation is
limited by the vanes mounted in the rotor and by the stops on the stator.
The vanes also divide each of the recesses on the stator into two
chambers.

These chambers can be filled with oil via oil orifices and oil lines in the
rotor.
A cover attached to the sprocket seals the chambers laterally. The
adjuster is locked to a stop (retard). To do this, a spring-loaded pin in the
retard position of the adjuster moves into a hole in the cover. A positive

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1_03_02
connection is created between stator and rotor for starting the engine.
Noise during the period of no oil pressure is prevented by means of this
locking action.
A – Stator

B – Rotor

Operation

Two chambers acting in different directions are provided in the adjuster.

Filling one chamber causes the rotor to rotate with respect to the stator.
By filling the other chamber, the rotor and thus the camshaft can be
rotated back to its initial position. The oil from the non-pressurized
chamber flows via the hydraulic solenoid valve back into the crankcase. If
the oil feed and the oil return at the hydraulic solenoid valve is interrupted
while one chamber is being filled (middle position of the valve), the
adjuster stops in the position it has just assumed. The chambers lose oil
due to leakage so that the adjuster leaves its position. The hydraulic
solenoid valve is actuated accordingly through the control module, and
the adjuster returns to the desired position again.
1_03a_02

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1_07_02

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The hydraulic solenoid valve is designed as a four-way proportioning valve
and, depending on the setting from the control module, connects one of
the two control lines (A/B) to the oil pressure supply line (P) and opens
the other line to allow the oil to flow out into the crankcase (T-line). If oil
pressure is applied to the A-line, the adjuster is rotated in the direction of
early. If oil pressure is applied to the B-line, the adjuster is rotated in the
direction of later timing. In the middle position both control lines are
closed. The camshaft is held in the desired position. Any interim position
between the three positions described can be set through the control
module.
So it is not only possible to adjust the position very quickly, but also very
slowly in the event of minor deviations of the valve from the middle
position. The hydraulic solenoid valve sets the direction and the speed of
adjustment of the adjuster.

1.14/ 2003
kçåJoÉíìêå=s~äîÉ= = = `~óÉååÉ

1 – Adjustment Direction Late

2 – Adjustment Direction Early

3 – Camshaft Adjuster

4 – Hydraulic Solenoid Valve

5 – Non-return Valve

6 – Oil Pump

7 – Oil Pan

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1_01_03

Occasionally the camshaft requires high drive torque for valve operation,
at other times the camshaft continues to run independently (alternating
torque). If a non-return valve is placed in the P-line and current is applied
to the hydraulic solenoid valve (adjustment toward early valve timing) with
the camshaft advancing, the adjuster sucks oil by itself through the feed
line, the hydraulic solenoid valve and the non-return valve. If the
camshaft then wants to lag behind because of the high drive torque, the
non-return valve closes and the oil cannot escape. During this time the
camshaft is driven through the oil cushion by the sprocket, as happens
when it is free-wheeling. The camshafts repeatedly advance and are then
driven, so that the camshaft gradually runs at early valve timing by itself.
Since the principle just described works only with very tightly sealed
adjuster systems and low friction valve gear, oil pressure is required. To
avoid the need for an extremely large oil pump, the principle described
can be taken advantage of with a hot engine and low oil pressure by using
the non-return valve. The non-return valve serves to increase adjustment
speed under conditions of low oil pressure.

1.15 / 2003=
`~óÉååÉ= `~óÉååÉ=p=láä=`áêÅìä~íáçå= = =

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1_13_03

Pressurized oil Oil return

1 – Oil 10 – Chain tensioner

2 – Suction tube with screen 11 – Oil level detector and oil
3 – Oil pump temperature sensor
4 – Control valve (regulates oil 12 – Oil pressure sensor
pressure to about 5 bar) 13 – Hydraulic lifters inlet
5 – Safety valve (opens at 10 bar) 14 – Hydraulic lifters outlet
6 – Full-flow oil filter with pressure 15 – Camshaft adjuster
relief valve 16 – Hydraulic solenoid valve
7 – Oil-water heat exchanger 17 – Non-return valve
8 – Camshaft 18 – Oil mist separator
9 – Crankshaft 19 – Oil return passages

1.16/ 2003
`~óÉååÉ=qìêÄç=láä=`áêÅìä~íáçå= = = `~óÉååÉ

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1_14_03

Pressurized oil Oil return

13 – Piston oil spray nozzle
1 – Oil pan
(opening pressure 1.8 bar)
2 – Suction tube with screen
14 – Hydraulic lifter inlet
3 – Oil pump
15 – Hydraulic lifter outlet
4 – Control valve (regulates oil pressure to about 5 bar)
16 – Camshaft adjuster
5 – Safety valve (opens at 10 bar)
17 – Hydraulic solenoid valve
6 – Full-flow oil filter with pressure relief valve
18 – Non-return valve
7 – Oil-water heat exchanger
19 – Oil mist separator
8 – Camshaft
20 – Suction pump turbocharger
9 – Crankshaft
21 – Equalizer clutch
10 – Chain tensioner
22 – Turbocharger
11 – Oil level detector and oil temperature sensor
23 – Suspended oil container
12 – Oil pressure sensor
24 – Oil return passages

1.17 / 2003=
`~óÉååÉ= láä=péê~ó=gÉíë= = =

1_24_03

To reduce piston temperatures the engine in the Cayenne Turbo has oil-
cooled pistons. The spray nozzles are mounted on the crankcase.
To guarantee engine oil pressure at low engine rpm and high engine oil

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temperatures, opening pressure for the nozzles is set at 1.8 bar.

láä=mìãé=

To ensure a reliable supply of oil, even under extreme longitudinal and

lateral acceleration, as well as in off-road operation on grades/descents
and tilt angles up to 45º, integral dry sump lubrication is introduced on
the Cayenne. In addition, a second suction point is provided in the
forward area of the oil pan. A separate bulkhead guarantees an adequate
volume of oil in the forward area of the oil pan. From there the engine oil
is carried over the main pickup point through the oil pump into the oil
filter and the oil-water heat exchanger bolted to the oil gallery housing
and is finally made available to the lubrication circuit.
The oil pump is driven by a chain drive from the crankshaft.

`~óÉååÉ=qìêÄç=

The Cayenne Turbo receives additional lubrication and suction for the
exhaust turbocharger. An additional oil suction pump is provided for this
purpose.

1.18/ 2003
`~óÉååÉ=p=`ê~åâÅ~ëÉ=sÉåíáä~íáçå= = = `~óÉååÉ
Crankcase ventilation takes place over the timing case into the valve
covers. Suitable cast contours are provided in the time case cover, which
partially scrape off the oil entrained by the timing chain.
This achieves a type of advance separation of the engine oil to reduce the
load on the ventilation system.

In addition, the blow-by gases are carried by way of the crankcase and the
cylinder heads into the valve covers. Here further advance separation of
the engine oil takes place by means of an integral intermediate panel.
From there the oil vapors are taken through a spiral oil separator, freed
from the very smallest oil particles and then taken over a pressure control
valve behind the throttle valve to the induction system. To ensure the
efficiency of the ventilation system in off-road operation, an additional
connecting line was used between the valve covers.

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`~óÉååÉ=qìêÄç=`ê~åâÅ~ëÉ=sÉåíáä~íáçå=

To meet the turbo-specific requirements for the crankcase ventilation

system, separate ventilation paths were provided for the intake and boost
pressure areas.
In the intake area ventilation takes place similar to the Cayenne S, so non-
return valves are installed between the pressure control valve and the
injection point in the induction system. When boost pressure builds up,
the ventilation system switches over by way of the non-return valves, and
the gases are injected ahead of the compressor stage of the turbocharger.
In addition, the ventilation for the oil catch container is connected to the
ventilation system.

NTPM= láä=cáäíÉê=

A replaceable cartridge is used as the oil filter.

Oil capacity is 8.5 liters (approx 9 quarts).
The engine oil change interval for the Cayenne S and the Cayenne Turbo
is 30,000 km.

1.19 / 2003=
`~óÉååÉ=
láä=iÉîÉä=~åÇ=qÉãéÉê~íìêÉ=pÉåëçê=

The Cayenne uses a new oil level and temperature sensor. The sensor
bolts into the oil pan and send oil level and temperature to the instrument
cluster.

The oil level/oil temperature sender is a thermal oil level sensor. While
the engine is running, the engine oil temperature is continuously

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measured and the engine oil level is calculated. Both parameters are sent
via a common pulse-width modulated signal to the instrument cluster.

A separate temperature sensor with integrated electronics detects the oil

temperature. The measuring element for oil level also works with
temperature measurement. The electronics therefore heat it up quickly
above the current oil temperature.

After the heater voltage is switched off, the measuring element is cooled
down by the engine oil to the oil temperature level. The oil level is
calculated from the length of time of the cooling phase.

The signal indicates the heating phase as high voltage and the cooling
phase as low voltage.

During the cooling phase, engine oil temperature information is

transferred as a separate high signal.

1.20/ 2003
 `~óÉååÉ
`ççäáåÖ=póëíÉã== =

Coolant is circulated by the water pump (15) through a plastic pipe

located in the internal V of the engine to the distribution pipe (12) on the
transmission side of the engine. The coolant flow is separated in the
distribution pipe, about 20% of the coolant is fed into the water jacket of
the crankcase and passes through it in the longitudinal direction. About
80% of the coolant volume is fed into the cylinder heads on the cross-flow
principle to achieve optimal temperature distribution and passes through
them from the hotter (outlet) to the cooler side. Ahead of the thermostat
housing (3) the coolant flows are brought together again and, with the
thermostat closed (reduced circulation), taken directly to the water pump
again.

The thermostat starts to open at 83ºC, lift is 9.8 mm at 98ºC, and it

reaches its maximum opening at 105ºC. Coolant temperature is
measured at the engine block inlet.

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With the thermostat open (full circulation), the coolant is brought by way
of the radiator at the front of the vehicle back to the intake side of the
water pump.

Waste heat from the engine oil is given off (2) into the coolant by means
of an oil-water heat exchanger. Partial volume flow for this and the liquid-
cooled generator (4) are diverted at the distribution pipe. Volume flow for
interior heating is taken off at the thermostat housing. The return for both
volume flows is into the thermostat housing.

A supplementary electrical run-on pump provides circulation in the

coolant circuit even after the engine has been switched off. Depending on
coolant temperature and the last driving cycle (map derived from fuel
consumption) this pump is actuated by the DME control module through
a relay.

On the Cayenne Turbo the two turbochargers (5 and 11) additionally have
coolant directed around them. This greatly reduces oil coking in the
turbine bearing housing.

1.21 / 2003=
`~óÉååÉ= `~óÉååÉ=p=`ççä~åí=`áêÅìä~íáçå= = =

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1_20_03

Ventilation line Coolant line

1 – Radiator 9 – Heat exchanger for front heater

2 – Oil-water heat exchanger 10 – 3/2-way valve
3 – Thermostat housing 12 – Coolant distribution pipe
4 – Alternator 13 – Engine
6 – Auxiliary heating 14 – Coolant collection pipe
7 – Electrical run-on pump 15 – Water pump
8 – Heat exchanger for rear heater 16 – Coolant overflow reservoir

1.22/ 2003
 `~óÉååÉ
`~óÉååÉ=qìêÄç=`ççä~åí=`áêÅìä~íáçå= =

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1_21_03

Ventilation line Coolant line

1 – Radiator 9 – Heat exchanger for front heater

2 – Oil-water heat exchanger 10 – 3/2-way valve

3 – Thermostat housing 11 – Exhaust turbocharger

4 – Alternator 12 – Coolant distribution pipe

5 – Exhaust turbocharger 13 – Engine

6 – Auxiliary heating 14 – Coolant collection pipe

7 – Electrical run-on pump 15 – Water pump

8 – Heat exchanger for rear heater 16 – Coolant overflow reservoir

1.23 / 2003=
`~óÉååÉ= pÉêîáÅÉ=mçëáíáçå=

The Cayenne has an added feature of allowing the front end to be moved
forward into a service position for maintance and repair. The service
position can be achieved without draining the fluids or air conditioning
system refrigerant.

båÖáåÉ=oÉãçî~ä=

In the event that the engine is to removed a new special tool has be
provided. The lifting table will safely remove the engine, transmission,
transfer case and sub frame as an assembly.

The lifting table will have the ability to be retrofit for use on the 996 and
Boxster models. cardiagn.com

1.24/ 2003
O====cìÉä=~åÇ=fÖåáíáçå=póëíÉã= `~óÉååÉ

q~ÄäÉ=çÑ=`çåíÉåíë=
dÉåÉê~ä=
General 1
The newly developed 4.5-liter V8 naturally aspirated and V8 turbo engines
Motronic (DME) ME 7.1.1 3
in the Cayenne were specially designed for maximum specific power, as
well as high torque over a broad rev band. The engine develops its power DME Power Supply 6
effortlessly and loves to rev, accompanied by a unique Porsche exhaust Fuel Supply 7
sound. It has outstanding emissions and fuel consumption characteristics
Ignition System 13
and meets all applicable exhaust emission and noise legislation world-
wide. It combines great reliability with a low need for service. Control of Air Flow 18

the electronic fuel injection using Motronic control module ME 7.1.1 HFM 5 CL Hot-Film Mass Air-Sensor 20
permits continuously variable camshaft adjustment (VarioCam) and Accelerator Pedal 22
feedback with broad-band O2 sensors.
Intake Manifold 24

Electrically Heated
Crankcase Ventilation 25

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Fuel Tank Ventilation 27

2_26_03 Electic Vacuum Pump to assist the

Brake Booster (Cayenne Turbo) 31

Exhaust System 32

Exhause Emission Control 34

Secondary Air System 36

Stereo Closed Loop Control 37

Exhaust Turbocharging 41

Boost Pressure Control 42

Electric Fans 1 and 2

for the Cooling System 46

VarioCam 48

2_26_03

Development Objectives for the Cayenne

• High specific output

• Outstanding torque curve

• Compliance with all legislative emissions requirements

• Low specific fuel consumption

2.1 / 2003=
`~óÉååÉ= The following engineering content was implemented in the Cayenne S
and the Cayenne Turbo:

• Utilization of Motronic 7.1.1

• Electronic throttle valve control (E-Gas)

• Engine drag torque control (MSR)

• Air-gap insulated exhaust system up to the primary catalytic

converter

• Broad-band LSU Oxygen sensors ahead of the catalytic converters

• LSF Oxygen sensors behind the catalytic converters

• CAN networking and MOST media network

• VarioCam with continuous adjustment of the intake camshafts

• Immobilizer with transponder system

Returnless fuel system

OBD II or EOBD adapted to different legislation world-wide

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`~óÉååÉ=p=

• Maximum power 340 hp @ 6000 rpm

• Maximum torque 310 lb ft @ 2500 – 5500 rpm

• Idle speed 580 rpm

• Engine rpm limited to 6500 rpm with Tiptronic S (6700 rpm with
manual transmission) through E-Gas and fuel cutoff.

• Intake manifold with variable induction charging

• Special spark plugs

2.2 / 2003
`~óÉååÉ=qìêÄç= = = `~óÉååÉ
• Maximum power 450 hp @ 6000 rpm

• Maximum torque 458 lb ft @ 2250 - 4750 rpm

• Idle speed 580 rpm

• Engine speed limited to 6500 rpm by E-Gas and fuel cutoff

• Special platinum spark plugs with 1 ground electrode

• Exhaust gas turbocharging

• Water-cooled turbocharger

• Supplementary turbocharger oil scavenging

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Electronic control of the Cayenne engine is by handled by the Motronic

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ME 7.1.1 The DME control module is located on the right side of the cowl.

The DME control module carries out the following tasks:

• Optimal fuel mixture under all operating conditions

• Reduction of fuel consumption

• Combustion control

• Monitoring and regulation of exhaust gas readings

2_35_03

2.3 / 2003=
 `~óÉååÉ= The Motronic control module was adapted to the specific requirements
of the V8 engine and contains the following functions or controls:

• Static high-tension ignition distribution with individual ignition coils

• Knock control with automatic adaptation of the ignition map to fuel

quality

• Newly developed software to actuate the vane-type camshaft adjuster

(position control)

• Throttle valve controlled by electric motor (E-Gas)

• Engine idle speed control (via E-Gas)

• Cruise control system regulation (standard for USA)

A distinction is made between
Cayenne S and Cayenne Turbo when • Engine drag torque control (MSR)

programming the control module. • Hot-film mass air flow sensing using 2 HFM 5 CL air flow sensors

The following data sets are offered: • Sequential fuel injection

LEV – for U.S. vehicles. • Fuel tank leak testing with leak diagnosis pump (USA only)
EU4 – for Europe, and RoW vehciles
• Two-channel O2 sensor feedback for independent control of the fuel-
with comparable exhaust gas limits. air mixture for both cylinder banks

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An additional data set is offered for • On Board Diagnostics
RoW countries with less strict
• Actuation of radiator fans
exhaust gas limits.
• Torque interface (via CAN) to Tiptronic S and PSM

• Actuation of secondary air injection

Cayenne Turbo Additional

You can find the description of the
diagnostic possiblities in the • Absolute pressure-controlled boost pressure regulation

Technical Manual or in binder DME • Actuation of the electric run-on coolant pump
7.1.1. • Actuation of the vacuum pump to back up the brake pressure booster

2.4 / 2003
`ÜÉÅâJbåÖáåÉ=t~êåáåÖ=iáÖÜí= `~óÉååÉ
The Check Engine warning light is used to monitor emissions (on vehicles
for the U.S. it is also activated in the event of leaks in the fuel tank
system). Emissions monitoring provides early detection of malfunctions,
which can result in increased output of pollutants or subsequent damage
to the catalytic converters. The Check Engine warning light and a
message in the multi-function display in the instrument cluster indicates
this. These malfunctions are stored in the trouble code memory of the
DME control module.
2_19_02
As a functional check, the warning light illuminates when the ignition is
switched on and goes out about 4 seconds after the engine is started.

Check Engine warning light comes on steady – emissions related error

Check Engine light flashes – error leading to catalytic converter damage

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`^k=kÉíïçêâáåÖ=çÑ=íÜÉ=jçíêçåáÅ=`çåíêçä=jçÇìäÉ=Eáå=`^k=ÇêáîÉF=

Electronic networking allows the exchange of data and electronic

information between the control modules. Data exchange in the
drivetrain takes place over the two copper wires of the high-speed CAN.
This CAN data bus combines the individual control modules into a total
system. The K-wire is used for diagnosis.

The DME control module communicates with the following systems over
the CAN data bus:

• ABS/PSM control module Additonal information about

• Steering angle sensor networking can be found in Section 9.

• Tiptronic control module

• Airbag control module

• Air-conditioning control module

• Instrument cluster

• Rear control module (immobilizer) etc.

2.5 / 2003=
`~óÉååÉ= fããçÄáäáòÉê== = =

The DME control module obtains the relevant information for arming the
immobilizer over the CAN from the control module for convenience
systems, which is installed in the right rear.

`ê~ëÜ=pÜìíJlÑÑ=

Depending on the impact angle and the impact speed, the airbag control
module sends a signal whereby either the fuel pump is shut off by the
DME control module (re-start possible), or the cutoff relay is opened
directly (re-start possible only after re-activating the relay).

OT= ajb=mçïÉê=pìééäó=

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Overview of Component Locations

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 2_46_03

carrier,relay carrier 1, relay carrier 2

8 - Relay carrier 1 and 2 as needed
(depending on equipment) below the Safety Caution: Cut-Off Relay
instrument panel
The cut-off relay separates the battery from the electrical system in the
event of an accident. After it is triggered, it must be re-set manually.

2.6 / 2003
Starter `~óÉååÉ
The DME control module interrupts actuation of the starter interlock relay
and thus terminal 50 actuation to the solenoid if an RPM threshold is
exceeded.

OM= cìÉä=pìééäó==

The use of the most up-to-date engine technology makes possible fuel
consumption, which is low in relation to the performance potential and
weight of the vehicle.

In order not to compromise operation of the catalytic converters and O2

sensors, unleaded fuel must be used exclusively.

The engines were designed optimally for 93 Octane fuel with respect to

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power and fuel consumption. If 90 Octane fuel is used, ignition timing is
automatically adjusted to a retarded ignition map by the control unit.

OMNM= cìÉä=í~åâ=

The fuel tank is located ahead of the rear axle and is additionally
protected from below by high-strength plastic covers. The fuel tank is
made of high-density, multi-layer polyethylene with a capacity of
approximately 26.5 gallons (of which approximately 4 gallons is reserve).

The filler opening is located on the passenger side in the quarter panel
above the rear wheel.

2.7 / 2003=
`~óÉååÉ= Component Location in the Fuel Tank

1 – Left fuel pump

1A – Vacuum booster pump for the

left fuel pump

1B – Left fuel tank sender

2 – Right fuel pump

2A – Vacuum booster pump for the

right fuel pump

2B – Right fuel tank sender

3 – Fuel filter

4 – Fuel pressure regulator

5 – Fuel pressure line to the engine

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6 – Percolation tank (for ventilation
lines B and B1)

A – to activated charcoal filter

A1 – from activated charcoal filter to

the fuel tank ventilation valve in
the engine compartment

B – Operating ventilation
(4 with roll-over valve)

B1 – Refueling ventilation
(with fill level restriction)

2_36_03

Absolute cleanliness is imperative

when working on the fuel system or
opening the fuel tank.

2.8 / 2003
OM= oÉíìêåäÉëë=cìÉä=póëíÉã=EoicpF= = `~óÉååÉ
A returnless fuel system (RLFS = Return Less Fuel System) is used on the
Cayenne. In this system the fuel pressure regulator as well as the fuel
filter is integrated into the fuel tank. As a result, no return line from the
fuel distributor in the engine compartment to the fuel is required with this
system. Only the quantity of fuel injected by the fuel injectors is pumped
to the fuel distributor in the engine compartment. Doing away with the
return line has the benefit that no fuel heated in the engine compartment
is returned to the fuel tank to increase fuel temperature there. This
further reduces the formation of fuel vapor in the tank.

OMSS= cìÉä=mìãé=EiÉÑíJëáÇÉ=~åÇ=oáÖÜíJpáÇÉF=

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Two electric fuel pumps with integral pressure-side operated vacuum
booster pumps are installed. Fuel pump 2 comes into operation
depending on demand and fuel level in the tank.

The operating principle is the same as that of the sports cars. In each
case, a two-stage full-flow pump is combined in one, with a pre-stage for
charging and a main stage for pressure build-up. The vacuum booster
pump for fuel pump (1) is located in the right half of the fuel tank, the one
for fuel pump (2) in the left half. So fuel is picked up at four different
locations in the tank. This ensures a supply of fuel even in difficult terrain.
With this cross-over delivery, the tank can be drained on a level road by
each pump.

When the driver's door is first opened, the signal from the door contact
switch (via CAN) is additionally used to briefly activate the fuel pump.
Fuel pressure is already built up before the engine is started.In the event
of an accident with airbag deployment, the fuel pumps are switched off.

2.9 / 2003=
`~óÉååÉ= oÉÖìä~íáçå=çÑ=cìÉä=nì~åíáíó= = =

As a result of the on-demand regulation of fuel flow capacity, fuel heating

in the tank is reduced. The DME control module switching on fuel pump 2
only as required, while fuel pump 1 is always activated, achieves this.
Test procedures such as checking With the following switching criteria, fuel pump 2 is additionally switched
fuel pressure, holding pressure and on to increase flow capacity. At engine start and then 2 seconds run-on
flow capacity, and any required (with a hot start 5 seconds run-on). With a calculated fuel consumption of
special tools are described in the approximately > 13.2 gallons/hour the pump is switched on, and at about
Technical Manual. < 12 gallons/hour switched off again. With a fill level of approximately <
2.5 gallons in the tank, it is switched on and with about > 4 gallons it is
switched off again.

OMSM= cìÉä=cfäíÉê=

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The fuel filter does not need to be changed. It is integrated into the left-
side sending unit. The connections at the fuel filter for the left-side and
right-side fuel pumps are different in diameter.

OQRU= cìÉä=mêÉëëìêÉ=oÉÖìä~íçê=

The pressure regulator is also built into the fuel tank below the right-side
tank flange.

Fuel pressure, which is present right up to the fuel injectors, is about 4.0
bar from idle to wide-open throttle. The quantity injected is thus
dependent on intake manifold pressure, which is measured by the DME
control module when calculating injection duration.

OMNR= cìÉä=pìééäó=pÉåÇÉê=

The information from the two senders for the fuel supply is reported to
the instrument cluster to calculate the fuel supply. To prevent corrosion
and poor contact, the potentiometer sliding contacts are gold-plated.

2.10 / 2003
Fuel Gage `~óÉååÉ
With the ignition switched off, fuel tank contents are displayed. If the
amount of fuel falls below about 4 gallons, the reserve warning light is
activated.

Emergency Unlocking of the Fuel Filler Flap

If the power locking system should fail, the fuel filler flap can still be
unlocked mechanically.

Open the rear hatch, remove the cover from the right-side storage bin in
the baggage compartment and pull the emergency release in the direction
of the arrow (A), the filler flap will pop open.

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A – Pull tab

Arrow for direction of unlocking

OQQM= cìÉä=áåàÉÅíçê=EbsJSF=

Small external dimensions and low weight characterize this fuel injector.
The risk of vapor lock with hot fuel is very low. As a result, it is well suited
for use with returnless fuel systems, since fuel temperature in the fuel
injector compared with systems with a return is higher.

2.11 / 2003=
`~óÉååÉ= Fuel is atomized with a perforated disk (4 holes). The stamped injection
orifices provide great consistency in the quantity of injected fuel as well
as insensitivity to fuel deposits. Good tightness in the area of the injector
seat is ensured through the cone/sphere sealing.

In the Cayenne S, the fuel injectors are designed for a maximum injection
volume of 210 g/min. In the Cayenne Turbo, this volume was adapted to
349 g/min because of the increased engine performance.

The DME control module activates each fuel injector sequentially. This
allows injection of the fuel for each cylinder in a precisely defined time
interval, even when driven in a sporting manner, which contributes to
reducing fuel consumption and the emission of pollutants.

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1 – Hydraulic connection

2 – Seal ring (O-rings)

3 – Filter screen

4 – Winding

5 – Spring

6 – Needle valve with solenoid

armature and sealing ball

7 – Perforated injection disk

8 – Electrical connection

9 – Injector housing

10 – Injector seat

2_01_02

2.12 / 2003
OU= fÖåáíáçå=póëíÉã== = `~óÉååÉ
The Cayenne has static high-tension ignition distribution with individual
coils, which are mounted directly to the spark plugs. The benefits of this
system are:

• Highly reliable ignition

• Minimal electromagnetic interference with other electronic

components

• No need for spark plug wires and distributor

OUOM= fÖåáíáçå=`çáä=

The Motronic ME 7.1.1 assumes control of the individual coils with the
firing order 1-3-7-2-6-5-4-8. Through the steps described and with the
benefits of the ignition system, reliable ignition is achieved, maximizing

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performance and minimizing emissions and fuel consumption.

1 – Igntion coil cylinder 1

(Bank 1 right front)

2 – Ignition coil cylinder 2

3 – VarioCam valve bank 1

4 – Crankcase ventilation

2_49_03

With this new coil design, the final stage electronics are combined in the
ignition module housing. The housing is connected electrically and
mechanically by the short high-voltage connector to the spark plug in the
plug recess.

2.13 / 2003=
`~óÉååÉ= There is a supplementary mechanical attachment through a threaded
connector. The ignition coil is sealed at the 4-pin connector as well as in
the plug recess against water.

Ignition coil pin-out.

The coil must be pulled straight out
Pin 1 – Body ground
of the valve cover and not tipped to
Pin 2 – Engine ground
the side when it is removed or the
Pin 3 – B+ terminal 15
coil may be damaged !
Pin 4 – Ignition signal (trigger input)

Ignition Coil Construction

A – Mounting eye

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B – Connector terminal

C – Plug recess gasket

D – High-voltage connector to spark

plug

1 – Power output stage

2 – Cooling plate for power output

stage

3 – Electronics board with integral

diagnostic function and current
limiter)

4 – Magnetic core

5 – Secondary winding

6 – Primary winding

2_16_03

2.14 / 2003
léÉê~íáçå=çÑ=bäÉÅíêáÅ~ä=`çãéçåÉåíë=áå=íÜÉ=fÖåáíáçå=`çáä= = = `~óÉååÉ
The ignition coil ensures optimal combustion of the air-fuel mixture in the
engine combustion chamber. If the coil is triggered for an excessive time,
the primary current in the coil is driven down, so that spark-free engine
shutdown is ensured.

Diagnostic functions are also integrated. When an error is detected, pin 4

(trigger input) is switched to high impedance. This is detected in turn by
the DME and the error is entered in the trouble code memory.

OUTM= `~óÉååÉ=p=pé~êâ=mäìÖë=

With these glide spark plugs the 4 ground electrodes are located to the
side of the ceramic insulator. As a result, the sparks (1) always glide over
the surface of the insulator (4) and jump through a small gas path to the
ground electrode (2), producing better ignition properties. The primary

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benefit of the glide spark plug lies in the self-cleaning effect of the
insulator tip since any shunts occurring between the center electrode and
ground electrode are eliminated through the sliding sparks, particularly
during cold starts. These spark plugs make possible a change interval of
90,000 km in the Cayenne S.

Construction of the Cayenne S Glide Spark Plug

1 – Glide spark path

2 – Ground electrode

3 – Center electrode

4 – Insulator

2_05_02

2.15 / 2003=
`~óÉååÉ= OUTM= `~óÉååÉ=qìêÄç=pé~êâ=mäìÖë= = =

Special platinum spark plugs with one ground electrode are used in the
Cayenne Turbo, allowing a change interval of 60,000 km. Through the use
of a very thin center electrode, voltage requirements are correspondingly
reduced, to ensure adequate voltage reserves for the ignition system over
its entire service life.

The use of glide spark plugs is not possible especially with turbocharged
engines, since ceramic nicks can be caused on the insulator tip by higher
combustion pressures, which in turn can result in reduced change
intervals or premature failure of the spark plug.

2_20_03

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OUTP= båÖáåÉ=péÉÉÇ=pÉåëçê=

The inductive engine speed sensor on the bell housing registers engine
RPM and the current position of the crankshaft by means of 57 windows
in a flange on the flex plate. One window is made wider to indicate
crankshaft position to the DME control unit.

2_50_03

2.16 / 2003
OUPV= e~ää=pÉåëçê= = = `~óÉååÉ
A modified rotor is mounted on the intake camshafts for both banks of
cylinders. Based on the rotor position, the Hall sensor determines the
current position of the intake camshaft 4 times per camshaft revolution
and passes this value on to the control module. Thus the exact position of
Using the Porsche System Tester 2
both intake camshafts is determined, which is the precondition for
in the “Actual Values” function the
continuous camshaft adjustment.
deviation, the required angle and the
actual angle of the intake camshafts
can be read.

A – Hall sensor

B – Camshaft rotor

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2_17_03

OUTO= håçÅâ=pÉåëçê=_~åâ=N=~åÇ=O=

The knock sensors are mounted on the crankcase below the intake
manifold. They detect the structural acoustic oscillations of the
crankcase. The mechanical vibrations are transmitted with the help of the
piezoelectric effect as electrical voltage signals to the DME control
module. If the DME control module detects “knock,” the ignition timing at
the cylinder in question (cylinder-selective) is retarded.

Retardation takes place in steps of 3º CA (crankshaft angle) and can be

advanced again in stages of 0.75º, which takes place within 10 to 20
seconds. Maximum retardation of ignition timing is 18º of crankshaft
angle up to 1600 RPM, over 1600 RPM it is limited to 15º of crankshaft
angle.

2.17 / 2003=
 `~óÉååÉ=

If a knock sensor, Hall sensor or engine speed sensor fails, adjustment is

retarded for safety. In this case, ignition timing up to 4400 RPM is
retarded by 15º of crankshaft angle. Above 4400 RPM up to 6000 RPM
retardation is reduced to 12º of crankshaft angle.

1 – Knock sensor Bank 1

2 – Knock sensor Bank 2

A – Starter

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2_44_03

OQ= ^áê=cäçï=

`~óÉååÉ=p=

Air flow from the air duct (intake pipe) behind the front end, through an
air filter on both the left and right to the two mass air sensors. Then the
intake air flows together ahead of the throttle valve control unit (E-Gas)
and is delivered to the engine through the intake manifold.

1 – Air duct (intake pipe)

2 – Air filter housing with filter insert

6 – Composite intake manifold

A – Hot-film mass air flow sensor

C – Throttle valve control unit (E-Gas)

2.18 / 2003 2_18_03

OQOQ= ^áê=cáäíÉê=bäÉãÉåíë= = = `~óÉååÉ
The two air filter elements for the Cayenne S and Cayenne Turbo must be
changed every 120,000 km (75,000 miles). In dusty areas, the air filter
elements should be cleaned more frequently and replaced if necessary. Fording depth is 500 mm (19.6
inch) .It means that when driving
through water, a water depth of 500
mm (19.6 inch) must not be
exceeded, otherwise there is a risk
of damaging the engine and the
OQ= ^áê=cäçï=`~óÉååÉ=qìêÄç= accessories due to induction or
entry of water.
Air flows from the air duct (intake pipe) behind the front end, through an
air filter on both the left and right to the two mass air sensors. Then the
intake air is delivered to the compressors of the two turbochargers. Then
the compressed and heated charge air is re-cooled by means of a charge
intercooler located in each of the wheel housings. Boost pressure and
charge air temperature of the intake air that is being delivered to the

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engine is registered in the combined airflow ahead of the throttle valve
control unit. Cooling the compressed charge air achieves good cylinder
filling and low component temperatures.

You can find a description of boost pressure control in the Turbocharger

section.

1 – Air duct (intake pipe)

2 – Air filter housing with filter insert

3 – Exhaust turbocharger

4 – Deceleration air recirculation

valve

5 – Charge air intercooler

6 – Composite intake manifold

A – Hot-film mass air flow sensor

B – Charge air/intake air

temperature
sensor
2_19_03

2.19 / 2003=
`~óÉååÉ= OQQR= ecj=R=`i=eçíJcáäã=j~ëë=^áê=pÉåëçê= = =

The venturi mass air sensors on the left and right are supplied as a
replacement part with the measuring venturi. The mass air sensor must
not be removed from the measuring venturi, since these parts were
matched on a flow bench. The diameters of the measuring venturis are
different based on the different air throughput between Cayenne S (low)
and Cayenne Turbo (high).

On the Cayenne S the signal from the intake air temperature sensor is
sent to the DME control module by a mass air sensor.
On the Cayenne Turbo the mass air sensors and measuring venturis are
matched to the high air throughput. Air temperature is registered by the
boost pressure- charge air sensor, which is mounted ahead of the throttle
valve. The values measured are made available to the DME control
module.

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Venturi Mass Air Sensor

2_22_03
S – Cayenne S (small diameter)

T – Cayenne Turbo (large diameter)

2_21_03

2.20 / 2003
As a result of the C-shaped air duct, these mass air sensors are less `~óÉååÉ
sensitive to dirt particles and water drops, since they reach the sensor
element only after a reversal of the air stream. A transverse hole through
the air passage serves to reduce pulsation errors.

A – Sensor element

B – Cross drilling

C – C-shaped air passage

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2_13_02

To calculate the total air mass, which serves as the primary load signal,
the air mass from the left and right mass air sensors are added together
in the control module. Should one or both mass air sensors fail (for
example, as the result of an open or short circuit), or if the total air mass
(sum of the two mass air sensors) deviates from a tolerance range
calculated in the control module, an error is stored and a substitute value
is created from throttle valve angle and engine speed.

2.21 / 2003=
`~óÉååÉ= OMUM= ^ÅÅÉäÉê~íçê=mÉÇ~ä= = =

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 construct, which triggers the engine
management system accordingly.

1 – Accelerator pedal

A – Pedal potentiometer

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B – Spring-pressure unit

This view is for explanation only. Do

not open the pedal assembly or
throttle assembly. Always refer to
the latest technical information for
repair information.

2.22 / 2003
On vehicles with Tiptronic, Kickdown is recognized electrically by way of `~óÉååÉ
the characteristic curve of the potentiometers. A spring-pressure unit is
installed for driver feedback.

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In order to achieve reliable conformance between electrical recognition of Kickdown adaptation is necessary
Kickdown and the increase in power when the pedal is operated, under the following circumstances:
adaptation must be carried out. The result of this adaptation is stored in • Initial vehicle start-up at the end
the EEPROM of the DME control module and as a result it is retained even of the line

after disconnecting the battery terminals. • Service replacement of the

engine control module (ECM)

• Service replacement of
accelerator pedal module (part
with different tolerances)

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Kickdown adaptation can be

OQQO= qÜêçííäÉ=s~äîÉ=`çåíêçä=råáí=EbJd~ëF= performed as a short test using the

Porsche System 2 Tester.
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. Thus 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

• Reduction of engine emissions

• Improved cruise control operation

• Improved shift comfort with Tiptronic S

• Assistance for the traction control systems (e.g. PSM, MSR)

• Engine protection in the event of failures in the area of boost pressure

control (Cayenne Turbo)

2.23 / 2003=
`~óÉååÉ= As the result of active intervention by the throttle valve control unit (E-
Gas), the following functions are made possible:

• On deceleration, with unacceptably high engine braking when

downshifting, engine drag torque control (MSR) prevents all the drive
wheels from locking on a slippery road by slightly opening the throttle
Throttle valve control unit (E-Gas) valve.
adaptation must be performed • If braking functions are not sufficient to stabilize the vehicle when
under the following circumstances: PSM is activated, E-Gas intervenes in engine control. A change in
engine torque is initiated by changing the ignition timing and
• Following a reset (e.g. intervening in throttle valve adjustment.
disconnecting the battery
terminals)

• If the connectors at the DME

control module were separated
To perform adaptation, switch on the ignition for 1 minute (do not start
• Following replacement of the
the engine and do not operate the accelerator pedal), then switch off the
throttle valve control unit (or
disconnecting the connectors) ignition for at least 10 minutes. The throttle valve stop (close) is re-
adapted.

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`êìáëÉ=`çåíêçä=Eëí~åÇ~êÇ=rp^F=

The Motronic control module implements this function by positioning the

throttle valve control unit (E-Gas) accordingly. Cruise control is operated
through the lower left lever on the steering column to select a speed
between about 25 and 131 MPH.

OQQT= fåí~âÉ=j~åáÑçäÇ=

The principle of pulse manifold charging was followed when designing the
intake manifold. Through proper layout of the intake runner lengths and
intake runner diameters, in conjunction with optimized intake port
geometry as well as continuous adjustment of the intake camshafts, it
was possible to achieve a wide torque curve.

The benefits of the plastic intake manifold, manufactured in several steps

(multi-process technology) are:

• Minimization of pressure losses

• Equal intake runner length

• High component rigidity with low weight

2.24 / 2003
This manufacturing process brings benefits in pulse tuning and acoustics `~óÉååÉ
resulting from component rigidity. In addition, the optimal surface finish
inside the intake manifold lowers pressure losses and improves torque.

1 – Composite intake manifold

2 – Vacuum reservoir (at the rear

integrated in the intake manifold)

3 – Throttle valve control unit (E-Gas)

4 – Heating element for crankcase

ventilation

5 – Connection for measuring fuel

pressure

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6 – Fuel injector
2_25_03

A two-piece vacuum reservoir (which has a pre-stage with a calibration

drilling as a buffer) is integrated in the rear section of the intake manifold.
It is needed in the Turbo to activate the overrun recirculation air valves
and to activate the leak diagnosis pump.

bäÉÅíêáÅ~ääó=eÉ~íÉÇ=`ê~åâÅ~ëÉ=sÉåíáä~íáçå==

The crankcase ventilation on the Cayenne engines has an electric heating

element that prevents icing of condensate in this area. This heating
element is integrated in the connecting pipes for the crankcase
ventilation. The connecting pipe is installed behind the throttle valve
control unit.

2.25 / 2003=
 `~óÉååÉ= The heated copper ring in the heating element contains a PTC with an
electrical resistance of 5 – 13 ohms (20ºC). As soon as outside temp falls
below 3°C, the heating current is switched on by the DME control module
and controlled through an outside temperature-dependent duty cycle
between 3A and 0A.

When it is first switched on, current draw may rise to 5A for a short
period.

1 – Connector for electric heating

A – From engine ventilation (bank 2

left)

B – From fuel tank ventilation valve

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C – Connection to composite intake
manifold
2_41_03

Fuel tank ventilation, as well the ventilation system for the turbocharger
oil catch tank on the Turbo is taken to the intake system via the
connecting pipe for the heated crankcase ventilation.

Through the arrangement of the non-return valves, the airflow on the

Cayenne Turbo reaches the intake manifold at idle and under boost
pressure it reaches the intake side of the left turbocharger.

Cayenne Turbo Crankcase Ventilation

1 – Heating element for crankcase

ventilation

2 – Non-return valves intake

side/pressure side

3 – Oil vapor separator

4 – Tube to intake manifold

5 – Hose to intake side of the left

turbocharger

6 – Connection for fuel tank ventilation

2.26 / 2003

2_11_03
OM= cìÉä=q~åâ=sÉåíáä~íáçå=loso=sÉÜáÅäÉë== `~óÉååÉ

As a result of the legal provisions in the U.S. The ORVR system (On-Board
Refueling Vapor Recovery) ensures that the resulting HC vapors are
directed into the activated charcoal filter during refueling and do not
escape into the atmosphere.

In addition, the OBD II system (On-Board Diagnostic System) monitors

the fuel system for leaks with the aid of a leak diagnosis pump (LDP). The
LDP system performs leak checks regularly and can detect leaks smaller
than .5 mm in diameter.
1 – Filler neck

2 – Percolation tank (ORVR one-

piece)

2A – Fuel tank operating ventilation

2B – Refueling ventilation

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3 Connection to carbon canister

4 – Pressure holding valve

5 – Carbon canister
(ORVR with flange for leak
diagnosis pump)

6 – Water separator with filter

element and fresh air induction

7 – Leak diagnosis pump

7A – Vacuum line from intake

manifold to leak diagnosis

8 – Shut-off valve
2_37_03
A – to fuel tank ventilation valve
(in engine compartment)
=

2.27 / 2003=
`~óÉååÉ= páãéäáÑáÉÇ=bî~éçê~íáîÉ=bãáëëáçåëI=loso=ïáíÜ=iam=aá~Öê~ã==

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1 Evap Canister 10 Over Pressure Valve
2 Vacuum Limiting Valve 11 Refuling Vent Line
=
3 Percolation Tank 12 Evap Valve
4 Over Pressure Relief Valve 13 Evap Vent Shutoff Valve
=
5 Filler Neck (with metal flap) 14 LDP

6 Fuel Tank 15 Vacume Inlet from Intake

=
7 Spring Loaded Flap Vacuum Resivoir

8 Fill Limit Venting Valve 16 One Way Check Valve

=
9 Roll Over Valves 17 Tank Vent Lines

During normal venting operation the Hydrocarbon laden fumes from the
fuel in the Fuel Tank (6) rise to the Percolation Tank (3) via the Tank
Vent Lines (17) and Refueling Vent Line (11). The pressure in the tank is
regulated to no lower than - 40 Millibar by the Vacuum-Limiting Valve (2)
so as not to allow the fuel to boil in the low pressure. The are fumes stored
in the Evap Canister (1) they are routed to the engine by the DME controlled
Evap Valve (12) during purging.

2.28 / 2003
During refueling the fuel vapors rise to the Percolation Tank (3) via the `~óÉååÉ
Refueling Vent line (11) and Vent Lines (17) until the fuel level rises to
close the float valve in the Fill Limit Vent Valve (8). The Fill Limit Vent
Valve (8) closing causes the pressure in the Filler Neck (5) to rise and
shut off the fuel filling nozzle.

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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 Testing for extreme small leaks
evaluating the time differentials and pump strokes, the integrity of the (> 0.5 mm) takes place less often

fuel system or the size of the leak is recognized. Leakages less than 0.5 due to system restrictions and can
be performed using a short test.

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mm in diameter are recognized as a minor leak and displayed through
the “Check Engine” light after the leak is confirmed. Larger leakages, as
well as an open fuel filler cap, are diagnosed as a gross leak.

Following a lengthy shut-down phase (so that fuel temperature is as low

as possible) the diagnostic sequence is started under constant driving
conditions (e.g. interstate highway driving). Leak diagnosis can be
performed once or twice each day during vehicle operation if conditions
are met (differential of starting temperature to engine shut-down
temperature > 42ºC).

Cross Section Leak Diagnosis Pump

1 – Vacuum connection (from vacuum

reservoir in intake manifold)

2 – Electric frequency valve for

the diaphragm pump

3 – Vacuum side of the diaphragm pump

4 – Pressure side of the diaphragm pump

5 – Connecting pipe to the activated filter

charcoal filter (pressure side)

6 – Connecting pipe to the water

separator/filter element

7- Electrical Reed Switch

2.29 / 2003=
 `~óÉååÉ= OMTN= bî~é=pÜìíJlÑÑ=s~äîÉ=

The shut-off valve (13) sits in a by-pass to the leak diagnosis pump and
voltage is only applied during diagnosis, closing the by-pass. At the
1 Evap Canister
conclusion of diagnosis, the valve is opened again to dissipate the positive
2 Vacuum Limiting Valve pressure built up in the fuel tank.
3 Percolation Tank

4 Over Pressure Relief Valve

5 Filler Neck (with metal flap)

6 Fuel Tank

7 Spring Loaded Flap

8 Fill Limit Venting Valve

9 Roll Over Valves

10 Over Pressure Valve

11 Refuling Vent Line

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12 Evap Valve

13 Evap Vent Shutoff Valve

14 LDP

15 Vacume Inlet from Intake lîÉêîáÉï=çÑ=äÉ~â=aá~Öåçëáë=

Vacuum Resivoir
During a leak diagnosis check the Evap Valve (12 above) and the Evap
16 One Way Check Valve
Vent Valve (13 above) are closed by the DME. The DME then cycles the
17 Tank Vent Lines
Electric frequency valve for the diaphragm pump (2 below) allowing
manifold vacuum to enter from vacuum reservoir in intake manifold (1
Below) this causes the Vacuum side of the diaphragm pump (3 below) to
1 – Vacuum connection (from
rise and draw air in the Connecting pipe to the water separator/filter
vacuum reservoir in intake
element (6 below). The vacuum is then released as the pressure is built
manifold)
from this pumping action the Connecting pipe to the activated filter
2 – Electric frequency valve charcoal filter (5 below) raises the pressure throughout the evap system.
for the diaphragm pump The risis pressure causes the Electrical Reed Switch (7 below) to make
3 – Vacuum side of the contact and send a signal to the DME
diaphragm pump

4 – Pressure side of the

diaphragm pump

5 – Connecting pipe to the

activated filter charcoal filter
(pressure side)

6 – Connecting pipe to the

water separator/filter element

7 - Electrical Reed Switch

2.30 / 2003
If the pump cannot build enough pressure to keep the reed switch closed `~óÉååÉ
during the checking phase of the test, this indicates a minor leak to the
DME. If the pump cannot build enough pressure to close the reed switch
during the test phase of the test this indicates a major leak to the DME.

Vacuum Pump to Assist the Brake Booster (Cayenne Turbo)

On the Cayenne Turbo an electric vacuum pump is installed to improve

brake
boost. It is located in the engine compartment on the right strut tower
under the styled cover. Under engine operating conditions with reduced
vacuum supply (e.g. catalytic converter heating following a cold start,
parking maneuvers, driving at high altitudes), the vacuum pump is
activated by the DME control module.

The DME control module acquires the pressure through a pressure sensor A quick test to diagnose the pump
in the vacuum line from the brake booster and activates the vacuum and the pressure sensor can be

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pump, as required. Depending on the current ambient pressure, for carried out using the Porsche
example at 1000 mbar ambient pressure, the pump is switched on at a System Tester 2.
brake booster pressure of around
500 mbar and switched off again at about 300 mbar. On-time in normal
operation without brake use is about 7 to 10 seconds, at high altitudes
the switch-on point is lowered.

1 – Electric vacuum pump

2 – Pressure sensor

3 – Vacuum brake booster

4 – Non-return valves

5 – DME control module

6 – Relay

V – Vacuum to engine

4_47_03

2.31 / 2003=
 `~óÉååÉ= OS= bñÜ~ìëí=póëíÉã=

The Cayenne S and Cayenne Turbo underscore the engine note through a
typical Porsche load-dependent exhaust note, which was tuned through
the rear mufflers and tail pipes and satisfies all applicable legal
requirements. To achieve long life and long-term attractive appearance,
the entire exhaust system is made of stainless steel, which has
particularly good corrosion resistance. The exhaust system consists of
two exhaust tracts. Exhaust gases are taken through air-gap insulated
exhaust headers with the shortest possible pipe length to the preliminary
catalytic converters. The short pipe lengths not only speed up heating of
the catalytic converters, but also reduce energy losses in the exhaust
gases.

By arranging the flex pipes between the pre-catalytic converters attached

to the engine and the main catalytic converters attached to the body, the
transmission of engine vibration to the body was effectively eliminated.

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The left and right exhaust tracts come together again in the rear muffler.

1 – Exhaust header `~óÉååÉ=p=bñÜ~ìëí=póëíÉã=

2 – Decoupling element
By means of a cross-connection (cross-over point only on Cayenne S),
3 – Exhaust pipe
that is, a pipe which connects both exhaust tracts, the two exhaust tracts,
4 – Rear muffler or the oscillating exhaust gas columns, are linked together after the
5 – Tail pipe enclosure primary catalytic converters
This positively influences the torque curve in the lower RPM range.
6 – Cross connection
The rear muffler in the Cayenne S has individual tail pipe tips on the left
(cross-over, only Cayenne S)
and right.
A – LSU O2 sensor
(ahead of catalytic converter)

B – LSF O2 sensor
(after the catalytic converter)

C – Preliminary catalytic converter

D – Main catalytic converter

2_27_03

2.32 / 2003
`~óÉååÉ=qìêÄç=bñÜ~ìëí=póëíÉã= = = `~óÉååÉ
The exhaust system on the Cayenne Turbo was matched to the increased
requirements and different exhaust gas velocities and exhaust gas
pulsations through exhaust pipes with a larger cross section.
As a result of the smoothing of the exhaust gas pulsations in the
turbochargers, the demands on the rear muffler are different than with
the Cayenne S. An optimal exhaust note is achieved through specific
damping and pipe routing inside the rear muffler together with the tail
pipes.

Differing from the Cayenne S, the exhaust pipes for the Cayenne Turbo do
not have a crossover point.

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1 – Exhaust header

1A – Exhaust turbocharger

2 – Decoupling element

3 – Exhaust pipe

4 – Rear muffler

5 – Tail pipe enclosure

A – LSU O2 sensor ahead of

converter

B – LSF O2 sensor after the

converter
2_28_03
C – Preliminary catalytic converter

The rear muffler on the Cayenne Turbo is also installed as a visible design D – Main catalytic converter
element. Exhaust gases leave the Cayenne Turbo through two tail pipe
tips on the outer left and right, whose design differs from the Cayenne S.

2.33 / 2003=
`~óÉååÉ= bñÜ~ìëí=qêÉ~íãÉåí== = =

Contributing factors to the excellent emissions numbers for the Cayenne

include the modern control concept of the DME, the On-Board Diagnostic
System (OBD II and EOBD) as well as the exhaust system with metallic
catalytic converters and two-channel O2 sensor feed back. Two O2
sensors per cylinder bank handle monitoring of exhaust gases and
functional monitoring of the catalytic converters. They provide the
information to the DME control module for regulating exhaust gas figures.
The lowest possible emission of pollutants is achieved through this two-
channel O2 sensor feedback. To reduce pollutants during warm-up, the
catalytic converters are heated up rapidly as the result of measures in the
engine management system, such as, retarded ignition and injection of
secondary air in the exhaust tract for afterburning. The corresponding
opening of the throttle valve control unit compensates for the associated
reduction in torque.

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bãáëëáçåë=pí~åÇ~êÇ=

In Europe the Cayenne S and Cayenne Turbo are classified as Stage 4

(EU4) and in the U.S. as an LEV I (Low Emissions Vehicle). Both Cayenne
engines are substantially below the threshold values of the EU4 guideline,
which goes into effect in 2005 as well as all other applicable legislative
directives.

EU4 – Europe: These vehicles meet EOBD (European On Board Diagnosis)

and have four O2 sensors (the O2 sensors downstream of the catalytic
converter run the control system), 3-way catalytic converter systems with
two preliminary and two primary catalytic converters, as well a secondary
air system for each cylinder bank.

LEV I – USA: Unlike EU4 these vehicles satisfy OBD II (On Board
Diagnostics II) and ORVR (on-board recovery of vapors during refueling)

OSTPLOSTS=mêÉäáãáå~êó=~åÇ=mêáã~êó=`~í~äóíáÅ=`çåîÉêíÉêë=

The preliminary and primary catalytic converters are made of metal. This
allowed the coated inner walls to be of a thinner design than, for example,
ceramic catalytic converters and the result is a greater total surface area
for the catalyzing passages. This ensures faster warm-up, long life and
greater efficiency in the conversion of pollutants.

2.34 / 2003
 `~óÉååÉ
Metallic converter substrates have only about 1/3 the wall thickness of
ceramic substrates. They are more compact and have more active surface
to convert pollutants. In the warm-up phase, the operating temperature
for exhaust gas treatment is reached more quickly. In addition, a metallic
catalytic converter is less sensitive to heat, impacts and ages more
slowly. Because of lower exhaust gas pressure, increased engine
performance is achieved.

Cayenne Turbo

A – LSU O2 sensor (ahead of

preliminary catalytic converter)

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B – LSF O2 sensor (after the
preliminary catalytic converter)

C – Preliminary catalytic converter

D – Main catalytic converter

1 – Exhaust header

1A – Exhaust turbocharger

1B – Boost pressure control valve

2 – Decoupling element 2_38_03

Because of the high temperatures that a catalytic converter needs to

effectively begin the process of exhaust gas treatment as quickly as
possible after a cold start, the exhaust gases are delivered to the pre-
catalytic converters through double-walled, air-gap insulated exhaust
headers with the shortest possible pipe lengths for rapid heating. As far
as the main catalytic converter, which is designed as an underfloor
converter, all exhaust pipes are air-gap insulated to reduce heat losses. In
addition, heating of the pre-catalytic converters after a cold start is
improved by means of secondary air injection.

In contrast to the sports cars, no

electro-pneumatic valve is required.
=

2.35 / 2003=
 `~óÉååÉ= OSSR= pÉÅçåÇ~êó=^áê=póëíÉã= = =

The V8 engines in the Cayenne have separate secondary air systems for
the left and right cylinder bank, mounted at the rear of the appropriate
cylinder head.
The secondary air blower for banks 1 and 2 are activated through relays
by the DME control module. This builds up pressure over the connecting
hoses up to the secondary air valves. At about 80 mbar delivery pressure
from the blower, the diaphragm in the secondary air valves is opened; as
a result, the injected secondary air arrives behind the exhaust valves
through the distribution pipe in the appropriate cylinder head. The
injection of secondary air after the exhaust valves results in a reduction of
CO and HC, which are generated in greater amounts in the cold start
phase with lambda < 1.

Additionally, the catalytic converters reach their light-off temperature of

Fire Hazard Around the Exhaust about 350ºC as a result of the heat released during afterburning. During

System the first cold start, the condition for air injection is reached when coolant

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temperature is between –10ºC and 30ºC. In the range close to idle,
Do not park or operate vehicles in
secondary air injection runs for up to about 100 seconds, at part throttle
places where combustible materials
this is reduced to about 40 seconds. If the inducted volume of air of
such as dry grass or leaves can
about 340 kg/h is exceeded during secondary air injection, secondary air
come into contact with the hot
injection is switched off. A supplementary non-return valve is integrated in
exhaust system. Do not apply
the secondary air valve of the Cayenne Turbo, which prevents opening as
additional undercoating or rust
the result of pressure spikes in the exhaust system.
protection to or in the vicinity of the
exhaust headers, exhaust pipes, End stage diagnostics monitors the relays, the operation of the secondary

catalytic converters or heat shields. air system is monitored by closed loop O2 sensor control.

The protective material could

become too hot while driving and
catch fire.

1 – Secondary air blower (left and

right)

2 – Connecting hose

3 – Secondary air valve

4 – Flange with air passage

5 – Air flow behind the exhaust

valves

2_10_03
2.36 / 2003
qïçJ`Ü~ååÉä=`äçëÉÇ=iççé=`çåíêçä= = = `~óÉååÉ
Both banks of cylinders have a separate O2 sensor control loop, through
which the optimal mixture composition is determined for each one
individually. The left and right exhaust tracts are equipped with two O2
sensors for monitoring the operation of the catalytic converters. In
addition to the conventional jump O2 sensors (LSF), which are installed
after the pre-catalytic converters, the more sensitive broad-band O2
sensors (LSU) are installed ahead of the pre-catalytic converters. This
keeps fuel consumption and exhaust emissions as low as possible under
all operating conditions.

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The planar LSF O2 sensor is a further development of the heated O2
sensor. Functionally it corresponds to the LSH heated O2 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 O2 sensor.

LSF means Flat Oxygen Sensor

Special properties of the LSF O2 sensor:

• Reaches operational status quickly

• Low heating requirements

• Stable control characteristics

• Small size, low weight

The sensor element of the planar O2 sensor is constructed from ceramic

films and has the shape of an elongated plate with a rectangular cross
section. The individual functional layers (electrodes, protective layers,
etc.) are produced using the silk-screen process. Laminating the different
printed films on top of each other allows for the integration of a heating
element in the sensor element.

2.37 / 2003=
 `~óÉååÉ= l2 Sensor Construction

1 – Exhaust

2 – Reference air passage

3 – Heating element

Us – O2 sensor voltage

2_11_02

OQSV= _êç~ÇJ_~åÇ=lO=pÉåëçê=^ÜÉ~Ç=çÑ=íÜÉ=mêÉJ`~í~äóíáÅ=`çåîÉêíÉêë=

An LSU4 wide-band oxygen sensor is installed on each cylinder bank

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upstream of the catalytic converters. In the engine compartment, a
sensor-specific, laser calibrated trimmer resistor is attached to the plug
connection of these oxygen sensors. This resistor is specially calibrated to
each individual sensor during production.

Six cables lead off from the ME 7.8 control unit to the plug connector in
the engine compartment. Five cables then lead off from the plug
connection to the LSU4 wide-band oxygen sensor.
A – Wide-band oxygen sensor
LSU4

B – Plug connection (oxygen

sensor) with integrated trim
resistor

C – Plug connection (engine wiring

harness)

D – ME 7.8 control unit

E – Pump current

F – Ground The sensing element of the LSU4 wide-band oxygen sensor is a

G – Nernst voltage (UN) combination consisting of a Nernst concentration cell (sensor cell) and an
oxygen pump cell which transports oxygen ions. The LSU4 wide-band
H – Sensor heating (U Bat.)
oxygen sensor can be used from lambda > 0.7 to infinity (pure air).
iIi – Earth for sensor heating
Accurate measurement is thus possible in both the rich and lean range.
(regulated via ME 7.8)
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.

2.38 / 2003
However, the LSU4 wide-band oxygen sensors used in this oxygen sensing `~óÉååÉ
system allow the air/fuel mixture to be adjusted to a certain setpoint
value(which may deviate from lambda 1) in both the warm-up phase and
the full-load range. As a result, the exhaust gas and running behavior
fluctuate only slightly since the ME 7.8 control unit also regulates these
ranges.

_ÉåÉÑáíë=çÑ=íÜÉ=_êç~ÇJ_~åÇ=ipr=lO=pÉåëçê=

• Constant characteristic curve

• Precise measurement in broad lambda range

from > 0.7 to infinity (air)
.
• Short response times < 100 ms
.
• Fast availability

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`çåëíêìÅíáçå=çÑ=íÜÉ=_êç~ÇJ_~åÇ=ipr=lO=pÉåëçê= = =

1 – Sensing element (combination comprising Nernst concentration

cell and oxygen pump cell)

2 – Double protection tube

3 – Sealing ring

4 – Sealing package

5 – Sensor housing

6 – Protective sleeve

7 – Contact holder

8 – Contact clip

9 – Grommet

10 – Moulded hose

11 – Five connecting cables

12 – Seal

2.39 / 2003=
 `~óÉååÉ= In the ME 7.8 control unit, a special operating electronics system is
integrated for each wide-band oxygen sensor. This system contains the
regulating electronics 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. 750 °C. In the ME 7.8 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 – Drilling for exhaust gas

B – Heater current

C – Pump current

cardiagn.com
D – O2 sensor voltage/reference
voltage

1 – Nernst concentration cell

(for generating voltage)

2 – Oxygen pump cell

3 – Measurement cell (diffusion slot)

4 – Reference air passage

5 – O2 sensor heater

6 – Closed loop circuit

2.40 / 2003
ONPM= bñÜ~ìëí=qìêÄçÅÜ~êÖáåÖ=E`~óÉååÉ=qìêÄçF= = = `~óÉååÉ
The two turbochargers, which are arranged in parallel, provide effortless
power with the appropriate boost pressure control. Air flows into these
turbochargers at a radial and an axial angle, due to the mixed flow
turbines which also have a low moment of inertia. These innovative
turbochargers are manufactured by IHI. As the result of low intake
manifold volume, short exhaust headers and the Mixed Flow Turbines
excellent response characteristics are achieved. These turbochargers are
designed for a maximum speed of 160,000 RPM (continuous operation).
So that the maximum RPM is not exceeded, the DME control module
reduces boost pressure as needed above an altitude of 2,200 meters.

A cast steel turbine housing was used to achieve high turbine entry
temperatures and consequently optimal wide open throttle consumption.
By water cooling the turbochargers, Coking in the turbine bearing housing
under high thermal loads is prevented (coking is when the oil is
overheated until it becomes a solid and blocks the lubrication passages).

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To cool the turbochargers while the engine is not running, the electric
coolant circulation pump, which is installed behind the wheel house cover
at the left front, can be switched on. The electric coolant circulation pump
is switched on as needed in run-on operation together with the electric
cooling fans by the DME control module.

Oil supply and oil scavenging from the turbochargers on the Cayenne
Turbo was designed for universal operating conditions (e.g. up to a 45º
slope) for the vehicle.

1 – Flange to exhaust header

2 – Exhaust turbine

3 – Bypass valve (wastegate)

A – Pressure unit for boost pressure

control

2_31_03

2.41 / 2003=
 `~óÉååÉ=
ON= _ççëí=mêÉëëìêÉ=`çåíêçä= = =

Depending on driving style, the boost pressure is regulated ahead of the

throttle valve. With a steady or not very lively driving style, engine tuning
at part throttle is constantly optimized in the direction of low fuel
consumption by permitting only low pressure ahead of the throttle valve.
It is opened correspondingly wide to bring about a low pressure drop.
With a very brisk driving style, a higher boost pressure is set ahead of the
throttle valve. The effect is that when the throttle valve is opened at part-
throttle operation, the turbochargers are already running at higher speed
and thus full-throttle boost pressure is attained very quickly. This
principle can minimize “turbo lag.” The required engine torque of the
engine is calculated depending on the accelerator pedal potentiometer
(driver request), engine RPM and other factors in the torque-oriented
operational construct in the DME control module. Boost pressure in the
Cayenne Turbo is controlled by absolute pressure. Maximum torque can

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be kept constant for a long period with respect to geographical altitude
and temperature. The diagnostic capability of the system was expanded
to include leak detection in the intake system. The engine charge required
for a particular torque is determined through the calculation of mass air
and implemented by specifying and controlling boost pressure.

p – Boost pressure in mbar absolute

(pressure)

n – Engine speed (rpm)

M – Torque in Nm

P – Power in kW

2_32_03

The graph applies to 92 RM/2 fuel and sea level at average temperatures.

2.42 / 2003
In the Cayenne Turbo, boost pressure is registered by the pressure sensor `~óÉååÉ
and controlled to the required boost pressure calculated by the DME
control module. The electric frequency valve for boost pressure control is
activated by an appropriate duty cycle, by which pressure is applied to
the boost pressure control valves on the turbochargers, and the bypass
valves (waste gate) in the turbochargers open. Turbocharger RPM is
reduced, and boost pressure is limited. The electric frequency valve is
activated by the DME control module when accelerating at a maximum
95% and a steady state at about a 60% to 80% duty cycle. Maximum
boost pressure at wide-open throttle is up to about 1650 mbar 23.5 PSI
and is already reached at a speed of 2500 RPM. In the remainder of the
RPM curve, boost pressure is cut back and at rated power (331 kW @
6000 RPM) it is about 1500 mbar 22.05 PSI (The values given
correspond to absolute pressure 1 Bar 14.7PSI.)

Boost Pressure Control Components

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1 – Frequency valve for boost
pressure right control

2 – Pressure side (boost pressure

from right turbocharger)

3 – Pressure (from the intake side of

the left turbocharger)

4 – Regulated control pressure to

the boost pressure control valves

5 – Pressure unit on the

turbochargers

2_13_03

2.43 / 2003=
`~óÉååÉ= The cross sectional opening of the frequency valve for boost pressure
control is dependent on the boost pressure requested. The frequency
valve for boost pressure control changes its opening time to atmospheric
pressure in accordance with its activation (duty cycle) through the DME
control module. From boost pressure and atmospheric pressure, a control
pressure is modulated, which actuates the pressure units of the boost
pressure control valves accordingly and thereby opens the waste gates on
the turbochargers. In a de-energized state, the frequency valve for boost
pressure control is switched so that boost pressure acts directly on the
pressure units and thus the boost pressure control valves open the waste
gates at a low boost pressure.

ON= _ççëí=mêÉëëìêÉ=^Ç~éí~íáçå=

The Cayenne Turbo has adaptive boost-pressure control. For diagnosis

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the adapted value among the actual values of the DME can be read out as
“boost pressure adaptation.” The adaptation range of boost pressure
control is 0 ± 25 %. Above a deviation of more than about 25% the switch
to open-loop is made and a trouble code is stored. In open-loop, boost
pressure is lowered by about 20%, reaching a maximum of 1400 mbar.
Should the frequency valve for boost control fail, basic boost pressure is
reduced even further for safety reasons. The consequence is a noticeable
lack of power and performance.

ONPU= bäÉÅíêáÅ~ä=pïáíÅÜáåÖ=s~äîÉ=Ñçê=oÉÅáêÅìä~íáåÖ=^áê=çå=aÉÅÉäÉê~íáçå=

To prevent the turbochargers from slowing on a sudden transition from

high load to deceleration, an electrical switching valve is used to control
recirculating air.
The DME can activate this electric switching valve, which actuates the
recirculating air valves independently of intake manifold pressure.
Controlled opening of the recirculating air valves reduces noise in the
induction system and has positive effects on fuel consumption. Through
the electric recirculating air valve in conjunction with the vacuum
reservoir, operation of the recirculating air valves independently of intake
manifold pressure can be achieved. The system is designed so that if the
electric switching valve should fail, the decel recirculating air valves can
continue to be opened through manifold pressure.

2.44 / 2003
Connections for Recirculating Air `~óÉååÉ

1 – Electrical switch valve for

recirculating air on deceleration

2 – Intake manifold pressure

3 – Vacuum from vacuum reservoir

4 – Actuation for recirculating air left

and right

cardiagn.com
2_12_03

ONVM= mêÉëëìêÉ=pÉåëçê=ïáíÜ=qÉãéÉê~íìêÉ=pÉåëçê=
You can find a detailed description
The pressure sensor registers pressure and air temperature ahead of the of operation in the Technical Service
throttle valve control unit and makes these signals available to the DME Information 911 GT2
control modules.

2_58_00

2.45 / 2003=
`~óÉååÉ= `ççä~åí=qÉãéÉê~íìêÉ=d~ÖÉL`ççä~åí=t~êåáåÖ=iáÖÜí= = =

The coolant temperature sensor (NTC), which is threaded into the coolant
distribution pipe at the right rear of the engine, sends its signal to the
DME control module, which passes on this information over CAN. The
temperature is displayed in the instrument cluster by the coolant
temperature gage. At a coolant temperature of > 124ºC the coolant
warning light is additionally switched on and switched off again at <
119ºC.

NVMU= bäÉÅíêáÅ=c~åë=N=~åÇ=O=Ñçê=íÜÉ=`ççäáåÖ=póëíÉã=

Electric fan 1 has a maximum power of 600 watts, electric fan 2 of 300
watts. For continuous control, the DME control module changes the duty
cycle for the end stages of fans 1 and 2.

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1 – Electric fan 1
(with integral output stage)

2 – Electric fan 2
(with external output stage)

2A – Output stage for electric fan 2

2_33_03

Control of fan speed is dependent on coolant and ambient temperature.

The coolant thermostat begins to open at about 83ºC (182º F) coolant
temperature and reaches its maximum opening at about 98ºC (210º F).
The two stepless fans 1 and 2 are activated at about 93ºC (200º F) and
reach their full performance at about 105ºC (220º F).

2.46 / 2003
 `~óÉååÉ
With the air-conditioning switched on, the fans are also activated, above a
pressure of about 20 bar (294 PSI) in the air-conditioning system
maximum fan demand is reached. Above a coolant temperature of >
118ºC (245º F) the air-conditioning compressor is switched off (zero
delivery).

Above 125 km/h (78 MPH), the speed of both fans is reduced and at 140
km/h (87 MPH) they are completely switched off, however whenever
coolant temperature rises above 116ºC (245º F), they are switched on
again and off again at below 105ºC (220º F).

Fan Run-On

To cool the engine compartment the fans are switched on with the
ignition OFF, depending on coolant temperature and the last driving cycle
(map on fuel consumption). The switch-on threshold is between 90ºC

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(195º F) and 93ºC (200º F) and running time is between 15 seconds and
a maximum of 13 minutes. Once fan run-on is concluded, the fans will not
start again with “Engine OFF.”

In the Cayenne Turbo, the electric coolant run-on pump, which provides
cooling for the turbocharger (to prevent oil coking), is activated through
this function.
The run-on pump is located behind the left front wheel wheelhouse 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.

2.47 / 2003=
`~óÉååÉ= s~êáç`~ã= = =

To reduce fuel consumption and increase maximum torque, a continuous

variable, stepless camshaft adjuster (VarioCam) is used on the intake
camshafts. The DME control module regulates the position of the intake
camshafts under the control a map. The vane-type adjusters can shift the
intake camshafts for cylinder banks 1 and 2 between 0º to 50º crankshaft
angle (25º camshaft angle). The variable position of the camshaft can be
regulated from high torque at low RPM up to maximum power at high
RPM, which also achieves a reduction in fuel consumption.

Vane-type VarioCam adjuster on the intake camshaft

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1_26_03

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^ÇàìëíãÉåí=çÑ=s~äîÉ=qáãáåÖ=

The control module determines the current position of the intake

camshafts (actual angle) to the crankshaft from the RPM sensor signal
and the Hall sensor signal. The position control in the control module
receives the desired specified angle via the programmed map values
(rpm, load, engine temperature). If there is a difference between the
specified angle and the actual angle, the electronic controls in the control
module activates the hydraulic solenoid valve to actuate the positioner for
the intake camshaft in accordance with the direction requested. Actuation
of the valve is carried out through a pulse-width modulated square signal.
Voltage is switched between 0 volts and 12 volts in a 4ms cycle (250 Hz),
with the ratio of on-time and off-time being changed. Depending on
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.

2.48 / 2003
The stepless VarioCam system with the vane-type adjuster provides the `~óÉååÉ
following benefits:

• Higher torque in the lower RPM range for better pulling performance

• Reduction of raw emissions for better exhaust gas numbers

• Maximization of catalytic converter heating for better exhaust gas

numbers

fÇäÉ=

The engine runs with small valve overlap. This provides great idle stability
at low RPM. This idle stability is achieved through good cylinder charging
and associated even combustion. Valve overlap means that intake and
exhaust valves are open together. The effect is that fresh gases flow in
while exhaust gases flow out at the same time.

cardiagn.com
m~êí=qÜêçííäÉ=

At part throttle, operation with high residual gas content in the

combustion chamber, meaning already burned air-fuel mixture, is optimal
for reducing charge cycle losses and for improving combustion
uniformity.

Besides reducing fuel consumption this results in better emissions

characteristics.

In the part-throttle range the engine is load-dependent, that is, it is

operated with different degrees of valve overlap depending on engine RPM
and accelerator pedal position. The movement of the charge, which
provides good turbulence in the cylinders, promotes combustion.

táÇÉJléÉå=qÜêçííäÉ=

With the throttle valve fully open, the optimal closing timing for the intake
valves is permanently set for any RPM with the continuously adjustable
intake camshaft (vane-type VarioCam). This prevents the backflow of fresh
gases from the combustion chamber. At medium RPM and at wide-open
throttle, the engine is running with the greatest valve overlap and early
closing of the intake valve.

2.49 / 2003=
`~óÉååÉ= At high RPM and at wide-open throttle, the engine is operating with small
valve overlap and late closing of the intake valve. It is imperative not to
permit any discrepancies in valve timing between the two intake
camshafts on both banks
of cylinders.

Cayenne Turbo VarioCam Shift Graph

a – VarioCam adjustment angle in

° KW crankshaft rotation

n – Engine speed in rpm

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M – Torque in Nm

P – Power in kW

2_34_03

2.50 / 2003
P====qê~åëãáëëáçå= `~óÉååÉ

q~ÄäÉ=çÑ=`çåíÉåíë=
j~åì~ä=qê~åëãáëëáçåI=dÉåÉê~ä=

Two different transmissions are available for the Cayenne for world Manual Transmission, General 1
production. At the time of print only the six speed Tiptronic is available in
G 48/00 Manual Transmission 2
North America.

A six-speed Tiptronic is standard equipment on the Cayenne S and Using the Off-Road Functions
(Transmission-specific) 3
Cayenne Turbo in North America.

Z 48/00 Transfer Case 4

These transmissions have been developed from new and address specific
H 48/00 and H 48/50 Rear
off-road requirements, in particular: Final Drive 7
• The transfer case is bolted directly to the manual or Tiptronic
transmission. V 48/00 and V 48/50 Front
Axle Final Drive 9
• The electronic front-rear differential, which is standard on all models,
distributes power variably to the front and rear axles, in a basic
ratio of 38% to 62% Tiptronic Transmission, General 11

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• An integral reduction gear in the transfer case is standard on all
A 48 Tiptronic Transmission 12
models.

• Power is transmitted from the transfer case over the front driveshaft Driving in Selector Lever
to the front axle without a mechanical differential lock. Position “D” and High Range 15
• An electronically controlled rear axle differential lock is included in
the optional “Advanced Off-Road Equipment Package” (Not available Torque Converter 19
at time of print in North America).
Manual Override in Selector
Lever Position “D” 20

Driving with Selector Lever

in Position “D” and Low Range 21

Driving in the Manual Program 21

Restricted Driving Program 22

Tiptronic Control Module 23

The final drive ratio in the front and rear axles is 4.1 for the Cayenne S,
ATF Cooling 23
for the Cayenne Turbo it is 3.7.

3.1 / 2003=
`~óÉååÉ= d=QULMM=j~åì~ä=qê~åëãáëëáçå= = =

A dual-mass flywheel is used to isolate vibration and suppress mechanical

noise from the drivetrain, as in the sports cars. It consists of a two-piece
flywheel with torsionally flexible elements between them.

Also as with the sports cars, the proven cable shift mechanism is used on
the Cayenne.
At the start of production the The manual transmission is characterized by low shift effort with short
Cayenne will be delivered throws.
exclusively with Tiptronic This is the result of the triple-cone synchronizers in 1st, 2nd and 3rd
transmission. A more detailed gears, a dual-cone synchronizer in 4th gear and a single-cone
description of the manual synchronizer in 5th and 6th gear.
transmission will appear in the
follow-up brochure.

The information provided here is for

information only

dÉ~ê=o~íáçë=

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V at 1000 rpm V at 3000 rpm V at 4000 rpm V at 6500 rpm
in km/h in km/h in km/h in km/h
Gear Low High Low High Low High Low High
1. i = 4.68 2.9 7.8 8.7 23.4 11.6 31.2 18.9 50.7
2. i = 2.53 5.3 14.4 15.9 43.2 21.2 57.6 34.5 93.6
3. i = 1.69 8.0 21.6 24.0 64.8 32.0 86.4 52.0 138.5
4. i = 1.22 11.1 29.9 33.3 89.7 44.4 119.6 72.2 194.4
5. i = 1.00 13.5 36.5 40.5 109.5 54.0 146.0 87.8 237.5
6. i = 0.84 16.1 43.4 48.3 130.2 64.4 173.6 104.7 282.1

3.2 / 2003
léÉê~íáçå=çÑ=lÑÑJoç~Ç=cìåÅíáçå=Eqê~åëãáëëáçåJëéÉÅáÑáÅF= = `~óÉååÉ
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 arrow, it shifts into Low Range (off-road
operation). All gears move into a low ratio of i = 2.69 and the display (B)
on the toggle switch illuminates. Pushing it again in the direction of the
arrow causes the center differential to engage 100%. There is no speed
differential between the front and rear axles. The displays (B and C)
illuminate. Pushing it further in the direction of the arrow causes the rear
3_03_03
differential to engage 100%. There is no longer a speed differential
between the two rear wheels either. The displays (B, C and D) illuminate.

cardiagn.com
Shifting from High Range into Low
Range or from Low Range into High
Range must only be carried out with
the vehicle stationary, the brake
applied and the selector lever in
position “N.”

3_04_03 3_05_03

1. Selecting 2. Selecting
Creeper gear Creeper gear,
(Low Range) plus front-rear differential
lock

3. 3. Selecting
Creeper gear,
plus front-rear differential
lock, plus rear-axle
differential lock

3_06_03

3.3 / 2003=
`~óÉååÉ= w=QULMM=qê~åëÑÉê=`~ëÉ= = =

dÉåÉê~ä=

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.

láä=`~é~Åáíó=

The transfer case is filled with about 0.85 liter (.9 qt) of Petro Canada

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Auto Track II (blue oil).
The change interval is 240,000 km (150,000 miles).

qê~åëÑÉê=`~ëÉ=léÉê~íáçå=ïáíÜ=oÉÇìÅíáçå=dÉ~ê=~åÇ=aáÑÑÉêÉåíá~ä=içÅâ=
1 – Differential

2 – Planetary gear for Low Range

3 – Input shaft

4 – Shift fork

5 – Shift rod

6 – Output shaft to the front axle

7 – Output flange to rear axle

8 – Electric motor (for differential

and High/Low Range switching

9 – Contoured disc

10 – Lever for differential lock

11 – Oil pump

12 – Drive chain to front final drive

via sprocket

13 – Outer disc pack carrier

(link to front axle)
3_01_03
14 – Inner disc pack carrier
(link to rear axle)

3.4 / 2003
cìåÅíáçå=çÑ=Nëí=^Åíì~íáçå= = = `~óÉååÉ
Moving the switch on the center console once in the direction of “Off
road” activates the electric motor (8) and the disk (9) is rotated. This
moves the shift rod (5) and the shift fork (4) attached to the disk. This
motion engages the planetary gear set for Low Range operation (2).

Shift rod with shift fork

Contoured disc 3_07_03

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3_08_03

Simultaneously the display “Reduction On” in the instrument cluster

comes on.

Torque is delivered to the transfer case through the input shaft (3).
The input and output shafts are connected to the planetary gear sets.
In High Range operation, torque distribution and transmission takes place
through the differential (1). In Low Range operation the planetary gear set
(2) is engaged, which retains torque distribution and affects a shift into
the Low ratio. Independently of which planetary gear set is engaged,
output is always over the sun gear, the sprocket (12) connected to it, the
output flange (7) to the rear axle and the chain (12) to the output flange
(6) for the front axle.

3.5 / 2003=
`~óÉååÉ= Torque flow when both axles are transmitting fully (distribution 38/62)

A – Engine torque (100%)

B – Output torque to rear axle

(62%)

C – Output torque to front axle

(38%)

3_11_03

cardiagn.com
Torque distribution with slip at the rear axle

A – Engine torque (100%)

B – Output torque to rear axle

(depending on the locking
factor)

C – Output torque to front axle

(depending on the locking
factor)

3_12_03

Using sensors, the active electronic system continuously measures

traction at the wheels, as well as vehicle speed, lateral acceleration,
steering angle and operation of the accelerator pedal. From this, the
system automatically calculates the optimal degree of locking for the
differentials at the drive axles.
In this way, more power is applied at the front or rear wheels, depending
on the driving situation.

3.6 / 2003
If, for example, a difference in speed is detected between front and rear `~óÉååÉ
axles through the wheel speed sensors (both in High Range and in Low
Range), the electric motor (8) is activated and the curved disk is rotated.
The disk presses on the lever (10) with a cam and the lever compresses
the clutch disc pack (15). Engine torque is now transferred to the axle
which can transmit torque.

cìåÅíáçå=çÑ=OåÇ=^Åíì~íáçå=

If the switch on the center console is moved a second time in the “Off-
Road” direction, the electric motor is activated permanently and the
clutch disc pack is fully compressed. The 100% locking action ensures
that there is no difference in speed between the front and rear axles.
The display in the instrument cluster shows “Center Differential Lock On.”

cardiagn.com
iìÄêáÅ~íáçå=

To ensure adequate lubrication of the flange shaft, lubricant is fed into

the shaft through the oil pump (1) and distributed to the appropriate
See description in the “Rear Axle
components through cross drillings.
Final Drive” section
The oil pump is driven through the transmission output shaft.

e=QULMM=ìåÇ=e=QULRM=oÉ~ê=cáå~ä=aêáîÉ=

dÉåÉê~ä=

Like the front final drive, the rear final drive comes standard without a
mechanical differential lock. However, the optional “Advanced Off-Road
Package” contains an electronically controlled rear axle differential lock.
The H 48/00 rear axle has a final drive ratio of 4.1 and is installed in the
Cayenne S, the H 48/50 has a final drive ratio of 3.7 and is for the
Cayenne Turbo.
The rear axle is attached to the rear axle subframe via three rubber
mounts.

3.7 / 2003=
`~óÉååÉ= láä=cáää=`~é~ÅáíáÉë=

The rear axle without differential lock is filled with approximately 1.25
liters (1.3 qt)of SAF PD (SAF AG4).
The rear axle with differential lock is filled with approximately 1.6 liters
(1.7 qt) of SAF Carbon (SAF AG4).
The change interval is 240,000 km (150,000).

oÉ~ê=cáå~ä=aêáîÉ=EïáíÜ=^Çî~åÅÉÇ=lÑÑ=oç~Ç=m~Åâ~ÖÉF= = =

cardiagn.com
3_02_03

Comparable to the control logic of the front-rear differential 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.

3.8 / 2003
cìåÅíáçå=çÑ=íÜÉ=PêÇ=^Åíì~íáçå=EqçÖÖäÉ=pïáíÅÜF= = = `~óÉååÉ
By moving the toggle switch on the center console forward three times,
the differential lock is fully closed and no speed difference between the
rear wheels is possible.
“Rear Differential Lock On” is displayed briefly in the instrument cluster.

s=QULMM=ìåÇ=s=QULRM=cêçåí=cáå~ä=aêáîÉ= = =

dÉåÉê~ä=

The Porsche Cayenne models are 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 see
section 4). The negative effects of a mechanical differential lock, such as
increased weight, and limitations on steering and handling, can thus be

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avoided.

The V 48/00 front axle has a final drive ratio of 4.1 and is installed in the
Cayenne S, the V 48/50 has a final drive ratio of 3.7 and is for the
Cayenne Turbo.

láä=cáää=`~é~Åáíó=

The front axle is filled with approximately 1.0 liter (1 qt) of SAF PD (SAF
AG4).

The change interval is 240,000 km (150,000).

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.

3.9 / 2003=
`~óÉååÉ= P====qê~åëãáëëáçå=

j~åì~ä=qê~åëãáëëáçåI=dÉåÉê~ä=

Two different transmissions are available for the Cayenne for world
production. At the time of print only the six speed Tiptronic is available in
North America.

A six-speed Tiptronic is standard equipment on the Cayenne S and

Cayenne Turbo in North America.

These transmissions have been developed from new and address specific
off-road requirements, in particular:

• The transfer case is bolted directly to the manual or Tiptronic

transmission.

• The electronic front-rear differential, which is standard on all models,

distributes power variably to the front and rear axles, in a basic
ratio of 38% to 62%

cardiagn.com
• An integral reduction gear in the transfer case is standard on all
models.

• Power is transmitted from the transfer case over the front driveshaft
to the front axle without a mechanical differential lock.

• An electronically controlled rear axle differential lock is included in

the optional “Advanced Off-Road Equipment Package” (Not available
at time of print in North America).

3_15_03

3.10 / 2003
^=QU=qáéíêçåáÅ=qê~åëãáëëáçå= = = `~óÉååÉ
The Tiptronic with six speeds was developed to handle the high torque
and power requirements. On the Cayenne S, this transmission (A 48/00)
is standard in North America.
On the Cayenne Turbo the Tiptronic transmission (A48/50) is used The operation of the Tiptronic

exclusively. transmission is described in this

Both types of Tiptronic transmission are identical in operation, just section. The operation of the

matched to the particular torque and the engine characteristics. transfer case, the front and rear axle
final drives is described in the
Manual Transmission section.

a~í~=eáÖÜäáÖÜíë=Ñçê=íÜÉ=^=QULMM=qáéíêçåáÅ=qê~åëãáëëáçå=

Automatic six-speed transmission with Tiptronic functions.

Number of speeds: 6 forward, 1 reverse

Total weight: approx. 97 kg (214 lbs) with converter and fluid

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Ratios: 1. Gear i = 4.148 4. Gear i = 1.155
2. Gear i = 2.370 5. Gear i = 0.859
3. Gear i = 1.556 6. Gear i = 0.686
Final drive ratio: i = 4.100
Reduction gear: i = 2.690

Capacities:

Refill: approx. 9.0 liters (9.5 qt) JWS 3309 (ESSO)

Change capacity: approx. 8.5 liters (9 qt) at

240,000 km (150,000)

3_16_03

3.11 / 2003=
`~óÉååÉ=
a~í~=eáÖÜäáÖÜíë=Ñçê=íÜÉ=^=QULRM=qáéíêçåáÅ=qê~åëãáëëáçå= = =

Automatic six-speed transmission with Tiptronic functions.

Number of speeds: 6 forward, 1 reverse

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

Ratios: 1. Gear i = 4.148 4. Gear i = 1.155

2. Gear i = 2.370 5. Gear i = 0.859
3. Gear i = 1.556 6. Gear i = 0.686
Final drive ratio: i = 3.700
Reduction gear: i = 2.690

Capacities:

Refill: approx. 9.0 liters (9.5 qt) JWS 3309 (ESSO)

Change capacity: approx. 8.5 liters (9 qt) at

240,000 km (150,000)

cardiagn.com
3_17_03

3.12 / 2003
léÉê~íáçå=çÑ=mçêëÅÜÉ=qáéíêçåáÅ= = = `~óÉååÉ
As with the Tiptronic in the sports car, the Tiptronic in the Cayenne
vehicles has two shift gates.
In the right gate and with the selector lever in “D”, upshifts and
downshifts take place automatically. If the selector lever is placed in the
left gate (“M”), manual shifts can be made up or down with the selector
lever.Selector lever positions P – R – N – D are available.

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3 13 03

aáëéä~ó=Ñçê=pÉäÉÅíçê=iÉîÉê=mçëáíáçå=~åÇ=dÉ~ê=båÖ~ÖÉÇ=

With the engine running, the selector lever position and the gear engaged
are displayed.
The displays for the Cayenne S and the Cayenne Turbo are different.

3_10_03 3_09_03

Cayenne S Cayenne Turbo

3.13 / 2003=
`~óÉååÉ= aêáîáåÖ=áå=pÉäÉÅíçê=iÉîÉê=mçëáíáçå=“aÒ=~åÇ=eáÖÜ=o~åÖÉ= = =

If the selector lever is moved to position “D”, an intelligent driving

program runs. Stepless adaptation to driving style is carried out using the
following information.

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3_18_03

Variable Method of Measurement

Accelerator pedal position by potentiometer
(throttle valve)
Vehicle speed Output speed sensor
Vehicle longitudinal acceleration Change in output speed from sensor
Vehicle lateral acceleration Signal from lateral acceleration
sensor (PSM)
Engine speed Engine speed sensor (DME)

To carry out adaptation to the road profile, this additional information is needed:
Calculation of road resistance Comparison from specified/actual
acceleration
Altitude factor with the Turbo Pressure sensor
Altitude factor with aspirated engine Specified/actual comparison torque curve

3.14 / 2003
All outside information is put on the CAN bus and made available to the `~óÉååÉ
Tiptronic control module.
Based on this detailed information, the Tiptronic control module
determines the driver's present request and shifts to a suitable map.
Adaptation is carried out steplessly. In addition to driving style, the shift
program takes into consideration road resistance, changes in which are
particularly noticeable on grades and downhill sections, in its selection of
this adaptation. Since the volumetric efficiency of the engine drops with
increasing altitude, the control module creates an altitude factor and
always makes the best shift map available to the driver.

Besides stepless adaptation to the driver's request, from very comfortable

and economical to very sporty and performance-conscious, the Porsche
Tiptronic for the Cayenne has the following special functions:

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t~êãJìé=j~é=

Besides stepless adaptation of the characteristic curves for shifting, there

is an integrated warm-up map, which is activated below a coolant
temperature of 36ºC (97ºF). In the warm-up map, upshift points are
delayed until higher engine RPM is reached.
The transmission starts off in 1st gear and the converter lockup clutch is
opened.
As a result of this step, the engine and the catalytic converter reach their
operating temperatures as soon as possible.

^ÅíáîÉ=pÜáÑí=áåíç=íÜÉ=jçëí=péçêíáåÖ=j~é= = =

At each vehicle start the transmission control module is in the most

comfortable and economical shift map. To reach optimal acceleration, for
example during a passing maneuver, the rapid movement of the
accelerator pedal is detected through the potentiometer and the
transmission shifts into the lowest possible gear. If the driver clearly lets
up on the accelerator pedal, but remains in power mode, the control
module resumes the previous characteristic curve.

3.15 / 2003=
`~óÉååÉ= háÅâÇçïå= = =

If the accelerator pedal is depressed beyond the full-throttle point

(Kickdown), for example during a passing maneuver, the transmission
shifts into the lowest possible gear, depending on road speed, but the
shift map is retained.

mêÉîÉåíáåÖ=aÉÅÉäÉê~íáçå=réëÜáÑíëI=Ñçê=Éñ~ãéäÉI=ÄÉÑçêÉ=`ìêîÉë=

If the accelerator pedal is released suddenly, for example before a curve,

the currently activated gear is held.

açïåëÜáÑíáåÖ=ÇìêáåÖ=_ê~âáåÖ=

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If the brakes are applied, the transmission downshifts one or more gears,
depending on road speed and deceleration. The gear activated at the time
remains engaged until the driver accelerates again. This function makes it
possible to exploit the effects of engine braking and provide the best gear
when braking is complete. This also applies when descending hills.

lîÉêÜÉ~íáåÖ=mêçíÉÅíáçå=

If the ATF temperature exceeds a specific programmed value, overheating

protection is activated, i.e. in the first stage, the torque converter lockup
clutch is closed and the transmission shifts down into the lowest possible
gear. If the ATF temperature continues to rise, engine torque is reduced
in the second stage by closing the throttle valve.

eçäÇáåÖ=~=dÉ~ê=áå=`ìêîÉë= = =

Lateral acceleration is detected by the lateral accelerometer, which is

located on the center console and depending on the map and lateral
acceleration, the current gear is held.

3.16 / 2003
qçêèìÉ=oÉÇìÅíáçå= `~óÉååÉ
At each gear shift, ignition timing is adjusted briefly through the DME
control module to lower engine torque and thereby to obtain the best
shift.

^ìíçã~íáÅ==

During down shifts on deceleration, engine RPM is increased to a speed

which synchronizes with the intended gear. This provides extremely
sporty and quick downshifts.

pí~ÖÉÇ=réëÜáÑíë=

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Following a preceding active downshift, delayed upshift on deceleration,
brief manual override or holding a gear in curves and subsequent return
to the ”Normal program,” upshifts take place in stages.

eáääÜçäÇÉê=

With the vehicle stationary and the selector lever in “D” or “M,” the
Hillholder prevents the vehicle from rolling back on hills without using the
brakes.
The Hillholder makes restarting on hills easier.

Operation:

Due to its construction, the Tiptronic transmission in the Cayenne cannot

roll back in shifted 2nd and 3rd gear, since a shift element, the one-way
clutch acts against the transmission housing and the transmission is thus
locked in the reverse direction.
Since the vehicle normally starts off in 2nd gear, this design assists
starting on hills.

3.17 / 2003=
 `~óÉååÉ= When stopping, the vehicle always comes to rest in 2nd gear
automatically. Using the tap functions on the steering wheel and at the
selector lever, the driver has the option of selecting another gear than 2nd
gear for starting (1st or 3rd gear). If the transmission were tapped down
into 1st gear without applying the brakes, it would cancel the locking
function and the vehicle would roll back.
The Hillholder function detects, from the grade and the driver's power
requirement, whether the vehicle would roll back or not if it were
downshifted into 1st gear. If the vehicle would roll back, the tap-selected
1st gear is shown in the display, but the transmission remains in the
reverse-locked 2nd gear. Not until power at the wheels is great enough to
start on this grade in 1st gear does the downshift take place. Power and
the downward pull of the slope are in equilibrium, and when accelerator
pedal value increases, the vehicle starts on the grade in 1st gear.

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PORM=qçêèìÉ=`çåîÉêíÉê=

The converter lockup clutch (WK) is a device that eliminates the slip of
the converter and thus contributes to optimizing fuel consumption and a
sporty driving style. Control of the converter clutch is managed through a
The converter clutch is engaged solenoid that converts the pulse width-modulated current signal into
depending on torque, engine load matching pressure. This pressure is applied to a converter clutch control
and shift characteristic curve from spool valve. Depending on how high this pressure is, the converter clutch
2nd gear on. is

– applied
– switched off
– in closed loop operation

In the closed loop phase, a speed differential specified by the control

module is set between impeller and turbine, with the result that engine
vibrations are not passed through into the transmission. This
arrangement achieves optimum shift quality and noise reduction.

3.18 / 2003
j~åì~ä=lîÉêêáÇÉ=áå=pÉäÉÅíçê=iÉîÉê=mçëáíáçå=“aÒ= `~óÉååÉ
To permit manual shifting in the automatic gate as well, for example,

– before curves

– when entering built-up areas

– when descending hills

– selecting first gear for starting

the upshift and downshift buttons in the automatic gate are also active.
By pressing the appropriate button, the Tiptronic goes into the manual
program. The display “M” appears in the instrument cluster and the
requested shift is performed. Simultaneously, an 8-second timer is
started in the control module.
If the upshift or downshift button is pressed again within these 8 seconds,
the timer is restarted. Timer rundown is interrupted on deceleration,
when driving through curves above the lateral acceleration threshold (hold
gear) and then extended by the time it was interrupted. After the timer

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runs down, Tiptronic switches back into automatic mode by itself (the
display “D” appears in the instrument cluster).
It immediately exits automatic mode upon Kickdown.

3.19 / 2003=
`~óÉååÉ= aêáîáåÖ=ïáíÜ=pÉäÉÅíçê=iÉîÉê=áå=mçëáíáçå=“aÒ=~åÇ=içï=o~åÖÉ= =

cardiagn.com
3_19_03

If the transmission is shifted to Low Range, the priorities in the

transmission control module change. The transmission is now set up for
optimal controllability in terrain. The shift maps no longer adapt to the
driver, but to the terrain. The vehicle now starts in 1st gear, instead of in
2nd.

aêáîáåÖ=áå=íÜÉ=j~åì~ä=mêçÖê~ã=

If the selector lever is pushed to the left from position “D,” the currently
engaged gear is shifted. Now upshifts and downshifts can be initiated by
pressing the selector buttons on the steering wheel or at the selector
lever.

Manually operated upshifts and downshifts are monitored by the Tiptronic

control module and not accepted above or below threshold RPMs. To
prevent any possible mistake when driving in terrain, shift operations in
“Low Range” can only be initiated through the tap function at the selector
lever.

3.20 / 2003
oÉëíêáÅíÉÇ=aêáîáåÖ=mêçÖê~ã= = = `~óÉååÉ
Should an electronic failure occur with the Tiptronic drive system, a
specific, restricted driving program is activated through the Tiptronic
control module, depending on the type of fault.

With faults that necessitate hydraulic emergency mode, this has the
following effect:

On the Cayenne Turbo, all gear displays illuminate in the instrument

cluster.

On the Cayenne S instead of the current gear display, an X illuminates in

multi-function display in the instrument cluster.

Depending on road speed, either 3rd or 5th gear is engaged. Following a

restart – assuming the failure is still present – 3rd gear is engaged.

Modulation pressure and shift pressure rise to the maximum value.

The torque converter lockup clutch is switched off.

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Push Starting

It is not possible to push start the vehicle.

Towing

With the engine OFF, adequate lubrication of the transmission cannot be

ensured. So the following points must be observed:

• The vehicle must be transported on a trailer or rollback tow

truck.

• Towing with the front or rear axle lifted is not permitted because
of the all-wheel drive.

3.21 / 2003=
`~óÉååÉ= qáéíêçåáÅ=`çåíêçä=jçÇìäÉ= = =

The 52-pin transmission control module is located under the right seat.

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3_20_03

hÉóäçÅâI=pÜáÑíäçÅâ=

Like the Tiptronic in the Porsche Boxster and 911 Carrera models, this
transmission also has Keylock and Shiftlock. To eliminate possible
mistakes from the very start, the selector lever can only be moved out of
the “P” or “N” position if the brake is depressed simultaneously
(Shiftlock). The ignition key can only be removed if the selector lever was
moved to Position “P” (Keylock).

^qc=`ççäáåÖ=

An ATF radiator mounted at the front of the vehicle cools the Tiptronic S.
The cooling system matched to the requirements in the Cayenne (vehicle
weight, high load capacity, off-road capability). A thermostat regulates oil
flow. The thermostat starts to open at 85ºC (185ºF) and it is completely
open at 100ºC (212ºF).

3.22 / 2003
Q= pìëéÉåëáçå= `~óÉååÉ

q~ÄäÉ=çÑ=`çåíÉåíë=
dÉåÉê~ä=

Different demands were made for development in the Cayenne S and General 1
Cayenne Turbo, such as sporty driving characteristics, operation in
Front Axle 4
difficult terrain as well as total suitability for everyday use combined with
the greatest safety. By tuning individual systems such as axles, steering, Cayenne S Strut 8
tires, aerodynamics and drive train layout to the complete vehicle,
extremely good driving characteristics in on-road and off-road operation Cayenne Turbo Strut
(optional for Cayenne S) 8
were achieved.

Steering 9

Rear Axle 14

Cayenne S Strut (steel spring) 18

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Cayenne Strut (air spring)
(optional for Cayenne S) 18

Pneumatic Suspension
for Cayenne Turbo
(optional for Cayenne S) 19

Output Signals and Their Function 27

Special Functions of Level Control 38

Diagnosis 44

Wheels/Tires 45

4_05_03
Low Tire Pressure Warning
System (RDK) 50

These are the technology packages involved:

Brakes/Brake System 58
• Independent suspension with steel springs using a wide-base double
control arm front axle and a multi-link rear axle (standard on Cayenne Porsche Stability Management (PSM)
S) 67
• Level control system with fully load-bearing air springs at both axles
and electronically controlled shock absorbers (standard on Cayenne Diagnosis 76
Turbo, optional on Cayenne S)

• Tubular stabilizer bars at front and rear axles or hydraulically

decouplable off-road stabilizer bars (optional for all Cayenne models
as part of Porsche Traction Management Plus). PTM Plus is not
available for sale in North America at the time of print.

4.1/ 2003=
`~óÉååÉ= • Rack and pinion steering with hydraulic assist, or speed-dependent
Servotronic power steering assist (optional)

• Comprehensive range of wheels and tires from 18" to 20", high-

performance summer tires, winter tires, all-season tires and all-
terrain tires

• Low tire pressure warning system RDK (optional)

• Service brakes matched to driving dynamics

• Porsche Stability Management (PSM)

• Porsche Traction Management (PTM) or optional Advanced Off-Road-

Equipment Package with PTM Plus

Summary of Transmission/Suspension Systems

System/Description Package as received

PTM • Permanent all-wheel drive 38/62%
Porsche Traction Management
• Electronically controlled front-rear
differential

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• Reduction gear

PTM Plus • In addition to what is included in

PTM:

• Electronically controlled rear axle

differential lock
PSM • ABS anti-lock brake system
Porsche Stability Management
• ABD automatic brake differential

• ASR automatic traction control

• EBV electronic brake force

distribution

• MSR engine drag torque control

• FDR handling dynamics control

Advanced Off-Road-Equipment • PTM Plus package

Package • Rocker protection with integral
skidpad

• Undercoating

• Headlamp cleaning

• Two tow loops

Pneumatic Suspension • Fully load-bearing air struts with
with level control and ride height integral shock absorbers

adjustment • Air supply with reservoir and sensor

system
PASM • Pneumatic suspension
Porsche Active Suspension
• Shock absorbers with damping force
Management continuously adapted to the situation
with three settings (Comfort,
Normal, Sport)

4.2 / 2003
Systems on the Cayenne S and the Cayenne Turbo `~óÉååÉ

System Cayenne S Cayenne Turbo

Steel springs Standard —
Air springs with level control Optional Standard
and ride height adjustment
PASM Optional in Standard
conjunction
with pneumatic
suspension

PTM Standard Standard

PTM Plus Optional Optional

PSM Standard Standard
RDK Optional Optional
Servotronic Optional Optional
Mechanically adjustable Standard

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—
steering column
Electrically adjustable steering Optional Standard
column

4.3/ 2003=
`~óÉååÉ= =QMMN= cêçåí=^ñäÉ= = =

The front axle newly developed for the Cayenne is known as a “Wide-Base
Double Control Arm Axle” with a subframe. The wide base between the
upper and lower control arm allow bearing forces to be kept low. This
ensures precise wheel control.

The subframe is flexibly mounted to the body through large-capacity

rubber mounts and locates the front axle differential, the steering gear,
the stabilizer bar and the lower control arm. This arrangement provides
ample ground clearance (steel springs 193 mm, air springs raised 248
mm DIN empty) and good off-road capability.

cardiagn.com
Cayenne S

4_21_03

Cayenne Turbo

4_22_03

4.4 / 2003
Technical Data – Front Axle `~óÉååÉ

Cayenne S Cayenne Turbo

Springs Strut with steel spring Strut with air spring

and internal shock and internal shock
absorber absorber
Spring rate 83 N/mm variable
Spring wire diameter 15.67 mm —
Coil diameter 118 mm —
Number of coils 15.67 —
Spring travel 104/116 102/118
jounce/rebound
Ground clearance 193 mm 158 to 248 mm
DIN empty
Stabilizer bar diameter 38.0 x 5.4 mm 37.0 x 5.2 mm
Shock absorber Double-acting, Double-acting,

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hydraulic gas-pressure, hydraulic gas-pressure,
twin-tube shock twin-tube shock
absorber absorbers with CDC (3-
This technical data is only intended
stage damper
to be an overview. Since they can
adjustment)
change in the course of the model
Toe + 0° 05' ± 0° 05' + 0° 10'± 0° 05' year, the data published in the
Camber + 0° 00'± 0° 20' + 0° 10'± 0° 30' Technical Manual are always

Caster binding.
+ 8° 35'± 0° 30' + 8° 35'± 0° 30'
Negative steering roll – 1 mm (with base – 1 mm (with base
radius wheel)* wheel)*
Dynamic front toe-in – 4.3' per 10 mm – 4.3' per 10 mm
change jounce travel** jounce travel**

* depending on the tires, negative steering radius can be larger or

smaller.

** from normal position, progressively increasing or decreasing.

4.5/ 2003=
`~óÉååÉ= pìÄÑê~ãÉ= = =

The high-strength steel subframe locates the following components:

– lower control arm, front axle differential, stabilizer bar mounts and
the rubber mounts to the body.

– at the pickup points for the lower control arm supports (arrow) are
attachments for the camber and caster adjustment cams.

The rubber mounts can be replaced

if necessary. Pay attention to the
installation position when installing
them.

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4_23_03

QMNT= `çåíêçä=^êã=

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.

4.6 / 2003

4_24_03
To save weight the upper control arm is made of aluminum. It is attached `~óÉååÉ
to the body by means of a mounting bracket into which the strut bearing
is also threaded.

The control arms must be tightened

down in a specific installation
position.

4_25_03

QMRM= píÉÉêáåÖ=håìÅâäÉ= = =

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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.

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 installation, make sure that
the magnetic side points to the ABS
sensor.

4_26_03

4.7/ 2003=
`~óÉååÉ= QMUR= `~óÉååÉ=p=píêìí= = =

The strut consists of a twin-tube, gas-pressure shock absorber with a

strut fork, a steel spring, a lower spring plate with spacer and the strut
bearing. The upper strut bearing is set in a mounting bracket, which is
bolted to the body. Due to tolerances, the springs are marked with a
colored dot. Spacers (A) are inserted according to this identification.

4_27_03

QMUR= `~óÉååÉ=qìêÄç=píêìí=Eçéíáçå~ä=Ñçê=`~óÉååÉ=pF=

The strut consists of a fully load-bearing air strut with strut fork and
integral twin-tube shock absorber with continuous damping force control.
The upper strut bearing is set in a mounting bracket, which is bolted to

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the body.

4_28_03

QMTT= pí~ÄáäáòÉê=_~ê=

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 benefits of this construction are:

• good transmission ratio, low tendency to roll

• low noise transmission

4_29_03 • contamination-resistant

4.8 / 2003
QUVM= píÉÉêáåÖ= = = `~óÉååÉ
The steering layout is identical for all Cayenne models.

As in all Porsche models, standard rack and pinion steering with

hydraulic assist is also used in the Cayenne. The 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 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.

The steel tie rods are bolted to the rack through flexible elements in the
axial couplings.

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4_30_03

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.

4_01_03

4.9/ 2003=
`~óÉååÉ=
QUVU= mçïÉê=píÉÉêáåÖ=póëíÉã= = =

The power steering pump (2) is mounted at the front left of the engine
and is driven by a polyrib belt (i = 1.13). The expansion tank (4) is on the
left in the engine compartment. The system is filled with Pentosin. A
radiator (3) is located in front of the condenser to cool the Pentosin. The
power steering pump pulls the Pentosin from the expansion tank and
sends it under pressure to the valve unit (1) on the steering. Then it flows
back depressurized through the radiator (3) into the expansion tank.

1 – Steering gear with valve

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housing

2 – Power steering pump

3 – Radiator

4 – Expansion tank

4_46_03

=pÉêîçíêçåáÅ=Eçéíáçå~ä=Ñçê=~ää=ãçÇÉäë=ÉñÅÉéí=`~óÉååÉ=qìêÄç=rp^F=

Servotronic is vehicle speed-dependent power-assisted steering. It

provides low steering effort (high assist) when 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.

4_31p_03

4.10 / 2003
Operation `~óÉååÉ
The Servotronic control module, which is located on the relay carrier
under the instrument panel, receives information from the PSM control
module about road speed, evaluates it s and converts it into a controlled
current which activates the electro-hydraulic converter. On the basis of
this variable, the converter, which is mounted directly to the valve
housing, determines the hydraulic feedback at the rotary slide valve and
thus the effort at the steering wheel. The speed-dependent nature of the
steering assist means that minimal effort is required for steering when
stationary and at low speeds, for example entering and leaving a parking
place. Since the hydraulic feedback rises in proportion to speed, effort at
the steering wheel becomes higher with increasing speed. The driver has
particularly good contact to the road surface at higher speeds and can
steer more precisely and accurately.

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Safety

The steering remains fully functional in the event of possible electrical

malfunction. If the power supply fails, the converter valve switches to
maximum open that means maximum hydraulic feedback or “Fast Driving
Characteristic Curve.”
When the speed signal is lost while driving, a constant control current is
derived from the last recognized speed signal and retained until the
vehicle is parked.
The next time the engine is started, maximum hydraulic feedback is built
up again in accordance with the “Fast Driving Characteristic Curve.”
module

system

Klemme 15A
Terminal 15A,Sicherung
fuse F49 Signal Wandler
converter
Servotronic

Ventilgehäuse
Valve housing
Servotronic
Servotronic
Wandler

Hydraulik
converter

Hydraulic
control

Terminal 31
Klemme Signal
Signalconverter
Wandler
Steuergerät
Servotronic

Geschwindigkeit
Speed left rear from
hinten
the
links control module
PSM

4.11/ 2003=
`~óÉååÉ= QUNR= jÉÅÜ~åáÅ~ääó=^Çàìëí~ÄäÉ=píÉÉêáåÖ=`çäìãå= = =

The Cayenne S has a standard mechanically adjustable steering column.

An electrically adjustable steering column is optionally available, but only
in conjunction with the comfort seating system and expanded seat
memory. The steering wheel is length-adjustable over a range of 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.
A locking lever is mounted under the steering column on the right. If it is
pushed down, the steering column unlocks.

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4_81_03

4_77_03

4.12 / 2003
QUNR= bäÉÅíêáÅ~ääó=^Çàìëí~ÄäÉ=píÉÉêáåÖ=`çäìãå== = `~óÉååÉ
The Cayenne Turbo receives a standard electrically adjustable steering
column.
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 instrument 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 automatically into the stored position.
The adjustment itself is carried out by means of a control switch, which is
mounted to the right of the steering column.

cardiagn.com
4_82_03

4_76_03

4.13/ 2003=
`~óÉååÉ=
QOMN= oÉ~ê=^ñäÉ= = =

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 characteristics 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.

cardiagn.com
Cayenne S

4_33_03

Cayenne Turbo

4_34_03

4.14 / 2003
Technical Data – Rear Axle `~óÉååÉ

Cayenne S Cayenne Turbo

Springs Strut with steel Strut with air spring

spring and internal and internal shock
shock absorber absorber
Spring rate 67 N/mm variable
Spring wire diameter 14.65 mm —
Coil diameter 117 mm —
Number of coils 7.6 —
Spring travel 135/98 124/125
jounce/rebound
Ground clearance DIN empty 193 mm 158 to 248 mm
Stabilizer bar diameter 25.0 x 4.0 mm 25.6 x 4.4 mm
Shock absorber Double-acting, Double-acting,

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hydraulic gas- hydraulic gas-
pressure, twin-tube pressure, twin-tube
shock absorber shock absorbers with
CDC (3-stage damper
adjustment)

Toe + 0° 10' ± 0° 05' + 0° 10'± 0° 05'

Camber – 1° 20'± 0° 20' 0° 20'± 0° 20'

Kinetic toe change – 1,4' pro 10 mm – 1,4' pro 10 mm

jounce travel jounce travel

Kinetic camber change – 9' pro 10 mm – 9' pro 10 mm

jounce travel jounce travel

4.15/ 2003=
`~óÉååÉ= pìÄÑê~ãÉ= = =

The high-strength steel subframe locates the following components:

The upper and lower control arms, upper strut bearing, rear axle
differential, stabilizer bar bushing and the rubber mounts to the body.
Supports (arrow) are attached at the pickup points for the lower control
arms for the camber and toe cams.
The rubber bushings can be replaced. Pay attention to the installation
position when installing them.

The rubber bushings can be

replaced. Pay attention to the
installation position when installing
them.

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4_35_03

QONN= `çåíêçä=^êã=

For production reasons the lower control arms are made of sheet steel.
Camber adjustment is carried out at cam (A) and toe is adjusted at cam
(B).

4_36_03

4.16 / 2003
The protected upper plane of the arm consists of light aluminum forgings. `~óÉååÉ

The control arms must be tightened

down in a specific installation
position.

4_37_03

cardiagn.com
QORO= píÉÉêáåÖ=håìÅâäÉ=

The cast iron steering knuckle locates the wheel bearing, the wheel speed
sensor, the brake caliper, the parking brake, the pivot points for the cross
member and the pivot point for the tie rod.

Since the speed signal is taken from

the magnet-equipped radial seal ring
for the wheel bearing, the bearing
must not come into contact with
highly magnetized parts. During
installation, make sure that the
magnetic side points to the ABS
sensor.

4_38_03

4.17/ 2003=
`~óÉååÉ= QOTN= `~óÉååÉ=p=píêìí=EëíÉÉä=ëéêáåÖF= = =

The strut consists of a twin-tube, gas-pressure shock absorber with a

strut fork, a steel spring, the lower spring plate with spacer and the strut
bearing. Due to tolerances, the springs are marked with a colored dot.
Spacers are installed according to this identification.

The inclined position of the struts requires a pivotable mount at the upper
support bearing. An aluminum die-cast rocker with a twistable mount,
which is bolted into the upper control arm, performs this task.

4_39_03

`~óÉååÉ=qìêÄç=píêìí=E~áê=ëéêáåÖF=Eçéíáçå~ä=Ñçê=`~óÉååÉ=pF=

The strut consists of a fully load-bearing air strut with strut fork and
integral twin-tube, gas-pressure shock absorber.

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4_41_03

QOVM= pí~ÄáäáòÉê=_~ê=

The weight-optimized, high-strength tubular steel stabilizer bar is

mounted to the subframe and connected directly to the struts by links
(A).

The left and right link bars are

different.

4_41_03

4.18 / 2003
måÉìã~íáÅ=pìëéÉåëáçå=Ñçê=`~óÉååÉ=qìêÄç=Eçéíáçå~ä=Ñçê=`~óÉååÉ=pF `~óÉååÉ
= =

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

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4_42a_03

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 conditions 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 determined by a
control module and provided from an air supply consisting of a
compressor, a solenoid valve body and two reservoirs.

4.19/ 2003=
`~óÉååÉ= The six following ride heights are possible with pneumatic suspension:

• Normal level
The vehicle is adjusted to a ground clearance of approximately 217
mm (DIN empty weight).

• Loading level
(for easier vehicle loading.)
The vehicle is dropped to its lowest possible position, approximately
60 mm below the normal level. Loading level can only be selected
manually with the vehicle stationary. If the vehicle is moving at a
speed greater than 5 km/h, an automatic change to Normal level is
made.

• Low level
At a speed of 125 km/h, the vehicle is lowered approximately 27 mm
below the Normal level (Low level). If speed drops below 40 km/h,
Normal level is resumed. Low level can be selected manually at any
time.

• Special Low level

The Special Low level cannot be Above approximately 210 km/h, the vehicle is lowered by another 10
mm (Special Low level). When speed drops below approximately 170
selected manually. It is also not
km/h, Low level is resumed.
shown in the
• Off-Road level

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multi-function display. (increased ground clearance for difficult conditions.)
The vehicle is raised to a ground clearance of approximately 243 mm
(26 mm above Normal level). Off-Road level can only be selected
manually at speeds below 80 km/h. If a speed in excess of 80 km/h
is reached, the system automatically adjusts to Normal level. If the
vehicle is in “Low Range” mode, it is possible to remain in Off-Road
level up to 100 km/h.

• Special Off-Road level

(normal ground clearance under the most difficult conditions.)
The vehicle is raised by 56 mm compared with the Normal level to a
ground clearance of approximately 273 mm. The Special Off-Road
level is linked to the off-road gearing of the transmission. It can only
be selected when speed is below 30 km/h. If the vehicle is in Special
Off-Road level, an automatic switch to Off-Road level is made if a
speed of approximately 30 km/h is exceeded or “Low Range” mode is
deactivated.

Manual shifting of the individual levels is carried out by a toggle switch in

the center console. The desired level is selected by moving the toggle
forward or back. The currently selected level is displayed in the
instrument cluster (multi-function display) and next to the toggle.

After an engine restart, the system adjusts to the level last selected.

4.20 / 2003
Construction/Components `~óÉååÉ

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

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12 – Tire inflation connection
with reed contact

F1, F2 – Air struts, front axle

F3, F4 – Air struts, rear axle

4_20_03

Control module for level control

The control module is located in the right rear of the trunk, it:

– controls of the pneumatic suspension

– controls control of damping force regulation

– monitors the entire system

– diagnoses the entire system

– communicates over CAN

4.21/ 2003=
`~óÉååÉ= Inputs Outputs

Terminal 30 Warning lamp

Terminal 31 LED toggle switch

Terminal 15 CAN

Engine speed Sensor feed

via
Vehicle speed CAN

Terminal 50

Brake signal

Transmission Low Range

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Headlamp vertical-

aim adjustment

Height sensor 1

Height sensor 2 Control module

Height sensor 3 Compressor

relay

Height sensor 4 Bleed valve

Doors Control valve 1

Toggle switch Control valve 2

Reed contact tire inflation Control

valve 3

Pressure sensor Control valve 4

Temperature sensor Pressure

reservoir valve

Wheel accelerometer 1 Shock absorber

valve FL

Wheel accelerometer 2 Shock absorber

valve FR

Body accelerometer 1 Shock absorber

valve RR

Body accelerometer 2 Shock absorber

LR

Body accelerometer 3

4.22 / 2003
 `~óÉååÉ
fåéìí=páÖå~äë=~åÇ=qÜÉáê=cìåÅíáçå= = =

Terminals 30 und 31 provide permanent energy supply

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.

fåÑçêã~íáçå=~Äçìí=`^k=

Engine load or idle, respectively, is recognized from the Engine speed

signal.
The compressor is either switched on or switched off, depending on this

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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 starting, no
adjustment is carried out while starting (Terminal 50).

The Brake signal is used for damping regulation to prevent vehicle dive
under braking. Shock absorber firmness is adjusted accordingly.

If the vehicle is in Low Range, it is raised to Off-Road level and lowered

again to Normal level at a speed of approximately 100 km/h.

eÉáÖÜí=pÉåëçêë=

The level of the vehicle, or the distance between the body and the axles, is
measured with four height sensors. A sensor is mounted at each wheel,
between the upper control arm and the bodywork. Level changes are
detected from the kinematics of the link bars and converted into changes
in angle. This information is made available to the control module
through a PWM signal proportional to the angle.

4.23/ 2003=
`~óÉååÉ= `çåëíêìÅíáçå=~åÇ=léÉê~íáçå= = =

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, the inductance
in the receiver coil is of varying strength.
The evaluation electronics converts the output voltage from the receiver
coils Into matching PWM signals and makes them available to the control
module.

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1 – Actuating lever

2 – Rotor

3 – PCB contact

4 – Stator

5 – Control/Evaluation electronics

4_13_03

aççêëLq~áäÖ~íÉ=

To prevent damage, no adjustment This is a ground signal from the door control module. It signals that a
is initiated, or active adjustments door or the tailgate is being opened and serves:
are stopped, whenever (also while – as a wake-up for the transition from Sleep mode to Active mode.
driving)
– to interrupt a level adjustment when doors are open. If only the
a door or the tailgate is opened.
tailgate is open, adjustments can take place when loading or
When the door/tailgate is closed,
unloading.
the system activates itself again
automatically after a 10-second
delay.

4.24 / 2003
qçÖÖäÉ=ëïáíÅÜ= = = `~óÉååÉ
Moving the toggle switch (A) up or down selects the next available height.
The LED (on the right next to the switch) for the level selected flashes
during the adjusting action. It stays on permanently after the adjustment.

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E31_033

mêÉëëìêÉ=ëÉåëçê=

The pressure sensor (16) is used to monitor pressure in the system and is
integrated with the valve body. Information about air pressure is needed
for a plausibility check of control functions and for diagnosis.
Measurements of individual pressures are made during the bleeding or
filling of the air springs or of the pressure reservoir.

V – Valve body

D1 – Pressure reservoir 1

D2 – Pressure reservoir 2

11 – Pressure reservoir valve

12 – Control valve

17 – Air strut

4_14a_03

4.25/ 2003=
`~óÉååÉ= qÉãéÉê~íìêÉ=pÉåëçê= = =

A temperature sensor is mounted on the compressor to ensure the air

supply under all climatic and driving conditions. It is an NTC resistor.
Above a maximum permissible compressor temperature (> 100ºC), the
control module switches the compressor off, or prevents it from being
switched on.

tÜÉÉä=~åÇ=_çÇó=^ÅÅÉäÉêçãÉíÉê=

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 wheel acceleration, and
additionally the movement of the body is identified through the sensors
distributed in the vehicle. From this, the damping force of the individual

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shock absorbers is calculated and adjusted in the shock absorber itself
(for a description see section on Shock Absorber Control).

4_78_03

qáêÉ=fåÑä~íáçå=`çååÉÅíáçå=

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
opened and compressed air is available for inflating the spare tire. At
every drop in pressure in the line, the compressor is switched on again.

4.26 / 2003
lìíéìí=páÖå~äë=~åÇ=qÜÉáê=cìåÅíáçå= = = `~óÉååÉ

`çãéêÉëëçê=oÉä~ó=

The relay mounted on relay carrier 2 switches the compressor over

ground potential. Switching is speed, voltage or engine speed-dependent.
This supply strategy ensures quiet system operation and conserves the
capacity of the vehicle battery (see section Compressor Unit).

_äÉÉÇ=s~äîÉ=

To lower the vehicle, the bleed valve on the compressor is activated with a
ground signal and thereby opened (see description under Compressor
Unit).

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`çåíêçä=s~äîÉë=

To raise or lower the vehicle, the valves are switched individually, or by

the axle, by the control module.

4.27/ 2003=
`~óÉååÉ= mêÉëëìêÉ=oÉëÉêîçáê=s~äîÉ= = =

The pressure reservoir valve is located in the valve body (V). It is opened
for the following functions:

• Filling the pressure reservoir

• Compressed air supply for raising the vehicle

• Measuring air pressure in the pressure reservoir

V – Valve body

D1 – Pressure reservoir 1

D2 – Pressure reservoir 2

11 – Pressure reservoir valve

12 – Control valve

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17 – Air strut

4_14a_03

sÉêíáÅ~ä=^áã=^ÇàìëíãÉåí=

Information about vehicle level is transmitted directly to the headlamp

unit for vertical aim adjustment.

^áê=pìééäó=råáí=

The air supply unit is mounted on the vehicle floor in the area of the right
front seat on a bracket insulated from vibration.
A plastic cover protects it from contamination.
Air is supplied to the compressor from the engine air filter. Air is taken in
through the filter, cleaned and also vented through it.

4_69_03

4.28 / 2003
A temperature sensor protects the compressor against overheating and `~óÉååÉ
ensures the availability of air supply for the pneumatic suspension under
all climatic and driving conditions.

The air supply unit consists of:

1 – Compressor unit with electric motor and air drier

2 – Solenoid body with the control valves and pressure sensor

`çãéêÉëëçê= = =
4_69_03

A single-stage reciprocating compressor with integral air drier generates

compressed air.
To prevent contamination of the compressor and the air drier (drier
cartridge),
it is designed as an oil-less compressor. Permanently lubricated bearings
and a PTFE (polytetrafluoroethylene) piston ring provide great durability.

cardiagn.com
The electric bleed valve, a pneumatic bleed valve with a pressure limiting
valve and non-return valves are integrated in the air drier housing.
To protect the compressor against overheating, it is switched off at
excessive temperatures.

1 – Electric motor

2 – Crank pin

3 – Reciprocating piston

4 – Piston valve

5 – Non-return valve 1

6 – Air drier

7 – Non-return valve 2

8 – Pneumatic bleed valve

with pressure-relief valve

9 – Electric bleed valve

10 – Non-return valve 3

4_08_03

4.29/ 2003=
`~óÉååÉ= pìÅíáçåL`çãéêÉëëáçå=

At the upward movement of the piston, air is sucked into the crankcase
over the air filter through the intake pipe.
The air is compressed in the cylinder above the piston and passes over
the non-return valve (5) into the air drier and from there the compressed
and dried air is transferred over the pressure connection to the valve body
and to the pressure reservoirs.

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A – from filter/silencer

V – to valve body

4_09_03

4.30 / 2003
qê~åëÑÉê= `~óÉååÉ
With the downward movement of the piston, the air inducted into the
crankcase flows over the piston valve (4) into the cylinder.

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4_10_03

^áê=aêáÉê=

The air that is in the pressure system must be dehumidified so that no

problems arise with respect to corrosion and freezing of condensate.
An air drier is used for dehumidification. The air drier works on a
regenerative process, i.e. the air forced into the level control system is
passed through silica granules and thereby dried.
These granules can absorb more than 20% of their own weight in
moisture, depending on the temperature. When the dried air is vented
again as part of operation (during lowering), it passes through the
granules once more and extracts the stored moisture when it flows to the
outside.

4.31/ 2003=
`~óÉååÉ= The air drier operates maintenance-free as a result of this regenerative
process.
There is no change interval.

4_09a_03

cardiagn.com
måÉìã~íáÅ=_äÉÉÇ=s~äîÉ=

The pneumatic bleed valve performs three tasks:

• Release of pressure

• Retaining residual pressure

• Pressure relief

1 – Electric bleed valve

2 – Valve body

3 – Pressure relief valve

4 – Non-return valve

5 – Air drier

6 – to the air filter

7 – to valve body

4_11_03

4.32 / 2003
_äÉÉÇáåÖLiçïÉêáåÖ=mêÉëëìêÉ= = = `~óÉååÉ
During bleeding, the corresponding air spring valves and the electric
bleed valve are open. Air pressure flows to the pneumatic bleed valve,
causing the valve body to be raised and the valve to be opened. Air flows
through the air drier over the pressure-relief valve (3) to the air filter (6).

1 – Electric bleed valve

2 – Valve body

3 – Pressure relief valve

4 – Non-return valve

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5 – Air drier

6 – to the air filter

7 – to valve unit

4_12_03

The residual pressure retention function ensures that when bleeding,

pressure in the pneumatic suspension system does not fall below 3.5 bar
to prevent damage to the air springs (air spring bellows). The spring in
the bleed valve presses the valve body (3) onto the valve seat and keeps
residual pressure.

4.33/ 2003=
`~óÉååÉ= The pressure relief valve protects the system from unacceptably high
pressure, e.g. if the compressor does not switch off because of a faulty
relay contact or faulty control module.
If this happens, the pressure relief valve opens against spring pressure
above approximately 20 bar and the air delivered by the compressor
escapes through
the filter.

cardiagn.com
4_16_03

mêÉëëìêÉ=oÉëÉêîçáê=

Two pressure reservoirs with a total volume of 10 liters are fitted to the
vehicle to maintain sufficient pressure capacity. One is located under the
rocker at the left front, the other is in the luggage compartment in the
spare wheel well.

4_42b_03
4.34 / 2003
 `~óÉååÉ

cardiagn.com

4.35/ 2003=
`~óÉååÉ= Maximum operating pressure is approximately 16.5 bar. The pressure
sensor in the valve body measures air pressure. The pressure reservoir
valve is opened (all other valves are closed) so that the pressure sensor
can read actual pressure in the reservoir.

Taking compressed air from the pressure reservoir allows the vehicle level
to be raised more quickly with low noise intrusion. As soon as sufficient
pressure is available in the pressure reservoir, adjustments can take place
even without the compressor running. Sufficient pressure means that a
pressure differential of at least 3 bar must exist between the pressure
reservoir and the air springs, and reservoir pressure of at least 11 bar
must be available before any adjustment starts.

^áê=pìééäó=`çåíêçä=píê~íÉÖó=

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Driving
While driving, the air required for any needed regulation is provided from
the reservoir. If the pressure falls below approximately 11 bar during a
control action, the compressor will take over the air supply. If pressure in
the reservoir drops below 15.5 bar, it is refilled to 16.5 bar.

Only Engine Running

If pressure in the reservoir is 16.5 bar, the pressure reservoir is used.
Above a pressure of approximately 11 bar pressure is available through
the compressor.
If pressure in the reservoir drops below 14 bar, it is refilled to 15 bar.

Engine OFF/Ignition ON
Pressure supply during level adjustments only from the pressure
reservoir.
When filling the tires, the compressor runs in addition.

Ignition OFF (Run-on)

Pressure supply only from the pressure reservoir.

4.36 / 2003
s~äîÉ=ÄçÇó= = = `~óÉååÉ
The four control valves (10, 11, 12, 13) for the air struts are combined in
the solenoid body (V) together with the valve for the pressure reservoir
(9). The valves in the solenoid body are designed as 2/2-way valves and
are normally closed.
The pressure sensor (14) is also located there. The air supply is provided
P – compressor
by the pump (P).
V – Valve body

1 – Pneumatic bleed valve

2 – Pump

3 – Non-return valve 1

4 – Air drier

5 – Bleed restrictor

6 – Electric bleed valve

7 – Air filter

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8 – Tire inflation connection

9 – Pressure reservoir valve

10 to 13 – Control valves

14 – Pressure sensor

D1 – Pressure reservoir 1

D2 – Pressure reservoir 2

HA – Rear axle air struts

VA – Front axle air struts

4_14_03

To prevent mix-ups when connecting the pressure lines, the pressure lines
are colored. Matching colored markings near the connections on the valve
block shows how the colors are assigned.

4_68_03

4.37/ 2003=
 `~óÉååÉ= cáääáåÖLiáÑíáåÖ= = =

For filling (raising the vehicle), the pressure reservoir valve (9) and the
control valves are activated simultaneously by the control module. If
needed, the compressor relay as well. For lifting, the rear axle valves are
activated first, then the front axle valves.

_äÉÉÇáåÖLiçïÉêáåÖ=

During bleeding, the appropriate control valves (10, 11, 12, 13) and the
electric bleed valve (6) are activated (opened). Air pressure flows to the
pneumatic bleed valve (1) and switches it, so that air is bled over the
restrictor (5), the air drier (4) and the pneumatic bleed valve (1).

For lowering, the front axle valves are activated first, then the rear axles
valves.

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P – Pressure pump

V – Valve body

1 – Pneumatic bleed valve

2 – Pump

3 – Non-return valve 1

4 – Air drier

5 – Bleed restrictor

6 – Electric bleed valve

7 – Air filter

8 – Tire inflation connection

9 – Pressure reservoir valve

10 to 13 – Control valves

14 – Pressure sensor

D1 – Pressure reservoir 1

D2 – Pressure reservoir 2
4_15_03
HA – Rear axle air struts

VA – Front axle air struts

4.38 / 2003
péÉÅá~ä=cìåÅíáçåë=çÑ=iÉîÉä=`çåíêçä= = = `~óÉååÉ

iç~ÇáåÖ=çê=råäç~ÇáåÖ=

If vehicle height with respect to the road changes as the result of loading
or unloading, the control module readjusts the vehicle to the specified
level (only with the tailgate open).
Air is supplied over the solenoids to the appropriate air spring or vented
through the bleed valve.

pïáíÅÜáåÖ=lÑÑ=iÉîÉä=`çåíêçä=

In particular situations it may be necessary to switch off level control, for

example when changing a wheel or during operations on a hoist.
Level control is switched off by pressing the toggle switch forward for
approximately 5 to 10 seconds.

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The multi-function display indicates that level control has been switched
off.

^Åíáî~íáåÖ=iÉîÉä=`çåíêçä=

Level control is activated again by pressing the toggle switch forward for
approximately 5 to 10 seconds or automatically by the control module
recognizing a drive situation.

eçáëí=ïáíÜçìí=mêÉîáçìë=aÉ~Åíáî~íáçå=EfÖåáíáçå=lccF=

If 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 recognition). 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.

4.39/ 2003=
`~óÉååÉ= oÉÅçÖåáòáåÖ=~=påçï=_~åâ=Eçåäó=ïáíÜ=ÉåÖáåÉ=êìååáåÖF== =

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.

^Åíáçå=çÑ=måÉìã~íáÅ=pìëéÉåëáçå=cçääçïáåÖ=“fÖåáíáçå=lccÒ=

iç~ÇáåÖ=~åÇ=råäç~ÇáåÖ=mêçÅÉÇìêÉë=

Following “Ignition OFF”, the control module remains active for one or two
minutes and, with sufficient pressure in the pressure reservoir, can still
complete level control procedures initiated, for example, by loading and
unloading.

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dê~Çì~ä=`Ü~åÖÉë=áå=iÉîÉä=

To compensate for gradual changes in level which can be caused by

heating of the air while driving and subsequent re-cooling after the trip is
completed, the system is re-adjusted after approximately 15 minutes and
after 2 hours to reach the optimal ride height.

qáêÉ=fåÑä~íáçå=EfÖåáíáçå=lkF=

The compressed air connection is located at the left front of the right
front seat. The tire inflation hose is under the left rear seat cushion. When
the inflation hose is connected, a reed contact is signaled. The pressure
reservoir is opened, so that a pressure of 8 bar is available. As soon a
drop in system pressure is detected, the compressor is powered up.

E31_152

4.40 / 2003
To prevent the fill hose from being damaged, a maximum pressure of 8 `~óÉååÉ
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 4 bar to prevent the space-saver spare wheel from being
destroyed.

To protect the compressor, it is switched off after running for 10 minutes

or at a compressor temperature of approximately 100ºC. The compressor
cannot be
re-started until after a waiting period and cycling the ignition off/on.

E31_163

sÉÜáÅäÉ=qê~åëéçêí~íáçå=

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When transporting the vehicle on a transporter, on car-trains and ferries,
it must be tied down only at the wheels.

a~ãéáåÖ=cçêÅÉ=`çåíêçä=

Standard equipment on the Cayenne Turbo includes the pneumatic

suspension system, and the shock absorber system with damping force
control continuously adjusted to the situation. The pneumatic suspension
system with damping force control is optionally available on the Cayenne
S.
Three damping programs are available. Comfort, Normal and Sport,
which can be selected individually by a toggle switch.
The control system for damping force control reads the condition of the
road or the motion of the vehicle through two wheel and three body
accelerometers.
The characteristic curves for the individual shock absorbers are shifted in
accordance with the calculated damping requirements.
Continuous damping control is based on shock absorbers whose curves
can be adjusted electrically.

4.41/ 2003=
`~óÉååÉ= Damping force is adjustable as a function of a map through the
proportioning valve located at the shock absorber.
In this way it is possible to adapt damping force to the driving situation
and road condition within milliseconds.

The system attempts to adjust damping force using the “skyhook control
strategy” (body level).

Components/Operation

1 – Control module

2 – Valve unit

3 – Compressor with

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temperature sensor

4 – Compressor relay

5 – PSM control module

6 – Control unit

7 – Height sensor

8 – Accelerometer, wheel

9 – Accelerometer, body

10 – Switch doors/tailgate

11– Proportioning valve for

damping control

F1...F4 – Air struts

4_20_03

4.42 / 2003
^ÅÅÉäÉêçãÉíÉê= = = `~óÉååÉ
The accelerometers for the body are mounted at the front in the area of
the left and right upper wheelhouse and at 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.
The wheel sensors measure the vertical acceleration 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.

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`a`=pÜçÅâ=^ÄëçêÄÉêë=(CDC = Continuous Damping Control)=

Damping force in the jounce and rebound stage for the CDC twin-tube,
gas-pressure shock absorber can be adjusted over wide ranges with an
electrically controlled valve mounted at the shock absorber. By changing
the current applied to the magnetic winding, oil flow through a valve and
thus the damping force can be adapted within a few milliseconds to the
momentary situation.

qóéÉë=çÑ=`çåíêçä=

The following control regimens are carried out within the three programs
– Comfort, Normal and Sport:

pâóÜççâ=`çåíêçä=

This control is based on recognizing body movement and road input.

The accelerometers on the body transmit the pitch, lift and roll motions
to the control module. Vehicle speed, steering angle, braking and road
dynamics and are additionally evaluated. The required damping force is
calculated from this information and adjusted to the “Skyhook control
strategy.” This means that the body is level as far as possible.

4.43/ 2003=
`~óÉååÉ=

v~ï=`çåíêçä=

To increase stability during steering maneuvers and lane changes,

damping is increased when yaw is detected. From the information about
steering angle and road speed, lateral acceleration is determined, any
change in which constitutes the yaw signal.

^Ç~éíáîÉ=`çåíêçäë=

Adaptive Control is divided into the following modules:

Acceleration Module
Linear acceleration is determined from the CAN driver request signal and
increased in accordance with damping pressure to prevent squat under

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acceleration.

Braking Module
Damping force is regulated from information about braking pressure and
changes in braking pressure so that dive under braking is reduced and
the driver's feeling of safety is increased.

Stationary Module
When the vehicle is stationary, the shock absorber valves are de-energized
to conserve energy.

aá~Öåçëáë= = =

The control module continuously monitors all the components, such as

sensors, solenoids, compressor and pressure conditions in the air system
and their functions. If fault detection responds, the air suspension and
damper controls are not switched off completely following fault
evaluation, instead closed-loop control goes to a specified emergency
strategy. If need be, control activities are limited, in an extreme case the
vehicle is lowered down to the shock absorber stops. The driver is
informed of the failure by a warning lamp in the instrument cluster.

Following fault detection, tests to restore the system are performed

cyclically or after an ignition Off/On cycle. When complete functionality
has been restored, the system self-regulates back to normal operation.
Errors are saved in the memory and are stored there permanently.

4.44 / 2003
 `~óÉååÉ
=`~äáÄê~íáçå=

If a height sensor is replaced, it must be calibrated afterwards. Diagnosis When working under the vehicle, it
is menu-guided, using the “Porsche System Tester 2.” must first be secured against
sinking!

QQNO= tÜÉÉäë== =

The Cayenne is equipped exclusively with 17 to 20-inch aluminum wheels.

Light-weight construction was a priority during development. Starting with
the 8J x 18 wheel, “flow forming” was used, in which the rim base is
rolled out into a thin-wall configuration. This made it possible to reduce
wheel weight by between 1.0 and 1.5 kg, depending on the dimension.

The Cayenne S is fitted standard with 8J x 18 Cayenne S Design wheels,

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with 255/55 R 18 tires. 4_60_03

On the top-line model, the Cayenne Turbo, the standard wheels are 8J x
18 Turbo Design, with 255/55 R 18 tires.

4_61_03
Wheels in sizes 9J x 19 ET 60 with 275/45R 19 tires and 9J x 20 ET 60
with 275/40 R 20 tires are offered as options for the Cayenne series in a
variety of designs.

4_63_03

The 19 and 20-inch wheel sizes are reserved

exclusively for summer tires.

4.45/ 2003=
`~óÉååÉ= QQMT= iìÖ=_çäíë= = =

The wheel is retained by five special lug bolts (M 14 x 51). To prevent

confusion with similar already existing lug bolts, the steel washer has a
notch. To prevent theft, one of the lug bolts has a wheel lock system
which the matching socket wrench key fits.

QQ= qáêÉë=

The Cayenne made it necessary to develop a completely new generation

4_64_03
of tires.
In addition to summer and winter tires, all-season and all-terrain tires
were developed in 17 and 18-inch sizes. It was possible to implement a
uniform tire strategy with all dimensions and tread patterns, i.e. the same

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wheel and tire sizes are mounted on both axles. Two new space-saver
spare wheels are additionally offered as options. Since all the tires were
specially matched to the Cayenne, their specifications are the normal
ones for Porsche.

pìããÉê=qáêÉë=

The summer tires are designed for applicable top speeds, permissible
axle loads and sporty handling characteristics. As a result of this
development, the Cayenne exhibits a high degree of safety on both wet
and dry roads.

^ääJpÉ~ëçå=qáêÉë=

Safety under wet and dry road conditions was the also preeminent
concern with the all-season and winter tires. The all-season tires in
particular ensure safety under all weather conditions.

4.46 / 2003
By constantly improving the tire compound and tread patterns, a good `~óÉååÉ
compromise has been reached between ride characteristics in summer
heat and safety on snow and ice. The all-season tires recommended for
the Cayenne are designated M&S and are completely suitable for winter
driving. Great attention was paid to making the traction, braking and
cornering characteristics of the vehicle suitable for snow and ice. This
ensures precise steering control and vehicle stability even under winter
road conditions.

táåíÉê=qáêÉë=

The winter tires are generally designed for use in low temperature ranges
and under winter road conditions such as snow and ice-covered roads and
offer a further advantage over the all-season tires. Using specially
developed tread compounds and siping patterns, winter characteristics

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were improved in specific respects, while still achieving even safer
handling on wet and dry roads.

^ääJqÉêê~áå=qáêÉë=

The all-tires which were developed specially for off-road operation have an
M&S designation and are therefore suitable for winter use. Off-road, the
all-terrain tires exhibit a high degree of traction and drive on the most You can find the currently approved

varied substrates, such as dry ground, gravel, rock, mud, wet fields and tires in the appropriate Technical
sand. This is achieved by the good self-cleaning capability of the tread, Information.

aided by tread design and suitable choice of compound.

A good compromise has been reached with the recommended tires for
the Cayenne with respect to traction and cut resistance of the tire treads
on rocky surfaces.
At the same time, the tire compound is constructed so that it conforms to
the substrate to transmit maximum traction.

4.47/ 2003=
`~óÉååÉ= Tire Summary

Type of tire Tire size Tire brand Specification Comment

Summer tires 255/55 R18 109 Y Bridgestone Turanza N0 Symmetrical

ER30
All-Season tires
275/45 R19.108 Y Yokohama AVS S/T type N0 Directional
Winter tires
2

275/40 R20.106 Y Michelin Diamaris N0 Asymmetrical

All-Terrain tires 255/55 R18 109 V Continental 4x4 Contact N0 Symmetrical

Pirelli Scorpion Zero

Winter tires 235/60 R18 107 H Dunlop Wintersport M2 N0 Directional

All-Terrain-tires 235/60 R18 107 T Pirelli Scorpion AT N0 Symmetrical

bãÉêÖÉåÅó=póëíÉãë=

The Cayenne is delivered standard with a tire sealant. A space-saver spare

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wheel or a full-size, externally mounted spare wheel can be ordered.

qáêÉ=pÉ~ä~åí=

The tire sealant is a quick and simple method of getting under way again
in the event of tire damage. It is capable of sealing tire damage caused by
If the vehicle is equipped with the normal penetration from nails and screws so that it is possible to
low tire-pressure warning system, continue driving at reduced speed (max. 80 km/h or 50 mph) to the next
the tire pressure monitor must be Porsche Center or tire dealer.
replaced. The complete wheel does not have to be removed from the vehicle. The
(bottle) tire sealant and the electric compressor that goes with it are
located under the load floor cover. In the event of a flat, the valve is
unscrewed from the damaged tire with the valve stem remover provided
before the tire can be filled with the sealant. After installing the
replacement valve, the tire must be inflated to a pressure of at least 2.5
bar, using the compressor. The sealing process is usually complete after
driving for approximately 10 minutes, and tire pressure must be checked
again and brought up to the specified level if necessary.

On vehicles with pneumatic suspension, it is possible to inflate the tires

using the tire inflation system (see section on Pneumatic Suspension).

4.48 / 2003
pé~ÅÉJp~îÉê=tÜÉÉä= = = `~óÉååÉ
Two newly developed steel wheels are optionally available in 17 and 18-
inch sizes. The space-saver wheel is stored in the baggage compartment.
In the event of tire damage, the space-saver wheel must be mounted on
the vehicle and inflated to 3.5 bar. It is then possible to continue driving
to the next service station at a maximum speed of 80 km/h.

=bñíÉêå~ääó=jçìåíÉÇ=pé~êÉ=tÜÉÉä=Eçéíáçå~äF=

The external rear spare-wheel carrier, optionally available for all Cayenne The spare wheel is not equipped
models, is designed for a full-size wheel. The spare wheel carrier can be with a low-tire pressure warning
swung aside on body-mounted hinges. The lock is integrated in the rear sensor (see section on Low Tire
bumper cross member and can be unlocked electrically by means of a Pressure Warning).
button.

4_70_03 cardiagn.com

4.49/ 2003=
`~óÉååÉ= içï=qáêÉ=mêÉëëìêÉ=t~êåáåÖ=póëíÉã=EoahF= = =

fa=kìãÄÉê=Ñçê=^ää=jçÇÉäë=

The low-tire pressure warning system used by Porsche is a four-wheel

system.
Data are sent from the wheel sensors to the control module by radio
transmission operating in the high-frequency (HF) range. The exchange of
information within the vehicle periphery takes place over the CAN bus.

The Owner's Manual contains all the At regular intervals, a radio signal is sent from each of the measuring and

displays and functions in the vehicle transmitting units mounted on the tire valves to the antennae mounted in

computer. the wheelhouses and transmitted to the RDK control module.

The RDK control module evaluates the tire pressures or the changes in
pressure and transmits them to the vehicle computer. If there is a
warning, the pressure differential to the specified pressure is displayed
(e.g. specified 2.5 bar, actual 2.2 bar = 0.3), so that the driver can make

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up the pressure differential (0.3 bar) independently of tire temperature or
of the display on the airing equipment.

For safety reasons, the RDK menu can only be opened and used with the
vehicle stopped. The unfiltered actual pressures can be displayed
permanently in the main menu while driving.

The low-tire pressure warning system provides the following benefits:

• two-stage warning provides increased safety:

1. early notice (“soft warning”, yellow) between 0.2 and 0.4 bar below
specified pressure.

2. immediate warning (“hard warning”, red) at > 0.4 bar below

specified
pressure or rapid loss of pressure

• greater convenience by eliminating the regular (14-day) tire pressure

checks. Adjusting tire pressure is only necessary when the
appropriate display appears

• longer tire life (low pressure of 0.3 bar can reduce tire life by up to
25%)

• lower fuel consumption resulting from correct tire pressure

• optimal handling

4.50 / 2003
• Convenience: `~óÉååÉ
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 RDK control module (table calibration).

• Inaccurate readings from pressure gages are prevented by this table

calibration. The display in the vehicle is considerably more precise.

• In the event of a warning, the tires can be inflated to the correct

pressures even when warm, since the display of the difference to the
specified pressures is temperature compensated (inflation
information).

• the absolute pressure of the tires can be displayed while driving, and
it is possible to track how tire pressures increase or drop depending
on driving style, environment and temperature.

• all warnings are given relative to wheel position.

qáêÉ=mêÉëëìêÉ=jçåáíçêáåÖ=

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The following situations are differentiated:

Gradual Loss of Pressure

Slight loss of pressure (0.2 bar below specified pressure), for example
from tire permeability, is displayed visually and audibly to the driver at an
early stage (“soft warning”) to check or to correct tire pressure at the next
suitable opportunity.

Severe Loss of Pressure

In the event of a severe loss of pressure (0.4 bar below specified
pressure) the driver is given an immediate visual warning. A warning
buzzer sounds and the warning signal is activated simultaneously (“hard
warning”). This display always appears with the ignition switched on, both
with the vehicle stopped and while driving.

Construction
The low-tire pressure warning system consists of the following
components:

– 4 wheel sensors

– 4 antennae

– RDK- control module

4.51/ 2003=
`~óÉååÉ= `çãéçåÉåíë= = =

tÜÉÉä=pÉåëçê=

The wheel sensor is bolted to the rim against the valve using a Torx bolt
with thread locker. The additional weight of approximately 30 grams can
be equalized by balance weights, so that special wheels are not required.
The wheel sensor can
be reused when a wheel is replaced.

The following components are built into the wheel sensor:

4_67_03
• Transmitting antenna

• Pressure sensor

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• Temperature sensor

• Instrumentation and control electronics

• Battery

The pressure sensor, temperature sensor and the instrumentation and

control electronics are combined in one sensor unit.

Two different carrier frequencies are used for radio transmission,

depending on the country. The 433 MHz carrier frequency is approved for
most countries. For a few countries, (for example, in Asia and Africa) a
carrier frequency of 315 MHz is used. The applicable carrier frequency is
printed on the sensors, antenna and control modules.
It can also be identified from the part number. The low-tire pressure
warning system only works with system components having the same
carrier frequency.

The following information is transmitted by the wheel sensor:

• individual ID number

• current tire inflation pressure (absolute pressure)

• current temperature of air in the tire

• status of integral battery

• and the status, synchronization and control information needed for

reliable data transmission

4.52 / 2003
fÇÉåíáÑáÅ~íáçå=kìãÄÉê= = = `~óÉååÉ
Each wheel sensor has an individual ID number with a maximum of 10
digits (printed on the wheel sensor). The ID numbers are contained in the
data telegrams from the wheel sensors and they are transmitted
continuously to the control module. The RDK control module identifies the
wheel sensors that belong to the vehicle and their wheel positions from
the ID numbers, using a complex procedure, and stores them. It identifies
only while driving to prevent involuntary relearning from alien wheel
sensors, for example, while at a traffic signal or in the parking lot.

fÇÉåíáÑáÅ~íáçå=mêçÅÉëë=

The identification process is divided into three phases: Each time one or more wheels, tires
and/or wheel sensors is replaced,
1. Recognition of own wheels
the changed status must be
When a new set of tires is selected, the system begins to learn the ID

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communicated to the system. To do
numbers of the wheel sensors in its own wheels. During the identification
this, the current tires, including their
phase, the notice “No monitoring, system is identifying” appears in the
dimensions, are reselected in the
display, and the RDK warning light illuminates. When recognition of its
RDK menu, when dealing with tires
own wheels is complete, the RDK warning light goes out. At this point the
of the same dimension and type as
system can detect a loss of tire pressure and if necessary, display a
were previously mounted. Only in
warning without a wheel position.
this way can assurance be given that
2. Assigning wheel position
the system can identify tires
Once its wheel sensors have been positively identified, the system begins
correctly and provide a warning.
identifying the corresponding wheel position on the vehicle. After all the
Otherwise the RDK control module
wheel positions have been identified, the system can immediately display
would identify the altered status by
the pressures at each wheel position in the main menu, or the deviations
itself after a specific identification
from the specified pressures appear in the inflation information in the
period (based on new ID numbers or
RDK menu. The system can now display a loss of tire pressure at the
switched wheel positions) and
corresponding wheel position, showing how much pressure has been lost.
trigger a corresponding message in
3. Confirmation phase the instrument cluster display.
This identification process is mainly required to check whether one or “Wheel change, check setting.” This
more wheels have been replaced in the meantime, but the system has not ensures that false tire pressure
been informed of the new wheels over the RDK menu. This phase is warnings are not permanently
restarted at each ignition cycle. Once the final recognition phase has been displayed, even in the event of a
completed, the system is resistant to all alien wheel sensors. faulty setting or no setting.

4.53/ 2003=
`~óÉååÉ= qáêÉ=fåÑä~íáçå=mêÉëëìêÉ= = =

The wheel sensor detects current tire inflation pressure (absolute

pressure measurement), which is transmitted to the RDK control module
for evaluation.

qÉãéÉê~íìêÉ=

The temperature signal is used for temperature-independent pressure

compensation. Temperature compensation takes place in the RDK control
module. The tire inflation pressures measured are standardized to a
temperature of 20ºC.

`çêêÉä~íáçå=çÑ=qáêÉ=fåÑä~íáçå=mêÉëëìêÉ=~åÇ=qÉãéÉê~íìêÉ=

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Temperature cut-off Pressure in the tires increases as a result of the tires heating up while
To prevent erroneous information, driving. This pressure can be considerably higher than the specified
tire pressure monitoring is switched pressure when cold (approximately 20ºC). Because of the pressure-
off at a wheel sensor temperature of temperature correlation, warning messages concerning tire pressure loss
approximately 120ºC. This is can be displayed, although the pressures in the absolute pressure display
displayed briefly to the driver with in the computer are higher than the specified pressure. This warning
the message “System not active.” message is correct.
When temperature falls below a Air pressure in a closed system changes in proportion to temperature. In
specified level, the wheel sensor the relevant temperature range, a change of 10ºC causes a pressure
resumes radio operation. change of approximately 0.1 bar.
To take this into account, there is a temperature sensor in the wheel
sensor, in addition to the pressure sensor. The temperature sensor serves
to compensate for temperature-dependent pressure changes in the tire.
Temperature compensation takes place in the RDK control module. The
tire pressures measured are standardized to a temperature of 20ºC.
For issuance of a warning and inflation information in the RDK menu, the
output of pressure lost from the specified pressure is temperature-
corrected (referenced to 20ºC) Erroneous warnings or a lack of warnings
resulting from large temperature changes in the tires are prevented, and
tire pressure can be adjusted correctly at the time of inflation
independently of tire temperature.

4.54 / 2003
_~ííÉêó= = = `~óÉååÉ
To allow the tire pressure sensors to operate for as long as possible, the
electronic controls include sophisticated energy management.

båÉêÖó=j~å~ÖÉãÉåí=

Relatively infrequent transmissions of measurement data are sufficient for

measuring tire pressure. But a loss of pressure must be detected
immediately and transmitted to the control module.

Energy management differentiates between normal transmission mode

and high-speed transmission mode by using different measurement and
transmission intervals.
With consistent pressure readings in the tire, the tire pressure sensor is in
normal transmission mode. Pressure and temperature are measured

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every 3 seconds, but it transmits only every 54 seconds with consistent
readings.
With a pressure loss of more than 0.2 bar per minute, the sensor shifts
immediately into high-speed transmission mode, measuring and
transmitting every 0.8 seconds. After the vehicle is parked, and after a
specified run-on time, the system goes into energy saving mode (sleep
mode). Through energy management, the sensor battery is subject to as Remaining battery life can be
little load as possible, while simultaneously providing highly reliable scanned using the Porsche System
monitoring. Tester 2.
Battery life of 5 to 10 years is possible (the average is 7 years).

The battery is an integral component of the tire pressure sensor and

cannot be replaced separately.

4.55/ 2003=
`~óÉååÉ= oah=^åíÉåå~= = =

The antennae receive the radio signals from the wheel sensors and
transmit them to the RDK control module for further processing.

The low-tire pressure warning system includes 4 antennae, which are

mounted in the wheel housings behind the wheel house liners.

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4_44_03

A – Rear axle antenna

4_45_03

A – Front axle antenna

4.56 / 2003
They are linked to the RDK control module by means of high-frequency `~óÉååÉ
antenna wires and are assigned to the control module according to their
installation location.

The antennae receive all radio signals that are sent out in their reception
and frequency range, i.e. each antenna receives the radio signals from all
wheel sensors within range. The radio signals are filtered and selected in
the control module so that the correct data are processed.

=oah=Åçåíêçä=ãçÇìäÉ=

The RDK control module evaluates the radio signals arriving from the Since this tire pressure warning
antennae, prioritizes them and passes on appropriate information to the system is a radio system,
instrument cluster. The RDK control module is installed under the headphones for CD players, etc. can
instrument panel on the left, on the brace for the parking brake. potentially cause interference in the

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RDK, depending on their frequency.
The receiver for the antennae can be
affected so severely that only a few
or no signals intended for the RDK
pé~êÉ=tÜÉÉä=
can get through to the RDK control
module. The resulting message is
The spare wheel is not equipped with a wheel sensor and is therefore not
“System not active, temporary
included in the low-tire pressure monitoring system. To remind the driver
interference.” In certain situations,
to check the spare wheel, a one-time message controlled by an internal
for example, when the system is still
counter appears in the instrument cluster (normally every 6 to 8 months).
in a wheel identification process,
“System not active, service facility”
can also appear.

4.57/ 2003=
`~óÉååÉ= QS= _ê~âÉ= = =

As with the sports cars, the brake system in the Cayenne is specifically
designed for its high performance and weight. With the Cayenne, the
conversion of energy when braking from top speed at maximum gross
weight is more than twice as great as with the Boxster. Because of the
front-mounted engine, the higher center of gravity and the resulting
weight transfer under braking, the front brakes in particular are under
considerably greater stress. To handle this, an 18-inch brake system with
a 6-piston fixed aluminum caliper is installed on the front axle and a 17-
inch system with 4-piston fixed aluminum caliper on the rear.

Because of the special requirements regarding contamination (for

example, mud in off-road use) the brake rotors are not cross-drilled.
All Cayenne models are standard equipped with Porsche Stability
Management, which is networked with Porsche Traction Management.

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Technical Data Brake System

Cayenne S Cayenne Turbo

Service brake Foot actuated, hydraulic-mechanical Foot actuated, hydraulic-mechanical
transmission, dual-circuit brake transmission, dual-circuit brake
system split diagonally, 6-piston system split diagonally, 6-piston
aluminum monobloc brake caliper on aluminum monobloc brake caliper on
the front axle, 4-piston aluminum the front axle, 4-piston aluminum
monobloc on the rear axle, internally monobloc on the rear axle, internally
vented brake rotors on vented brake rotors on
front and rear axle. front and rear axle.
Brake booster ∅/Ratio 9 and 10 inch/i=7 9 and 10 inch/i=7
Master brake cylinder ∅ 26.99 mm 26.99 mm
Brake rotors ∅ front/rear 350/330 mm 350/330 mm
Brake rotor thickness front/rear 34/28 mm 34/28 mm
Brake caliper piston ∅ 30-34-38/28-30 mm 30-34-38/28-30 mm
front/rear
Parking brake Foot pedal, steel cable, duo-servo Foot pedal, steel cable, duo-servo
Brake drum ∅ 210 mm 210 mm
Brake lining width 30 mm 30 mm

4.58 / 2003
QTMN= _ê~âÉ=póëíÉã= = = `~óÉååÉ
The tandem master brake cylinder with the overflow reservoir and the
vacuum brake booster are installed at the front.

The tandem brake master cylinder has a diameter of 26.99 mm and a

stroke of 18/18 mm.
To keep operating effort to a comfortable level, a tandem vacuum brake
booster (dual diaphragm) is used. Two connected pistons are arranged in
tandem in a housing (diaphragm diameter 9 and 10 inches), which
increases the working surface correspondingly. The boost factor is i=7.
When the brake is applied, atmospheric pressure is brought to both
diaphragms through a control valve and thus assist is built up behind the
brake master cylinder.

A magnetic winding, a metal piston, the trigger switch and a diaphragm

travel sensor were integrated in the booster unit. A pressure sensor is
mounted on the brake master cylinder. These components are needed for
PSM (see paragraph “Components” in the Pneumatic Suspension section.

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1 – Brake booster

2 – Connector for trigger switch

and magnetic winding

3 – Pressure sensor

4 – Brake master cylinder (tandem--

brake master cylinder)

5 – Diaphragm travel sensor

6 – Overflow reservoir for brake fluid

4_65_03

4.59/ 2003=
`~óÉååÉ= s~Åììã=mìãé=Ñçê=_ê~âÉ=_ççëíÉê=E`~óÉååÉ=qìêÄç=çåäóF= =

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).

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1 – Vacuum pump

2 – Pressure sensor

3 – Vacuum brake booster

4 – Non-return valve

5 – DME control module

V – Engine vacuum connection

4_47_03

QTMU= _ê~âÉ=ÑäìáÇ=

The Cayenne brake system is filled with “ATE Super DOT 4” brake fluid.
The change interval is two years.

4.60 / 2003
QSRM= cêçåí=_ê~âÉ= = = `~óÉååÉ
The internally vented brake rotor is 350 mm in diameter and 34 mm
thick.
The rotor was not cross-drilled because of the requirement regarding
contamination (mud in off-road use).
The monobloc fixed aluminum caliper is fitted with 6 pistons of 30, 34
and 38 mm diameter.
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.

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4_50_03

The brake pads (PAGID 667) specially formulated for the Cayenne are
monitored for wear on both sides and equipped with anti-vibration
dampers. In addition, the pad is chamfered and grooved to suppress
vibration.

4_52_03

4.61/ 2003=
`~óÉååÉ= To differentiate them visually, the brake calipers on the Cayenne S are
painted silver and those on the Cayenne Turbo red.

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4_58_03

4_59_03

4.62 / 2003
QSRP= oÉ~ê=_ê~âÉ= = = `~óÉååÉ
The radially internally vented brake rotor is 330 mm in diameter and 28
mm thick. The rotor was not cross-drilled because of the requirement
regarding contamination (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).

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4_71_03

The brake pads (PAGID 667) specially formulated for the Cayenne are
monitored for wear on both sides and equipped with anti-vibration
dampers.

4_53_03

To differentiate them visually, the brake calipers on the Cayenne S are

painted silver and those on the Cayenne Turbo red.

4.63/ 2003=
`~óÉååÉ= QSTT= m~êâáåÖ=Äê~âÉ= = =

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.

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4_79_03

The duo-servo drum parking brake is integral with the rear brake rotor.

4_80_03

4.64 / 2003
QR= mçêëÅÜÉ=pí~Äáäáíó=j~å~ÖÉãÉåí=EmpjF= = = `~óÉååÉ
All Cayenne models are equipped with PSM, which is networked with
Porsche Traction Management (PTM). PSM is the highest level electronic
handling control system for stabilizing the vehicle in a transient handling
state and for increasing safety.

iáåÉ~ê=aóå~ãáÅ=`çåíêçä=

PSM relies on both the ABD (Automatic Brake Differential) and ASR
(Automatic Traction Control) linear dynamic control systems and also the
familiar linear dynamic functional packages (ABS (anti-lock system) and
engine drag torque control (MSR).

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i~íÉê~ä=aóå~ãáÅ=`çåíêçä=

Through lateral dynamic control, PSM ensures stable behavior in corners,

even under the effects of high lateral forces. PSM reads the direction in
which the driver wishes to drive from a steering angle sensor, and vehicle
speed from the wheel speed sensors.

With these input variables, the PSM control module calculates the
matching lateral acceleration and the rotational speed of the vehicle
around the vertical axis (yaw rate). These are continuously compared with
the signals from the lateral accelerometer, the rotation rate sensor and
the wheel speed sensors. The actual direction of the vehicle is calculated
from these values, and the deviation from the direction desired by the
driver is determined. If a deviation occurs due to the vehicle
understeering or oversteering, a counter moment (yaw moment) is
created by brake intervention on one side. Within the bounds of physics
(road surface friction), the vehicle is kept in the direction the driver wants
to go. With an understeering vehicle, the brake on the inside rear wheel is
applied, and with an oversteering vehicle the outside front brake.

4.65/ 2003=
`~óÉååÉ= If braking is not sufficient to stabilize the vehicle, the next step is to
intervene in the engine management system. Power is adjusted in a way
such that the vehicle is stabilized at the speed that is possible. A
reduction or increase in engine torque is initiated to the degree necessary
by altering ignition timing and intervening in the position of the throttle
valve. For safe tracking on vehicles with Tiptronic, the shifts are also
modified so that the associated changes in wheel torque do not result in
destabilizing the vehicle's condition.

fåíÉê~Åíáçå=çÑ=mpj=~åÇ=mqjLmqj=mäìë=

To ensure optimal vehicle stabilization, the front-rear differential lock

and, if necessary, the rear axle differential lock is opened when PSM
intervenes.
The driver is informed about PSM control actions through a display light

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in the instrument cluster.

mpj=lcc=pïáíÅÜ=

The PSM can be disabled by a switch in the center console to deliberately

increase individual driver involvement. When PSM is switched off, wheel-
selective brake intervention (FDR) and traction control are deactivated.
ABD, which PTM also accesses, is retained. A check light in the PSM
switch and in the instrument cluster indicates that the system has been
switched off. PSM continues to monitor vehicle yaw motions, but active
intervention will only take place if the brake is applied in order to ensure
reliable closed-loop ABS control.
4_66_03

4.66 / 2003
The following customer benefits are realized through PSM: `~óÉååÉ
• The best possible traction and tracking when accelerating even on
roads with different coefficients of friction (road surfaces)

• Compensation for weight transfer reaction during deceleration or

partial braking in curves, up to the maximum lateral acceleration on
all road surfaces. Limits of PSM:
• Prevention of dynamic oversteer, for example, with rapid steering PSM preserves stability while driving
movements, under deceleration, during lane changes or in S-bends.
and increases safety significantly.
• Reduction of understeer when entering curves at speed, particularly However, the limits imposed by
on low coefficients of friction
physics cannot be suspended even
• Reduction of braking distance with improved stability during braking, with PSM.
particularly in curves and changing coefficients of friction.
Even with PSM, the driver bears full
• Sports car-like tuning of the total system for great safety, while
responsibility for all driving
retaining outstanding agility and superior handling characteristics,
even during sporty driving. maneuvers he/she performs.

• The ability to switch the system off to deliberately increase individual

participation in the driving experience

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1 – Speed sensor (wheel)

Component Location 2 – PSM control module

and hydraulic unit

3 – DME control module

4 – Fuse carrier, right

5 – Control module for level control

6 – Control module for rear axle

differential lock

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

4_72_03 12 – Tiptronic control module

13 – Transfer case control module

14 – PSM multiple sensor

15 – Steering angle sensor

16 – Instrument cluster

4.67/ 2003=
`~óÉååÉ= QRSM= píÉÉêáåÖ=^åÖäÉ=pÉåëçê= =

The steering angle sensor provides information to the PSM control

module about the angle of the front wheels (driver request referenced to
direction of travel).
Using this signal, desired vehicle behavior with respect to its lateral
dynamics is determined in the PSM control module by making a
calculation using road speed. The data determined in the integral
microprocessor are transmitted over the CAN bus to the PSM control
module.

The steering angle sensor consists of an optical segment sensor and a

code plate, which are integrated in the steering column switch. The light
emitted by the segment sensor is interrupted by the inner ring in a
specific sequence, so that 5 segments of 72º per revolution result. The
outer ring is configured in such a way that interruptions of different
lengths occur, from which the system can calculate the exact steering
angle.

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4_54_03

The steering angle sensor in the

Cayenne must be initialized or
calibrated following the work
listed below:
4_55_03
• Initialization – after each
interruption of the power
supply terminal 30

• Calibration – after all work

on the suspension (for
example, wheel alignment,
parts replacement)

4_73_03

4.68 / 2003
 `~óÉååÉ
jìäíáéäÉ=pÉåëçê= = =

The PSM multiple sensor is mounted on the tunnel behind the center
console.
The functions of the sensors listed below are integrated in the PSM
multiple sensor:

• Rotation rate sensor (Z)

• Linear acceleration sensor (X)

• Lateral acceleration sensor (Y)

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1 – Connector

X – Linear acceleration

Y – Lateral acceleration

Z – Rotation rate

4_74_03

oçí~íáçå=o~íÉ=pÉåëçê=

Rotation rate is read by measuring the moment occurring around the

vertical axis (Z axis) by means of a micromechanical system.

4.69/ 2003=
`~óÉååÉ= iáåÉ~ê=^ÅÅÉäÉêçãÉíÉê= = =

Measurement of linear acceleration serves to confirm theoretically

determined vehicle speed. Under unfavorable conditions, actual vehicle
speed could not be determined reliably on all-wheel drive vehicles without
measuring linear acceleration.

i~íÉê~ä=~ÅÅÉäÉêçãÉíÉê=

The lateral accelerometer provides information to the PSM control

module about the vehicle's lateral acceleration.
Following the
installation/replacement of the PSM
multiple sensor, the integral sensors With the information from the steering angle sensor and the rotation rate

for linear and lateral acceleration sensor, the vehicle's instantaneous behavior is calculated with respect to
its lateral dynamics. The sensor element is a damped spring-mass

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must be calibrated using the
Porsche System Tester 2. system. Without measuring lateral acceleration, the PSM control module
is unable to detect which vehicle motions must be controlled to provide
stability under the given road conditions.

QRNN= ^ÅíáîÉ=péÉÉÇ=pÉåëçê=

The speed sensors provide information to the PSM control module about
instantaneous wheel speed. The speed sensors on the Cayenne are
described as “active speed sensors.” Active speed sensors require an
external power supply.
A two-wire cable provides the connection to the control module. The
active speed sensor is supplied with power and ground by the PSM
control module. Operation of the sensor element integrated in the active
speed sensor is based on the change in resistance within an electronic
system, depending on the strength and direction of a magnetic field. The
pulse generator for the active speed sensor is integrated in the wheel
bearing in the form of small magnetic plates in the seal ring. As a result
of the rotational motion of the wheel bearing/seal ring the resistance in
the sensor elements of the active speed sensor changes.

4.70 / 2003
The change in resistance is converted into a digital speed signal by an `~óÉååÉ
electronic circuit in the sensor element and transmitted to the PSM
control module.

Caution!

• A resistance reading will destroy

the active speed sensor.

• Observe installation position of

the wheel bearing.

• Do not expose wheel bearing to

a strong magnetic field.

4_32_03

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Active brake booster

1 – Brake booster

2 – Connector for trigger switch and

magnetic winding

3 – Pressure sensor

4 – Brake master cylinder (tandem

brake master cylinder)

5 – Diaphragm travel sensor

6 – Overflow reservoir for brake fluid

4_65_03

4.71/ 2003=
`~óÉååÉ= The brake booster is known as a tandem brake booster (dual diaphragm
version).
A trigger switch (changeover switch), a booster winding (magnetic
winding with metal piston) and a diaphragm potentiometer are also
integral. The booster winding, the trigger switch and the diaphragm
potentiometer are electrically connected to the PSM control module.

Functions

A signal issued by the control module is returned to the control module

through the trigger switch as feedback if the brake pedal is not applied.
The PSM control module can thus recognize definitely from the signal
In the event of dynamic control, the that no braking is taking place. If brake intervention (ABD or FDR
brake pedal is moved forward by the function) is necessary, the magnetic winding is activated on the voltage
build-up of initial pressure. side by the PSM control module. A magnetic field is created in the
winding through which current is flowing; the magnetic field attracts
a metal piston which in turn opens air inlet valves. The air flowing into the

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brake booster presses on the brake master cylinder through the
diaphragms. Greater or lesser quantities of incoming air are controlled by
the PSM control module through the voltage feed to the magnetic
winding. This builds up brake pressure accordingly. This brake pressure
build up is only initial pressure which is applied in the hydraulic unit
ahead of the hydraulic pumps. This initial pressure allows rapid build-up
of pressure to the brakes to be applied.

When the brake pedal is depressed by the driver, the feedback signal is
applied to a different pin in the control module and activation of the
magnetic winding is terminated to allow any closed-loop ABS control.
The trigger switch can be monitored by diagnostics through the
changeover circuit.

aá~éÜê~Öã=mçíÉåíáçãÉíÉê=

The diaphragms in the brake booster are connected to two

potentiometers located in a housing. Depending on the movement of the
diaphragms, the potentiometers change their resistance in opposite
directions. The travel of the diaphragms in the brake booster is calculated
from the changes in resistance measured.

4.72 / 2003
mêÉëëìêÉ=ëÉåëçê= = = `~óÉååÉ
Brake pressure is read with the brake pressure sensor mounted on the
brake master cylinder (deceleration request) and used by the PSM control
module to calculate wheel braking forces (linear forces). If active dynamic
control is necessary during the braking process, existing wheel braking
forces are included to calculate cornering forces.

QSPM= eóÇê~ìäáÅ=råáí=

The hydraulic unit consists basically of the control module, the electronic
power switches for the pump and the solenoids, fast-switching solenoids
and a pump unit. To prevent the hydraulic lines from being mixed-up, the
connections are configured differently with M 10 or M 12 threads and
identified at the connections with letters.

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4_51_03

Hydraulic Schematic

DK – Pushrod circuit

SK – Floating piston circuit

VL – Front left

VR – Front right

HL – Left rear

HR – Right rear

4_43_03

4.73/ 2003=
`~óÉååÉ= Inlet valves (1, 2, 3, 4) and outlet valves (5, 6, 7, 8) are provided in each
brake circuit which allow brake pressure at the front and rear wheels to
be modulated accordingly when they are activated.

The cut-off valve (9) with the integral pressure relief valve allows the
pump to build-up pressure in the specific brake circuit for ABD and FDR
control.

Switching of the suction connections (13) of the pump from the low-
pressure reservoirs (14) to the tandem brake master cylinder (overflow
reservoir) is performed by the electric switching valves (10).

mpj=léÉê~íáçå=

Normal operation
In this instance, there is no situation present which requires closed-loop

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operation.
All the solenoids in the hydraulic unit are in their normal closed position,
that is, de-energized. The system is ready to brake. This mode of
operation also pertains when a malfunction is present. Drive torque
control is not activated.

ABS Closed-Loop Operation

The control module recognizes from the wheel speed sensor signals that
the criteria for ABS closed-loop control are present and the appropriate
solenoids in the hydraulic unit are activated. The solenoids for the front
axle are triggered individually and those for the rear axle together (select
low principle).

ABD und ASR

Linear dynamic control under acceleration with PSM takes the familiar
form of “Traction Control”. With active control of the throttle valve,
control comfort is enhanced through the use of E-Gas.

Operation

If a speed differential is detected at the drive wheels, brake pressure is

built up on the spinning wheel through the ABD function. This redirects
input torque to the other wheel. If both wheels now show a tendency to
spin, the throttle valve is closed by the DME control module until engine
torque is matched to input torque. Ignition timing and injection pulses
can also be modified for extreme reduction of engine torque.

4.74 / 2003
bäÉÅíêçåáÅ=_ê~âÉ=cçêÅÉ=aáëíêáÄìíáçå=Eb_sF= = = `~óÉååÉ
Electronic brake force distribution provides correct brake pressure at the
wheels in accordance with driving dynamics or weight distribution.

båÖáåÉ=aê~Ö=qçêèìÉ=`çåíêçä=EjpoF=

MSR prevents unacceptably high slip or locking of the drive wheels when
decelerating (coasting). The speeds of the front and rear wheels are
compared.
If the rear wheels start to slip too much, the throttle valve is opened
enough to preserve optimal friction between the road and the tires.

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cao=e~åÇäáåÖ=aóå~ãáÅë=`çåíêçä=EcaoF=

The PSM control module reads the direction requested by the driver, road
speed, linear and lateral acceleration through a steering angle sensor, the
wheel speed sensors and the linear and lateral accelerometers.

With these input variables, the PSM control module calculates the
rotational speed of the vehicle about the vertical axis (yaw angle rate).
This is continuously compared with the signal from the rotation rate
sensor.

If a discrepancy occurs between the desired and actual direction due to

the vehicle understeering or oversteering, a counter moment (yaw
moment) is created by brake intervention on one side. Within the bounds
of physics (road surface friction), the vehicle is kept in the direction the
driver wants to go.

4.75/ 2003=
`~óÉååÉ= QSMO= aá~Öåçëáë= = =

All the components, such as sensors, solenoids, return pump and

electrical components in the brake booster and their functions are
continuously monitored by the control module. For example, the return
pump is constantly activated briefly while driving, or the pressure sensor
sends test signals to the control module when the vehicle is stopped.

If fault detection responds, PSM is not completely switched off following

fault evaluation; instead, systems are maintained if the appropriate
signals are still present.

Example:

If the rotation rate sensor fails, only driving dynamics control is

deactivated. ABS, ABD, MSR and EBV remain active. If a wheel sensor
fails, ABS, ABD and MSR are switched off. EBV remains active.

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Errors are saved in the memory and are stored there permanently. The
error memory can be read and erased using the Porsche System Tester 2.
Additional functions such as actuator selection, switching inputs and
system testing are also implemented.

4.76 / 2003
R====_çÇó= `~óÉååÉ

q~ÄäÉ=çÑ=`çåíÉåíë=
=dÉåÉê~ä=

The Cayenne has a fully galvanized, unitized steel body with four doors, a General 1
rear gate and seating for five.
Aerodynamics and Air Flow 2
The vehicle fulfills all worldwide legal requirements with respect to front,
side and rear impact as well as rollover and front and rear pole impact. Body Structure 4

Luggage Compartment 8

Underbody Protection 9

Front Hood 9

Door front / rear 10

Door handles 10

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5_01_03

5.1 / 2003=
`~óÉååÉ= ^ÉêçÇóå~ãáÅë=~åÇ=^áê=cäçï= = =

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.

• Higher performance requirements at low speed resulting in increased

demands on cooling of assemblies and components.

In order to meet these requirements, experience gained in sports cars was

applied in optimizing all details of the new vehicle. The cool air inlets were
placed in the area of the greatest dynamic pressure. Cool air routing,

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designed as closed channels, provides maximum airflow to the radiator. In
this way, the cross sections of the air inlets could be reduced, thereby
diminishing drag in the airflow.

Aerodynamic measures leading to an optimal cW value in the tail area

include a downward rake of the rear roof line and a slight inward tilt of the
upper body optimized in the wind tunnel.

The roof spoiler reduces the cW value significantly while increasing

aerodynamic downforce on the rear suspension.

Drag coefficient cW = 0.39

Cross section A m2 = 2.785 (Cayenne S) 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.

5.2 / 2003
The underbody splash shields aid in the cooling of components such as `~óÉååÉ
the front axle with aimed air inlets. Using a tuned system of air channels
and spoilers, cooling air is guided to the brakes at the high level expected
of a Porsche.

5_03_03

In addition to innovations in driving and thermodynamic characteristics,

advances were made to improve comfort. The following focal points should

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be mentioned:

• Reduction of dirt accumulation on side windows and mirrors by

engineering the A-pillar, outside mirror and drip molding

• By tuning the wind deflector, booming was suppressed and strong

wind effects were prevented in vehicles with sunroofs open to various
positions

• Reduction of annoying wind noise by using hidden wipers, redesigning

body sealing as well as eliminating exposed edges

5_04_03

5.3 / 2003=
`~óÉååÉ= _çÇó=pÜÉää=

Through optimized design and use of the most modern materials, the
Cayenne achieves enviable static and dynamic body stiffness. This is due
to the particular competence of Porsche in the area of lightweight steel
construction.
The extraordinary body stiffness provides the ideal basis for precise
suspension tuning since body twist and vibration caused by the road
surface irregularities are minimized by the stiff body structure.

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píêìÅíìê~ä=~åÇ=j~íÉêá~ä=`çåÅÉéíë=

A side and cross member structure intelligently distributes forces arising

from a crash. Three tiers absorb deformation energy, distributing the
forces to the rigid floor side member, body sill, tunnel and doorframe
areas, thus 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.

5.4 / 2003
The high-impact zones with limited allowable deformation in a crash, such `~óÉååÉ
as the doors and doorsills, the body are reinforced with high-strength
steel.

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The parts are made in a press quenching process. The sheet metal is hot-
stamped and then cooled according to specification. The treated material
then has superior shape and strength characteristics.

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 reinforcement.

5.5 / 2003=
`~óÉååÉ= Multi-phase steels, so-called dual phase and TRIP steels (TRransformation
Induced Plasticity) have a higher rigidity than other steels and almost the
same plasticity. The interior B-pillar and the reinforcement in the A- and B-
pillar are made of TRIP steel to provide roll-over protection. Highest
strength multi-phase steels are used in the seat cross members and in the
rear cross member.

Just like the Porsche sports cars, the Cayenne uses custom-made sheet
metal called tailored blanks. This allows parts to be 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.

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5_06_03a

Very-high-strength steel Aluminum

High-strength steel Tailored Blanks

Sheet steel

5.6 / 2003
The body structure, including the roof frame and all pillars is completely `~óÉååÉ
designed as a three-layer construction (interior and exterior shell,
reinforcement). The layers in the roof frame are arranged to form a three-
box structure with high rigidity.
The rigid layout of the roof frame and base allow the implementation of
optional modular roof designs, such as a sunroof.

One-piece side sections allow styling features such as harmoniously joined

sections of doors and pillars. 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 objectives for vehicle fording ability at a water depth of

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

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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 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.

5_17_03

5.7 / 2003=
`~óÉååÉ= A high-quality anti-corrosion surface is applied to the two-sided galvanized
sheet metal to guarantee long-term durability. In addition, sealing body
cavities with
wax likewise contributes to long-term body integrity. In this process, body
cavities are first filled with wax, then drained. Compared to usual spray
wax procedures, this method offers superior wax penetration into the
cracks and provides adequate sealing.

iìÖÖ~ÖÉ=`çãé~êíãÉåí= = =

The luggage compartment has a capacity of 540 liters and provides a level
cargo area. Folding the rear seat forward expands the cargo area to 1800
liters.

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The luggage compartment is provided with a cargo net and cargo area
cover.

A 20 liter storage compartment is located in the luggage compartment on

the driver's side.

The standard ski sack allows skis or other long objects to be easily
transported without folding down the rear seat.

5.8 / 2003
The low gate sill allows ergonomically comfortable loading. The folding `~óÉååÉ
rear window enables loading of small objects. The rear gate is unlocked
from the outside using micro switch on the handle.

RNVM= råÇÉêÄçÇó=mêçíÉÅíáçå= = =

To prevent lift and protect against damage, the underbody is protected

with four wide sections made of reinforced polypropylene. The front
underbody piece protects the vehicle against stone impact as well as

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against possible damage while driving on steep inclines.

RROO= cêçåí=eççÇ=

The front hood is made of aluminum, thus saving approximately 5 pounds

(11 kilograms) compared to a steel hood. On the Cayenne Turbo, air
scoops are built into the hood to provide cooling air for the turbocharger.

5.9 / 2003=
`~óÉååÉ=

RT= aççê=cêçåíL=oÉ~ê= = =

All four doors have integrated side-impact protection. The door structure
has longitudinal reinforcements made of high-tensile boron steel. This
design ensures high impact protection and safety for the occupants.

The doors have modular construction. The doorframe is made of

aluminum manufactured using the extrusion process.

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Mounted on one side of the door frame is the door body with integrated
side-impact protection; on the inside is the mounting structure.
The modular assembly mount is set on this structure. The motor for the
power windows is attached here. The modular assembly mount is covered
by the interior trim.

RTNN=aççê=e~åÇäÉ= = =

The doors are equipped with D-handles. The outside has a shiny
appearance and the inside has a rubberized surface for a pleasant feel.

5.10 / 2003
S====_çÇóJbèìáéãÉåíI=bñíÉêáçê= `~óÉååÉ

q~ÄäÉ=çÑ=`çåíÉåíë=
dÉåÉê~ä=

The Cayenne’s exterior has many of the characteristics of typical Porsche General 1
design. The air intakes at the front are optically similar to those of the
Sun Roof 2
911.
The round/oval headlights in Porsche look detail the side contour of the Front Bumper Cover 4
front hood, as in the sports cars. The V-shaped hood and the design of
the front fenders are typical “Porsche”. Bumper System 5
The design of the side windows with round and straight lines is a creative
Hood Covering, Glass 6
combination of elegance and sportiness.

Windshield 9

Rear side window, sun shade,

rear spoiler 10

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Rear view mirrors (side), Storage
compartments 11

Sun visors 12

Hitch (towing package) 13

Passenger protection 13

6_19_03 Seat belts, Air bag system 14

Side air bag 15

Roof Transport System (RTS) 16

6_20_03

6_21_03

6.1 / 2003=
`~óÉååÉ= The following characteristics distinguish the various models.

Characteristics Cayenne S Cayenne Turbo

Front Painted in same Painted in same

color as vehicle color as vehicle

Hood Base Turbo-design

Main headlights Silver gray (halogen) Chrome/Bi-Xenon

Lower parts of the Black/Dark gray In same color as vehi-

front/rear doors cle, front/rear, Turbo-
Design

Wheels 18“ aluminum 18“ aluminum

Calipers Painted silver Painted red

Rocker trim strip Brushed stainless steel Brushed stainless steel

Rear Painted in same Painted in same color

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color as vehicle as vehicle, Turbo-
Design

Exhaust end pipe Simple end pipe, Dual end pipe, Cover,
Cover, matte silver matte silver

Protector for the top of Brushed stainless Polished stainless

the rear loading edge steel vehicle color with steel vehicle color with
– Insert/Bar “Porsche” writing “Porsche” writing

Roof Carrier Bar Matte black, Caps, Anodized clear,

black caps black

SM= =pìå=oççÑ=

The Cayenne’s optional sunroof is made of tinted safety glass. It has a

sliding roof lining that can be manually set to protect against direct
sunshine.

6_22_03

6.2 / 2003
The sunroof is operated with a lighted switch that is integrated into the `~óÉååÉ
console in the front roof area.

As soon as the switch is turned in the desired direction, the roof is moved
into the desired position, which is shown by symbols on the switch ring.
In order to avoid injury, the sunroof is protected against squeezing or
pinching. In this case, the sunroof would go back as soon as it recognized
any opposing force when closing.

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6_23_03

The sunroof module is composed of the following parts:

1 – Glass covering

2 – Water duct

3 – Façade

4 – Expansion bellows

5 – Guide

6 – Wind guard

7 – Frame

8 – Spacer

9 – Motor

10 – Roof Frame

6.3 / 2003=
`~óÉååÉ= SPNR= =cêçåí=_ìãéÉê=`çîÉê= = = = =

The front of the Cayenne is made of three parts. The main part is
assembled together with the spoiler. The desired 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 integrated 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.

6_25_03

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The front fascia is composed of the following main parts:

1 – Fascia

2 – Bottom part of facing

3 – Grate side

4 – Grate middle

5 – Fog lights

6 – Side blinkers

7 – Spoiler

8 – License Plate Holder

9 – Porsche emblem

6_12_03

6.4 / 2003
_ìãéÉê=póëíÉã== = `~óÉååÉ
In designing the bumper systems, a cost-effective full-coverage insurance
level was in the forefront. If a crash at low speeds takes place, the energy
involved will be compensated for in the bumper system, without any
damage taking place on the shell. The frontal bumper system is made of
steel that is assembled out of a highly stable crossbeam and two defor-
mation elements.
The bumper system is made up of the following parts:

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1 – Longitudinal beam

2 – Bumper

3 – Inlay

6_13_03

The crossbeam has holes with threads to screw in the towing lugs. The
towing lugs can be screwed in at the front or at the back. An advantage of
these lugs being outside of the vehicle profile is that if they are used,
there is no damage to the vehicle or any parts thereof. When deciding on
the strength of the towing lugs, specific towing power was taken into con-
sideration. Up to 3000 kg can be towed if using one lug, if two are used,
5500 kg can be pulled.

The rear bumper system is made of aluminum for weight reasons. The
rear bumper has an inlay for USA vehicles, in order to fulfill USA specific
insurance crash demands.

6.5 / 2003=
`~óÉååÉ= SPRR= oÉ~ê=_ìãéÉê=`çîÉê=

The entire back end of the vehicle is composed of two components and
fulfills complex aerodynamic and thermodynamic demands. Both ends of
the vehicle
are repair friendly and can be taken apart quickly should any damage
occur.
The sensors for the parking assistant are clipped on and painted the
same color as the vehicle.

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6_44_03

SQ= dä~ëë=

The following types of glass are available for the Cayenne:

• Thermally-insulated glass with gray filter in the windshield, standard

• Privacy glass beyond the B-column (standard for all USA models,
optional for RoW; windshield and front side windows will have ther-
mally-insulated glass)

• Thermally-insulated glass all around (optional)

6_27_03

6.6 / 2003
qÜÉêã~ääóJfåëìä~íÉÇ=dä~ëë== = `~óÉååÉ
The standard version of the Cayenne has green thermally-insulated glass
with a gray filter in the windshield. This tint enables highly effective sun
protection for the entire passenger area. The energy from the sun is re-
duced up to 50%, which protects the passenger area from getting too hot.
In spite of the coloring and the absorption of sun energy, the legal
amount of light opaqueness (75% windshield, 70% other glass) is
maintained.
The side and rear windows of the Cayenne are made out of tempered
safety glass. This is highly stable against mechanical and thermal stress.
If a window should break, it will fall into small, dull-edged glass pieces.
The windshield is made of bonded safety glass. It is made up of two
pieces, which are connected by a tear-resistant, stretchable plastic layer
of polyvinyl butyral. If the window is hit, spider-weblike cracks will de-
velop. The plastic layer holds the broken pieces together, so that the en-
tire bond and visibility will still be maintained.

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mêáî~Åó=dä~ëë=

A further Cayenne option to increase the privacy in the inside of the vehi-
cle is dark-tinted glass (privacy glass) beyond the B-column. This strong
tint makes it difficult to see in the passenger and trunk area and protects
the private sphere of the passengers in the back seat. Aside from the
main function of decreasing the amount of direct sunlight in the back
seat, privacy glass has further functions:

– Absorption of solar energy, mainly in the infrared range

– Minimization of UV rays
– Minimized heat inside the vehicle
– Improved climate in the vehicle
– Lower visibility from the outside

Privacy glass is made out of the same materials as the standard

thermally insulated glass.

6.7 / 2003=
`~óÉååÉ= eÉ~íJ~ÄëçêÄáåÖ=Öä~ëë== = =

Thermally-insulated glass is an option in the Cayenne. The higher

insulation value provides further comfort to the passengers and is ideal in
hot countries or when the sun is shining strongly. Due to the high
insulation level in the windows, the temperature is subjectively felt as
being lower. The thermally insulated glass is installed all around as
bonded safety glass. A foil that reflects infrared light is set between the
glass layers. This minimizes heating up of the vehicle interior. The front
side windows have a clear foil and beyond the B-column, a gray foil is
integrated into the inside of the glass. On the outside, another clear foil is
applied. In order to avoid the heating up of the vehicle through the wind-
shield, the thermally insulated glass has a wafer-thin metal layer that
reflects the infrared light. The tint is the same as the privacy glass beyond
the B-column.

Functions of the thermally-insulated glass:

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– Absorption of solar energy, mainly in the infrared range
– Minimization of UV rays
– Minimized heat inside the vehicle
– Improved climate in the vehicle
– Lower visibility from the outside

Advantages in comparison to privacy glass:

– Very high insulation

– Higher thermal insulation

– Hinders breakage, made of bonded glass

6.8 / 2003
SQNO= táåÇëÜáÉäÇ= = = `~óÉååÉ
Section A-A shows the construction of the windshield glass. The wind-
shield (4) is inserted in the body and glued to the body with a gluing
agent (3). A profiled joint is inserted between the body and the windshield
in the upper area.

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6_11_03

1 – Body

2 – Profiled Joint

3 – Gluing Agent

4 – Windshield

6_15_03

6.9 / 2003=
`~óÉååÉ= oÉ~ê=páÇÉ=táåÇçï=

The construction of the rear side window includes the window with seal
and the externally anodized frame. The frame has threaded bolts that
screw this construction to the body.

6_28_03

pìå=pÜ~ÇÉ=

To reduce the heating up of the internal area, the Cayenne has optional
sunshades for the windows on the back doors. The shades are integrated
into the upper door covering area and are pulled out from bottom to top.

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6_29_03

SSUP= oÉ~ê=péçáäÉê= = =

The rear spoiler improves the aerodynamics and is screwed onto the sup-
porting frame and painted the same color as the vehicle. The main parts
of the rear spoiler are:

1 – Upper part of rear spoiler

2 – Middle part of rear spoiler

3 – Lower part of rear spoiler

6_17_03

6.10 / 2003
SSUV= páÇÉ=oÉ~êJsáÉï=jáêêçêë= `~óÉååÉ
The aerodynamically optimized side mirrors can be electrically set and
heated both on the driver and passenger side. The side mirrors can also
be electronically folded back toward the vehicle body. The control switch
is on the mirror triangle on the driver’s door.

6_30_03

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6_31_03

SU= píçê~ÖÉ=`çãé~êíãÉåíë= = =

The vehicle has an all-encompassing storage concept to store all relevant

articles.

The glove compartement has a capacity of approximately 6 liters. It is

connected to the climate control by a closable ventilation nozzle.
Additionally, the glove compartement has a separate sleeve for a map. 6_37_03

There is a storage area with two sections in the middle console.

A storage area can be found in the hinged armrest on the rear seat.

6 38 03

6_39_03
6.11 / 2003=
`~óÉååÉ=

There is an approximately 20 liter storage compartment in the trunk

inside the side covering.

6_40_03 In combination with the CDR 23 radio (Cayenne S series) there is an open
storage compartment under the radio.
A key/cell phone holder is located in front of the shifter box.
A drawer is located under the passenger seat.
Additional storage is located in all four door panels.
A compartment for glasses is located in the roof console.
Storage bags are on the backs of the front seats.
An additional storage compartment can be found under the vents on the
back of the middle console.

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There are two cupholders in the front and two in the back with a variable
circumference for different cup sizes, up to 0.75 liter.

SUOP= pìå=sáëçêë=

The standard Cayenne has dual sun visors for the driver and passenger.
This makes it possible to block out the light from the front and from the
side. The dual sun visors are made up of two separate parts. On the driver
and passenger sides the sun visor has a cosmetic mirror with integrated
light and a map pocket.

6.12 / 2003
eáíÅÜ=EqçïáåÖ=m~Åâ~ÖÉF== = = `~óÉååÉ
One hitch is offered as an option.
A hitch made up of a stiff steel crossbar with steel deformation elements.
The USA version has a maximum towing capacity of 3500 kg (trailer with
brakes) and a maximum supporting capacity of 280 kg.

1 – Endplate

2 – Kickplate

3 – Foam part

4 – Bumper
=
5 – Hitch
=
6 – Rear Covering

= 7 – Towing Lug Covering

= 8 – Bottom Part of Rear Covering

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=

SV= m~ëëÉåÖÉê=mêçíÉÅíáçå= = = =

A high level of passenger protection can be reached due to the safety

systems that were made especially for this vehicle. The Cayenne has
three-point safety belts for all 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.

6.13 / 2003=
`~óÉååÉ= SVNN= p~ÑÉíó=_Éäíë=

The Cayenne has pyrotechnical belt tighteners for the front seats and the
outside seats in the back. These belt tighteners have belt power limiters
for very low passenger strain levels. The middle seat has a three-point
seat belt.

SVSQ= ^áêÄ~Ö=póëíÉã= = =

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The standard airbags for the driver and passenger are full-size airbags.
The driver airbag has an acid-free gas generator technology with organic
fuel. The two-level gas generator enables an improved balance of the air-
bag system for further decrease of passenger strain. The sensors that are
connected to the airbag control unit can vary the deployment at two
levels, depending on the power of the crash. There are two additional
sensors near the front bumper.
The passenger side airbag module is built into the upper area of the con-
trol panel and has an integrated cover. The passenger side airbag also
has two levels of deployment and uses acid free gas generator technology.

6.14 / 2003
SVSP= páÇÉ=^áê=_~Öë== = = `~óÉååÉ
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 be-
tween 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 technol-
ogy. The side airbags are activated by four additional sensors, that are
near the B-columns and the rear wheel housings.

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oççÑ=qê~åëéçêí=póëíÉã=EoqpF=

The Cayenne also offers the option of a roof transport 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 transport system takes place
with a clamping device.

The support system can be secured with locks against theft. The stable
construction of the system allows a roof burden of 100 kg.

6.15 / 2003=
`~óÉååÉ= 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.

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6.16 / 2003
T====_çÇóJbèìáéãÉåíI=fåíÉêáçê= `~óÉååÉ

q~ÄäÉ=çÑ=`çåíÉåíë=
=dÉåÉê~ä=

For the interior four standard equipment colors are available: General 1
black (solid), palm green (solid) and the two-tone combinations, steel
Front Seats 3
gray/ stone gray and Havana / sand beige.

Optional on the Cayenne S is a full-leather treatment in available interior Fire Extinguisher 7

colors.
Instrument Panel 7
The carpeting in the passenger compartment is wear-resistant and of high
quality. Three different headliner colors are coordinated with the interior Door Trim, Front 9
colors.
Door Trim, Rear 10

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7_04_03

7.1 / 2003=
`~óÉååÉ= The following materials differ in the interiors of the two model variations.

Features Cayenne S Cayenne Turbo

Door trim

– Arm rest / door grip handle Embossed leather Nappa leather

– Door trim Vinyl Nappa leather

– Door panel, center Vinyl Nappa leather

– Storage compartment / loudspeaker Pearl velour soft-effect Pearl velour soft-effect

grille color color

– Trim strip Metallic appearance Satinized aluminum

Dashboard upper / lower sections Vinyl Nappa leather

– Instrument cluster 3" Dot matrix display 3" Dot matrix display

Steering wheel airbag module Interior color painted Leather-covered

– Rings on instrument cluster Metallic appearance Metallic appearance

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– Trim strip on cup holder Metallic appearance Satinized aluminum

– Glove box opener Metallic appearance Satinized aluminum

– Frame center console control Satinized aluminum Satinized aluminum

– Cover flap compartment lid
Satinized aluminum Satinized aluminum
with emblem

Seats Embossed leather Nappa leather

Center console main element Vinyl Nappa leather

– Arm rest (storage compartment cover) Embossed leather Nappa leather

– Overhead grips Embossed leather Nappa leather

– Gear selector lever Metallic appearance Satinized aluminum

– Gear selector lever frame Satinized aluminum Satinized aluminum

– Rear area frame Interior soft-effect color Satinized aluminum

Kick plate inlays Brushed high-grade steel Brushed high-grade steel

Carpet Pearl velour Pearl velour

Pedals (coverings) Rubber / aluminum Rubber / aluminum

Headliner / Pillar trim Interior color Interior color

Upper dash area Material Alcantara

7.2 / 2003
TM= cêçåí=pÉ~íë= = = `~óÉååÉ
A new generation of seating was developed for the Cayenne according to
the following principles:

• Adaptation of the well-known seating comfort of the sports car to the

specific environment of the Cayenne, taking into consideration the
latest ergonomic findings

• Highly adjustable seats so that people of all sizes can sit comfortably

• Compliance will all specific standards above and beyond those

minimally required by law

• Achievement of the highest quality goals

• Extensive weight savings

Like the Carrera and Boxster, various additional seating options are

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available to provide optimal comfort. A removable drawer (standard) is
located below the front passenger seat to provide additional storage.

bäÉÅíêáÅ=NOJéçëáíáçå=ëÉ~íáåÖ= = =

The font seats of the Cayenne S are equipped with electric 12-position
adjustable seats. The 12-way seats offer the following functions:

• Electric forward and backward adjustment

• Electric height adjustment

• Electric seatback adjustment

• Electric seat tilt adjustment

• Electric 4-way adjustable lumbar support

• Mechanical head support height adjustment

`çåîÉåáÉåÅÉ=ëÉ~íáåÖ=ëóëíÉã=

As standard equipment, the Cayenne Turbo has a convenience seating

system with extended memory, which is also optionally available for the
Cayenne S.

7_05_03

7.3 / 2003=
`~óÉååÉ= The convenience seating system is based upon the standard electric 12-
way seat and additionally includes electric seat belt height and steering
column adjustments. Three personalized settings can be stored in the
driver’s side memory function and include settings for the following
features:

• Seat adjustment

• Rear-view mirror

• Steering column

• Side mirrors

• Seat belt height

• Position of the front passenger seat

péçêí=pÉ~íë=

Optional sport seats are available with driver and front passenger

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memory.
Like the standard comfort seats, they are 12-way seats, but offer
improved side support. The sport seat also has raised side bolsters, a
highly contoured seatback and different upholstery in the mid-seat area.

7_06_03
All Cayenne seats have:

• Front and rear multi-stage heated seats (Cayenne Turbo) and heated
steering wheel.

• Leather seats.

• The driver’s seat can be folded over to allow access to the battery.

• Side airbags are integrated into all seats so that they will be correctly
positioned no matter how the seat is adjusted.

• The adjustable head supports on the front seats and the head
supports on the right and left rear seat can accommodate people of
various sizes.

• The seatbelt buckle is bolted into the seat so that the belt can easily
adjust to any body size.

• Controls were laid out to provide optimal ergonomics, comfort and

convenience.

• The back side of the front seats are covered with leatherette and have
integrated pockets.

7.4 / 2003
oÉ~ê=pÉ~íáåÖ= `~óÉååÉ
The rear bench has two comfortable outer seats as well as an adequate
center seat. The rear seatbacks can be folded down completely or
separately in a
60% / 40% asymmetrical arrangement. The center seat has an integrated
three-point seatbelt and third head restraint.

Folding down the rear seat bench completely provides maximum cargo
space with a flat floor. The head supports must be removed from the
backrest, and the seat cushions must be folded upright. The head
supports are then placed into the receptacles provided in the seat
cushions and the backrest is folded forward.
The backrest uses a rotary safety latch to provide solid and secure
positioning.
This ensures proper locking of the seatback and displays a visual 7_08_03

verification when the catch is engaged.

In the standard version, the rear bench has a center armrest with a

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storage compartment as well as a ski sack.

The USA / Canada Cayenne has two UCRA child safety seat attachments
(UCRA = Universal Child Restraint Anchorage) are in the two outer seats
and top-tether receptacles are integrated into all three places on the seat
bench.
In conjunction with UCRA receptacles and top-tether connectors above,
two LATCH systems (Lower Anchorage with Tether for Child) are available
on the rear bench.
Note: Currently it is
not recommended to
=
install a child saftey
seat in the front

TMNV= fåëíêìãÉåí=m~åÉä= passanger seat.

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

7.5 / 2003=
`~óÉååÉ= 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.

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TMRU= aççê=qêáãI=cêçåí= = =

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

7.6 / 2003
aççê=qêáãI=oÉ~ê== = `~óÉååÉ
The following are attached to the rear door trim:

• Door opener with handle plate

• Armrest with door grip handle

• Lower storage compartment with loudspeaker

7_10_03
cardiagn.com

7.7 / 2003=
`~óÉååÉ= fåíÉêáçê=qêáã=lîÉêîáÉï= = =

• Roof trim panel

• A-pillar trim panel

• Hinge pillar trim

• Door sill trim front

• B-pillar trim upper panel

• B-pillar trim lower panel

• Door sill trim rear

• C-pillar trim upper panel

• Rear passenger compartment side trim

• Luggage compartment cover

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7_11_03

7.8 / 2003
U====eÉ~íáåÖL`äáã~íÉ=`çåíêçä= `~óÉååÉ

q~ÄäÉ=çÑ=`çåíÉåíë=
dÉåÉê~ä=

All Cayenne Models have a heating and air conditioning system that General 1
meets maximum comfort demands. The design, functions and special
Ventilation 1
qualities of the ventilation, air conditioning and heating systems are
detailed in the section “Climate Control”. Climate Control 5

2-Zone Climate Control 5

Cold Air Circulation

UR= sÉåíáä~íáçå= (2-Zone Climate Control) 9

System Overview/Block Diagram

(2-Zone Climate Control) 16
^áê=Ñäçï=(Air Ducts)=

Actuators and Sensors

All Cayenne models have a charcoal filter that filters particles and pollen (2-Zone Climate Control) 17

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out of the outside air before the air enters the vehicle. The filter is
integrated into the heating unit. It is Iocated in front of the evaporator and What information is being
provided over the CAN-Bus? 22
can be pulled out of the heating unit, in the passenger side floor, for
service purposes. 4-Zone Climate Control 24
Should the outside air quality deteriorate, circulating air can be manually
Cold Air Circulation
switched on. The 2 or 4 zone climate controls also have an air quality
(2-Zone Climate Control) 29
sensor that has standard values for “automatic switch to circulating air”
(AUTO Circulating Switch, see section “Climate Control”). System Overview/Block Diagram
(4-Zone Climate Control) 30
The outside air that goes into the heating unit and is heated to the
desired temperature is directed into the passenger area. A system of fixed Actuators and Sensors
and moveable vents provides the airflow. There are vents in the control (4-Zone Climate Control) 33

panel that distribute the air to the driver and passenger sides. These also
Technical Data for the
dehumidify and defrost the front windshield. Extra and individual personal Climate Control(s) 34
vents are also in the rear middle console and in the B-pillar covering.
Floor vents are also located under the front seats. 8_SH Auxiliary Heat
(Water-Added Heat) 35

Tubing Schematic for the Auxiliary

Heat (Water-Added Heat) 37

8.1 / 2003=
`~óÉååÉ= OJwçåÉ=`äáã~íÉ=`çåíêçä= = =

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8_02_03

With 4-Zone Climate Control, the following diagram shows the additional
air ducts that enable air distribution in all zones.

1 – Flap Motor for the Middle

Vent (covered, right side)

2 – Flap Motor for the Floor and

B-column vents (right side)

A – Air Duct for Temperature

Senso (right side)

8_03_03

8.2 / 2003
The heating unit for the additional climate control (4 zones) is located `~óÉååÉ
behind the left sidewall covering in the trunk area. Only the front driver
side and passenger side vents will receive airflow from the standard
climate control. The vents for the second row seats will receive airflow
only from the trunk air conditioning. The air distribution to the vents of
the B-columns, the middle console and the floor will be controlled by this
additional climate control. The separate rear air ducts run underneath the
trunk floor. They fan out and replace the air distribution over the door
coverings and the middle console.

=^áê=~åÇ=s~äîÉ=`çåíêçä (Heating Unit)=

Before the outside or circulating air can flow into the various air ducts With the 2 zone and 4 zone
and be distributed into the passenger area, the entire airflow will be automatic climate control, there is
blown through the evaporator by the fans. When the air conditioning is on, also a potentiometer on the motor

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the air is cooled and dehumidified. Following this, depending on the operator for the fresh and
setting on the heating or air conditioning control panel, the entire flow of circulating air valve. This sends the
air, or only part of this air (depending on the setting) will flow through the current valve position to the control
heat exchanger in the heating unit. This air will then, through the motor device.
operator for the separate valves in the heating unit (air mixing area), be
directed to the air ducts and distributed. 1 – Motor Operator for the
Distribution Valve Defrost

2 – Motor Operator for the

Distribution Valve Mid-Vent

3 – Motor Operator for the

Distribution Valve Side Vent

4 – Motor Operator for the

Fresh/Circulating Air Valve
(partly hidden in the diagram)

5 – Motor Operator Temperature

Mixing Valve (right side, hidden
in diagram)

6 – Motor Operator Distribution

Valve Floor Vent

7 – Motor Operator Temperature

Mixing Valve (left side)

A – Heat Exchanger
B – Evaporator Housing
C – Fan Motor
8_04_03
D – Fan Control

8.3 / 2003=
`~óÉååÉ= The design of the front heating unit housing is almost identical for the 4
zone or 2 zone climate control. With 4 zone climate control, the valves for
the mid and side vents as well as the floor vents (please see the block
diagram) can be controlled independently of each other. There are also
three additional motor operators. They can be found on the right side of
the air mixing area across from the motor operators in positions 2, 3 and
4 (see diagram 8_04_03).

In the rear heating unit the fan motor operators for air volume and the
temperature mixing valve is integrated. Because the heating unit is
designed symmetrically, the motors for the right and left sides are
directly across from each other. The actuators for the mid vents are
directly on the air duct, right before the vent openings in the rear mid
console. The motor operators for the floor/B-columns vents are located

After removing both screws (in “a”), on the separators (see section “Air Distribution”, diagram 8_03_03) for

the rear heating unit can be tipped each separate air duct.

slightly forward. In this position one

can reach the fan motor or the

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actuators for the left side.

1 –Air Volume Actuator (right side)

2 –Temperature Actuator
Mixing Flap (right side)

A – Heater Core

B – Fan Motor (motor on rear side)

C – Fan Control

D – Evaporator Housing

E – Expansion Valve

a – Mounting Tab

8_05_03

8.4 / 2003
UT= `äáã~íÉ=`çåíêçä= = `~óÉååÉ
All Cayenne Models have standard air conditioning that operates with the
environmentally friendly refrigerant R134a. The following varieties of
climate control are available:

–- 2 zone climate control (Cayenne S series and Cayenne Turbo)

–- 4 zone climate control (optional for all models)

OJwçåÉ=`äáã~íÉ=`çåíêçä= If the volume of air is turned down

so far that the display shows “OFF”
Functionality the flow of air will be stopped
With 2 zone climate control, the temperature for the driver and the because the fan is off . The
passenger can be set separately and the volume of air (fan) for each side temperature mixing valves will also
are the same. close.

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The two buttons are used on the edge of the control/button panel. The
button panel is under a hinged covering. The outside buttons controls the
The internal temperature can be
fan speed. This is the same for the right and left side. The buttons on the
anywhere between 16°C to 29.5°C
inside control the temperature separately for the passenger and the
or 61°F to 85°F. If a lower or higher
driver.
temperature is set the display will
show the words “LO” or “HI”. The
An auto button is integrated in the control panel for the climate control – climate control is now operating at
in the button bar over the liquid crystal display – that can switch on maximum cooling or heating
automatic operation. An LED in the button confirms that automatic capacity. Automatic operation is
operation is on. Depending on various factors (for example, amount of turned off and circulating
sun light, external temperature, air quality, etc.) the climate control will air is activated.
automatically control the chosen internal temperature.

8.5 / 2003=
`~óÉååÉ= 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 circulating air” (AUTO Circulating Switch). Based on these
standard values, if the air becomes worse (exhaust gases), the circulating
air will be automatically switched on.

A – Defost Front Windshield

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Operation (2 Zone Climate Control)
B – Defrost Rear Window

C – Auto Button (Automatic

Operation)
D – Automatic Circulating Air,
Circulating Air
E – Temparature Sensor is ventilated
by a motor (behind the slits)

F – Climate Control Display

G – Button for Air Volume (fan), left

side

H – Button for Temperature, left side

I – Air Distribution for Front

Windshield

K – Air Distribution for Middle and

Side Vents
8_07_03
L – Air Distribution for Floor

N – ECON Button
(Climate Compressor off/on)

U – REST Button (residual heat from

the motor used with vehicles
with 2 zone climate control)

R – Button for Temperature right

id

8.6 / 2003
The following functions can be shown in the liquid crystal display: `~óÉååÉ
– Individual temperature for left and right side

– Air volume (fan setting) for the left and right side

– Air distribution for the left and right side (symbol for air distribution
shows only in the left side display)

– Time synchronized to the PCM/instrument cluster

– OFF (word only displayed on the left side)

The following section details various operating features:

A – Defrost Front Windshield

a.) If the button is pressed once, the air conditioning goes on (intake The defrost function changes all
temperature > 3°C) and if selected, circulating air is used. The motor previously active settings. They are,
operator for the distributor valve for the defrost directs all air to the however, saved and can be activated
windows (mainly the front windshield) and the fan runs at maximum by pressing the button “A”

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level (triggering at 12 Volts). The fan level can be manually controlled (deactivate the defrost function).
with both buttons.

B – Defrost Rear Window

a.) The length of time that the rear window defrost runs depends on the
external temperature. At a temperature between 4°C and 10°C, the
maximum heating time is about 16 minutes. After this time frame,
the defrost will automatically shut off. When the temperature is over
10°C, the defrost is not active.

C – Auto Button (Automatic Operation)

a.) If the auto button is pushed – the integrated diode will light up – the
air volume (fan), the air distribution and the individual temperature
for the driver and passenger will be controlled. If something is
manually changed with regards to the air volume or the air
distribution setting, automatic operation will no longer function.

b.) If the auto button is held down for 2 seconds or longer, the
temperature choice of the driver will also be used for the passenger
zone. If the temperature on the driver side is then changed, this will
also change for the passenger side.

8.7 / 2003=
`~óÉååÉ= D – Auto Circulating Air, Circulating Air

a.) The button for circulating air must be pressed once – the right
integrated diode will light up – in order to select automatic circulating
air. The external air flow will be controlled depending on the air
If the climate compressor is
quality.
manually or automatically turned
off, circulating air operation will end b.) If the button for circulating air is pressed two times – the left
after about 3 minutes. This will integrated diode lights up – the operating mode (manual) circulating
avoid fogging of the windows air is active and only internal air will be recycled. To deactivate, push
(for the country code “JAPAN” the button again.
circulating air remains on).

N – ECON Button (Climate Compressor On/Off)

a.) If the ECON button is pressed – the display shows the word “ECON” –
the climate compressor will turn off. In ECONomy operation no

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The climate compressor will be cooling under the external temperature is possible. By pushing the
automatically turned off at external button again the compressor will be turned on – for external
temperatures under 2°C and cannot temperatures over about 2°C.
be turned on manually by pushing
the Auto button.

U – REST Button (Residual Heat from the Motor for Vehicles with 2 Zone
Climate Control)

In REST operation the temperature a.) After the vehicle is turned off (clamp 15), if the REST button is
and air distribution will continue as pushed, residual heat from the motor can be used for a maximum of
closely as possible to the previous about 20 minutes to heat the inside of the vehicle. The display shows
settings. The controller will thus the word “REST”. If the REST operation is not turned on until 15
open the temperature valves more minutes after the ignition is turned off, only the 5 minutes left will be
and more as the cooling agent cools available. The settings of the climate control cannot be changed in
down. At the same time the fan will REST operation. By pushing the REST button again, the function is
decrease the air volume (PWM shut off.
signal). During REST operation the
electronic water pump will be
triggered.

If the battery is running low, REST

operation will not be possible.

8.8 / 2003
`çäÇ=^áê=`áêÅìä~íáçå=(2 Zone Climate Control)= = = `~óÉååÉ
The cold air circulation in the Cayenne is set up so that the compressor
and the expansion valve are the classic separations between upper and
lower pressure sides.

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8_08_03

The following sections/components are built in and shown in the direction

of the cold air circulation:

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)

5. Pressure sensor is on the high pressure side

6. Expansion valve (flow)

7. Evaporator (evaporator cannot be seen in diagram)

8. Expansion Valve (return)

9. Service connection (low pressure)

10. Pressure damper (low pressure side right in front of the compressor
near the left wheel housing)

8.9 / 2003=
`~óÉååÉ= `çãéêÉëëçê= = =

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 in a sports car. The refrigerant has a pressure of 10-30 bar
after exiting the compressor and a temperature of about 100°C. The
compressor runs whenever there are RPMs .

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If the temperature of the cooling
agent is T < 118°C the DME over the
CAN Bus, near the controller of the 8_16_03

climate control, will force the

Through an electronic control valve, integrated into the compressor, the
climate operation to be stopped.
intake pressure (low pressure side, about 1-3 bar) in the compressor
Over the electronic control valve, the
housing has an effect on the swash plate. The control valve is triggered by
zero request for the compressor will
a PWM signal from the control module of the climate control. The basis
be set (both radiator vents running).
for the triggering of the control valve is taken from the signal of the
evaporator temperature sensor.
The basis frequency for the valve is 400 Hz.

Changeable PWM Signal (400 Hz)

Electricity Strength (Ampere) Compressor Status

0.0 – 0.3 Off (no burden)

0.3 – 0.8 Continuous adjustment

> 0.8 Regulated

8.10 / 2003
The piston stroke can be continuously varied, based on the electricity `~óÉååÉ
strength change of the PWM signal. A large stroke for large refrigerant
capacity demands and a smaller stroke for smaller capacity demands.
The higher the pressure, the further the swash plate can swing out in the
direction of the zero request and can decrease the capacity demand of The climate compressor is turned off

the compressor. Because the compressor works with a variable capacity at external temperatures of under

demand, it is not necessary to control the cooling capacity of the climate about 2°C (35°F) and cannot be

control through a compressor relay. This means that the compressor is turned on manually or by pushing

always turning but there is no output at the lowest portion of the the Auto button.

compressor stroke.

If the system pressure is critical at

about 40 ± 4 bar the excess
pressure valve is opened in order to
protect the pipes from damage.
After the pressure is regulated, the
mêÉëëìêÉ=a~ãéÉê=
valve closes. The valve can be found
on the left of the compressor next to

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The pressure damper decreases noise. It is a simple cylindrical holder
and is built into the low pressure side between the expansion valve and the wiring exit on the high pressure

the compressor. side.

It ensures that the working noise of the piston compressor cannot be

heard in the passenger area. As can be seen in the following diagram, the
damper is in front of the left wheel housing cover.

1 – Pressure Damper

2 – Wheel Housing Cover, left front

8_17_03

8.11 / 2003=
`~óÉååÉ= `çåÇÉåëÉê= = =

The condenser is integrated into the radiator module (sandwich design).

1 – Condenser

2 – Drier Cartridge Receptacle (Pipe)

3 – Transmission Oil Cooler

4 – Steering Oil Cooler

5 – Radiator (right external side)

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8_18_03

The following diagram shows the connecting flange to the condenser.

1 – Connecting Flange

A – Entrance pipe for Condenser

flange

B – Exit pipe for capacitor flange

C – Pressure damper in the return

pipe (low pressure)

8_26_03

8.12 / 2003
The vertical direction of the condenser pipes cools the entrance `~óÉååÉ
temperature from 100°C to about 60°C. In order to make this jump in
temperature possible at any time, the smaller cooler vents are triggered
(see the diagram in section DME, Cooler Vents). The following triggering
of the cooler vents is possible, depending on the pressure sensor of the
climate control.

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8_23_03

X-axis: Pressure sensor value in “bar”

Y-axis: Triggering of the Cooler Vents in “%”

aêáÉê=`~êíêáÇÖÉ=

The replaceable drier cartridge is in a special pipe. This receptacle pipe is

integrated into the right side of the condenser (see section “Condenser”).

8_19_03

8.13 / 2003=
`~óÉååÉ= 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.

After the covers have been removed, the drying cartridge can be pulled
8_20_03
out on the spacer stick. The cartridge unit is approximately 380 mm long.
It is composed of a spacer and a sleeve with a netted insert that contains
a moisture binding material. Until saturated, the drying cartridge can
chemically bind 6-12 grams of water.

The drying cartridge does not have a

set maintenance time frame.

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1 – Sleeve with netted
insert

2 – Spacer stick
8_22_03

8.14 / 2003
bñé~åëáçå=s~äîÉ=(front)= = = `~óÉååÉ
The main duty of the expansion valve is to keep the pressure of the liquid
refrigerant down to 1- 3 bar. The valve is built in as a classical H valve
with a membrane case on the upper side and can be used to change the
volume of the refrigerant that is allowed to flow back to the compressor.

1 – Expansion Valve (Membrane Case)

2 – Pressure Sensor (High Pressure

Pipe)

The pressure sensor shown in the

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diagram is described in section
“Pressure Sensor Climate Control”.

8_21_03

bî~éçê~íçê=(front)= = =

The evaporator can be found in the middle of the heating unit. The design
is similar to that of the condenser and has vertical piping. The evaporator
will remove heat from the air. This will condense the humidity on the
damper. This condensed water will then be directed through a run-off
hose. The evaporator temperature sensor is positioned in the heating unit
housing right behind the evaporator (see section “Evaporator
Temperature Sensor”).

8.15 / 2003=
`~óÉååÉ= póëíÉã=lîÉêîáÉïL_äçÅâ=aá~Öê~ã=(2 Zone Climate Control) =

The block diagram below shows the most important actuators and
sensors that are used for controlling the automatic climate control.

Actuators and Sensors

Motor for Distributor Valve Fresh Air/Circulating Air

Motor for Defrost Flap

Motor for Middle Vent Flap

Motor for Side Vents Distribution Flap

Motor for Distributor Flap Floor

Fan Controller (Air Volume Control), front

Signal Evaporator Temperature Sensor

Signal Intake Air Temperature Sensor

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(only 2 and 4 zone climate control)

Signal Air Quality Sensor (only 2 and 4 zone climate

control)

Signal Pressure Sensor Climate Control

Climate Compressor (control of the electronic control

valve)

Relay for the circulation pump (control line)

AC Valve Supply (free-wheeling arm)

AUX

CAN comfort HIGH

CAN comfort LOW

2 Zone Climate Control (Control Device)

Signal Internal Temperature Sensor (behind the slits)

Actuators and Sensors; left side Actuators and Sensors; left side

Motor for Temperature Mixing Flap Motor for Temperature Mixing Flap

Signal Temperature Sensor Middle/Side Vents Signal Temperature Sensor Middle/Side Vents

Signal Temperature Sensor Floor Vents Signal Temperature Sensor Floor Vents

Signal Sun Sensor Signal Sun Sensor

8.16 / 2003
^Åíì~íçêë=~åÇ=pÉåëçêë=(2 Zone Climate Control)== `~óÉååÉ
For the control of the fan and valves the following actuators and sensors
are in the front heating unit and are used in 2 zone climate control:

– Evaporator Temperature Sensor

The evaporator temperature sensor will help avoid icing up of the air
conditioning unit. The sensor is about 20 mm behind the evaporator. With
The evaporator temperature sensor
this distance to the evaporator, a homogenous air flow temperature can
receives some foreign warmth due to
be measured at all temperature levels. The temperature behind the
the warmth emanating from the
evaporator will be used as the basis for the electronic control valve. The
heating unit housing so that the
cooling capacity of the compressor will thus be influenced depending on
temperature measured there will be
the ”standard value” of the evaporator temperature sensor.
up to 3°C different than the actual
These standard values can be between 3°C and maximum 12°C and will evaporator temperature. This
be calculated using the following influences: temperature difference is
– lowest desired outgoing temperature and compensated for by a performance
characteristic that is set in the
– external temperature
Control Module

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The following diagram shows the position of the various temperature
sensors.

1 – Evaporator Temperature Sensor

2 – Intake Air Temperature Sensor

3 – Temperature Sensor Mid/Side

Vents (right side, position not
visible in (diagram)
4 – Temperature Sensor Mid/Side
Vents (left side)
5 – Temperature Sensor Floor Vents
(left side)

6 – Temperature Sensor Floor Vents

(right side, position not visible in
diagram)

8_06_03

8.17 / 2003=
`~óÉååÉ= – Intake Air Temperature Sensor

The intake air temperature sensor is located directly in the intake pipe of
the heating unit. Over the intake air sensor and the external temperature
sensor, located near the front bumper, system external air is calculated.
Should the external temperature This (theoretical) external air temperature is taken into consideration in
sensor not function, the function of the automatic climate control. Using this temperature value the – as
the automatic climate control will detailed in section “Compressor” – compressor turns off at T < 2°C (zero
still be maintained, but will use only request) and the air volume (fan) changes. The front fan tension will be
the value of the intake air slightly increased at low system external temperatures.
temperature sensor.

– Internal Temperature Sensor

The temperature sensor, ventilated by a motor, is located right behind the

slits in the control panel for the climate control and sucks air out of the
Sensor and vent motor are one unit.
internal area.
It is used as a control value with the vent temperature sensors (see the

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System Overview/Block Diagram) for the control of the climate in the
vehicle. The integrated air motor stops the measurement of residual heat.
If the sensor or the ventilation motor is defective, an error will display in
the error memory of the control module.

– Air Quality Sensor

An air quality sensor (ceramic element) in the intake duct provides

information with regards to hazardous values in the external air. It can be
found in the motor area under the cover of the windshield wiper motor,
right behind the air intake on the left side. The sensor reacts to nitrogen
oxide (NOX), Carbon Monoxide (CO) and Sulphur Dioxide (SO2), in other
words, vehicle exhaust gases. The sensor prompts a switch over to
circulating air.

– Pressure Sensor Climate Control

The pressure sensor is absolutely necessary as a measuring tool to

evaluate the cooling system. It calculates the current pressure in the
system and provides a PWM signal to the climate control module.

8.18 / 2003
This signal is mainly used as a safety device to turn off the compressor `~óÉååÉ
when critical pressure exists.

External High Pressure

Low Pressure Turn Off
Temperature Turn Off

T > 5°C p < 1.4 bar p > 32 bar

T < 5°C p < 0.5 bar p > 32 bar

This signal is also used to cause a capacitor cooling for the DME. The
need for the triggering of the capacitor vent and the capacitor cooling
capacity is linearly based on the value received by the pressure sensor
(see section “Condensor”).

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Cooling Agent
Vent Status Vent Capacity
Pressure

p = 0 > 8 bar On About 20%

p = 15 bar On
About 60%

p > 22 bar On About 100%

– Vent Temperature

The system offers the possibility of having a side blowing control along
with the internal temperature control cycle. The control module will
calculate the various current values of the vent temperatures. The
calculation of the temperatures will take place for each side separately
over the temperature sensors (middle/side and floor vents) – shown in the
block diagram. For these sensors there is a standard value in the control
module that will be determined depending on the current position of the
air distribution valves. This will create a standard value for each side
blowing and a current value. If the difference between the standard and
the current value is too high, the position of the temperature mixing
valves will be corrected.

8.19 / 2003=
`~óÉååÉ= – Sun Sensor

The sensor can be found in the middle of the dashboard and is a stereo-
solar sensor. This means that the sun shining in the left and the right side
can be measured separately and sent to the control module. The stereo
sensor has a reference voltage of 5.0 Volt. The measured values have 2
different time constants, so that system chaos does not result, should the
sun intensity only change for a moment (for example short tunnels, trees,
etc). This means that a reaction only takes place after this set amount of
time goes by. The middle time constant is different for increasing or
decreasing sunshine.

– Electronic Control Valve Climate Compressor (Control Line)

See section “Compressor”.

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– Relay Circulation Pump (Control Line)

This relay supplies the additional circulation pump with voltage and will
be activated for the following functions from the control panel of the
When the circulating pump is climate control or over the control module of the DME:
activated, the heating cycle and the
a) Function Auxiliary Heat (Control Panel Climate Control; see section
cool water cycle can be separated
“Auxiliary Heat”).
from each other over 3/2 way
valves. b) When using residual motor heat. Through this the heat exchanger
throughput will be guaranteed when the motor is off (control panel
climate control; a wiring plan is shown in section “Auxiliary Heat”).

c) If the heat capacity is too low, the relay is activated through the
control panel to increase the heat exchanger throughput.

d) To cool off the turbos (after motor is turned off) the circulating pump
is triggered over the relay (DME control module; see section
“Cooling”).

8.20 / 2003
– Flap Motor `~óÉååÉ
All flap motors have a feedback potentiometer that provide information
about current position. The potentiometer is between a reference voltage
of 5.0 Volts and the signal mass (0 Volt). This means that between 0 and If a new motor operator is built in,
5.0 Volts, theoretically, an infinite number of flap positions are possible. this must be calibrated over the
An acknowledgement voltage of 5.0 volts is interpreted as a fully opened PST2 Tester. The new standard
flap. The voltage 0 Volt means that the flap is closed. The control module positions are saved based on the
can recognize each end stroke by the increase of the electricity load. valve movements.

Unlike previous designs, the flap

motor for fresh air/circulating air
has a position acknowledgement
– Fan control (control of air volume) capability, like all of the other

The air flow in the heating control unit for the fresh air fan is set by a motors. This signal is used for

control module (fan control). The triggering takes place over a PWM automatic air circulating operation,
because the return to fresh

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signal. The controller changes the fan flow to the desired value and
provides the filtered voltage to the low terminal of the fan motor for air operation should happen

diagnostic purposes. smoothly.

Fan Voltage [ V ] Fan Triggering [ % ]

0 0

2 16

4 31

6 42

8 55

10 70

12 74

14 100

8.21 / 2003=
`~óÉååÉ=
– AC Valve Supply

This diode is connected to the electronic control valve and functions as a

reset device to suppress opposing inductions.

– AUX

This input is not yet used (wiring used later).

– CAN-Bus Comfort HIGH and LOW

The control panel of the climate control is connected to the CAN Bus.
Over the CAN Bus the control unit receives information and values from
the sensors that are not directly wired to the control panel.

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tÜ~í=áåÑçêã~íáçå=áë=éêçîáÇÉÇ=çîÉê=íÜÉ=`^k=_ìë\=

– Ignition on (15) (basic pre-requisite for function of the climate

control)

– Auxiliary heat (operation) on or off (signal recognized remotely)

– Country versions (realization of country specific fresh/circulating air

control)

– Temperature unit (displayed in °C or °F)

– External temperature (sensor near bumper measures system external

temperature)

– Dimming (signal from the instrument cluster)

– Driving speed (correction calculation of the system external

temperature at high speeds = taking wind into consideration)

8.22 / 2003
– Motor RPMs (decreases RPMS of the vent fan if the motor RPMs `~óÉååÉ
change)

– Time (the time is provided by the instrument cluster and displayed in

the operating unit)

– Motor temperature (forced suppression of the compressor at critical

cooling agent temperatures T > 118°C)

– Off and reduction requests (for example, if the electricity is grounded,

the compressor can be suppressed. This can also turn off the rear
window heater or reduce the fan standard value.)

tÜ~í=áåÑçêã~íáçå=áë=éêçîáÇÉÇ=Äó=íÜÉ=Åçåíêçä=ãçÇìäÉ=çÑ=íÜÉ=Åäáã~íÉ=Åçåíêçä=íç=
íÜÉ=`^k=_ìë\=

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– Increased RPMs (to stabilize engine speed when climate compressor
is in use)

– Rear window heating (impulse to turn on for the control module of the
central comfort electricity in the rear area when the button for rear
window heating is pressed)

– Compressor (Calculated compressor load)

– Heat off (status announcement when both front temperature valves

are closed)

– Refrigerant pressure (Refrigerant pressure, that is received from the

pressure sensor as PWM signal)

– Command for condenser cooling (the cooler vent control is linearly

controlled, for climate control functions, by the value received by the
sensor for cooling agent pressure)

– ECON function (ECON button pressed and compressor off = Zero

request)

– Status of the motor residual warmth function

8.23 / 2003=
`~óÉååÉ= Q=wçåÉ=`äáã~íÉ=`çåíêçä=

Functionality

Rear climate control is available on all Cayenne models

The additional climate control for The additional climate control functions independently of the front
the rear passengers is a “circulating climate control. The temperature, air volume (fan) and air distribution can
air climate control” and uses be set individually for the left and right sides (zones). In combination with
internal air during operation. the 2 zone climate control in front, the climate in the inside of the vehicle
can be set separately for all 4 zones.

The 4 zone climate control also has Setting all 4 zones can be done from the front control panel. For both rear

an air quality sensor – located in the zones there is an extra button, under the hinged cover, on the front

external air duct of the climate control panel. After shortly pressing this button, the settings for the rear

control – that provides values for the area can be carried out.

“automatic circulating air control” It is also possible to control the rear climate from the back seats on the
(AUTO Circulating Air Button in the rear control panel (see rear control panel in the next section).
Button Bar). Using these values,
should the air worsen, the vehicle

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automatically switches from external

8.24 / 2003
Operation, front (4 Zone Climate Control) `~óÉååÉ

A – Defrost Front Windshield

B – Defrost Rear Window

C – Auto Button (automatic

operation), REST Button (motor
residual warmth for vehicles with
4 zone climate control)

D – Automatic Circulating Air,

Circulating Air

E – Temperature Sensor is
Ventilated
by a Motor (behind the slits)

F – Climate Control Display

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G – Button for Volume of Air (fan),
left side

H – Button for Temperature, left side

8_09_03 I – Air Distribution for the Front

Windschield

K – Air Distribution for the Middle

and Side Vents

L – Air Distribution for Floor, left

side

M – Setting for Additional Climate

Control for Rear Passengers

N – ECON Button (Climate

Compressor off/on)

O – Air distribution to Front

Windshield, right

P – Air Distribution for Middle and

Side Vents, right side

Q – Air Distribution to Floor, right

side

R – Button for Temperature, right

side

8.25 / 2003=
`~óÉååÉ= The front liquid crystal display can show the following functions:

– Selected temperature, individually for the left and right side, front
and back

– Air Volume (fan setting), individually for the left and right side, front
and back

– Air distribution, individually for the left and right side, front and back

– Time is synchronized to the PCM or instrument panel

The following section details various operating functions:

C – Auto Button (automatic operation), REST Button (motor residual

warmth with vehicles with 4 zone climate control)

a) For the front and rear climate zones, automatic operation can be
selected independently of each other. If the auto button is pressed in

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front or in back, the integrated diode will light up (for further
functions see “Auto Button” in section, “2 Zone Climate Control”).

b) In vehicles with 4 zone climate control, using the Auto button after
the ignition is turned off, motor residual warmth can be used to heat
the inside of the vehicle for a maximum of 20 minutes. Press the Auto
If the battery is low, REST operation button one time shortly (ignition is off). In the display the word
cannot be used. “REST” can be seen. In REST operation, the climate control settings
cannot be changed. If the Auto button is pushed again, this function
will turn off (for further functions see “REST Button” in section “2
Zone Climate Control”).

D – Automatic Circulating Air

See section “2 Zone Climate Control”.

8.26 / 2003
G – Buttons for Air Volumes (Fan), left side `~óÉååÉ
(This example is valid for all possible settings)

a) The volume of air can be selected individually for all four climate
zones.

H – Button for Temperature, left side

(This example is valid for all possible temperature settings)

a) The temperature can be selected individually for all 4 climate zones.

I – Air Distribution to the Front Windshield, left side

(This example is valid for all possible air distribution settings)

a) The air distribution can be selected individually for all 4 climate

zones.

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M – Setting the Extra Climate Control for Rear Passengers

a) Press the button one time (display will show that the additional
climate control is on). The rear climate zones can now be set or
controlled using the front
control panel.

The four buttons (on the inside) for

auxiliary heat are described in the
section “Auxiliary Heat”.
N – ECON Button (climate compressor on/off)
See section “2 Zone Climate Control”.

8.27 / 2003=
`~óÉååÉ= Rear Operation (4 Zone Climate Control)

The control panel for the rear climate control can be found for all rear
passengers between the front seats on the back of the middle console.
The control panel is similar to the front 2 zone control panel and has the
following extra buttons:

– Auto function

– Turn on seat heater

– Turn off seat heater

C – Auto-Button (automatic
operation)

F – Climate Control Display

(including display for the rear
seat heating mode)

G – Button for Volume of Air (Fan),

left side

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H – Button for Temperature, left
side, Seat Heater, left side

I – Air Distribution to the Vent in the

Door on the Left Side

K – Air Distribution to the Middle

Vent, left side
L – Air Distribution to the Floor, left
side 8_10_03

O – Air Distribution to the Vent in

the Door on the Right Side

P – Air Distribution to the Middle

Vent, right side

Q – Air Distribution to the Floor,

right side

R – Button for Temperature, right

side, Seat Heater, right side

S – Button for Air Volume (Fan),

right side

8.28 / 2003
The following functions can be seen in the rear liquid crystal display: `~óÉååÉ
– Desired temperature, individually for the left and right side

– Individual air volume (fan settings) for the left and right side

– Individual air distribution for the left and right side

– Seat heating mode, left and right side

The following section details various operating functions: The seat heater is functional when

H – Temperature Button, left side the ignition is on. When the seat

Seat Heater, left side (examples are for left rear) heater is turned on (Button “T”) the
display will switch over to seat
a) Button for setting the temperature
heater mode for about 10 seconds.
b) After the seat heater is turned on with the ON button (button “T”), the

“H” button can set the warmth continuously. The “H” button can be Further functions on the rear control
panel are identical to those on the

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pressed up for hot or down for cool. The warmth intensity will be shown
in the display (horizontal bar). front control panel and can be thus
explained.

When the child safety lock is active,

nothing can be changed or set on
the rear control panel (display is
off).

`ççäáåÖ=`óÅäÉ=(4 Zone Climate Control)=

1 – Refrigerant lines for the rear

evaporator

2 – Line for the heating circulation

for the rear heat exchanger

8_11_03

8.29 / 2003=
`~óÉååÉ= The rear cooling circulation is directly connected to the high and low
pressure sides of the frontal cooling circulation through T-pipes. The T-
pipes are located in front of the left front wheel housing cover near the
pressure damper (for the position of the pressure damper see section “2
Zone Climate Control” diagram 8_17_03). The cooling agent flows in the
The wiring connection of the cooling direction of the circulation through the following parts:
and heating circulations to the rear 1. T-pipe (flow)
heating unit can be seen in section
2. Expansion Valve (flow)
“Air and Valve Control” and in
3. Evaporator (rear)
diagram 8_05_03.
4. Expansion Valve (return)

5. T-pipe (return)

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bñé~åëáçå=s~äîÉI=oÉ~ê=(4 Zone Climate Control)=

The position of the expansion valve can be seen in section “Air and Valve
Control” in diagram 8_05_03. For valve functionality, see section
“Expansion Valve (front)”.

bî~éçê~íçêI=oÉ~ê=(4 Zone Climate Control)=

The position of the evaporator can be see in section “Air and Valve
Control” in diagram 8_05_03. For evaporator functionality, see section
“Evaporator (front)”.

póëíÉã=lîÉêîáÉïL_äçÅâ=aá~Öê~ãë=(4 Zone Climate Control)=

The block diagram shown here for the front control module shows the
most important actuators and sensors that are necessary for the control
of the 4 zone climate control. Many of the actuators and sensors that are
used are similar to those in the 2 zone climate control but have a
different wiring scheme in the control module.

8.30 / 2003
Block Diagram `~óÉååÉ

Actuators and Sensors

Motor for distribution flap for fresh air/circulating air

Motor for distribution flap for defrost

Fan Control (control of volume of air) front

Signal Evaporator temperature sensor

Signal intake air temperature sensor

(only for 2 and 4 zone climate control)

Signal air quality sensor

(only for 2 and 4 zone climate control)

Signal pressure sensor climate control

Compressor
(control line for the electronic control valve)

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Relay for circulation pump (control line)

AC valve supply (free wheeling arm)

CAN comfort HIGH

CAN comfort LOW

4 Zone Climate Control (Control Device, front)

Signal internal temperature sensor (behind the slits)

Actuators and Sensors; left side Actuators and Sensors; right side

Motor for distribution flap for middle vent Motor for distribution flap for middle vent

Motor for distribution flap for side vent Motor for distribution flap for side vent

Motor for distribution flap for floor Motor for distribution flap for floor

Motor for temperature mixing flap Motor for temperature mixing flap

Signal temperature sensor middle vent Signal temperature sensor middle vent

Signal temperature sensor floor vent Signal temperature sensor floor vent

Signal sun sensor Signal sun sensor

8.31 / 2003=
`~óÉååÉ= The following block diagram shows the most important actuators and
sensors that are connected to the rear control module.

Actuators and Sensors

Fan control (air volume) rear

AC valve supply

CAN comfort HIGH

CAN comfort LOW

4 Zone Climate Control (Control Device, Rear)

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Actuators and Sensors; left side Actuators and Sensors; left side

Motor for distribution flap for air volume Motor for distribution flap for volume of air

Motor for distribution flap for middle vent Motor for distribution flap for middle vent

Motor for distribution flap for floor/b post vents Motor for distribution flap for floor/b post vents

Motor for temperature mixing flap Motor for temperature mixing flap

Signal temperature sensor air duct Signal temperature sensor air duct

Seat heater Seat heater

8.32 / 2003
^Åíì~íçêë=~åÇ=pÉåëçêë=(4 zone climate control)= = = = `~óÉååÉ
The same actuators and sensors are used to control the 4 climate zones
that were shown in section for 2 zone climate control. Along with the rear
fan and valve control, the following sensors are used in the rear zones:

– Motor for Air Volume

With 4 zone climate control it is possible to distribute the air created by

the fan motor both separately and individually to each rear zone. The
positions of the two motor operators for this can be see in section “Air
and Valve Control” diagram 8_05_03.

– Motor for Middle Vent and Floor/B-Column Vent

The motor operators for the middle vents can be found directly on the air
duct, right in front of the vent openings in the middle console. The motor
operators for the floor/b-column vents are located on the separations of

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each air duct (see section “Air Flow” diagram 8_03_03).

– Temperature Sensor Air Duct

For functionality, see section “2 Zone Climate Control”. Both sensors are
integrated into the air duct approximately 500 mm after the exit pipe of
the heating unit.
Both ducts are uncoiled here at the same height as the metal from the
underbody (see section “Air Flow” diagram 08_03_03).

– Fan Control (Air Volume Control), rear

For functionality, see section “2 Zone Climate Control”. The position of

the control module (fan control) can be seen in section “Air and Valve
Control” diagram 8_05_03.

8.33 / 2003=
`~óÉååÉ= qÉÅÜåáÅ~ä=a~í~=Ñçê=íÜÉ=^áêJ`çåÇáíáçåáåÖ=póëíÉãEëF= = =

Refrigerant R 134a
(cooling circulation with pressure
damper)

Refrigerant Volume (2 zone) 700 + 50 g

Refrigerant Volume (4 zone) 1050 + 50 g

Refrigerant Oil 200 g (+100 g for 4 zone climate control)

High Pressure/Low Pressure Switch Approx. 32 bar/approx. 1 bar

(depending on temperature)

40 ± 4 bar
Excess Pressure Valve (pressure relief)

Compressor Air-side controlled swash plates

(regulator) compressor

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Cooling Module (sandwich design) • Condensor with horizontal piping
(integrated drying cartridge)

Dryer • Radiator

Expansion Valve, front and rear (4 zone) • External transmission oil cooler

Evaporator • External steering oil cooler

Solar Sensor Replaceable drying cartridges (integrated

into the right outside of the capacitor)

Temperature Control (2 Zone) Valve controlled by refrigerant return

Temperature, Air Volume, (Fan rear) Horizontal piping

and Air Distribution Control (4 zone)

Filter System Dual sensor for right/left recognition of

the direction of shine

Air Quality Sensor Can be separately controlled for left and

right

Can be separately controller for left and

right
and front and back

Charcoal filter for particle and pollen

filtering

Recognition of fresh air quality

8.34 / 2003
U|pe= ^ìñáäá~êó=eÉ~íÉê=Et~íÉêJ^ÇÇÉÇ=eÉ~íF= = = `~óÉååÉ
Functionality

As an option, the Cayenne can be equipped with auxiliary heater. This

water-added heater uses the heating circulation connected to the cooling
water circulation of the motor. This water flow is heated by the auxiliary
heater when the vehicle is standing still. A valve (3/2 way valve) closes
the heating circulation off from the rest of the cooling water circulation
when the auxiliary heater is running, in order to stop a warming up of
this. Over the heat exchanger of the heating circulation, the hot air is
directly sent to the inside of the vehicle through the fan. If the vehicle has
4 zone climate control, the rear heat exchanger is integrated into the
auxiliary heating system.

The necessary fuel needed for combustion is directed to the auxiliary

heater or combustion area through a pipe that is separately connected to
the fuel tank.
The fuel lines run under the underbody. The auxiliary heater and all parts

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belonging to it, for example the circulation pump and the 3/2 way valve,
can be found under the front left fender behind the wheel housing
(extension of the A column).
The circulation pump, the air intake muffler and the valve are separate
units.
The muffler minimizes noise during combustion.

The diagram shows the auxiliary heating components with the connection 1 – Heat exchanger (front)
lines for the rear heat exchanger. 2 – Air intake muffler

3 – Auxiliary heater

4 – Circulation pump

5 – 3/2 way valve

a – Suppression line
(see “Wiring Plan” in this
section)

A – Refrigerant line for

rear evaporator (see diagram
8_11_03)

B – Front and back running lines for

the heat circulation (connection
to motor)

C – Exhaust line for auxiliary heat

D – Front and back running lines for

rear heat exchanger (see
8_12_03 diagram 8_11_03)

8.35 / 2003=
`~óÉååÉ=
The exhaust that is generated during combustion is released on the
drivers side near the extension of the A column.

Do not operate auxiliary heater in

closed areas (for example, garages)
due to danger of poisoning.
Operation (Example – Water-Added Heater)

The operation and setting of the auxiliary heater takes place over the front
control panel of the climate control (under the cover in the middle
console). When the auxiliary heater is running, the remaining running
time is shown on the display (see operating device in next section.

A – On/Off button for auxiliary heat

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or auxiliary ventilation

B – MENU button to choose the

functions of the auxiliary heat

C – “Lower“ Setting

D – “Higher“ Setting

8_13_03

A programmed “turn on” time (in a

saved spot) will not be automatically
activated. A time must first be
selected and activated in order to
use the auxiliary heater. This time
can be set up to 24 hours previous.

The menu control and the

programming of the “turning on”
times for the auxiliary heater are
described in detail in the operating
manual.

8.36 / 2003
Auxiliary heater can be operated independently of the ignition position. It `~óÉååÉ
has three independent save positions for the programming of the “turning
on” time. Each
save position lets the turning on time as well as the functions of the
auxiliary heater or auxiliary ventilation be programmed. The necessary fan
operation will turn on slightly later in order to avoid flow of cold air, so
that only warm air flows into the vehicle. When the auxiliary heater is
running, only one save position can be active (that has been programmed
and selected).

To set auxiliary heater on the control panel of the climate control – you
can turn the device on or off with a remote control (only RoW). If the
climate control panel was used to turn on the auxiliary heat, the heat
cannot be turned off using the remote. Setting using the remote is not

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possible.

When buttons are pushed on the remote, the vehicle must be in sight. A For more on the topic signal
light diode will light up signalizing that the signal is being sent. reception of the remote control see

The remote control has a range of about 800 m. This range may be the section “Integrated Antenna

shorter depending on possible obstructions. System”.

8.37 / 2003=
 `~óÉååÉ= táêáåÖ=mä~å=Ñçê=^ìñáäá~êó=eÉ~íÉê=(Water-Added Heater)=

The diagram shows the wiring plan for the Cayenne Turbo.
Status: Auxiliary heat on (heating fans running)

1 – Heat Exchanger (front)

2 – Heat Exchanger (rear)

3 – Auxiliary Heater

4 – Circulation Pump

5 – 3/2 Way Valve

6 – Non-Return Valve

7 – Motor

a – Cooling agent distribution valve

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b – Cooling agent collector pipe,
motor block

c – Motor coolant return

(thermostat not shown) 8_15_03

d – Motor coolant flow

A – Magnet valve

B – Vacuum tank

C – Return stroke valve (vacuum)

The diagram above shows the wiring plan for the used/warmed heating
Vacuum line circulation that is separated by the 3/2 way valve from the cool water
circulation. The valve is located above the auxiliary heat module and is
Return stroke valve (vacuum)
impinged on, for auxiliary heat function, by the climate control module
Water line (cool)
(operating device) over a magnet valve with vacuum pressure.

8.38 / 2003
The following diagram shows the wiring plan for the Cayenne Turbo `~óÉååÉ
Status: 1.) Motor residual heat (heating fans running)

2.) Supports heating capacity (motor and heating fans running)

The entire cooling circulation (motor
cooling) is detailed in section
“Cooling”.

1 – Heat exchanger (front)

2 – Heat exchanger (rear)

3 – Auxiliary heat

4 – Circulation pump

5 – 3/2 way valve

6 – Non-return valve

7 – Motor

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a – Cooling agent distribution line

b – Cooling agent collector, motor

block
8_25_03
c – Motor cooler return
(thermostat not shown)

d – Motor cooler flow

The diagram shows the wiring plan for the use of the residual motor A – Magnet valve
warmth function combined with the optionally equipped auxiliary heater. B – Vacuum tank
To use the residual warmth function, only the circulation pump is needed.
C – Return stroke valve (vacuum)
For vehicles without residual heat, positions 3 and 5 are not integrated
into the return of the heating circulation (components A to C – for the
triggering of the 3/2 way valve – are also no longer needed). Vacuum line

Water line (heated up)

Water line (cool)

8.39 / 2003=
V====bäÉÅíêáÅ~ä=ëóëíÉãëLÉäÉÅíêçåáÅë= `~óÉååÉ

q~ÄäÉ=çÑ=`çåíÉåíë=
dÉåÉê~ä=

In the course of developing the Cayenne, great demands were made on General 1
electrical and electronic functions as well as on safety and convenience.
Voltage Supply 2
The previous vehicle electrical system was no longer up to the increased
demands upon the electrical systems and electronics. Networking / Data Communication 7

Immobilizer / Central
Controlled Locking System 10

Information exchange among the numerous convenience, control and

Porsche Entry & Drive 12
management systems was necessary in order to meet the high demands
of the sporty SUV. Power supply plays an essential role in this and must Anti-theft Alarm 13
be continuously monitored and regulated. Key roles are performed by the
CAN (Controller Area Network) and MOST (Media Oriented Systems Lighting System 17
Transport) data communication systems.

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Individual Functions 22

Rear-window Wiper 25

The use of these systems enhances the field of vehicle electrical Instrument Cluster 27
systems/electronics.
The following pages describe the structure and function of the vehicle Power Windows 33
electrical system as well as the individual electrical systems.
Interior Lighting 35

Safety and Door Lights 38

Electric Convenience Package 39

Audio and Communication 43

Porsche Communication
Management (PCM) 45

Integrated Antenna System 48

Prepping for Mobile Telephones 50

Compass Display 51

9.1 / 2003=
`~óÉååÉ= sçäí~ÖÉ=pìééäó= = =

_~ííÉêó=

A battery under the driver’s seat supplies the voltage. Since there are
fewer variations in temperature, this location provides more stable per-
formance than batteries mounted in the engine compartment. In the
event of an accident, a safety switch (integrated into the primary battery
After vehicle servicing, the battery relay in the distributor) disconnects the battery from the vehicle electrical
should be checked and fully charged system. In an emergency, the connection can be re-established via a
before the vehicle is returned to the push-button switch on the relay.
customer. Battery capacity for the Cayenne S and Turbo ranges from 450A/95 AH
(standard) up to 550A/110Ah (Cayenne Turbo with parking heater and
multimedia options).

The generator is water-cooled and has a nominal output of 2660 watts,

corresponding to a maximum current of 220 A.

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9_54_03

RESET-button (arrow)

9_09n_03

9.2 / 2003
The vehicle interior has six 12V sockets for connecting additional `~óÉååÉ
electrical devices (5 sockets in the non-smoker package). These are
positioned as follows:

• Two sockets underneath the glove box in the passenger foot well.
The non-smoker package omits the additional socket in the front of
the ashtray / drawer (middle of the instrument panel).

• One socket in the rear passenger compartment underneath the air

vents in the center console.

• Two sockets in the luggage compartment in the side trim panels in

front of the left and right storage compartments.

• An additional 12V socket (optional) in the rear bench seat. The

second socket is in the mirror-image position to the other beneath the
air vent in the center console.
9_27_03

aáëíêáÄìíçê=

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The circuitry of the vehicle electrical system is similar to that of the
sports cars. Separating the electrical system areas provides good
protection against mutual interference and shorts in the individual power
circuits.

The distributor is located next to the

battery beneath the driver’s seat.

9.3 / 2003=
`~óÉååÉ= cìëÉ=L=oÉä~ó=m~åÉäë= = =

Electrical fusing has been designed for the particular operating

requirements of the Cayenne. In order to counteract voltage loss and
power overload, the fuse and relay panels were made readily accessible,
corresponding to the vehicle’s power circuitry.

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9_61_03

A fuse panel is located on each side of the instrument panel.

A combination relay and fuse panel is located to the left of the radiator
reservoir in the engine compartment.
There is also a relay panel on the driver’s side beneath the instrument
panel.

9.4 / 2003
bäÉÅíêáÅ~ä=póëíÉã=`çåíêçä=jçÇìäÉ= `~óÉååÉ
The electrical system control module functions primarily to protect the
battery against cyclical overcharging. A large quantity of input data is
managed by the electrical system control module, since electrical system
management controls driver-related functions and system integrity must
always be maintained. Electrical system status is determined primarily by
comparing the measured voltage with the permissible voltage lower limit.

The electrical system status is determined by battery voltage parameters

and data from heavy current loads of short duration.

In addition, the current control states of systems used by the driver are
stored in the electrical system control module.

The electrical system control module communicates with the DME to

provide an increase of idle speed if required to improve the electrical
system status. If the system status is negative, convenience-related elec-
trically powered units can be switched off, as required. The voltage thus
gained can be then channeled to other control devices via the CAN-Bus.

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Before such units are cut off (e.g., cigarette lighter, etc.) the driver re-
ceives a “Battery Low” warning signal. Once the system status is no
longer critical, the units are switched on in the reverse order that they
were shut off. Diagnosis of the electrical system control device is per-
formed using the Porsche System Tester 2.

A – CAN drive unit

B – Gateway
C – CAN convenience
D – Engine control module
E – Electrical system control module

1 – Engine speed
2 – Increase idle speed
3 – Battery voltage
4 – Engine speed
5 – Increase idle speed
6 – Unit load status
7 – Unit cut-off set point
9_36_03

9.5 / 2003=
 `~óÉååÉ= Function: Vehicle Electrical System Management

Circuit Diagram

A – Measurement battery positive

B – Measurement battery negative

C – Electrical system control module

D – User 1 (sockets 1-2)

E – Electrical system relays

F – Release seat heater

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9_35_03

9.6 / 2003
kÉíïçêâáåÖ=L=a~í~=`çããìåáÅ~íáçå= `~óÉååÉ
• CAN (Controller Area Network)

• MOST (Media Oriented System Transport)

Electronic networking of the Cayenne enables data exchange among vari-

ous control devices throughout the 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 failure, e.g.,
short circuit or interruption, data transmission is impossible or lim-
ited).

• CAN – Infotainment, 100 kBit/s (in the event of a data line failure,
e.g., short circuit or interruption, data transmission is possible only
via a single line -
single wire operation).

• CAN – Convenience, 100 kBit/s (in the event of a data line failure,
e.g., short circuit or interruption, data transmission is possible only

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via a single line -
single wire operation).

• 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.

9.7 / 2003=
`~óÉååÉ= `~óÉååÉ=a~í~=_ìë=i~óçìí=

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9_17_03

9.8 / 2003
Network Layout `~óÉååÉ

1 – Control module wiper 25 – Control module parking aid

2 – Compass sensor 26 – Control module tire pressure

monitor

3 – Control module parking heater 27 – Control module seat memory

driver
28 – Control module seat memory
4 – Control module airbag
passenger

5 – Control module PSM 29 – Gateway CAN Infotainment

6 – Control module automatic level system 30 – CAN drive unit

7 – Damping control module 31 – Gateway CAN convenience

8 – Control module center differential 32 – CAN drive unit external

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lockup

9 – Control module axle differential lock 33 – K-lead

10 – Transmission control module 34 – Amplifier

11 – DME control module 35 – MOST bus

12 – Xenon control module 36 – CD changer

13 37 – Radio CDR 23

14 38 – Gateway Radio/PCM

15 – Rear control module 39 – PCM2

16 – Control door rear left 40 – Navigation module

17 – Control door rear right 41 – Telephone

18 – Control driver’s door

19 – Control front passenger door

20 – Trailer control module A – CAN drive unit

21 – Vehicle electrical system control mod- B – CAN convenience

ule

22 – Climate control element front C – CAN infotainment

23 – Climate control element rear D – K-lead

24 – Control roof E – Gateway instrument cluster

9.9 / 2003=
`~óÉååÉ= fããçÄáäáòÉê=L=`Éåíê~ä=içÅâáåÖ= = =

fÖåáíáçå=içÅâ=ïáíÜ=páåÖäÉJâÉó=póëíÉã=

The Cayenne is equipped with a central locking system, which along with
an engine immobilizer, provides the highest level of theft deterrence.
Standard equipment includes a remote control integrated into the key
which, using two buttons, locks and unlocks all doors and opens the rear
window or gate. In addition, the glove box, the sunroof and gas tank lid
are included in the central locking system.
In the US market, the remote control also has a “panic button.” In an
emergency, pushing the “panic button” turns on the exterior lighting in

9_66_03 blinking mode and activates the horn at the same time.

The rear control module controls the logic for the central locking system

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functions. Depending upon status information (e.g., key status) the rear
control module generates functions and central locking commands for the
door control modules.
System codes affect only the rear control module. Communication is via
the CAN convenience bus.

Functional components:

• Operating controls, doors

• Door control modules

• Rear control module

9_28_03
Central Locking Controls:

• Remote control (standard)

• Lock-unlock button in all doors

• Key cylinder driver’s door

• Keyless entry (I-option)

9.10 / 2003
qÜÉ=ÅÉåíê~ä=äçÅâáåÖ=ëóëíÉã=Ü~ë=íïç=äçÅâáåÖ=äÉîÉäëK= = `~óÉååÉ
Pressing the Cayenne’s key remote once activates “Secure” locking, ideal
for most situations. The doors can only be opened with the remote control
and not by using the interior door handles.
This prevents access to the vehicle by operating the interior door handles
through an open sunroof.

Pressing the remote control twice in rapid succession prevents the

Cayenne from being accessed from the outside. The doors can be opened
from within. This mode is appropriate if passengers wish to remain in the
vehicle.

Alternate Operation

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In the event of remote control failure, locking and unlocking is performed
using the locking cylinder in the driver’s door. If the door control module
cannot receive rear control module CAN signals, an alternate function is
used.

• Every door module stores the missing bus user in a separate error
code memory.

• The driver’s door module takes over the master function for the elec-
trical central locking system. The other door modules respond to the
central locking status message from the driver’s door module.

• Specifically the two states, “unlock” and “lock,” of the driver’s door
locking cylinder and the switching information of the Lock/Unlock
buttons are command signals to be received and evaluated by the
other door control modules. The controls of the other doors are
locked out.

9.11 / 2003=
 `~óÉååÉ= The standard immobilizer uses a transponder system like that used by
the sports cars. When the ignition is switched on, the data code in the
transponder in the head of the key is compared to that of the vehicle elec-
tronics. Upon correct identification, the immobilizer is disabled and the
engine may start. Arming and disarming the immobilizer is a background
task. In addition, removing the key from the ignition lock activates a
steering column lock operated by an electromagnetic locking ring.

If an original key is lost, the replacement can be “taught” the code using
the Porsche System Tester 2. Lost keys can be deactivated. In this way
only authorized persons can have access to properly coded keys.

mçêëÅÜÉ=båíêó=C=aêáîÉ== = =

cardiagn.com
The Porsche Entry & Drive system is offered as an optional step-up in
convenience (ID-Number for all models); this system offers, in addition to
the “Ignition Lock with Single-key System” described above, keyless
operation of the vehicle. Porsche Entry & Drive consists of a system using
interior and exterior antennas, an integrated identification generator in
the vehicle transmitter, proximity sensors as well as a locking button in
the exterior door handle surrounds. The driver carries an ID sender

The engine may only be started if (electronic mini transmitter emitting an identification code), which is

the clutch pedal is pressed in vehi- integrated into the vehicle key.

cles with manual transmission, or if Access to every door is possible using “Porsche Entry.” Proximity sensors

the shift lever of automatic trans- are located in the exterior door handles; approaching the vehicle initiates

mission vehicles is set to “P” or “N.” the identification process when the handles are touched. Antennas in the
spoiler receive the transmitted code, then by the driver authorization
system (integrated into the so-called KESSY control module), decoded,
and then compared with a preprogrammed code consisting of up to eight
stored keys before the door may be opened. Positive identification of the
ID sender carried by the driver within a specified time period allows the
door to be opened.

9.12 / 2003
After the driver has entered the vehicle, an additional identification `~óÉååÉ
process is initiated when the ignition switch is turned. The engine can be
started only after this process has a positive result.
The vehicle is locked from the outside by operating a locking switch on
the exterior door handle. As with unlocking, the user ID is queried, and
the vehicle is locked upon positive identification. At the same time both
the immobilizer and steering column lock are activated.

cardiagn.com
9_43_03

^åíáJíÜÉÑí=^ä~êã=

An anti-theft alarm with an ultrasonic interior monitor is standard

equipment on the Cayenne. This security zone includes all doors, the
front hood, the rear gate, the folding rear window, the interior, the igni-
tion, a trailer if attached, and includes a tilt sensor.

The central functional logic for the anti-theft alarm is integrated into the
rear control module. The KESSY control module stores all critical infor-
mation for the arming and disarming of the anti-theft alarm. The CAN
convenience bus provides communication between the KESSY control
module and the anti-theft alarm.

9.13 / 2003=
`~óÉååÉ= The anti-theft alarm guarantees the highest level of theft protection allow-
able under country-specific laws, regulations and insurance requirements.

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9_63_03

^ä~êã=póëíÉã=oÉ~Çó=aáëéä~ó=

An optical display (LED) in the driver’s side window sill indicates the
status of the anti-theft alarm. Four different flashing variants are possible.

9.14 / 2003
cä~ëÜáåÖ=î~êá~åíë== = `~óÉååÉ

LED control when vehicle is locked and the anti-theft alarm is armed:

Within the first 2 seconds at 3.3 Hz (Control by rear control module)

afterward at 0.5 Hz (Control by door control module after

transfer by rear control module)

LED control when vehicle is locked and the anti-theft alarm is armed
and interior monitoring is unarmed:

Within the first 2 seconds at 3.3 Hz (Control by rear control module)

afterward for 8 sec. no signal (Control by rear control module)

afterward at 0.5 Hz (Control by door control module after

transfer by rear control module)

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LED control when vehicle is locked and the anti-theft alarm is inactive:

Within the first 2 seconds at 3.3 Hz (Control by rear control module)

afterward at 0.5 Hz (Control by door control module after

transfer by rear control module)

LED triggered by “Total Error” of the central locking system or anti-theft alarm:

within the first 2 seconds at 3.3 Hz (Control by rear control module)

afterward for 8 sec. Continuous sig- (Control by rear control module)

nal

afterward at 0.5 Hz (Control by door control module after

transfer by rear control module)

The illumination time for the LED is 80 ms

9_29_03 9.15 / 2003=

`~óÉååÉ=

Anti-theft alarm armed

The anti-theft alarm with interior monitoring is armed when the vehicle is
locked and placed in “SAFE status.” If the Cayenne lock is locked so that
the doors can be unlocked from inside, the interior monitoring and the tilt
sensor are deactivated. This state is achieved if the vehicle is locked twice
within 2 seconds with the remote control (conscious locking).
If locking is performed using the door locking cylinder, only the driver’s
door is locked. The driver’s door module then takes over the master
function for the electrical central locking system, locks all doors and arms
the anti-theft alarm.

Anti-theft alarm disarmed

Disarming the anti-theft alarm system requires that the SAFE or locking

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function (USA models) be cancelled using a radio transmitted command.
When unlocking via the door locking cylinder, the driver’s door is
mechanically opened and the alarms on the other doors are disarmed. In
this case, the anti-theft alarm remains active (only the interior monitor
and tilt sensor are deactivated); after 15 seconds, an alarm sounds if the
ignition has not been switched on.

Activating the Interior Monitor / Tilt Sensor

The interior monitor and tilt sensor can be deactivated once for the next
time the vehicle is locked using the radio remote control or the “Settings”
menu in the instrument cluster. In order to reset this function, the anti-
theft alarm must be disarmed once and then re-armed.

Alarm Signals

The alarm is transmitted optically by the flashers and acoustically by the

alarm horn when triggered by disturbance of one of the areas in the
security zone. The alarm signal can be cancelled using the remote
control. The length of the alarm signal depends upon country-specific
requirements (standard: 30 seconds).

9.16 / 2003
A repeated activation during the alarm does not result in prolongation of `~óÉååÉ
the alarm. After the alarm phase, the alarm is re-activated; the signal may
be triggered a maximum of three times in sequence (EU guidelines).

Instead of the alarm horn, country-specific “intelligent sirens” may be

used.
If such a siren is used, the automatic triggering of the alarm horn is deac-
tivated. Unlike the alarm horn, the siren has the advantage of a separate
voltage supply and can trigger the alarm in case of a power interruption
(insurance requirement in England).

9_30_03

iáÖÜíáåÖ=póëíÉã=

eÉ~Çä~ãéë=EeTF=

cardiagn.com
New headlamps were developed specially for the Cayenne series. The
standard headlamps used for the Cayenne S consist of an H7 low beam
with manual leveling and an H7 reflecting high beam with an H7 auxiliary
driving lamp. As with the 911 Carrera and Boxster, the headlamp is
integrated into a single housing.
The front parking light and turn signal are likewise housed in the head-
lamp unit.
The headlamp unit is a plug-in module. It is simple to access and allows
easy replacement of the bulbs.
The side turn signals in the front fenders are white in color.

A – Turn signal

B – Auxiliary driving lamp

C – High beam

D – Parking light

E – Low beam

9_60_03

9.17 / 2003=
`~óÉååÉ= eÉ~Çä~ãé=t~ëÜÉê=póëíÉã== =

A headlamp washer system is available for the Cayenne either as a sepa-

rate option or as part of the “Advanced Off-Road Package.” This is
designed as a piston system; each headlamp is cleaned with two water
nozzles.

_áJuÉåçå=ÜÉ~Çä~ãéë=ïáíÜ=Çóå~ãáÅ~ääóJÅçåíêçääÉÇ=ÅçêåÉêáåÖ=äáÖÜí==
EfaJkìãÄÉê=Ñçê=`~óÉååÉ=pF=
9_31_03

This headlamp is standard equipment in the Cayenne Turbo. The

dynamically controlled cornering light is a new feature of this lighting
system. The Bi-Xenon headlamp is equipped with automatic-dynamic
leveling as well as a headlamp washer system as standard equipment

Each headlamp contains a supplementary H3 low beam light. The posi-

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tion of the supplementary light provides significantly improved
illumination to the left and right of the primary light beams.

A control module to determine the lighting dynamics of the left and right
headlamps processes steering angle and vehicle speed. The optimal
relationship between sensor values and lighting dynamics was determined
through testing and has been stored as a data transmission function in
the control module.

In addition to providing improved driving comfort, this system also in-

creases driving safety. When driving off-road, this technology is highly
useful in early detection of obstacles to the side.

9.18 / 2003
_áJuÉåçå=eÉ~Çä~ãéë= = = = = `~óÉååÉ

F – Signal light
G – Auxiliary driving lamp
H – Cornering light
I – Parking light
J – Xenon gas discharge lamp for
low beam and high beam

9_53_03

The following describes the relationships between the dynamically con-

trolled cornering light and other illumination functions.

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• The cornering light always functions together with the low beam.

• If the low beam fails in one headlamp, then the corresponding corner-
ing light shuts off to avoid asymmetrical illumination.

• When high beams are used, the cornering lights operate at their low-
est illumination.

• Operating the headlight flasher does not affect the cornering light
function.

cêçåí=cçÖ=i~ãéë=ïáíÜ=oÉ~ê=cçÖ=i~ãéë= = =

The fog lamps (H11) are located in the front nose section of the Cayenne.
Both the front and rear fog lamps are switched on and off by the light
switch.
The parking light must be switched on before the fog lamps will operate.
The low beam may also be operated together with the fog lamps.

9_38_03

9.19 / 2003=
`~óÉååÉ= Each tail light unit houses the rear fog lamps. The rear fog lamps may
only be switched on if the both the parking light and front fog lamps are
operating. The low beam may also be used.

9_39_03

q~áä=iáÖÜí=råáíë=

The tail lights of the Cayenne are a single unit integrated into the tail of
the vehicle. The tail light unit has a layered effect in a single housing.

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• Turn signal • Brake light

• Rear fog lamps • Parking light

• Back-up light • Reflector

A clear glass section covers the lights, which create distinctly contoured
bands when illuminated.

The third brake light has LEDs and is integrated into the rear spoiler.

9.20 / 2003
cêçåí=táéÉê=póëíÉã= `~óÉååÉ
In order to maintain optimal conditions for effective wiping, the design
phase took into account the relationship between the windshield
geometry and the wiper system. Specially-shaped unarticulated Aero
wiper blades, which lie flatter against the windshield than conventional
systems, are being used for the first time by Porsche.
This means that the direction reversal of this system is not performed by
a mechanical drive, but rather by the negative phase of an electronic
motor. The terminal voltage of the motor is reversed in the return
position.

1 – lower mechanical stop

2 – lower reference position

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3 – lower return position
4 – upper return position
5 – upper mechanical stop

9_20_03

The passenger-side wiper is designed with a so-called controlled wiper

lever to provide a broader cleared field of view. The wiper motion is
performed by a four-joint kinematic at the base of the wiper arm.

The front wiper system has two speeds as well as an intermittent setting.
The speed is set using three settings on the right steering column lever.
Hall sensors are used to detect wiper position and wiper motor rotation in
order to control wiper speed.

Inside the interior mirror base is the rain sensor (standard), which
controls the wiper interval. The wiper interval can be customized or
adjusted using a potentiometer in the right steering column lever.

9.21 / 2003=
`~óÉååÉ= When operating in rain sensor mode, the wiper speed is infinitely variable
as needed.

In order to optimize aerodynamics while minimizing wind noise, the wiper

arms are parked out of the line of sight (beneath upper lip of the hood).

The system consists of a reversible, RPM-regulated 2-brush wiper motor

with integrated electronics in the drive cover and wiper arm with blade.
The wiper module communicates with other control modules via CAN-
interface.
The rain sensor is connected to the wiper control module using a serial
interface.

fåÇáîáÇì~ä=cìåÅíáçåë= = =

fåíÉääáÖÉåíI=pí~ÖÉÇ=pí~ää=~åÇ=qÜÉêã~ä=mêçíÉÅíáçå=

cardiagn.com
An intelligent stall and thermal protection system was installed to avoid
damage to the wiper module caused by heavy snow, freezing or other
blockage of the wiper. The stall protection function monitors motor speed
as well as other set variables.
If, for example, there is a lot of snow on the windshield, the wiper motor
electronics adapt the wiped area to the conditions of the windshield.

In this way the return points of the wiper motion are set lower in order to
provide the widest possible cleared field of view.

Function

In the event of excess power consumption by the wiper motor, overload

protection is provided by thermal performance data in the software, which
lowers power consumption by reducing the wiping frequency or by
introducing short pauses in the interval. The thermal performance data
includes motor and control module temperature measured in the control
module as well as exterior temperature(via CAN).
Blockage is identified by standstill of the rotor and maximum motor
terminal voltage. After several attempts, the wiper motor is switched off.
This lockout can be cancelled by switching the ignition off and on, or by
operating the wiper switch again.

9.22 / 2003
sçäí~ÖÉ=jçåáíçêáåÖ= `~óÉååÉ
The control module monitors the voltage supply. If the voltage exceeds
the specified range (9V to 15V) wiper motion is stopped; once the voltage
returns to the permissible range, the desired operation mode resumes.

• When the engine is started, the wiper motor is likewise briefly halted.

`çåíáåìçìë=táéáåÖ=pí~ÖÉ=N=~åÇ=pí~ÖÉ=O=

Selection on the wiper switch (Stage 1/Stage 2) is read as a signal by the

switch module and transmitted to the wiper control module via CAN. This,
in turn, operates the wiper motor at the desired speed.

o~áå=pÉåëçê=~åÇ=fåíÉêãáííÉåí=pÉííáåÖë= =

cardiagn.com
The rain sensor on vehicles so equipped measures precipitation on the
windshield, including snow. Correspondingly, the wiper speed/frequency
is automatically set between intermittent to continuous (Stage 1 and
Stage 2). The rain sensor function supercedes the interval function.

The following will activate the rain sensor:

• Setting the wiper lever from Neutral to Stage 1

• Operating the windshield washer system

• Changing the rain sensor sensitivity with the thumb wheel

Activation of the rain sensor is confirmed by a single wipe of the blade.

Function

Increasing the sensitivity by the potentiometer on the wiper switch

triggers a single wipe cycle, thus transmitting information to the rain
sensor via the serial interface. During the pauses in wiping, the wiper is
placed into a raised “Interval Parking” position and is protected against
backlash by the motor.

9.23 / 2003=
`~óÉååÉ= Activation of the intermittent operation immediately results in a full wipe
cycle.
This does not occur, however, if the intermittent function was active
before the ignition was switched on. If the rain sensor does not receive a
signal after a specified period, the intermittent operation starts with one
wiping cycle. The interval pause is determined by the wiper set point,
vehicle speed and potentiometer value.

The wiping speed during intermittent operation corresponds roughly to

Stage 1. Shortening the interval pause on the potentiometer triggers a
single wiping cycle.

^ìíçã~íáÅ=oÉÇìÅíáçå=çÑ=íÜÉ=táéáåÖ=cêÉèìÉåÅó= =

cardiagn.com
This function is activated after the ignition is switched on (Terminal 15)
and the vehicle achieves a speed of > 5 mph (8 km/h). If Stage 2 has
been selected and the vehicle speed is greater than 5 mph (8 km/h), the
wiper operates at Stage 2.
If the speed goes below 2.5 mph (4 km/h) the wiper speed switches from
Stage 2 to Stage 1.
If the vehicle speed increases again to > 5 mph (8km/h), the wiper, de-
pending upon the lever setting, will run at Stage 2.

If Stage 1 has been selected, the wiper speed is set to Intermittent if the
vehicle speed is < 2.5 mph (4 km/h). The interval pause period is 4
seconds. If the vehicle speed returns to above 5 mph (8 km/h) the wiper
again operates at Stage 1.

Automatic decrease of wiper speed is interrupted by a function modifica-

tion on the circuit. The automatic decrease in wiper frequency resumes
after the vehicle speed reduces from > 5 mph (8 km/h) to below 2.5 mph
(4 km/h).

9.24 / 2003
táéÉê=mçëáíáçå=oÉÑÉêÉåÅÉ=mçáåí= `~óÉååÉ
A sensor on the rotor of the wiper motor supplies data for the wiper
position.
The wiper control requires a reference point in order to determine an
absolute position from this value. After the ignition is switched on
(Terminal 15), the wiper is moved in the downward direction until the
reference point is found.

låÉ=q~é=táéÉ=

Pushing the wiper lever downward activates a single wipe cycle of three
intervals.
If the switch is held down longer, the wiper motor increases from Stage 1
to Stage 2 after the next sweep of the wiper. The wiper operates at Stage
2 as long as the touch wipe function is maintained. When the lever is

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released, the wiper blades are parked.

oÉ~ê=táåÇçï=táéÉê= = =

The rear window wiper was designed to provide the widest possible field
of vision. The rear wiper remains on the window when parked. The drive
unit for the rear-window wiper is located in the rear gate and the wiper
arm is on the folding rear window. If the rear window is folded up, the
drive unit and wiper arm are separated. For this reason the rear window
wiper is designed with a separable wiper shaft.

The rear wiper has an intermittent setting with a fixed interval.

A particular feature is the automatic

Pushing the right steering column lever operates this function, and the activation of the wiper when the
rear window is then wiped in the intermittent mode. front wiper is turned on and the gear
lever is placed in Reverse.

9.25 / 2003=
 `~óÉååÉ= The rear control module contains the central electronics for the rear
wiper.

1 – Steering column module

2 – CAN convenience
3 – Rear control module
4 – Rear window wiper
5 – Terminal 15

9_19_03

låÉ=q~é=t~ëÜ=táåÇëÜáÉäÇ=~åÇ=oÉ~ê=táåÇçï=

The “One Tap” wash function is an automated cleaning operation of the

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windshield or rear window. A short tap of the windshield or rear window
washing function on the right steering column lever operates this. The
length of time the lever is pressed determines whether a one-touch wash
or conventional washing is performed. This is analyzed in the steering
column module and is stored in the CAN as a wash function.

The headlamp washer operates only

if the low or high beams are
When the “One Tap” wash function is activated, the dual washer pump is
switched on. The spray duration is
operated by a central electronic control for a defined time period. At the
limited.
same time the windshield or rear window washer operates the washer
pump for a period corresponding to a sequence of wiping cycles. Once
the pumping is completed, three additional wiping cycles are performed.

If the wash function has been activated on the steering column lever
longer than necessary to initiate the One-tap wash function, the
conventional washing function starts. This means that the dual washer
fluid pump operates as long as the steering column lever is depressed.
The windshield wiper or rear wiper operates during the entire time the
pump functions.

9.26 / 2003
The headlamp washer operates only if the low or high beams are switched `~óÉååÉ
on. The spray duration is limited.

A – Steering column module

B – Rear control module
C – Electrical system control module
D – Front wiper module

1 – Rear windshield wiper

2 – Headlamp washer system pump
3 – Dual washer pump
4 – Front wiper
9_14_03

cardiagn.com
fåëíêìãÉåí=`äìëíÉê=

The design for the Cayenne was basically adapted from the layout for the
911 Carrera, with 5 round gauges in a single instrument package.

The placement of the round gauges and location of individual instruments

and displays within the package vary somewhat from the 911 Carrera,
depending upon function. The analog tachometer and speedometer are
placed to the right and left of the center gauge and project forward away
from the other round gauges.

The digital speedometer display is located in the multifunction display in

the center instrument.

9.27 / 2003=
`~óÉååÉ= The Cayenne instrument cluster has two variations with different digital
displays, such as Gear Indicator for Tiptronic, Service Interval, Exterior
Temperature and various warning indicators.

9_40_03

cardiagn.com
“eáÖÜ=iáåÉÒ=sÉêëáçå=Epí~åÇ~êÇ=`~óÉååÉ=pF=

The multifunction display is monochrome (yellow) 3-inch dot-matrix dis-

play.

The dot-matrix display is an LCD, the resolution of which depends upon

monochrome pixels controlled by the system electronics. The display
screen in the basic version allows all relevant information to be shown.

9_42_03

9.28 / 2003
“mêÉãáìãÒ=sÉêëáçå=Epí~åÇ~êÇ=çå=`~óÉååÉ=qìêÄçF= = = `~óÉååÉ
= =

This instrument cluster contains a high-resolution 5-inch TFT (Thin-Film-

Transistor) color screen comparable to that found on high-quality laptops.
The enlargement of the data field as well as the higher resolution of the
TFT display enables a very high level of legibility. Due to its larger size,
the lower area of the display continuously shows the temperature on the
left side, and below this, the vehicle odometer reading. In between is the
digital speedometer, below to the right is the time and below that, the trip
odometer.

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9_41_03

The left side of the display contains the optional compass reading, on the
right is the gear indicator of the Tiptronic transmission. The multifunction
display with its highly legible lettering is integrated into the center of the
display. When no special function display is required in the central area of
the display, the basic image indicates the average fuel consumption.

The multifunction display functions both as a central information source

as well as an operating menu for a number of systems frequently used by
the driver.
Operation is by using the rocker switch integrated into the right steering
column lever. The touch control on the bottom of the switch serves to
select the function to be shown in the multifunction display. If this button
is depressed for longer than one second, the selected values are reset.

9.29 / 2003=
`~óÉååÉ= The main menu items which can be displayed in the 3 and 5-inch display.

• Telephone • On-Board computer

• Km/h (mph) Limit • Tire air pressure

• Vehicle information • Settings

péÉÉÇçãÉíÉê=aáëéä~ó=`~óÉååÉ=p=~åÇ=`~óÉååÉ=qìêÄç=

The digital speedometer is located in the multifunction display in the

center instrument. In addition, an analog gauge is located to the right of
the multifunction display.

lÇçãÉíÉê=aáëéä~ó=`~óÉååÉ=p=

cardiagn.com
The top display counts the total distance driven by the vehicle, the bot-
tom display displays the trip distance. The trip odometer, upon reaching
9999 kilometers or 6213 miles, resets to “zero.”

Operating switch “A” (approximately 1 second) likewise resets the trip

odometer to “zero.”

lÇçãÉíÉê=aáëéä~ó=`~óÉååÉ=qìêÄç=

The odometer is located in the multifunction display in the instrument

panel.
The left display counts the total distance driven by the vehicle, the right
displays the trip distance.

q~ÅÜçãÉíÉê=

The start of the red region on the tachometer scales is an optical

indicator of the maximum allowable engine speed. The engine speed is
limited to protect the engine when this limit is achieved.

9.30 / 2003
båÖáåÉ=láä=qÉãéÉê~íìêÉ=d~ìÖÉ= `~óÉååÉ
If the engine oil temperature is too high, a warning message appears in
the multifunction display.

`äçÅâ= = =

The clock is set in the On-Board computer. Vehicles with Porsche Com-
munication Management (PCM), time synchronization are performed by
the navigation system (GPS real time). Independent of the actual GPS
time, the time displayed in the instrument cluster as well as in the PCM
can optionally be set forward or back as desired.

qÉãéÉê~íìêÉ=d~ìÖÉ=J=`ççäáåÖ=póëíÉã=

cardiagn.com
Pointer below 80°C – engine cold

Pointer in range of 90°C – normal operating temperature

If the engine is under heavy load and high exterior temperature, the
pointer may move up to the start of the red field.

If the coolant temperature is too high, or the coolant level too low, a cor- 9_10_03

responding warning appears shown in the multifunction display.

cìÉä=d~ìÖÉ=

When the ignition is switched on (Terminal 15) or is running, the fuel level
is displayed. If the fuel reserve falls below approximately 12 liters,
allowing additional travel of about 30 miles (50 km) when the engine is
running, a warning light and text appear in the multifunction display.

=sçäíãÉíÉê=

The voltmeter indicates the vehicle’s total electrical voltage. The normal
range lies between 12 and 16 volts. During engine start the voltage may See also the section “Vehicle Electri-
drop significantly. cal System Control Module.”
If the vehicle voltage is too low, there is a warning in the multifunction
display.

9.31 / 2003=
`~óÉååÉ= båÖáåÉ=_ççëí=mêÉëëìêÉ=E`~óÉååÉ=qìêÄçF= = =

Since the engine is equipped with boost pressure control, boost pressure
is variable. Boost pressure is dependent upon different engine
parameters.

`êìáëÉ=`çåíêçä=Epí~åÇ~êÇ=Ñçê=rp^=îÉÜáÅäÉI=faJkìãÄÉê=oçtF= = =

Cruise control in the Cayenne is operated using the lower left steering
column lever. When this function is active, a ready light appears in the
instrument cluster. In order to regulate speed, the vehicle speed must be
set between 25 mph (40 km/h) and 130 mph (210 km/h).

When this function is active, vehicle speed can be set using the steering
column lever.

• Each time the switch is pressed upwards + 2 km/h (1 mph)

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• Each time the switch is pressed downwards -- 2 km/h (-- 1 mph)

The speed can be continuously increased or decreased by pushing the

steering column lever up or down.
Cruise control operation is automatically interrupted if the vehicle speed

For safety reasons, the cruise con- exceeds the set speed by more than 25 km/h (15 mph) for longer than 20

trol deactivates if the Porsche seconds, or if the vehicle speed falls short of the set speed by 10 km/h (6

Stability mph) for longer than 5 seconds.

Management (PSM) controls driving The system is temporarily switched off if the driver presses the brake
dynamics for longer than 0.2 pedal.
seconds. Manual acceleration can exceed the set speed without canceling active
operation.
If the driver removes his foot from the gas pedal, the cruise control im-
mediately resumes the set speed.
The cruise control function is not available in Low Range mode. When Low
Range mode is switched off, the cruise control returns to ready status.

9.32 / 2003
mçïÉê=táåÇçïë== = = = `~óÉååÉ
As standard equipment, the Cayenne has electric power windows in all
four doors. The power windows can operate once the ignition is switched
on, and remain operable for 10 minutes after the ignition has been All four windows may be operated
switched off. If any door is opened during this period, power window from the driver’s position. The
operation is deactivated. switch on each other door will only
operate the corresponding window.

A – Power window driver’s side

B – Power window passenger’s side
C – Safety switch
D – Power window door rear left
E – Power window door rear right

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9_55_03

qïçJëí~ÖÉ=pïáíÅÜ=EÇêáîÉêÛë=ëáÇÉF=

The driver’s side switches for the front windows have two rocker posi-
tions: push forward, “open,” push back, “close.” If the switch is only
pressed to the first stage, the window will be opened or closed, depending
on how the switch is pressed. Releasing the switch stops the action. If a
switch is pressed or pulled to the second stage (tap function), the window
automatically travels to its upper or lower stop position. Operating the
switch again stops the window in the desired position.

9.33 / 2003=
`~óÉååÉ= mìëÜJÄìííçå=léÉê~íáçå=E~ää=Ñçìê=ÇççêëF= = =

As long as the related button is pressed, the window will open or close.
Releasing the switch stops the action.

=máåÅÜ=mêçíÉÅíáçå=

The electric power windows, like those on the 911/Boxster sports cars,
The One-Touch function is blocked are equipped with pinch protection. As needed, the widow close cycle is
for 10 seconds. interrupted, and a pre-defined open cycle starts. Activation of the pinch
protection can be identified by the increase in voltage. If the
corresponding switch is operated again within 10 seconds, the window
will close with normal force.

=`çåîÉåáÉåÅÉ=cìåÅíáçå=

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If the key is continuously held in the lock / unlock position while the vehi-
The “Porsche Entry & Drive” feature
cle is being locked or opened, all four door windows will be closed /
does not offer convenience operation
opened automatically.
using the remote control.
The windows will open or close as long as the key is held in position, or
until the windows have reached their stop point.

píçêáåÖ=íÜÉ=táåÇçï=píçé=mçáåí=

If the battery is disconnected and then reconnected, the stop points are
lost. The One-touch function is deactivated.

Reactivating the function:

1. Open the window completely by pulling the switch.

2. Pull the switch again toward “open” and the lower stop position is
stored.

3. Then close the window completely by pushing the switch.

4. Push the switch again toward “close” and the upper stop position is
stored.

9.34 / 2003
fåíÉêáçê=iáÖÜíáåÖ= = = `~óÉååÉ
The interior lighting was particularly designed with convenience and
safety in mind.

Operating the remote control or opening a door turns on the front interior
and reading lights, rear reading lights, front and rear foot well lights,
luggage compartment light and the rear gate light. Switching on the igni-
tion, closing the last door or operating the central light switch can turn off
all lights. When the driver leaves the vehicle, a delay mechanism shuts off
the lights after the last door is closed or when the door is locked. All
lights may be switched off using a central switch in the roof console.

The interior lighting of the Cayenne is arranged as follows:

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• The interior light, with two reading lights, is located in the center front
section of the roof console. Each light can be operated using its own
switch.

9_56_03

9.35 / 2003=
`~óÉååÉ= To provide rear passengers lighting convenience, a reading light is inte-
grated into the left and right roof end panels. An integrated rocker switch
can switch on the individual reading lights as well as the interior light.

A – Switch off rear reading light

B – Automatic switch on/off

reading light

C – Switch on rear reading light

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9_57_03

• Illuminated glove box and center console storage compartment add to

the passengers’ convenience. Two illuminated make-up mirrors are
included.

9_62_03

9.36 / 2003
• To make them easier to find, the ashtray as well as the interior door `~óÉååÉ
handles are illuminated. The brightness can be adjusted using the
dimmer for the instrument lighting.

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9_65_03

• Two lights for the foot well are located in the lower edge of the in-
strument panel; for the rear passengers, two lights are located on ei-
ther side of the back of the seat console.

9_32_03

9.37 / 2003=
`~óÉååÉ= • A luggage compartment light is built into the headliner and a rear
gate light is integrated into the hatch; these provide good illumination
for the luggage area.

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9_52_03

p~ÑÉíó=~åÇ=aççê=iáÖÜíë=

The Cayenne is equipped with an exit light on each door as well as two
rear gate lights. These are installed on the inside door panels and the rear
gate and cast a white beam downward.

For additional safety, separate red safety lights are on the doors and rear
hatch.

9_51_03

9.38 / 2003
bäÉÅíêáÅ=`çãÑçêí=m~Åâ~ÖÉ= = = `~óÉååÉ
The “Electric Comfort Package” (ID-Number for all models) can provide
additional convenience features. This package includes:

• Convenience lighting

• Automatic anti-glare outside and inside mirrors

• Auxiliary exterior lighting

• “Coming Home” function

• Automatic driving light assistant

• Electric automatic closing assist for the rear gate

• Integrated garage door opener

`çåîÉåáÉåÅÉ=iáÖÜíáåÖ=

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Convenience lighting improves passenger orientation in the dark. This
includes a door panel light band in all four doors and a dimmable foot
well light. Convenience lighting is switched on when the vehicle is
unlocked and switch off when the vehicle is locked or dimmed to a preset
level. The dimmer is set on a separate switch on the roof console.

^ìíçã~íáÅ=^åíáJdä~êÉ=lìíëáÇÉ=~åÇ=fåëáÇÉ=jáêêçêë=

Functions as before.

^ìñáäá~êó=bñíÉêáçê=iáÖÜíáåÖ=

The license plate light and parking lights front and rear are activated to
provide illumination. In addition, lights are integrated into the outside
See the vehicle owner’s manual
mirrors. This lighting arrangement allows safer entry into the vehicle. The
chapter, “On-Board Computer.”
area around the vehicle is illuminated when the remote control or Keyless
Entry & Drive are used to unlock the vehicle, making it easier to see in the
dark. The auxiliary exterior lighting is deactivated when the ignition is
switched on or after a predetermined period set in the on board
computer.

9.39 / 2003=
`~óÉååÉ= “`çãáåÖ=eçãÉÒ=cìåÅíáçå== =

The “Coming Home” function includes the auxiliary exterior lighting, in

addition to the low beam and side marker lighting. In order to afford the
best possible visibility when exiting the vehicle, the “Coming Home”
function is activated for a specified period when the ignition is switched
off, providing light to the front door of the house, for example.
The “Coming Home” function is activated only in twilight or in the dark by
means of the integrated rain/light sensor located in the inside mirror.
When the ignition is switched off while the low beam is lighted, the area
surrounding the vehicle is illuminated.

During ordinary locking of the vehicle or after expiration of the

See the vehicle owner’s manual illumination period set in the on board computer, the lights are switched
chapter, “On-Board Computer.” off.

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^ìíçã~íáÅ=aêáîáåÖ=iáÖÜí=^ëëáëí~åí=

Depending upon country-specific regulations requiring running lights

during daylight hours, one component of the “Electric Convenience
Package” is automatic activation of the headlamps. The function switches
on the low beams, the instrument lighting, the parking lights front and
rear and the license plate lights depending upon the environmental
lighting conditions.

This function is controlled by an additional position in the light switch.

9_58_03

9.40 / 2003
The system is controlled by the light sensor in the inside mirror and `~óÉååÉ
activates the driving light in the following situations:

• Low light (morning/twilight)

• Darkness

• Tunnels

• Rain (activation by rain sensor)

Function
If the wipers operate continuously longer than 5 seconds, the driving
light is automatically switched on. If there is a pause in wiping if 255
seconds, the driving light is switched off, other external conditions
permitting.

• Highway The sensor does not identify fog;

Function
If the vehicle reaches a speed of 84 mph (140 km/h) the driving light therefore, the light must be switched
is likewise switched on. The time to activation is 10 seconds. If on manually in fog. See also the
vehicle speed falls below approximately 40 mph (65 km/h) the driving
light is switched off after a delay of 150 seconds, external conditions vehicle owner’s manual chapter,
permitting. “Automatic Driving Light Assistant.”

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^ìíçã~íáÅ=`äçëáåÖ=^ëëáëí=Ñçê=íÜÉ=oÉ~ê=d~íÉ=

Like the 911 Targa, the Cayenne is equipped with an electric automatic
closing assist for the rear gate (“Electric Comfort Package” option) When
closing, the rear gate is automatically pulled shut, not manually pushed.
The rear control module and a closing relay under the instrument panel --
relay position 2, control this.

fåíÉÖê~íÉÇ=d~ê~ÖÉ=aççê=léÉåÉê=

The integrated garage door opener provides the option of a single unit
installed in the Cayenne’s passenger compartment which can replace up
to three radio remote control units operating, for example, a door opener,
a gate opener or an alarm system. The integrated garage door opener
“learns” the radio frequencies of all common remote control units and
can then transmit these frequencies itself.
The control and transmitter unit of the garage door opener is integrated
into the roof console. Programming and operating is by using the buttons.

9.41 / 2003=
`~óÉååÉ= Both fixed and variable codes can be learned and programmed in a short
time.

A – Buttons

B – LED

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9_59_03

Technical Data:

• 3-channel transceiver

• 27/30/40/418/433 MHz
Programming and synchronization
• AM/FM Modulation
procedures are described in detail in
• Standard and variable code compatible
the owner’s manual, chapter “Ga-
rage Door Opener.” • Integration with vehicle network

• Power supply using the vehicle battery

• Reprogrammable at any time

Additional information can be obtained on the Internet at

www.homelink.com

HomeLink is a registered trademark of Johnson Controls.

9.42 / 2003
^ìÇáç=~åÇ=`çããìåáÅ~íáçå= = = `~óÉååÉ

_~ëÉ=bèìáéãÉåí=`~óÉååÉ=p=

The CDR 23 radio, first installed in the model year 2003 Boxster is
standard equipment in the Cayenne S, along with 10 loudspeakers. The
speakers are arranged as follows:

• Two tweeters in the instrument panel

• A midrange and woofer speaker in each of the front and rear doors

The base version with an integrated 4 x 18 watt amplifier provides very

A detailed functional overview of the
good sound to all passengers.
CDR 23 radio is found in the Techni-
Additionally, radio information such as station calls letters, CD titles, etc.
cal Manual “Service Information
can \be displayed in the multifunction display, just as in the sports cars
Boxster Model Year ‘03.”
(starting model year ‘03).

cardiagn.com
9_45_03 9_49_03

9.43 / 2003=
`~óÉååÉ= `a`JQ=`a=`Ü~åÖÉê=
EfaJkìãÄÉê=Ñçê=~ää=ãçÇÉäëX=`a=ÅÜ~åÖÉê=éêÉé~ê~íáçå=sJåìãÄÉê=áå=rp^F=

In addition to the standard CDR 23 radio, the Cayenne can be equipped

with a 6-disk CDC-4 CD changer. To save space, the CD changer is built
Additional information can be found into the right side stowage area of the luggage compartment. The self-
in the Technical Manual “Service explanatory menu allows simple operation of the radio.
Information Boxster Model Year
‘03.”

_lpb=eáÖÜ=båÇ=pçìåÇ=póëíÉã=EÇáÖáí~äF= = =
Eléíáçå~ä=`~óÉååÉ=pL=pí~åÇ~êÇ=`~óÉååÉ=qìêÄçL=rp^=pí~åÇ~êÇ=`~óÉååÉ=p==
~åÇ=`~óÉååÉ=qìêÄçF=

This system consists of a digital amplifier (Bose Sound Processing) out-

putting 250 watts to 8 channels.

The loudspeakers are located in the instrument panel, the front and rear
door panels, and in the B-pillar cladding. Completing the system is an

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active bass subwoofer located in the spare tire well.

9_50_03
The BOSE High End Sound System offers the following features:

• The Bose Sound Processing (BSP) provides perfect adaptation of the

entire sound system to the special acoustic architecture of the
Cayenne.

• A special loudness function dynamically adapts the bass range so

that the listener does not detect any acoustic difference at low
volumes. The system is individually matched to the interior acoustics
of the Cayenne and guarantees a balanced and clear tone over the en-
tire frequency range.

Detailed information on this function • The AudioPilotTM (noise compensating volume control) uses a
microphone to monitor and automatically control the sound quality
can be found in the Technical and volume depending upon interference such as wind or tire noise,
Manual “Service Information Boxster or conversation in the vehicle. This eliminates adjusting the tone.

Model Year ‘03.” • The “Active Compression” integrated into the Bose High End Sound
System provides precise fine-tuning of the dynamic range of the
music. This avoids audible distortions of extremely loud music
passages.

• The NeodynTM bass speakers are characterized by a very flat con-

struction. The loudspeaker electromagnet is placed in front of the
speaker membrane instead of behind it, as is usually the case.

9.44 / 2003
_lpb=eáÖÜ=båÇ=pçìåÇ=póëíÉã=EÇáÖáí~äF= = = `~óÉååÉ
Technical Specifications

Audio electronics 1 BSP digital amplifier

(1 x TSM switching amplifier* 100 watts

and
8 channels 6 x 25 watts)

Total rating 250 watts

Number of loudspeakers 14

Instrument panel 1 x 5.7 cm center integrated central

broadband
(center fill) loudspeaker

2 x 2.5 cm tweeters

Doors 2 x 8.0 cm NeodynTM mid-range front

2 x 20.0 cm NeodynTM bass speakers front
2 x 2.5 cm spherical tweeters rear
2 x 16.5 cm deep-mid bass speakers rear

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D-pillar 2 x 5.7 cm broadband speakers

Luggage compartment 1 x 13.3 cm high-output active subwoofer

(in the spare tire well) in a
20 liter base reflex housing with 100 watts
power

* Digital switching technology (BOSE patented TSM switching

amplifier)
Sound-specific radio functions such as loudness and tone adjustments
are integrated into the amplifier. They operate more effectively than usual
linear amplifiers and generate less heat.

mçêëÅÜÉ=`çããìåáÅ~íáçå=j~å~ÖÉãÉåí=Em`jF=

At the start of the ‘03 model year a new generation of PCM is being used
in the sports car after an intensive and expensive development phase.
This PCM will be an option in the Cayenne S and standard equipment in
the Cayenne Turbo.

The PCM for the Cayenne has a central display and operation module in a
2-DIN housing with a high-resolution TFT (Thin-Film Transistor) color
monitor with optical characteristics comparable to that of high-quality
laptops.

9.45 / 2003=
`~óÉååÉ= The TFT color monitor has an effective diagonal measurement of 6.5
inches in 16:9 format. The keyboard treatment was adapted to the
appearance of the Cayenne interior.

Detailed information on the basic

functions of the PCM can be found
in the respective chapters of the
Technical Manual “Service
Information Boxster Model Year
‘03.”

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9_44_03

Except for the modification described below, the PCM in the Cayenne is
identical to that of the sports cars.

m`j=dÉåÉê~ä=

• 6.5" screen in 16:9 format (sports car 5.8" in 16:9 format)

• Optically adapted user interface

• The menu choices are customized to the Cayenne and are

considerably different from the PCM in the sports car.

• An additional function button “AV” in the menu bar below the screen
will be used for functions to be added later.

• With the optionally available multifunction steering wheel, the driver

can operate selected PCM functions (e.g., louder/softer, mute, station
selection, CD title selection) from the steering wheel. The steering
wheel variant for the “Telephone” option has integrated buttons for
“Call Answer” (right) and “Call End” (left). On steering wheel variants
without the telephone option, these buttons control the radio “Scan”
9_11_03 and “Manual” functions.

9.46 / 2003
o~Çáç=L=^ìÇáç=`çãéçåÉåíë=áå=íÜÉ=m`j= = = = = `~óÉååÉ
• Difference in menu options “Sound,” for example, surround function,
setting the listening position, etc.

aêáîáåÖ=a~í~=aáëéä~ó=EqofmF=áå=m`j=

• Various menu options or function selections related to the features of

the Cayenne.

m~ëëáîÉ=oÉÅÉáîÉê=Ñçê=m`j=qÉäÉéÜçåÉ=jçÇìäÉ=

• The passive receiver (ID-Number) is located in the upper compart-

ment of the center console so that passengers in the rear seat can
use the telephone.

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9_47_03

9.47 / 2003=
`~óÉååÉ= fåíÉÖê~íÉÇ=^åíÉåå~=póëíÉã= = =

The Cayenne employs an integrated antenna system for audio, central

locking system, navigation, telephone and parking heater. There are
differences between two available antenna systems: the Basic System and
the Diversity System.

The central locking antenna is always part of every system. However,

antennas for the parking heater remote control, the navigation system
and telephone antenna can be installed depending upon vehicle
equipment.
Up to 13 non-visible antennas can be installed in the rear area of the
Cayenne. Electronic components such as antenna amplifier, diversity
control module and GPS antenna are located in the rear spoiler.

All components in the rear spoiler are waterproof.

Components, particularly the GSM and GPS antenna, have been optimally

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located in the spoiler. The high placement considerably enhances the
signal reception. This results in wider range and less interference.

1 – Roof spoiler upper section

2 – Roof spoiler center section
3 – Roof spoiler lower section
4 – Antenna amplifier
5 – GPS antenna

9 37 03

9.48 / 2003
_~ëÉ=^åíÉåå~=póëíÉã= = = `~óÉååÉ
The base antenna system consists of a 70 cm long antenna injected into
the lower shell of the spoiler. The related AM/FM antenna is positioned to
the right in the spoiler.

^åíÉåå~=aáîÉêëáíó=

Antenna Diversity belongs to the PCM product range. The system is made
up of the base system AM/FM antenna as well as 3 additional FM
antennas integrated into the rear window. Antenna Diversity has a single
standard AM amplifier and 2 FM antenna amplifiers.

Two modules are integrated into the spoiler. On the right is the Antenna
Diversity control module, and on the left is the second module with the 2
FM antenna amplifiers.

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This system ensures that the best-positioned antenna always receives 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.

9.49 / 2003=
`~óÉååÉ= qÉäÉéÜçåÉ=mêÉé=Ñçê=jçÄáäÉ=qÉäÉéÜçåÉë= = =

As in the sports cars, the Cayenne can be factory prepared for eventual
installation of a telephone in connection with the CDR 23 radio. Upon
request, the telephone set-up can be completed with a VDA compatible
mobile unit.

The telephone prep includes:

• Basic electrical wiring (power supply, etc.)

• Hands-free microphone

• Telephone antenna

• Additional fitting attached to the handle on the center console for

mounting a mobile telephone holder

• VDA interface below the passenger seat

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1 – Mobile telephone receptacle

2 – Telephone antenna

3 – Hands-free microphone

4 – Radio interface

5 – Basic electrical wiring

A – Mobile telephone interface

B – Antenna interface

C – VDA interface

D – Junction box
(not part of the prep package)

9_16_03

9.50 / 2003
`çãé~ëë=aáëéä~ó= = = = = `~óÉååÉ
The Cayenne can be optionally equipped with a compass display. This
provides an indication of the current compass direction traveled by the
vehicle. The four primary directions of the compass (N, S, E, W) are di-
vided into 450 units so that four additional intermediate directions (NE,
SE, SW, NW) can be displayed.

A magnetic field sensor located beneath the rear seat detects the Earth’s
magnetic field. The sensor module compensates for magnetic interfer-
ence from the vehicle and transmits the data via the CAN-Bus to the in-
strument cluster. Under the menu item “Settings” in the instrument clus-
ter there is an additional menu item, “Compass.” If needed, automatic
calibration or zone setting can be started using the switch on the steering
column lever.

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To avoid erroneous data, calibration must be performed before customer
delivery. During calibration, the magnetic characteristics of the vehicle 9_33_03

must be detected and compensated for. To assure accuracy of the com-

pass display, calibration can be repeated at any time.
Of the 15 zones offered, those should be selected in which the vehicle is
most commonly located; this will assure the greatest possible display
accuracy.

9.51 / 2003=
 cardiagn.com
Dr. Ing. h.c. F. Porsche
Aktiengesellschaft
P.O. Box 1108
D - 71611 Ludwigsburg

Department: Marketing After Sales Customer Commitment

Edited by: Service Training (VAC 4)

Printed by: Sommer Corporate Media AG, D - 71332 Waiblingen

This brochure is printed on chlorine-free bleached paper.

WKD 488 910 03

08/2002

Illustrations, descriptions and schematic drawings are used for illustrative purposes only.
We assume no responsibility for completeness and compliance of the content with existing legal requirements.
Information is subject to change without notice.
Reproduction of this brochure in picture and/or text of any kind requires the permission of the factory.

© Copyright by Dr. Ing. h.c. F. Porsche AG

Printed in Germany