SM 10

2015 Cayenne Cover_Layout 1 9/30/14 9:04 AM Page 1
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Service Information
2015 Technik Introduction
Cayenne (92A)
Porsche AfterSales Training
Student Name: ________________________________________________
Training Center Location: ________________________________________________
Instructor Name: ________________________________________________
Date: ___________________
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Important Notice: Some of the contents of this AfterSales Training brochure was originally written by Porsche AG for its rest-of-
world English speaking market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited for
content. Some equipment and technical data listed in this publication may not be applicable for our market. Specifications are subject
to change without notice.
We have attempted to render the text within this publication to American English as best as we could. We reserve the right to
make changes without notice.
© 2014 Porsche Cars North America, Inc. All Rights Reserved. Reproduction or translation in whole or in part is not permitted
without written authorization from publisher. AfterSales Training Publications
Dr. Ing. h.c. F. Porsche AG is the owner of numerous trademarks, both registered and unregistered, including without limitation
the Porsche Crest®, Porsche®, Boxster®, Carrera®, Cayenne®, Cayman®, Macan®, Panamera®, Speedster®, Spyder®,
918 Spyder®, Tiptronic®, VarioCam®, PCM®, PDK®, 911®, RS®, 4S®, FOUR, UNCOMPROMISED®, and the model num-
bers and the distinctive shapes of the Porsche automobiles such as, the federally registered 911 and Boxster automobiles.
The third party trademarks contained herein are the properties of their respective owners. Porsche Cars North America, Inc.
believes the specifications to be correct at the time of printing. Specifications, performance standards, standard equipment,
options, and other elements shown are subject to change without notice. Some options may be unavailable when a car is built.
Some vehicles may be shown with non-U.S. equipment. The information contained herein is for internal authorized Porsche
dealer use only and cannot be copied or distributed. Porsche recommends seat belt usage and observance of traffic laws at
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Printed in the USA
Part Number - PNA CAY 001 15 Edition - 9/14

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Cayenne
Foreword
With the launch of the first generation of Cayenne model in model year 2003,
Porsche advanced into the market segment of premium SUVs with great
success. Since then, the idea of a genuine Sports Car in the SUV segment
offering superior performance both on and off the road has established itself
so impressively that more than half a million vehicles in the 3rd model range
had left the assembly line by the end of 2013.
The new Cayenne models (model year 2015) will be launched in North America
beginning in November 2014. There is no doubt that these vehicles will
possess all the characteristics necessary to continue this success story. It
goes without saying for Porsche that it also occupies the leading position in the
areas of performance, design and driving dynamics in the SUV segment. At the
same time, Porsche has succeeded in significantly increasing social accep-
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tance through continuous reduction of CO2 emissions and fuel consumption. An
important contribution here is made by the first plug-in hybrid drive in the
premium C-SUV segment, the new Cayenne S E-Hybrid. Having said this, other
derivative models also offer more power with lower fuel consumption and
improved performance.
The top-of-the-range model, the Cayenne Turbo, now delivers 520 hp (+20 hp
compared with the predecessor). This permits acceleration from 0 to 62 mph
(100 km/h) in 4.5 sec, which represents an improvement of 0.2 s. At the same Fuel consumption numbers shown are
time, the fuel consumption was reduced by 0.2 l to 11.3 l/100 km. The according to the NEDC. US EPA ratings
Cayenne Diesel sets new standards in terms of exhaust emissions and now were not available at the time of print.
meets the requirements of the EU standard through use of an SCR system

(country-dependent). In the case of the Cayenne S, it was possible to achieve a
significant reduction in the fuel consumption by 0.5 l to 9.4 l/62 miles (100 km)
by downsizing with biturbo engines. Mobile Online Services will naturally also be
further expanded for all Cayenne derivative models.
For the new Cayenne also, customer enthusiasm can be maintained only if all
AfterSales employees service and repair the vehicles in a highly professional
way right from the start. A high level of qualification in the entire AfterSales
organization is an important prerequisite for ensuring that this can be guaran-
teed in spite of the increasingly complex technology in our vehicles and the net-
worked world.
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Cayenne
This Service Information Technik describes the technical modifications imple-

mented in the new Cayenne models (model year 2015) in comparison with the
Cayenne vehicles from model years 2011 to 2014. Due to the special characte-
ristics of the Cayenne S E-Hybrid and specific legal requirements in relation to
high-voltage technology, a separate brochure will be issued for this model. The
associated content will therefore not be dealt with in this Service Information
Technik.
Note!
The Service Information Technik does not serve as a basis for repairs or for
diagnosis of technical problems. Further information for this purpose is availa-
ble in PIWIS. Information from the Porsche Academy should also be used. The
web-based training “Technical highlights of Cayenne MY 2015” provides you
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with a fast overview of the new technologies. The content of this brochure cor-
responds to the information status of June 2014.
Porsche Service Training Team

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Cayenne
Contents
1 Engine 1
1
1.1 Overview 1
1.2 Technical data 5 Engine
1.3 3.6-liter V6 biturbo engine, Cayenne S 7
1.3.1 Comparison of technical data 8
1.3.2 Engine block 9
1.3.3 Cylinder head 13
1.3.4 Timing drive mechanism 22
1.3.5 Oil supply 23
1.3.6 Cooling system 28
1.3.7 Belt drive 28
2 DME engine electronics 31
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2
2.1 Overview 31
2.2 Technical data 32 DME engine electronics
2.3 3.6-liter V6 biturbo engine, Cayenne S 33
2.3.2 Fuel low-pressure system 35
2.3.3 Fuel high-pressure system 35
2.3.4 Intake system 38
2.3.5 Mixture formation 44
2.3.6 Ignition system 56
2.3.7 Exhaust system/emission control 59
2.3.8 Thermal management 64
2.3.9 DME control unit 68
2.4 3.0-liter V6 turbo engine, Cayenne Diesel 70
2.4.2 Glow system 72
2.4.7 Exhaust system/emission control 79
2.5 Functions 95
2.5.1 Auto Start Stop function 95
2.6 Individual options 96
2.6.1 Sports exhaust system 96
2.6.2 Sound symposer/ Soundgenerators 97
2.6.3 Sport Chrono/ Sport Chrono Plus 98
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Cayenne
3 Power transmission 101
3
3.1 Overview 101
Power transmission 3.2 Technical data 102
3.3 Tiptronic S 103
3.3.1 Gear wheel set 103
3.3.2 Functions 104
4 Chassis 107
4
4.1 Overview 107
Chassis 4.2 Technical data 108
4.3 Front axle 108
4.3.2 Axle design 109
4.4 Rear axle 110
4.5 Suspension and damping 112
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4.5.1 Operation and display 113
4.6 Steering 113
4.6.1 Technical data 114
4.7 Brake system 115
4.8 Wheels and tires 116
4.8.2 Tire Pressure Monitoring (TPM) 118
4.9 Control systems 119
4.9.1 Porsche Stability Management (PSM) 119
4.9.2 Porsche Active Suspension Management (PASM) 120
5 Body 123
5
5.1 Overview 123
Body 5.2 Bodyshell 124

5.3 Add-on parts 125
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Cayenne
6 Body – Exterior equipment 127

6
6.1
Body – Exterior equipment
Overview
Design
Front view
Rear view
127
127
127
127
128
Body equipment, exterior
6
6.2 Aerodynamics 128
Front aprons 129
Rear apron 130
Exterior mirrors 131
7 Body – Interior equipment 133
7
7 Body – Interior equipment 133
7.1 Steering wheels 134 Body equipment, interior
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7.2 Seat system 135
8 Heating and air conditioning 137
8
8.1 Overview 137
8.2 Technical data 137 Heating and air conditioning
8.3 2-zone and 4-zone climate control 138
8.3.1 Refrigeration circuit 139
8.4 Other air conditioning equipment 141
8.4.1 Seat air conditioning 141
8.4.2 Windshield heating 143
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Cayenne
9 Electrics and electronics 145
Electrics and electronics

9 9.1
9.2
9.3
9.4
9.4.1
Overview
Network topology
Vehicle electrical system/energy management
Lighting systems
Front headlights
145
147
149
150
150
9.4.2 Tail lights 154
9.4.3 Interior lighting 155
9.5 Signalling systems 156
9.5.1 Horns 156
9.6 Access and anti-theft protection 156
9.6.1 Porsche Car Connect (PCC) 156
9.7 Function overview of Remote and VTS function services 157
9.8 Comfort and safety 158
9.8.1 Porsche Vehicle Tracking System (VTS) 160
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9.9 Driver assistance systems 161
9.9.1 Lane departure warning 161
9.10 Infotainment systems 162
9.11 Abbreviations 162
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Cayenne
1 Engine
1.1 Overview
Engine
1
You will find detailed information on the
already familiar engines in the SIT
Cayenne MY 2011.
1_01_15
Increased power and torque in combination with reduced fuel consumption. This has not
been an irreconcilable contradiction for Porsche for a long time now. These are our con-
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sistent demands for new vehicle generations. The applies both for the further develop-
ment and optimization of existing engines as well as for new developments.
For the market launch, the Cayenne model year 2015 is available in the
variants:
• Cayenne Diesel,
• Cayenne S,
• Cayenne Turbo.
Thanks to software optimizations, the engines familiar from the predecessor are avail-
able for the Cayenne MY 2105 with slightly improved power and fuel consumption val-
ues. The 3.6 l V6 biturbo engine familiar from the Macan is used for the first time in this
model range in the Cayenne S. This replaces the 4.8 l V8 naturally-aspirated engine in
these models.
1.1 Overview 1
1.2 Technical data 5
1.3 3.6-liter V6 biturbo engine,
Cayenne S 7
1.3.2 Engine block 9
1.3.3 Cylinder head 13
1.3.4 Timing drive mechanism 22
1.3.5 Oil supply 23
1.3.6 Cooling system 28
1.3.7 Belt drive 28
1
Cayenne
Gasoline engines
Engine
1 3.6-liter V6 biturbo engine, Cayenne S
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3.6 liter V6 biturbo engine 1_03_15
The Cayenne S is powered by the 3.6 l V6 biturbo engine introduced for the first time in
the Macan Turbo. This replaces the previously used 4.8 l V8 naturally-aspirated engine.
Due to its 90° V arrangement and a very compact design, the Cayenne S MY 2015 has a
lower center of gravity which is also located further to the rear in comparison with its
predecessors.
The familiar lively engine characteristics are produced from a bore of 96 mm and a short
stroke of 83 mm. High power values are achieved in combination with the two turbo-
chargers, which are installed in compact design on the left and right and deliver a boost
pressure of up to 17.4 psi (1.2 bar). Compared with the 4.8 l V8 engine, the power output
per liter of the engine was thus increased from 83 hp/l to 117 hp/l.
2
Cayenne
4.8-liter V8 biturbo engine, Cayenne Turbo
Engine
1
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The Cayenne Turbo is characterized by high performance potential, permanent forward

momentum and composure in every driving situation. 4.8 l displacement, 8 cylinders, bi-
turbocharging and an increase in power of 20 hp to a total of 520 hp guarantee optimum
driving performance.
3
Cayenne
Diesel engine
Engine
1 3.0-liter V6 turbo diesel engine, Cayenne Diesel
Information on the SCR system can be

found in Group 2.
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3.0-liter V6 turbo diesel engine 1_05_15
The Cayenne Diesel model year 2015 is equipped with the 3.0 liter V6 turbo diesel engine
familiar from the previous Cayenne. Horsepower, torque, and exhaust gas treatment are
also carried over from the previous Cayenne Diesel for North America.
4
Cayenne
1.2 Technical data
Engine
1
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5
Cayenne
Engine
1
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6
Cayenne
1.3 3.6-liter V6 biturbo engine, Cayenne S
Engine
1
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The Cayenne S is powered by a 3.6-liter V6 biturbo engine. Apart from a small number of
modifications, this engine is the same as the 3.6-liter V6 biturbo engine of the Macan
Turbo. In the Cayenne S MY 2015, the engine delivers 420 hp (309 kW) at 6,000 rpm.
The new 3.6-liter V6 biturbo engine makes consistent use of downsizing and impresses
through outstanding performance combined with particularly high efficiency. Particular
attention was paid during the development of this engine to achieving the highest specific
output combined with outstanding emission and fuel consumption values.
7
Cayenne
1.3.1 Comparison of technical data
Engine
1
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Power/torque diagram
Power
309 kW at 6,000 rpm
Torque
550 Nm at 1,350 – 4,500 rpm
8
Cayenne
1.3.2 Engine block
Objective
When developing the engine block, the focus was on lightweight construction, stability
under load and reliability as well as downsizing. It was possible to achieve these
apparently contradictory goals by constructing the engine block from several parts with
Engine
1
materials selected according to the different loads in each case. The engine block
consists of a two-part crankcase, the oil sump and the timing-case cover.
Crankcase
The crankcase of the Porsche Cayenne S is designed as a two-part “closed deck” alloy
construction (AlSi17Cu4Mg). In the closed-deck design, the sealing surface of the
crankcase to the cylinder head is largely closed. There are bores and channels for oil and
coolant. The entire structure is additionally strengthened as a result of this design. This
leads to less cylinder distortion and helps to reduce oil consumption.
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Crankcase 1_09_15
The alloy used for the crankcase is a hypereutectic alloy in which silicon crystals form in
order to create a wear-resistant surface. The cylinder lining is machined by multiple
special honing operations (spiral slide honing).
9
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Crankcase, lower part
Engine
1 The crankcase lower part is machined together with the upper part and paired. To keep
the weight as low as possible, inserts made from spheroidal graphite cast iron have been
dispensed with and the wall thickness reduced.
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1_10_15
The crankcase lower part also acts as a ladder frame and the main bearing pedestals are
therefore integrated in it. A low-pressure chill-casting procedure is used to produce the
upper and lower parts of the crankcase.
Crankshaft drive
1_11_15
10
Cayenne
Crankshaft
The drop-forged crankshaft runs in four bearings and has six balancing weights.
Crankshaft bearings
Main bearing 3 is designed as a thrust bearing. Axial play is determined by two thrust
Engine
1
washers, which are inserted into the bearing halves. The main bearings are binary
bearings with a diameter of 64 mm. Since the lower part of the crankcase is made of an
all-aluminum alloy, the main bearings are reinforced and the retaining lugs have been
changed to avoid confusion.
Connecting rod
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In order to prevent incorrect assembly of
the connecting rods, matching numbers
are additionally provided on the rods and
the bores for the fastening screws are
offset.
1_12_15
A predetermined breaking point is produced on the big end of the forged connecting rods
with a length of 155.4 mm by way of a laser beam. The connecting rod is then broken
(cracked) at this point. The two parts are aligned with one another via the fractured
surface created in this way.
Connecting-rod bearings
The connecting-rod bearings are designed as binary bearings at the cap end and ternary
bearings at the rod end. The diameter is 54 mm. The connecting-rod bearings are
supplied with oil via bores in the crankshaft.
11
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Pistons
Engine
1 The forged pistons are designed as recessed-head type pistons and made of an aluminum
alloy. A special lightweight design is used to reduce the piston weight and therefore
increase engine liveliness. A plastic coating permeated with iron particles applied by
screen printing (Ferroprint) to improve the running-in characteristics and increase
resistance to seizing.
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1_13_15
The pistons of cylinder banks 1 and 2 are different. The position and shape of the piston
recess allows the injected fuel to be swirled and mixed with the air that is drawn in.
Piston rings
The pistons of the 3.6-liter V6 biturbo engines have two compression rings and an oil
scraper ring. The engine friction is reduced by the DLC (Diamond Like Carbon) coating of
the piston rings.
12
Cayenne
1.3.3 Cylinder head
Objective
The cylinder head made of AlSi7Mg accommodates the valve drive, consisting of:
• intake and exhaust camshafts

• VarioCam Plus
Engine
1
• intake and exhaust valves
• valve clearance compensation
• valve springs
In addition, the vacuum pump is installed on the bank 1 cylinder head.
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Cylinder head with installed camshafts 1_14_15
Valve covers
The valve covers are die-cast aluminum components due to the integrated mounting for
the fuel high-pressure pump.
13
Cayenne
Cylinder head housing
Engine
1 The cylinder head and camshaft mounting are a common component and feature cross-
flow cooling.
1 Exhaust side
2 Intake side
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1_15_15
In order to ensure high volumetric efficiency and enable the required valve lift adjustment,
the camshaft bearing is 9 mm higher on the intake side than on the exhaust side. This
arrangement meant that is was possible to optimize the intake port. The cooling system
was designed in such a way that parts subject to high thermal loads are optimally cooled.
1 Exhaust side
2 Intake side
3 Switchable tappet
4 Exhaust tappet
Cylinder head (side view) 1_16_15
14
Cayenne
Vacuum pump
Increased engine dethrottling means that the vacuum supply is no longer sufficient under
unfavorable conditions, e.g. low external air pressure at high altitudes and highly dynamic
driving. A mechanical single-vane pump driven by the camshaft is used for this reason.
Design
Engine
1
1 Intake opening
2 Rotor
3 Secondary load connection
4 Exhaust valve (in crank chamber)
5 Vane with guide shoe
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6 Housing
1_17_15
Function
The pump delivery rate is 260 cm3/revolution.
Diagnosis
Correct operation of the vacuum pump can be checked with a vacuum tester. In this
check, mainly the secondary load connection is tested due to anomalies. The main
connection (brake booster) is not checked. Defects in the main connection would be
apparent immediately due to increasing pedal forces during braking (similar to a defective
brake booster).
Repairs
A fault in the vacuum pump can lead to engine oil entering the vacuum system. In this
case, the lines and switching valves must therefore be checked visually and replaced if
necessary or cleaned with solvent naphtha.
15
Cayenne
Intake manifold
Engine
1 The Cayenne S has a twin-branch expansion intake manifold.
The design and function of the intake

manifold, exhaust manifold and turbo-
charger are described in Group 2.
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1_18_15
Exhaust manifold
The exhaust manifold and turbine housing of the turbocharger are one unit on the 3.6-liter
V6 biturbo engine.
1_19_15
16
Cayenne
Valve drive
Objective
Use of VarioCam plus means that the valve drive in the 3.6-liter V6 biturbo engine is fully
variable. In other words, both the timing of the intake and exhaust camshafts and also the
valve lift of one intake valve per cylinder are optimally adapted by the DME to the respec-
Engine
1
tive operating condition. This increases the efficiency of the engine. Lightweight camshafts
and friction-optimized camshaft bearings and valve guides contribute to a further increase
in efficiency.
Design
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1_20_15
17
Cayenne
Valves
Engine
1 The intake and exhaust valves of the V6 biturbo engines have a stem diameter of 6 mm.
Intake valves
The intake valves are monometallic valves, whereby the intake valve with constant lift is
additionally nitrided.
Exhaust valves
The exhaust valves are bimetallic. This means that different material are used for the valve
disc and the bottom part of the valve stem and for the upper valve stem. The exhaust
valves are additionally filled with sodium.
Valve springs
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1 Valve springs, switchable intake valve
2 Valve spring, intake valve with
constant lift
3 Valve springs, exhaust valves
1_21_15
The intake valve springs for the switchable intake valve are designed as a conical double
spring set. This permits realization of a very compact design. A single beehive-shaped
spring is used for the intake valve with constant lift. This allows generation of very low
spring forces with good intrinsic damping. Cylindrical double valve spring sets are installed
to ensure that the exhaust valves close even at high pressures in the exhaust system.
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Camshafts
Whereas the exhaust camshafts have only the eight cams for exhaust valve actuation, four
different cam variants are installed on the intake camshafts:
• Six cams each for the large lift

• Three cams each for the small lift
Engine
1
• Three cams each for the constant lift
• One triple cam in each case for driving the fuel high-pressure pumps
1 Exhaust camshaft
2 Intake camshaft
3 Cam for constant lift
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4 Cam for large lift
5 Cam for small lift
6 Triple cam for fuel high-pressure pump
1_22_15
Camshaft bearing
The bottom camshaft bearing is embedded in the cylinder head.
Repair
Since the bearing covers are paired with the cylinder head, it is necessary to observe the
stamped matching numbers on the cylinder head and bearing covers when assembling the Matching numbers on the 1_23_15
bearing covers. cylinder head
19
Cayenne
Camshaft adjustment device VarioCam plus
Engine
1 Objective
Due to the high power requirements, VarioCam vane adjusters are used on the intake and
exhaust camshafts of the 3.6-liter V6 biturbo engine.
Design
The exhaust adjuster is equipped with a torsion spring since this adjuster must perform
adjustment against the engine’s direction of rotation when the engine is switched off.
VarioCam adjusting units
1 Central valve bolts
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2 Camshaft actuator
3 Cylinder head
VarioCam adjusting units 1_24_15
Function
Both vane adjusters are continuously adjusted by map control. VarioCam adjustment
ranges:
• Intake camshaft: 50.0° crank angle (25.0° camshaft angle)

• Exhaust camshaft: 55.0° crank angle (27.5° camshaft angle)
The central bolt establishes a frictional connection between the VarioCam adjustment
device and the camshaft. In addition to the function of connecting the VarioCam system
and camshaft, the central bolt also performs the function of adjustment as initiated by the
actuator. The 4-way proportional control valve is supplied via camshaft bearing 1. An
actuator (electromechanical solenoid) aligned axially with respect to the camshaft axis is
responsible for controlling the valve and therefore also adjustment.
The advantages of the central valve concept include the increased adjustment speed and
higher control accuracy of the adjustment system. This is achieved by very short oil ducts
and the resultant short control distances. A further advantage is provided by the very
compact installation dimensions due to the central arrangement in the camshafts and vane
adjusters.
20
Cayenne
VarioCam Plus valve lift adjustment device
Objective
VarioCam plus allows switching of the valve lift in two stages. On the 3.6-liter V6 biturbo
engine, one of the two intake valves is opened with a constant lift, while the second intake
valve is opened with small or full lift depending on engine speed and load. The different
Engine
1
lifts mean that swirling motion can be imparted to the intake air, which in turn can lead to
optimized combustion.
Design
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1 Intake camshaft
2 Exhaust camshaft
3 Cam profile for fixed valve lift
4 Cam profile for variable valve lift
5 Hydraulic tappet for variable valve lift
VarioCam Plus 1_25_15
Function
Intake valve 1 is switchable between 3.6 and 10.3 mm and intake valve 2 has a constant
lift of 2.5 mm. The exhaust valve lift is 9.85 mm for all cylinders.
21
Cayenne
1.3.4 Timing drive mechanism
Engine
1
1 Timing chain
2 Chain tensioner
3 Oil pump drive chain
4 Balance weight
5 Oil pump sprocket
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Timing drive mechanism 1_26_15
The chain drive in the 3.6-liter V6 biturbo engine consists of two drive chains. The crank-
shaft drives all four camshafts via a timing chain. The oil pump and balance shaft are
driven via a second chain.
Balance shaft
Oil pump drive 1_27_15 A free first-order moment of inertia is produced in the 90° V6 biturbo engine which is
compensated by balancing weights on the crankshaft and masses on the balance shaft.
Since the balance shaft should be installed as centrally as possible under the middle of the
engine, it is installed directly next to the oil pump housing.
Attention must be paid to the position of

the balance shaft when installing the tim-
ing chain!
1 Oil pump
2 Balance shaft with balancing weights
Oil pump with balance shaft 1_28_15
The module housing with oil pump and balance shaft must reliably transmit the introduced
forces and moments under all engine operating conditions. The balance shaft is supported
by plain bearings. The shaft rotates at the same speed as the engine counter to the
22 engine’s direction of rotation.

Cayenne
1.3.5 Oil supply
Objective
To guarantee a reliable oil supply in all driving situations, the V6 biturbo engine of the
Cayenne S is equipped with an integrated dry-sump lubrication system. The oil pan is
designed in two parts and has an upper and lower part. The oil-water heat exchanger and
Engine
1
the oil filter are fitted directly on the upper part of the oil pan. The plastic oil windage tray
was adapted to the crank drive geometry of the V6 biturbo engine and reduces the oil
foaming caused by the crank drive and blow-by gases. Further information on the crankcase
ventilation can be found in Group 2.
1 Variable oil pump

2 Oil/water heat exchanger
3 Main flow oil filter
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4 Oil pump control valve
5 Oil pressure sensor
6 Turbocharger
7 Oil mist separator
8 Hydraulic valves for camshaft adjust-
ment
9 Hydraulic valve for valve lift
adjustment
10 Balance shaft
11 Turbocharger extraction pump
12 Oil level sensor
Oil supply 1_29_15
Pressure oil
Return oil (unpressurized)
Turbocharger suction oil
Turbocharger return line
Activation of valve adjustment (VarioCam Plus) and oil pump
23
Cayenne
Variable oil pump
Engine
1 The V6 biturbo engines are also equipped with an electronic demand-controlled oil pump in
order to reduce drive losses and therefore increase the efficiency of the engine while at
the same time reducing the fuel consumption.
Design
The oil pump is accommodated in a common housing with the balance shaft and installed
in the oil pan. It is driven by the crankshaft via a chain.
1 Oil pan extraction line

2 Oil pressure line
3 Secondary oil extraction line
4 Turbocharger oil extraction line for
cylinder bank 1 – 3
5 Control valve
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6 Drive sprocket
7 Turbocharger oil extraction line for
cylinder bank 4 – 6
Oil pump with balance shaft (view from below) 1_30_15
Like the V8 biturbo engines, the V6 biturbo engines also have an additional pressure oil
line for lubricating the turbochargers. A turbocharger suction pump is integrated in the
main oil pump for extraction of the lubricating oil.
Function
The delivery rate of the engine oil pump is pressure- and volume-controlled over the entire
engine map. In other words, a demand-based engine oil pressure is set with a defined oil
volume for each engine operating state, e.g. different engine speeds and loads.
Depending on the input values for engine speed, engine load, engine oil temperature and
the expected change in engine speed, a specific control valve position is defined using a
map in the DME control unit. The control valve position regulates the oil pressure for the
control piston on the gear wheel, which can be displaced in axial direction. No oil pressure
is present on the other side (spring piston) and only the spring force acts here. The control
valve is open fully in non-energized state, there is no oil pressure at the control piston
(path B), and there is therefore no displacement of the gear wheel.
24
Cayenne
In contrast, the control piston side is pressurized with oil pressure in energized state (path
1
A), and this displaces the gear wheel against the acting spring force. The teeth are then
only partially engaged as a result of gear wheel displacement. The power and friction and
Engine
thus also the energy requirement are reduced.
1 Drive pinion
2 Fixed gear wheel
3 Axially displaceable gear wheel
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4 Control valve
Function of the variable oil pump 1_31_15
Oil spray nozzles
Objective
Oil spray nozzles are installed on the upper part of the crankcase in order to reduce the
piston temperature. Spray oil cooling also has the benefit that spray oil is used for
improved lubrication of the cylinder lining. In order to ensure the necessary engine oil
pressure at low rpm and high engine oil temperatures, the spray nozzles have an opening
pressure of approximately 26 psi (1.8 bar).
Oil spray nozzles 1_32_15
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Cayenne
Oil level measurement
Engine
1 Objective
The 3.6 l V6 biturbo engines are also equipped with a PULS (packaged ultrasonic level
sensor) oil level sensor for oil level measurement. This sensor measures the oil level and
the oil temperature.
Oil level sensor
Function
The oil level sensor works according to the ultrasound principle:
The transmitted ultrasonic impulses form a virtual cylinder above the oil level and oil
temperature sensor. The ultrasonic impulses are reflected at the oil/air boundary layer.
The sensor calculates the height of this virtual cylinder and therefore the oil level from the
time between transmitting and receiving the impulses.
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Determination of the oil level
The oil level measurement is performed while driving over a distance of 31 miles (50 km)
Oil level sensor 1_33_15
as well as with warm engine (oil temperature > 149° F/65° C) and horizontally parked
vehicle (engine off > 120 seconds) and ignition on.
Function when topping up oil
The oil level is reset after the bonnet is opened. The oil level can be measured immediately
when the hood is closed. Preconditions: Oil temperature > 149° F (65° C) and engine is
off for longer than 120 seconds. If the preconditions are not met, the message “Oil level
available only after short time/distance” appears in the multifunction display. If the vehicle
is driven off immediately after opening the hood without the conditions being met, it is
necessary either to drive for a minimum of 9 miles (15 km) or the vehicle must be
stopped with the engine at operating temperature (oil temperature > 158° F/70° C) for
two minutes with the engine off and ignition on in order to view the oil level in the multi-
function display.
The quantity difference between the minimum and maximum markings is 1.6 qts (1.5 l). If
the oil level indication function fails, the message “Failure Oil level measurement” is shown
on the multi-function display.
The oil level indicator no longer displays segments. A continuous bar is displayed instead.
In the event of a MIN warning, the warning also includes indication of the maximum oil
quantity that can be topped up.
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Engine
1
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27
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1.3.6 Cooling system
Engine
1 Objective
The intelligent thermal management system in the Cayenne models regulates the tempera-
ture in the engine and transmission to reduce frictional losses during the warm-up phase
following a cold start. The engine and transmission warm up more quickly thanks to
targeted control of the heat flows and demand-based, step-by-step activation of the
respective cooling circuits. Radiator shutters are also used for the first time. The functions
Further information on thermal manage- of the shutters are linked to the thermal management system so that the units can also be
ment and the radiator shutters is heated up rapidly after a cold start. This not only exploits further potential to reduce fuel
provided in Group 2. consumption, but also increases comfort at the same time since the passenger compart-
ment can also be heated to the desired temperature more quickly at low temperatures.
1.3.7 Belt drive
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Design
The auxiliary systems such as the three-phase generator, coolant pump, power-steering or
tandem pump and air-conditioning compressor are driven by the torsional vibration
damper via a poly-V-belt.
1 Coolant pump
2 Power-steering or tandem pump
3 Air-conditioning compressor
4 Three-phase generator
View of belt drive 1_39_15
A maintenance-free belt tensioner ensures the correct belt tension in all operating states.
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Torsional vibration damper
A torsional vibration balancer is used to reduce torsional vibrations on the crankshaft and
to minimize component stress, e.g. on the belt drive. Since higher gas-force excitations
(vibrations) occur with a turbocharged direct injection gasoline engine, a damper design
with the best possible damping characteristics was chosen.
Engine
1
Design
The viscous damper has a flywheel floating in silicone oil in the housing. This allows the
counter-movement of the more inert mass in relation to a not quite uniformly rotating
crankshaft. An optimized staking bore is also provided.
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Torsional vibration damper design 1_40_15
1 Flywheel
Torsional vibration damper (with staking tool) 1_41_15
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Cayenne
2 DME Engine electronics
2.1 Overview
Numerous measures were implemented in the entire drivetrain in order to reduce the fuel
consumption of the current engines and comply with the legal requirements in relation to
exhaust emissions. In addition, newly developed engines are used in the Cayenne MY
DME engine electronics
2
2.1 Overview 31
2015 which offer both efficiency and driving pleasure. Gasoline Cayenne models now also
feature an enhanced Auto Start Stop function.
2.3 3.6-liter V6 biturbo engine,
Cayenne S 33
Note
The rest of the information in this section deals with the new engines offered for the
Cayenne S and Cayenne Diesel. Since this SIT describes only the new features of the
second generation, please refer to the SIT Cayenne MY 2011 for systems/component and
functions that are not described here. 2.3.4 Intake system 38
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Gasoline engines 2.3.6 Ignition system 56
2.3.7 Exhaust system/emission
3.6-liter V6 biturbo engine, Cayenne S
control 59
A newly developed 3.6 l V6 biturbo engine is installed in the new Cayenne S and replaces
2.3.9 DME control unit 68
the V8 engines offered in the previous model. The Cayenne S has a maximum power out-
put of 420 hp (309 kW). 2.4 3.0-liter V6 turbo engine,
Cayenne Diesel 70
4.8-liter V8 biturbo engine, Cayenne Turbo 2.4.1 Comparison of technical data 70
2.4.2 Glow system 72
The Cayenne Turbo still has a 4.8-liter V8 biturbo engine with a maximum power of 520 hp
(382 kW) and 553 ft lbs (750 Nm).
Diesel engine
3.0-liter V6 turbo engine, Cayenne Diesel 2.4.7 Exhaust system/emission
control 79
The Cayenne Diesel is equipped with a 3.0-liter V6 diesel engine with VTG turbocharger. 2.4.8 Thermal management 88
For the North American Region (BIN5) it makes 240 hp (176 kW) and 406 ft lbs (550 Nm).
2.5 Functions 95
2.5.1 Auto Start Stop function 95
2.6 Individual options 96
2.6.1 Sports exhaust system 96
2.6.2 Sound symposer/ Sound
generators 97
2.6.3 Sport Chrono/ Sport
Chrono Plus 98
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2.2 Technical data

2 Cayenne models
Displacement
Number of cylinders
Compression ratio
Firing order
Unit
cm
3
Cayenne Diesel
2,967
6
16.8 : 1
1-4-3-6-2-5
Cayenne S
3,604
6
10.5 : 1
1-4-3-6-2-5
Cayenne Turbo
4,806
8
10.5 : 1
1-3-7-2-6-5-4-8
Injection technology Common rail DFI DFI
Maximum porwer kW 176 309 382
output hp 240 420 520
at engine speed rpm 3,500-4,000 6,000 6,000
Maximum torque Nm 550 550 750
lb/ft 406 406 553
at engine speed rpm 1,750-2,500 1,350-4,500 2,250-4,000
Idle speed rpm 600-800 635 600
Max. engine speed rpm 4,600 6,700 6,700
Fuel tank capacity liters 100 100 100
US gal. 26.4 26.4 26.4
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Cayenne
2.3 3.6-liter V6 biturbo engine, Cayenne S
The Cayenne S has a newly developed 3.6-liter V6 biturbo engine with direct fuel injection
(DFI). The optimizations and enhancements of the DFI, air routing into the combustion
chambers, camshaft control for both the intake and exhaust camshafts, combustion
process, ignition system and turbocharging are all designed to achieve the driving charac-
teristics typical for Porsche with respect to performance and fuel consumption.
2
Development objectives for the 3.6-liter V6 biturbo engine:
• High efficiency
• High engine power
• High torque over a wide rpm range
• Low fuel consumption
• Low emissions
Enhancements
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• Auto Start Stop function
• High boost pressure
33
2015 Cayenne Section 2_TOC.qxd 9/30/14 12:50 PM Page 34
Cayenne

2 DME control unit/
software version
Fuel low pressure
Unit
bar
psi
Cayenne S
MY 2015
Conti EMS
SDI 10
5.7
83
Cayenne S
MY 2011
Siemens EMS
SDI 8
5.7
83
Cayenne S
MY 2008
Siemens EMS
SDI 4.1
5.5
80
Fuel high pressure bar 120 - 200 40 - 120 40 - 120
psi 1740 - 2900 580 - 1740 580 - 1740
Displacement cm
3 3,604 4,806 4,806
Number of cylinders 6 8 8
Compression ratio 10.5 : 1 12.5 : 1 12.5 : 1
Firing order 1-4-3-6-2-5 1-3-7-2-6-5-4-8 1-3-7-2-6-5-4-8
Injection technology DFI DFI DFI
Maximum power kW 309 294 283
output hp 420 400 385
at engine speed rpm 6,000 6,500 6,200
Maximum torque Nm 550 500 500
lb/ft 406 369 369
at engine speed rpm 1,350-4,500 3,500 3,500
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Idle speed rpm 635 600 550-580
Max. engine speed rpm 6,700 6,700 6,700
Fuel tank capacity liters 100 100 100
US gal. 26.4 26.4 26.4
2_01_15
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Cayenne
2.3.2 Fuel low-pressure system
The fuel low-pressure system is identical to the previous model. The SIT Cayenne MY
2011 contains information on the fuel low-pressure system.
2.3.3 Fuel high-pressure system

2
Objective
The use of direct fuel injection for gasoline engines created a fuel high-pressure side in
addition to the fuel low-pressure side. Injection pressures of up to 2,900 psi (200 bar) are
realized on the fuel high-pressure side.
System overview
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1 Single-piston fuel high-pressure pump
2 Quantity control valve
3 Fuel low-pressure system from fuel tank
4 Fuel low-pressure sensor
5 Connecting line
6 Fuel distribution pipe
7 Injector
8 Fuel high-pressure sensor
9 Connecting line for rails
Fuel high-pressure system 2_02_15
Function
The high fuel pressure of the Cayenne S V6 biturbo engine required for DFI is generated by
two fuel high-pressure pumps. The fuel high-pressure system operates with fuel pressures
of approximately 1,740 psi (120 bar) at idle speed up to 2,900 psi (200 bar) at full throt-
tle. Multihole injectors are used to guarantee optimum fuel injection.
Fuel high-pressure pump

2_03_15
1 Quantity control valve
Function
2 Fuel high-pressure pump
The fuel high pressure is generated by two demand-controlled fuel high-pressure pumps 3 Fuel high-pressure connection
driven by the intake camshafts. These are located on the valve cover of the cylinder heads 4 Coupling rod with spring
of the V6 biturbo engine. These one-piston axial pumps are actuated by a triple cam of the 5 Fuel low-pressure connection
intake camshafts of bank 1 and bank 2.
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Diagnosis

2 A routine in the PIWIS Tester allows testing of the fuel-high pressure pumps by pump-selec-
tive activation and measurement of the generated fuel high- pressure at the fuel high-pres-
sure sensor. In the event of a fault, the faulty fuel high-pressure pump can be detected
with the high-pressure sensor on the rail.
Fuel quantity control valve
The quantity control valves of the fuel high-pressure pumps regulate the fuel pressure
based on demand in accordance with a map in order to achieve optimum combustion at
low loads for optimum fuel consumption as well at high power or high torque. The quantity
control valve is located directly on the fuel high-pressure pump.
Function
The fuel high pressure is regulated to the required value by the pulse-width-modulated
(PWM) signal of the quantity control valves, which are installed on the fuel high-pressure
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pumps. If there is no PWM signal present at the quantity control valve, the valve is deener-
gized and fully open. The fuel pressure is then reduced to the minimum value.
Fuel distribution pipe
Objective
Important tasks of the fuel distribution pipe are ensuring a uniform supply of fuel to the
fuel injectors and maintaining the fuel pressure after the engine is switched off. Like on the
diesel engine, this pipe is also referred to as a rail.
1 Fuel distribution pipe, bank 1

2 Fuel distribution pipe, bank 2
3 Connecting line
Fuel distribution pipes with connecting line 2_04_15

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Cayenne
Function
The fuel that has been pressurized by the two high-pressure pumps is supplied via con-
necting lines to the two rails of cylinder banks 1 and 2. These are connected with each
other via a line. This means that the same pressure is present throughout the entire fuel
distribution pipe. The six fuel injectors are supplied with fuel directly by these fuel distribu-
tion pipes.
2
Fuel high-pressure sensor
Fit high-pressure sensor lightly oiled
The fuel pressure in the high-pressure system is measured in order to monitor control of (engine oil). Only re-use fuel high-pressure
the fuel high-pressure pumps as well as correct operation of the pumps. If the provided sensor once after removal.
fuel pressure is not sufficient, the DME switches to emergency operation and it is possible
to drive on subject to restrictions.
Function
Since the rails are connected via a line, measurement of the fuel high-pressure is neces-
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sary at only one of the two rails.
Injectors
The V6 biturbo engine uses new 6-hole injectors. In addition to improved fuel distribution in
the combustion chamber, multi-hole injectors allow better swirling of the fuel and thus
ensure an optimized combustion process for lower emissions combined with increased
efficiency and power. It was possible to significantly improve the running smoothness of
the engine through the combination of a higher fuel injection pressure (2,900 psi /200
bar) and the 6-hole injector. The figures 2_06_15 and 2_07_15 show the spray patterns
of the multi-hole injectors.
6-hole injector 2_05_15
The combustion chamber seals must be

replaced every time the fuel injectors are
removed.
Side view of multi-hole 2_06_15
injector spray pattern
Front view of multi-hole 2_07_15

injector spray pattern
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Function

2 With direct fuel injection, the engine control unit regulates the injection timing for each
cylinder individually as well as the injected fuel quantity for each cylinder bank. This opti-
mizes the combustion process and fuel consumption. Depending on operating condition,
multiple fuel injection also takes place in order to heat up the catalytic converter to operat-
ing temperature more quickly after a cold start and to achieve a higher torque at low
engine speeds (more information on the fuel injection strategy can be found in the chapter
“2.3.5 Mixture formation”).
2.3.4 Intake system
Objective
Before the fresh air can be compressed and supplied to the combustion engine, it must
first be drawn in via an intake tube and cleaned by the air cleaner. From here, the tur-
bocharger sucks in the air and forces the compressed air via the charge-air cooler to the
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intake bridge.
System overview
1 Intake tube
2 Air cleaner housing
3 Diverter valve
4 Charge-air cooler
5 Y-pipe
Intake system of the V6 biturbo engine 2_08_15
Function
The intake system has the task of transporting the intake air to the intake valves with opti-
mized flow, while at the same time reducing the intake air temperature.
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Turbocharger
Objective
A turbocharger serves to increase the power and efficiency of combustion engines. The
turbocharger uses the residual energy in the exhaust gas in the form of kinetic energy on
the turbine side and thus creates an overpressure on the intake side. This boost pressure
2
results in improved cylinder charging and it is not necessary to use energy to suck air into
the cylinder.
Design
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Turbocharger, bank 1 2_09_15 Turbocharger, bank 2 2_10_15
The turbocharging system in the Cayenne S was realized by two wastegate turbochargers
in a parallel configuration. The exhaust side of the turbocharger consists of a one-piece
housing in integral cast steel design from the manifold to the exhaust turbine and is joined
to the fresh-air compressor side at the turbocharger by a clamped connection. The tur-
bocharger has a lubricating oil supply and a water cooling system connected to the engine
cooling system. The connecting shaft of the turbocharger establishes a mechanical con-
nection between the exhaust turbine and fresh-air compressor and rotates at speeds of up
to 195,000 rpm.
Function
The boost pressure is controlled via wastegate valves or in deceleration mode by diverter
valves. At boost pressure, ventilation of the crankcase and of the active carbon filter also
takes place via the intake side of the turbocharger.
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Wastegate control for turbocharger

2 A wastegate is needed in order to control the boost pressure of the turbocharger. This
function is performed by the wastegate vacuum unit at the turbocharger, which ensures
that the exhaust gases can bypass the turbine blades.
Design
The vacuum unit is bolted directly onto the turbocharger and closes and opens the waste-
gate valve by way of a push/pull rod.
Function
Wastegate control takes place via vacuum. A cycle valve closes the wastegate valve with
the push/pull rod by applying a vacuum to the unit. The wastegate valve is opened again
by allowing atmospheric pressure into the vacuum unit.
Diagnosis
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In the event of leaks in the vacuum system for controlling the two wastegate valves, the
wastegate valves open and it is not possible to build up boost pressure. The engine then
switches to emergency operating mode and is operated with low boost pressure (close to
ambient pressure).
Diverter valve
Maintaining the boost pressure in deceleration operation of turbocharged engines is of

great importance in order to ensure fast responsiveness of the engine. For downsizing
units with a high boost pressure in particular, optimized deceleration air recirculation con-
trol is extremely important for the sporty response of the combustion engine.
Design
The integration of the diverter valves in

the intake system is shown in Figure
2_08_15.
Control line for diverter valves (shown in blue) 2_11_15
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Cayenne
Function
If the throttle valve is closed by the electronic throttle actuator after a change from trac-
tion to deceleration mode, the compressor has to work against the closed throttle valve. A
bypass is opened between the suction side and pressure side of the compressor in order
to maintain the boost pressure, thereby allowing compressed air to pass from the charge
air cooler to the suction side of the turbocharger. The compressor then runs practically in
2
freewheel mode and can maintain its speed for longer. As a result, the turbine speed is
higher after deceleration operation and the engine offers better responsiveness for accel-
eration.
The electropneumatic switching valve for deceleration air is located under the intake mani-
fold in the area of the vacuum reservoir. In order to prevent the valve from opening inde-
pendently, it is necessary to tap the pressure supply upstream of the throttle valve. As a
result, an overpressure is present at the diverter valve in partial load operation with boost
pressure.
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Diagnosis
Possible faults in the deceleration air area:
Charge air cooler
Design
There are two charge air coolers (air/air heat exchangers) on the left and right in the
engine compartment downstream of the turbocharger compressor; the intake air flows
through these charge air coolers. The integration of the charge air coolers in the intake
system is shown in Figure 2_08_15.
Function
The charge air coolers reduce the intake air temperature in order to reduce the combus-
tion temperature and improve the cylinder charging. The intake air flows through the
respective charge air cooler from the bottom to the top.
Boost pressure sensor
The digital pressure sensor for detecting the boost pressure is located upstream of the
throttle valve.
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Cayenne
Vacuum system

2 Objective
Due to the turbocharging, the Cayenne S model year 2015 no longer has an intake system
which can provide vacuum in all operating states. There are therefore additional compo-
nents which ensure a vacuum supply in the vehicle.
A vacuum system is used for the following components/systems:
• Assisting the brake booster

• Controlling the wastegate valves
• Controlling the diverter valves
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1 Turbocharger
2 Vacuum reservoir
3 Electropneumatic switching valve for
wastegate control
4 Electropneumatic switching valve for
deceleration air
Vacuum reservoir with wastegate and deceleration air control 2_12_15
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Cayenne
Vacuum pump

2
1 Vacuum pump cover
2 Vacuum pump flange
3 O-rings
4 Cylinder head, bank 1
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Cylinder head, bank 1 2_13_15
The vacuum pump is located on the flywheel end of the cylinder head at cylinder 3.
Function
The vacuum pump is driven mechanically by the intake camshaft in order to guarantee a
vacuum supply in all operating conditions.
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Cayenne
2.3.5 Mixture formation

2 Objective
The composition of the fuel-air mixture and the interaction of lambda control and mixture
adaptation are important features of mixture formation. In addition to mixture adaptation,
the distribution of the fuel is of importance in the DFI engine in order to ensure optimum
combustion in compliance with the legal emission limits.
Aluminum screws must generally only be Function

used once and replaced during instal- Mixture adaptation takes place on a cylinder bank-specific basis in the V6 biturbo engine.
lation. Screws between the cover and The sensors for monitoring the fuel-air mixture are the oxygen sensors and the manifold
flange of the vacuum pump must not be pressure sensor with temperature detection function.
loosened. Screws are marked with thread
locking adhesive in production. Make sure Throttle unit
that this marking is intact. O-rings must be
replaced each time the vacuum pump is The throttle valve (electronic throttle) is located upstream of the intake manifold and is
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removed. screwed to it.
Intake system
The Cayenne S has a twin-branch expansion intake manifold. In addition to air flow, air
oscillations are also produced by opening of the intake valves. These oscillations comprise
a compression phase (air compression) when the intake valves are closed and an expan-
sion phase (air expansion) when the intake valves open. In an expansion intake manifold,
the air ahead of the combustion chamber is used and routed into the combustion chamber
in its expansion phase. This means, however, that less air is supplied into the cylinders.
This is compensated by a slightly increased boost pressure of the turbochargers.
The higher charge-air temperature that results from the increased boost pressure is in turn
compensated for by optimized charge air coolers. The fresh air cooled down by the
charge air cooler is additionally cooled again by further expansion in the expansion intake
manifold. Since air cools down when it expands, the air charge has a lower temperature
before entering the combustion chamber. The cooler fuel-air mixture can be ignited with
optimum power development, thereby achieving a further enhancement in efficiency.
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Cayenne

2
1 Throttle valve (electronic throttle)
2 Expansion intake manifold
3 Intake manifold pressure/intake air tem-
perature sensor (MAP sensor)
4 Heating elements for crankcase ventila-
tion
5 Crankcase ventilation under vacuum
6 Tank ventilation under vacuum
Expansion intake manifold with components 2_14_15
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Function
The expansion intake manifold requires short distances over the intake valve for optimum
operation. This was realized by two separate chambers for the left and right cylinder
banks. The expansion intake manifold has a separator element after the throttle valve
(electronic throttle) which separates the two chambers. In order to ensure optimum mix-
ture control, the intake ports for tank ventilation and crankcase ventilation were also
designed so that uniform supply into both chambers is possible behind the throttle valve.
MAP (manifold absolute pressure) sensor

The installation position of the MAP sensor
The MAP sensor is installed on the left side of the intake manifold after the expansion point on the expansion intake manifold is shown
and replaces the mass air flow sensor with its functions. in Figure 2_14_15.
Advantages of the pressure sensor for detecting the engine load:
• Increased power as a result of dethrottling of the intake section

• Greater precision at low air-flow rates
• Enhanced resistance to soiling
Function
Use of a digital pressure sensor to detect the engine load dethrottles the intake path com-
pared with the vehicles with hot-film mass air flow sensor. This digital sensor also mea-
sures the temperature of the intake air.
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Cayenne
Crankcase ventilation

2 With the enhanced crankcase ventilation system, it was possible to reduce the amount of
fuel entering the engine oil during combustion as a result of the combustion gases that
flow past the piston rings and enter the crankcase (blow-by gases). The enhanced aeration
and ventilation system (Positive Crankcase Ventilation) ventilates the crankcase with a
stream of fresh air, which accelerates the evaporation of any fuel that is carried in. This
system thus ensures constant disposal of the fresh air delivered by the positive crankcase
ventilation system and the blow-by gases, which are supplied to the combustion process.
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1 Crankcase ventilation with integrated
pressure-regulating valve
2 Crankcase ventilation into the
expansion intake manifold
3 Crankcase ventilation into the intake
side of the turbocharger
Specific new parts or modified adopted parts in the Cayenne S model year 2015 2_15_15
(shown in orange)
The crankcase ventilation system consists of two pressure regulators with a pair of lines,
each. Per side, one line leads to the expansion intake manifold and one to the intake side
of the turbocharger. For the positive crankcase ventilation system, there is also one air
tube which runs from the intake Y pipe to the right side of the crankcase (see Figure
2_08_15).
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Cayenne
Function
The ventilation channels are controlled by means of two pressure-regulating valves which
are mounted on the cylinder banks. Crankcase ventilation on the Cayenne S always takes
place on a cylinder bank-specific basis. At idle speed, for example, a vacuum is present in
the expansion intake manifold due to the lack of boost pressure and low air throughput of
the turbochargers. The crankcase is vented via the intake pipe. This takes place individual-
2
ly for each bank side. For this reason, there are two infeed points on the expansion intake
manifold. To prevent the crankcase ventilation system from freezing during the winter, the
blow-by gases are supplied to the combustion air through a heatable connector on the
expansion intake manifold (2_14_15).
If boost pressure is present so that there is an overpressure in the expansion intake mani-
fold, venting then takes place via the intake side of the turbochargers. The positive
crankcase ventilation system takes fresh air from the Y pipe upstream of the throttle valve
and feeds it via a line to the crankcase. The pressure gradient that exists at all times
between the tapping location and the crankcase causes a steady flow of fresh air through
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the crankcase at all map points. The vacuum in the intake pipe is used in the partial load
range to ensure the legally required vacuum in the crankcase under all driving conditions.
A pressure-regulating valve regulates this vacuum until the required value is reached. The
vacuum ahead of the compressor is used in the operating range with built-up charge pres-
sure (full load) in which no vacuum is present in the intake pipe.
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Speed detection

2 Crankshaft position sensor
1 Crankshaft position sensor

2 Radial shaft seal
3 Multi-pole sensor wheel
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Crankshaft position sensor with multi-pole sensor wheel 2_16_15
The crankshaft position sensor is routed through a T-groove in the bottom part of the
crankcase and is screwed to the oil guide housing. The most important new feature is the
multi-pole sensor wheel with 60 – 2 teeth which is pressed onto the crankshaft in the cor-
rect position (the sensor wheel actually has 60 teeth, however 2 teeth were removed by
milling).
Function
The crankshaft position sensor is a newly developed position sensor which works accord-
ing to the differential Hall-effect sensor principle. This performs several functions com-
pared with the inductive crankshaft sensor. With the differential Hall-effect sensor, the
direction of rotation of the crankshaft can be detected in addition to the engine speed. The
DME control unit needs the engine speed and crankshaft position in order to calculate the
injection timing and the injection quantity. In addition to an installation position that reduces
the required installation space, detection of the crankshaft position at the transmission-
side crankshaft journal has the advantage that the sensing accuracy can be further
improved by a smaller number of components in the tolerance chain compared with sens-
ing at the outer edge of the flywheel. Detection of the direction of rotation is an important
feature for vehicles with Auto Start Stop function and allows detection of the exact crank-
shaft position for an accelerated restart.
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Camshaft position sensor

2
1 Camshaft position sensor
2 Valve lift switchover valve
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Camshaft position sensors and drive link for valve lift 2_17_15
adjustment device on the cylinder head
The position of each camshaft is monitored by a Hall-effect sensor. The Hall-effect sensors
are installed in the cylinder head housing on the opposite side of the camshaft adjuster
(VarioCam).
Function
The four Hall-effect sensors are required to determine the position of the individual
camshafts.
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Camshaft adjustment device

2
1 Intake camshaft
2 Exhaust camshaft
3 Camshaft adjuster
4 Central valve bolt
5 Seal
6 Actuator
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Camshaft adjustment device, bank 2 2_18_15
Objective
Adaptation of the valve opening times enables the engine efficiency to be increased,
depending on the respective load behavior. This increase has the effect of enhancing pow-
er output and torque, and saving fuel. VarioCam vane adjusters are used on the intake and
exhaust camshafts of the V6 biturbo engine. Both vane adjusters can be continuously
adjusted by map control.
Function
The engine control unit determines the current position of the camshafts relative to the
crankshaft from the camshaft position sensors and the crankshaft signal. The position
control receives the desired setpoint angle stored in the control unit via the programmed
maps (rpm, load, engine speed, etc.). A controller activates the solenoids to realize the
required adjustment when there is a difference between the setpoint angle and actual
angle. The maximum adjustment angle is 50° crank angle on the intake side and 55°
crank angle on the exhaust side.
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The available adjustment range of the camshafts also enables intentional valve overlap of
2
the intake and exhaust valves. The goal is to realize a slightly positive pressure gradient
across the combustion chamber. The combustion chamber is flushed with fresh air and
cooled. This has the advantage of reducing the combustion chamber temperature. At the
same time, the remaining hydrocarbon fractions are flushed out and the knock sensitivity
of the engine is reduced. The result is a better center of combustion with lower combus-
tion fluctuations and reduced soot emissions. This enables a further reduction in the fuel
consumption.
This process, also called scavenging, is used at low engine speed and under correspond-
ing load conditions. Due to the higher air throughput through the turbine of the turbocharg-
er, it is possible to increase the speed of the turbine and therefore of the compressor.
Higher turbocharger speeds result in an increase in the boost pressure, which in turn
means increased torque and faster responsiveness of the turbocharger. The air concentra-
tion in the exhaust tract increases when scavenging is activated. The oxygen sensor mea-
sures a lambda value greater than 1 in the exhaust gas. In the combustion chamber, how-
ever, the lambda value is 1 for optimum combustion.
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Valve lift switchover valve
The central bolt establishes a frictional connection between the VarioCam adjustment
device and the camshaft. In addition to the function of connecting the VarioCam system
and camshaft, the central bolt also performs the function of adjustment as initiated by the
actuator. The advantages of the modified camshaft adjustment system with central axial
switching valve include the higher adjustment speeds due to the lower pressure losses in
the oil supply, which was realized by very short oil ducts. The omission of further oil ducts
in the cylinder head as well as simpler oil transfer between cylinder head and camshaft
bearing are design modifications and optimizations in the cylinder head. A significant
advantage of the axial arrangement of the switching valve compared with the decentral-
ized switching valve is increased switching performance, i.e. increased adjustment speed
and the associated reduced installation space. It was also possible to therefore improve
the hot idle behavior.
Design
Adjustment of the intake and exhaust camshafts is based on the principle of a vane
adjuster. The adjusters used are made entirely of aluminum in order to reduce the rotating
masses at high engine speeds and the gross engine weight. As an enhancement to the
existing system, the adjuster is controlled via a central valve that is also used for screw
connection of the camshaft. The valve is actuated via a solenoid arranged along the
camshaft axis. This concept permits a significant improvement in control quality and speed
of adjustment compared with the decentralized valve.
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Valve lift adjustment

2 Objective
The intake camshaft has an innovative design with just one intake valve with adjustable lift.
The lift of the second intake valve is fixed; this is called asymmetric valve control. This
asymmetric valve control results in strong swirl generation for efficient ignition of the fuel-
air mixture.
Function
The intake camshaft has a total of four different cam profiles. Three of the four cam pro-
files are responsible for the intake valves. One cam profile is designed with a constant lift
of 2.5 mm. Two other cam profiles for the variable valve lift switchover are designed with
a valve lift of 3.6 mm and 10.3 mm. The fourth cam profile is responsible for driving the
fuel high-pressure pump.
Actuator for valve lift adjustment
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Design
There is a switching valve located in the end of each cylinder head (near cylinders 3 and
6). The switching valve is shown in Figure 2_17_15.
Combustion chamber geometry
Swirl produces a vortex along the cylinder The distribution of the fuel in the combustion chamber can be determined on the one hand
axis. Tumble produces a vortex at right by the position and spray angles of the multi-hole injectors and on the other by the swirl
angles to the axial direction of the piston. and tumble of the fresh air flowing into the chamber. For this purpose, the intake side on
the V6 biturbo engine was designed for optimum air swirl with respect to valve lift and
intake port geometry. The geometric design of the piston crown additionally contributes to
optimizing charge motion in the combustion chamber.
Function
In order to meet the requirements with respect to reduction of fuel consumption and run-
ning smoothness while at the same time increasing the mean pressures, it is necessary to
increase the charge motion in the cylinder. To achieve this, the intake valves on the new
Cayenne S V6 turbo engine feature asymmetric valve lift. When the intake valves are
opened, the asymmetry causes a swirl-shaped flow to build up. The swirl effect is ampli-
fied after the small lift intake valve closes.
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Injection strategies
Objective
Depending on the required torque and current engine speed, the engine control unit deter-
mines the best injection strategy for efficient fuel consumption and high engine power.
2
Function
Between one and three fuel injections can be performed depending on operating condi-
tion.
Injection strategies when the engine is at operating temperature
Single injection Idle speed
Triple injection Acceleration and high load

up to 1,750 rpm
Dual injection Acceleration and high load
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1,750 to 2,050 rpm
Single injection Above 2,050 rpm
Tank ventilation
Objective
Modern vehicles must not discharge any fuel vapors from the tank system into the environ-
ment. These vapors are harmful to the environment and to health. The fuel vapors must
therefore be temporarily stored and supplied to the engine by the tank ventilation system
at an appropriate time.
Function
Tank ventilation in the Cayenne S takes place either into the expansion intake manifold or
into the intake side of the left turbocharger, depending on the vacuum or boost pressure
present. The system is controlled by interconnection of two check valves. The goal of both
methods of tank ventilation is to achieve homogeneous distribution of the gases extracted
from the carbon canister to both cylinder banks under all load conditions.
1 Fuel tank (active carbon filter)

2 Damping volume
3 Tank vent valve
4 Pressure sensor
5 Check valve
6 Turbocharger
7 Charge air cooler
8 Air cleaner
9 Venturi nozzle
10 Throttle valve (electronic throttle)
Schematic representation of the tank ventilation process 2_19_15

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2
1 Infeed point with vacuum in the expan-
sion intake manifold
2 Infeed point with boost pressure in the
expansion intake manifold
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Complete fuel tank ventilation system 2_20_15
Ventilation in the near-idle range (low load)
Ventilation takes place into the expansion intake manifold in the near-idle range where
there is therefore a vacuum downstream of the throttle valve. The gases are distributed
directly into both chambers of the expansion intake manifold. Homogeneous distribution of
the fuel gases extracted from the carbon canister to both cylinder banks is advantageous.
The connection point of the tank ventilation system at the expansion intake manifold is
also shown in Figure 2_14_15.
Ventilation at boost pressure
Tank ventilation takes place according to the Venturi principle into the intake side of the
left turbocharger for faster scavenging of the carbon canister under full load, i.e. with
open throttle and boost pressure in the expansion intake manifold. There is an air flow
through the bypass line between the pressure side of the turbocharger (downstream of the
compressor) and the suction side due to the pressure difference. This volume flow
attempts to compensate for the pressure difference.
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2
1 Infeed point on intake side of left
turbocharger
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Close-up of the infeed point when boost pressure is present 2_21_15
There is a Venturi nozzle integrated in the bypass line. The volume flow creates a vacuum
at the connecting line of the Venturi nozzle for the tank ventilation. The check valve opens,
the gases flow through the Venturi nozzle into the fresh intake air and are then com-
pressed by the compressor of the turbocharger and supplied to the combustion chamber.
A Y-type distribution pipe is located ahead of the electronic throttle in order to achieve
homogeneous distribution of the gases sucked in from the carbon canister. This pipe was
designed so that the air flows can be mixed downstream of the left and right charge air In the USA variant, the tank leakage diag-
coolers and then supplied as a homogeneous air-gas mixture to the two chambers of the nostic pump is on the carbon canister.
expansion intake manifold.
Carbon canister
The carbon canister is located behind the wheel housing liner at the rear right and stores
fuel vapors which must not be discharged into the environment. The vapors are supplied to
the combustion engine through the tank ventilation lines.
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2.3.6 Ignition system

2 Objective
In the V6 biturbo engine, ignition voltages of over 30 kV up to 35 kV are required. A higher

ignition voltage means that the ignition coil of the spark plug must provide higher ignition
energy. The requirement for higher ignition energy must be met by higher ignition coil per-
formance. Higher ignition energy levels require geometrically larger ignition coils. In the
previous projects, bar ignition modules were used where the coil was accommodated in
the plug hole. Since the installation space in the plug hole is geometrically limited, the coil
is located in the ignition coil head in the “plug top” design. More installation space is avail-
able here.
System overview
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Pin 1 = Engine ground (terminal 4a)
Pin 2 = Ignition signal (DME)
Pin 3 = Body ground (terminal 31)
Pin 4 = Positive (terminal 87)
Ignition system wiring diagram 2_22_15
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Ignition coil
New ignition coils with captive steel screws are used in the V6 biturbo engines. The newly
developed ignition coils generate a higher ignition voltage and are realized in “plug top”
design. Ignition voltages of up to 25 kV were normal in the past.
Components in the head of the “plug top” single-spark ignition coils:

2
• Ignition coil (iron core with primary and secondary windings)
• Connection terminals for engine wiring harness
• Diode for switch-on spark suppression
• Connection for spring for spark plug contacting
Diodes on the secondary side prevent an ignition spark from arcing over due to induction
and thus initiating undesired combustion when the magnetic field is switched on. A resis-
tance measurement is therefore not possible.
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Spark plugs
Single-spark ignition coil 2_23_15
The spark plugs in the V6 biturbo engine can be visually distinguished from the previous
spark plugs by the modified high-voltage terminal. These spark plugs no longer have a ter-
minal stud but instead have a contact plate for contacting. The connection point between
the secondary winding and spring for contacting the spark plug in the ignition coil can be
aligned if necessary. A further distinguishing feature of the new spark plugs is the smooth
insulator design, which permits air-gap-free contact of the silicone sheath on the ignition
coil.
Important!
Maintenance-related features
Slight coating of the silicone sheath with
talcum powder is permitted to facilitate
reinstallation and above all removal of the
ignition coil. Other lubricants must not be
used as they can negatively influence the
insulation capability of the ignition system.
No special tool is required for renewed
Spark plug for V6 biturbo engine 2_24_15 Connection head 2_25_15 disassembly with this procedure. A cable
loop is sufficient as a disassembly aid.
Function
Local voltage peaks at the transition points are minimized by the new connection head and
the related modified winding of the contacting spring. These two measures significantly
increase the insulation capacity of the ignition system and therefore allow the required igni-
tion energy to be directed safely into the combustion chamber.
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Knock sensors

2 The V6 biturbo engines have two knock sensors in the V of the engine block for knock
detection.
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Knock sensor arrangement 2_26_15
Function
Knocking in the engine (self-ignition of the mixture) generates high-frequency vibrations,

which are detected by the knock sensor (which operates in accordance with the piezo prin-
ciple) and forwarded to the DME control unit.
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2.3.7 Exhaust system/emission control
Objective
The combustion of the air-fuel mixture in the engine is never complete. Fuel that does not
burn is delivered into the exhaust system during the exhaust stroke and therefore does not
contribute to torque build-up. This means that there are always unburnt hydrocarbons (HC)
2
and carbon monoxide (CO) raw emissions.
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Complete exhaust system Cayenne S model year 2015 2_27_15
1 Main catalytic converter

Function
2 Underfloor catalytic converter
The exhaust system components, such as the exhaust manifold, the main and underfloor 3 Rear muffler
catalytic converters with the oxygen sensors and the rear mufflers are precisely matched 4 Twin tailpipe
components of a control loop, which must ensure optimum exhaust gas aftertreatment not
only when the engine is at operating temperature, but also when starting the engine and in
the warm-up phase.
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Exhaust manifold

2 The exhaust manifold and the exhaust side of the turbocharger consist of a one-piece
housing in integral cast steel design.
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Exhaust manifold with turbocharger, 2_28_15 Exhaust manifold with turbocharger, 2_29_15
bank 1 bank 2
Air injection system
Objective
Targeted heating of the catalytic converters is required in order to reach the conversion
temperature and achieve compliance with the emission limits. The use of the chemical
energy in the exhaust gas requires the introduction of secondary air into the exhaust tract
upstream of the catalytic converters.
Function
A check valve allows additional air to be injected into the exhaust system upstream of the
catalytic converter for a defined period by means of the secondary-air pump under corre-
sponding conditions during the warm-up phase. The rich engine operation in this operating
state produces a higher level of carbon monoxide (CO) and hydrocarbon (HC) in the
exhaust gas, which is combusted using the secondary air injected immediately behind the
exhaust valves. The heat that is released during post-combustion means that the optimum
operating temperature of the catalytic converter for optimum exhaust aftertreatment is
reached more quickly.
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Secondary air pump
The secondary air pump is located behind the expansion intake manifold on the flywheel
side of the engine. It generates the pressure to inject a flow of air ahead of the catalytic
converters.
2
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Installation position of secondary air pump 2_30_15
Secondary air valve
The air flow generated by the secondary air pump is delivered to the two secondary air
valves via a T-pipe, the secondary air distributor for banks 1 and 2. These valves are
screwed to the ends of the cylinder heads close to cylinders 3 and 6.
1 Connection on secondary air pump

2 Secondary air distributor for banks 1
and 2
3 Check valve for secondary air
4 Connection on cylinder head
Air injection system hoses 2_31_15
Function
The secondary air valves are opened by positive pressure when the pump is turned on.
The pathway in the cylinder heads connects to the exhaust ports downstream of the
exhaust valves. The air flows from there into the exhaust manifold, and on to the catalytic
converters.
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Catalytic converters

2 Objective
The emissions limits for gasoline engines are becoming ever more stringent and therefore
require optimized exhaust aftertreatment by catalytic converters. Since the conversion
rate of catalytic converters depends greatly on the temperature of the catalytic converter,
ways must be found to reduce the cold-start phase of the engine and in this way reach the
catalytic converter temperature as quickly as possible.
Function
The purpose of the main and underbody catalytic converter is to ensure the chemical con-
version of hazardous exhaust gas components produced during the combustion process
into harmless substances. Unburnt hydrocarbons (HC), carbon monoxide (CO) and nitrogen
oxide (NOx) are converted into carbon dioxide (CO2), water (H2O) and nitrogen (N2).
Oxygen monitor sensors
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Design
The broadband oxygen sensor upstream of the catalytic converter (LSU) is located just
behind the turbocharger flange. The step-change oxygen sensor downstream of the cat-
alytic converter (LSF) is located between the main and underfloor catalytic converter.
Function
The LSU compares the residual oxygen content in the exhaust gas and the oxygen content
of the air and forwards this value to the DME control unit so that the mixture composition
in the control circuit can be adjusted. The LSF monitors the function of the main catalytic
converter. Since a certain percentage of the residual oxygen content is used to convert
the pollutant material in the exhaust gas with a fully functioning main catalytic converter,
this must measure a lower oxygen content than the LSU. As well as monitoring the conver-
sion rate of the catalytic converter, the LSF can also be used to improve the accuracy of
the lambda control and to check the plausibility of the first sensor during self-diagnosis.
Diagnosis
MIL stands for ‘malfunction indicator lamp’ On vehicles with OBD II, the function of the oxygen sensors must be monitored by the con-
and refers to the check engine lamp in the trol unit. If a malfunction occurs, the control unit activates the MIL lamp (check engine
instrument cluster. lamp).
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Cayenne
Overview of all exhaust system variants for gasoline engines (standard)

2
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Cayenne S 2_35_15
Cayenne Turbo 2_36_15
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2.3.8 Thermal management

2 Objective
The intelligent thermal management system in the Cayenne models regulates the tempera-
ture in the engine and transmission to reduce frictional losses during the cold start and the
subsequent warm-up phase.
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Cooling system Cayenne S model year 2015 2_37_15
1 Overpressure control Function

2 Turbocharger, bank 2
The engine and transmission warm up more quickly thanks to targeted control of the heat
3 ATF cooler
flows and demand-based, step-by-step activation of the respective cooling circuits. The
4 Radiator
new radiator shutters are also linked to the thermal management system so that the units
5 Engine oil-water heat exchanger
can also be heated up rapidly after a cold start. This not only exploits further potential to
6 Turbocharger, bank 1
reduce fuel consumption, but also increases comfort at the same time since the passen-
7 Transmission oil-water heat exchanger
ger compartment can also be heated to the desired temperature more quickly at low tem-
8 Transmission
peratures.
9 HVAC system
10 Heat exchanger
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Map-controlled thermostat
A two-stage thermostat with electric heating element is installed in the Cayenne S. The
coolant thermostat is activated by the DME control unit for map-controlled coolant temper-
ature control and regulation.
2
1 Two-stage thermostat with electric heat-
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ing element
Installation position of thermostat 2_38_15
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Thermostat functions

2 Cold engine:
The thermostat is fully closed when the engine is cold (stationary coolant); in other words,
the small heating circuit and large cooling circuit are closed.
The thermostat has the following opening temperatures without electrical auxil-
iary heater:
• Bypass approximately 185° F (85° C) (small heating circuit)

• Radiator return line approximately 224° F (107° C) (large radiator circuit)
Engine warm-up phase:
In order to quickly achieve circulation in the heating circuit (bypass) in the warm-up phase,
a large electrical heating current is required after a cold start. The heating current for the
electric heating element in the thermostat is reduced above an engine temperature of
approximately 158° F (70° C) so that the thermostat does not immediately open the large
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cooling circuit.
Thermostat closed 2_39_15
If an engine temperature of approximately 194° F (90° C) and an oil temperature of 104° F
(40° C) are exceeded, the engine setpoint temperature is increased to 221° F (105° C). At
the same time, the heating current is reduced again significantly so that the coolant in the
small circuit is heated as quickly as possible to 221° F (105° C) (the large circuit remains
closed).
Engine at operating temperature:
Both thermostat states (heating circuit and cooling circuit) are open when the engine is at
operating temperature; the coolant can thus circulate in both circuits. At an engine temper-
ature of approximately 221° F (105° C), the heating current is adjusted correspondingly so
that the engine setpoint temperature is maintained when the large cooling circuit is
opened. When the Sport button is pressed or in the case of a very dynamic driving style,
Heating circuit open 2_40_15
the engine setpoint temperature is reduced to 201° F (94° C). For this purpose, the heat-
ing current is increased significantly again to open the thermostat (large cooling circuit)
further. The temperature at the radiator outlet increases when the large cooling circuit is
opened.
Both circuits open 2_41_15
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Coolant temperature sensors
Objective
Two temperature sensors are used in the engine cooling system for thermal management
control.
2
DME coolant temperature sensor
One coolant temperature sensor is located on the right cylinder head on the flywheel end.
Radiator outlet coolant temperature sensor
Another coolant temperature sensor is located on the radiator outlet connector.
Radiator shutter
Installation position on right 2_42_15
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The radiator shutter is located centrally behind the central air intake and is controlled by
cylinder head
the engine management system. It opens and closes based on the driving situation and
cooling requirement, therefore managing the air flow available for cooling. 1 DME coolant temperature sensor
Design
The design of the radiator shutter is shown in Figure 2_88_15 in the chapter “3.0 liter V6
turbo engine, Cayenne Diesel”.
Function
When closed, the shutter improves aerodynamics and reduces drag, resulting in low fuel
consumption. The position of the radiator shutter can be variably adapted between 100%
open and 100% closed to the current driving situation and the resulting cooling air require-
ment. The shutter slats are always closed when the engine is off. The shutter flaps are
operated with an electric motor, similar to the Macan version.
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2.3.9 DME control unit

2 Like the Macan S and Macan Turbo, the Cayenne S with V6 biturbo engine uses the DME
control unit EMS SDI 10. The basic functions of the DME control unit correspond to those
of the EMS SDI 7.1. In addition to the improved processing power of the EMS SDI 10 DME
control unit, the main new features of the DME control unit include monitoring of four
adjustable camshafts and the application of the two turbochargers.
The DME control unit EMS SDI 10 controls the following functions and communi-
cates with the corresponding components:
• Direct fuel injection (DFI)

• Returnless fuel system
• Fuel low-pressure control
• Fuel high-pressure control
• Electronic throttle
• Electronic throttle with idle speed control
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• VarioCam (at intake and exhaust camshafts)
• VarioCam Plus (at one intake valve per cylinder)
• Demand-controlled oil pump
• Expansion intake manifold
• Stereo lambda control
• Static high-voltage ignition distribution with individual ignition coils
• Cylinder-specific knock control (with 2 knock sensors)
• Differential Hall-effect sensor (engine speed, reference mark and direction of rotation of
the engine)
• Digital pressure sensor on the intake manifold (intake manifold pressure and intake air
temperature)
• Digital pressure sensor ahead of electronic throttle (for boost pressure control)
• Thermal management (map thermostat, switching valve on ATF heat exchanger and radi-
ator shutter)
• Variable deceleration fuel cutoff
• Turbocharger wastegate control
• Deceleration air control
• Crankcase ventilation (expansion intake manifold or intake side of turbochargers)
• Tank ventilation (expansion intake manifold or intake side of turbochargers)
• Enhanced Auto Start Stop function
• Vehicle electrical system recuperation
• On-board diagnosis for monitoring the emission control system
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2.3.10 Special tools
Special tools
2
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Pull-off device 2_43_15 Loosening tool 2_44_15
Socket wrench for camshaft 2_45_15 Ring wrench insert 2_46_15
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2.4 3.0-liter V6 turbo engine, Cayenne Diesel

2 The Diesel engine and engine management system for MY 2015 are direct carryovers
from the previous model. Features which remain unchanged include the displacement at
3.0 liters, turbocharging using a VTG turbocharger, and common rail direct fuel injection
using piezo-controlled fuel injectors with a maximum injection pressure of 29,000 psi
(2,000 bar).
For optimum reduction of the emissions, an exhaust system is installed which reduces
both particulates and nitrogen oxide emissions by means of selective catalytic reduction
(SCR) in order to ensure compliance with the exhaust emissions standards BIN5 for the
North American Region.
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2_47_15
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2
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–––– Power output in kW
–––– Torque in Nm
176 kW at 3,500 - 4,000 rpm

550 Nm at 1,750 - 2,500 rpm
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2.4.2 Glow system

2 The glow system of the Cayenne model year 2015 is the same as in the previous model.
Combustion chamber pressure sensor
To ensure compliance with the increasingly stringent emissions limits, a pressure sensor
for measuring the combustion pressure is installed in the BIN5 exhaust gas variant. This
pressure sensor is integrated in the glow element and only installed on the second cylin-
der. The signals from the combustion chamber pressure sensor are transmitted directly to
the DME control unit.
Function
The signals from the crankshaft sensor and combustion chamber pressure sensor are
used to determine several data items. The center of combustion as a measure for the igni-
tion delay and the maximum pressure increase as a measure for the EGR rate were identi-
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fied as meaningful control variables. Since the cetane number influences the ignition delay,
the signals from the combustion chamber pressure sensor are used to compensate differ-
ent ignition delays with cylinder pressure-based combustion position control. With low
cetane ratings, the start of injection must be advanced. If the position of the center of
combustion is the same, there are no differences in fuel consumption and NOx emissions.
2.4.3 Fuel low-pressure system
The fuel low-pressure system is identical to the previous model. Information on this can be
found in the SIT for Cayenne model year 2013.
2.4.4 Fuel high-pressure system
Objective
The safety and cleanliness instructions in
accordance with the current safety litera- The Bosch Common Rail system CRS3-20 with piezo injectors is used as the high-pressure
ture must be observed for all work on the injection system.
fuel high-pressure system.
1 Fuel distribution pipe

2 Fuel high-pressure pump
3 Injectors
5 Regulating valve for fuel pressure
Fuel high-pressure system Cayenne Diesel model year 2015 2_49_15
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Function
The pressure provided by the fuel low-pressure system is not sufficient for the injectors
connected to the fuel distribution pipe. The fuel is therefore delivered by the fuel high-pres-
sure pump with a maximum rail pressure of 29,000 psi (2,000 bar).
Fuel high-pressure pump

2
A fuel high-pressure pump must be used to generate a rail pressure of up to 29,000 psi
(2,000 bar). This pressure is generated by a two-plunger high-pressure pump, the CP 4.2
with aluminum housing.
Design
The high-pressure pump is located on the transmission side in the inner V of the cylinder
block below the turbocharger. It is driven directly by the crankshaft by the drive chain for
auxiliary drives.
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Function
A ratio of 1:0.75 with respect to the crankshaft was chosen to ensure that delivery is syn-
chronous with fuel injection. Since the two-plunger high-pressure pump is actuated by a
double cam, this means that there are six deliveries in two crankshaft revolutions. Pump
mounting on the engine is phase-orientated in order to minimize the chain forces.
Injectors
Each cylinder has a fuel injector screwed centrally into the cylinder head. The injectors The clamping claws, fuel injector sealing
operate according to the latest piezo technology and obtain the fuel directly from the fuel rings and O-rings must be replaced after
distribution pipe. When replacing one or more injectors, IMA/ISA values must be coded in the injectors are removed.
the DME control unit using the PIWIS Tester.
Design
The injectors are secured by means of clamping claws on the outside of the valve cover.
This means that it is not necessary to remove the valve covers to remove and install the
injectors. Injectors with ZI type needle seats are used in the BIN5 version. The volume
beneath the needle seat is filled with fuel after injection ends. This fuel can enter the com-
bustion chamber and cause a deterioration in the HC emissions (unburnt hydrocarbons) in
the exhaust gas.
Securing injector with clamping claw 2_50_15
ZI needle seat (EU4/EU5/BIN5) 2_51_15

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Diagnosis

2 In the event of leaks in the area around the injector sealing ring, the pressurized gas can
escape out from the combustion chamber via a duct. The vent duct is located in the cylin-
der head above the exhaust manifold. The vent duct prevents the overpressure in the com-
bustion chamber from reaching the compressor side of the turbocharger through the
crankcase ventilation system and possibly causing malfunctions. Engine oil escaping at
one or more vent ducts indicates a faulty O-ring on the injector, which seals the injector
bore against engine oil.
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Vent duct in cylinder head 2_53_15
2.4.5 Intake system
1 Air intake tube

2 Air cleaner housing
3 Mass Air Flow sensor
4 Charge-air coolers
74 Intake system Cayenne Diesel model year 2015 (BIN5) 2_54_15

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Air cleaner housing and air cleaner
The air cleaner housing is located on the right side in the engine compartment and con-
sists of three parts, the two air cleaner housing halves and the filter element. The air
intake tube and the air duct leading to the turbocharger compressor are connected to the
air cleaner housing.
2
Function
The air cleaner housing and air cleaner draw in, clean and pass on the intake air.
The market-specific change intervals for the air cleaner can be found in the PIWIS informa-
tion system.
Mass air flow sensor
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Design
The mass air flow sensor is located in the air duct between the air cleaner housing and the
turbocharger.
Function
The mass air flow sensor measures the air mass in the air intake duct. The measuring ele-
ment consists of a heated sensor film over which the intake air passes. The temperature
is detected in two defined measuring ranges via resistors. The stronger the air flow over
the film, the greater the temperature difference between the two measuring ranges. There
is an electronics module integrated in the mass air flow sensor which determines the air
mass from the difference in temperatures and transfers the result to the engine control
unit. The fuel injection and exhaust gas recirculation rate can be adjusted in accordance
with the intake air mass.
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Turbocharger

2 Objective
The Cayenne Diesel model year 2015 uses a turbocharger with variable turbine geometry
(VTG) and integral insulation.
1 Connecting flange to exhaust manifolds

2 Integral insulation
3 Connecting flange to exhaust system
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4 Connecting flange for exhaust gas
recirculation
5 Actuating lever for guide blade adjust-
ment
6 Actuator for turbocharger
Turbocharger with variable turbine geometry (VTG) 2_56_15
Function
As well as using an air gap-insulated exhaust manifold, the exhaust turbine housing of the
VTG turbocharger is enclosed with a heat-insulating aluminum shell (integral insulation) in
order to reduce the heat emitted by the exhaust gases into the engine compartment and
to effectively transfer the exhaust-gas temperature to the oxidation catalytic converter and
the diesel particle filter. The operating temperature of the catalytic converter and the nec-
essary ignition temperature for the soot particles deposited in the diesel particle filter are
reached even more quickly and emissions are reduced.
The exhaust-gas temperature sensor mounted on the exhaust side serves the purpose of
component protection. If the turbocharger becomes too hot, the maximum boost pressure
is reduced until the temperature of the component is back within the required range. The
engine oil lubrication supply and return lines at the turbocharger are integrated in the bear-
ing pedestal and therefore in the turbocharger housing. The design keeps the number of
individual components and interfaces small and reduces the risk of oil leaks.
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Actuator for the turbocharger
An electromechanical actuating element is used to adjust the guide blades on the VTG tur-
bocharger; it is screwed directly to the actuating lever for guide blade adjustment on the
turbocharger.
Charge air cooler

2
The Cayenne Diesel model year 2015 has two charge air coolers (air/air heat exchangers)
which reduce the temperature of the intake air previously compressed by the VTG tur-
bocharger.
Design
The intake system layout for model year 2015 Cayenne Diesel is the same as the model
year 2013 design. The integration of the charge air coolers in the intake system is also
shown in Figure 2_54_15.
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1 Charge air cooler
2_57_15
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Cayenne
2.4.6 Mixture formation

2 Objective
The diesel engine uses internal mixture formation to produce a combustible mixture. An
important point here is that the mixture is formed within the combustion chamber, i.e. only
air is supplied to it. Mixture formation, ignition and combustion then take place within the
combustion chamber after fuel is supplied.
Throttle unit
Design
The throttle unit is located upstream of the central swirl flap and is screwed to the intake
manifold.
Function
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Actuation of the throttle valve is necessary in order to generate a vacuum to enable recir-
culation of the exhaust gases. The throttle valve is also actuated for the purpose of regen-
Throttle unit 2_59_15 erating the particle filter and to improve the engine’s switch-off behavior.
1 Throttle valve
Intake manifold
2 Exhaust inlet from EGR valve
Downstream of the central swirl flap, the intake manifold is realized in twin branches up to
the intake sides of the two cylinder heads. The upper half routes the air into the filling
ports and the lower half routes the air into the swirl ports. If the swirl flap closes the filling
ports in the lower rpm range, for example, the cylinders are filled with air only via the swirl
ports. The gas speed increases and therefore also the swirl effect. This results in better
filling of the cylinders and more effective combustion.
Design
The plastic intake manifold comprises three shells that are welded together. The intake
manifold geometry was adapted with respect to pressure loss and equal distribution of the
air flows to the individual cylinders.
1 Throttle valve
2 Central swirl flap
Fresh air routing in the intake manifold with central swirl flap 2_60_15
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Function
Swirl flap control in the new Cayenne Diesel is performed by just one central swirl flap
instead of an individual swirl flap for each cylinder. Switching of this swirl flap takes place
steplessly depending on load and engine speed in order to achieve good swirl motion at
low load and good charging at high rpm.
2
Oxygen sensor
The oxygen sensor for determining the lambda value, which is required to calculate the
exhaust gas recirculation rate, is located upstream of the oxidation catalytic converter.
The objective is to adjust the exhaust gas recirculation rate so that oxides of nitrogen and
soot emissions are minimized.
2.4.7 Exhaust system/emission control
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Objective
The reduction of pollutants in exhaust emissions and here above all oxides of nitrogen
(NOx) is a challenge faced by automotive manufacturers all over the world.
System overview
1 Oxidation catalytic converter

2 Diesel particle filter
3 Air-cooled SCR injector
4 SCR catalytic converter
5 Rear muffler
Complete exhaust system Cayenne Diesel (BIN5) 2_61_15
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Function

2 In a first step, an attempt is made to try to keep the development of pollutants and there-
fore the raw emissions as low as possible by means of measures within the engine and
combustion processes. In a second step, an oxidation catalytic converter converts carbon
monoxide (CO) and uncombusted hydrocarbons (HC) into carbon dioxide (CO2) and water
(H2O). Finally, a diesel particle filter retains extremely fine soot particles, before the nitro-
gen oxide components (NOx) are further reduced in a selective catalytic reduction (SCR)
process by the use of synthetic urea.
Exhaust manifold
Design
In the Cayenne Diesel, air gap-insulated exhaust manifolds are installed on both cylinder
banks using flexible elements on the Y pipe of the turbocharger.
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1 Air-gap insulated exhaust manifold
2 Flexible pipe
3 Helmholtz resonator
4 Actuator for the turbocharger
5 Integral insulation
Exhaust manifolds on both cylinder banks and turbocharger 2_63_15

with exhaust gas recirculation system
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Exhaust gas recirculation system

2
1 Supply of exhaust gases from tur-
bocharger
2 Actuating unit for EGR valve
3 Bypass valve for EGR cooler
4 EGR module
5 EGR cooler
6 Exhaust temperature EGR
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7 Recirculated exhaust gas infeed, intake
pipe
Exhaust gas recirculation system 2_64_15
Objective
The exhaust gas recirculation system plays an important role in ensuring that the exhaust
emissions levels are not exceeded. For high exhaust gas recirculation rates, the exhaust
gas is removed via a connection optimized for pressure loss on the turbocharger housing
upstream of the turbine and, depending on the operating condition, supplied to the intake
area downstream of the throttle valve via the exhaust gas recirculation (EGR) valve.
Function
All the functional elements of the exhaust gas recirculation system are installed in the EGR
module. This consists of the EGR valve, EGR cooler, bypass valve and EGR exhaust-gas
temperature sensor. The exhaust-gas temperature sensor is used for diagnostic purposes
(bypass valve function, coking of the exhaust gas section). The coolant temperature sen-
sor for the DME control unit is located in the module housing.
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EGR valve

2 The electronically actuated EGR valve located on the “hot side” can be continuously adjust-
ed. The pressure loss is kept low by having a large seat diameter of 30 mm.
Switch-over valve for EGR cooler
Design
The EGR cooler (air-water heat exchanger) in the stainless steel tubular design is integrat-
ed in the aluminum housing of the module and again offers increased cooling performance
in the Cayenne Diesel.
1 Bypass valve for EGR cooler

2 DME coolant temperature sensor
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3 Exhaust gas supply (from VTG tur-
bocharger)
4 Coolant supply from cylinder head
5 EGR valve
6 Diversion of exhaust gases to intake
manifold
7 EGR exhaust-gas temperature sensor
8 EGR cooler
9 Coolant drain (to oil filter module ther-
mostat housing)
10 Bleeder screw
EGR cooler with pneumatically actuated disc valve 2_65_15
Function
A pneumatically actuated disc valve is used to bypass the EGR cooler. In contrast to an
EGR flap, which still leaves an unavoidable gap open even in closed condition, the sealing
seat of the disc valve guarantees tightness in cooling operation for good cooling perfor-
mance.
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Catalytic converters
Objective
As with gasoline engines, catalytic converters are also used in diesel engines to reduce
pollutants in exhaust gas.
2
Oxidation catalytic converter
Design
After the exhaust gases have left the VTG turbocharger, they first flow through the oxida-
tion catalytic converter. In order to reach the operating temperature as quickly as possi-
ble, the oxidation catalytic converter is close-coupled. The integration of the oxidation cat-
alytic converter in the exhaust system is illustrated in figure 2_61_15.
Function
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Here, carbon monoxide (CO) and hydrocarbons (HC) are oxidized to carbon dioxide (CO2)
and water vapor (H2O). Due to the oxygen surplus during the combustion of diesel, it is not
yet possible here to reduce the nitrogen oxides (NOX).
Diesel particle filter system
Objective
In order to guarantee optimal exhaust gas aftertreatment, the exhaust system includes a
diesel particle filter. This is in addition to the close-coupled oxidation catalytic converter
and SCR system. This filter has the task of reducing the amount of particulate matter in
the exhaust gas.
Function
The particles that result from combustion in the diesel engine are stored in the particle fil-
ter before being burned during regeneration.
Diesel particle filter
Function
This filters the exhaust gases and stores the particulate matter until the diesel particle fil-
ter load reaches the regeneration limit. The particle load is determined via the exhaust
backpressure. Regeneration takes place by achieving the combustion temperature in the
diesel particle filter.
When driving at full throttle, the temperature in the exhaust gas and thus in the particle fil-
ter rises so that passive regeneration can take place. If the combustion temperature in the
diesel particle filter cannot be achieved, active regeneration is initiated through a modified
injection strategy. As a result, the exhaust-gas temperature rises and the particulate mat-
ter is burned.
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2 The oil ash volume is read out using the PIWIS Tester in accordance with the specifications
in the PIWIS information system.
Differential pressure sensor
The differential pressure sensor uses a piezo-resistive sensor element to monitor the pres-
sure difference of the exhaust gas across the particle filter. This enables the load condi-
tion of the filter to be calculated.
Exhaust-gas temperature sensors
Exhaust-gas temperature sensors upstream and downstream of the oxidation catalytic

converter are used to monitor the operating temperature in the oxidation catalytic convert-
er. At the same time, these values of the two exhaust-gas temperature sensors are impor-
tant measured variables for regeneration of the diesel particle filter. The exhaust-gas tem-
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perature sensor downstream of the diesel particle filter monitors the regeneration temper-
ature.
Particle sensor
The particle sensor installed downstream of the diesel particle filter in the exhaust flow
enables the diagnosis of the particle filter. The function of the sensor element is based on
a resistance measurement: deposited soot particles form electrical paths between the cur-
rent-carrying electrode combs. The sensor element is regularly regenerated by way of
heating up. The proper functioning of the DPF can be determined on the basis of the mea-
sured current.
SCR system
The SCR system in the BIN5 version comprises the following main components:
• an AdBlue® supply tank,

• a heated SCR metering line,
• an air-cooled SCR injector,
• two NOX sensors and
• a separate SCR catalytic converter.
Schematic diagram BIN5 2_66_15
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Objective
AdBlue® is a fluid with a urea base, which is used in exhaust gas aftertreatment to reduce
nitrogen oxides (NOX) and therefore comply with the strict emissions limits of BIN5.
Function
The SCR process uses ammonia, which is produced from urea in the vehicle. The urea
2
solution in the AdBlue® supply tank is metered using an injector and injected upstream of
the SCR catalytic converter.
AdBlue®
The reducing agent used is a highly-pure, transparent 32.5-percent urea/water solution

which is marketed in Europe under the brand name AdBlue® and in the US under the name
Diesel Exhaust Fluid AdBlue®. The reducing agent is non-toxic, non-flammable, biologically
degradable and classified in the lowest water hazard category. It is not a hazardous sub-
stance or hazardous goods.
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Properties of the reducing agent
• It freezes below temperatures of 12° F (–11° C)

• At high temperatures of approximately 158° F – 176° F (70° C – 80° C) the reducing
agent decomposes and can produce unpleasant odors because of the formation of
ammonia
• An unpleasant odor usually indicates that the reducing agent is aged as the fresh solu-
tion is largely odorless
• Aged reducing agent or a different medium that has been added will be detected by the
(NOX) sensors in the exhaust system
• Leaked reducing agent crystallizes into white salts
• The reducing agent has a high creep rate and penetrates through capillary action into
the tightest of spaces
AdBlue® supply tank
Design
The reducing agent tank is located underneath the luggage tray in the spare wheel well in
the luggage compartment and is screwed to the body from underneath. It has a capacity
of approximately 5.28 gallons (20 liter) and includes anti-slosh elements in order to reduce
noises created by the movement of the AdBlue® liquid. The supply module is located on
the upper side of the supply tank. The heating chamber module is integrated inside the
supply tank. In addition to the heating device, this heating chamber module also has a fil-
ter device and sensors which monitor the fill level and the temperature.
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2
1 Filler neck
2 Supply module
3 Anti-slosh elements
AdBlue® supply tank with anti-slosh elements 2_68_15
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The consumption is approximately 1.06 quarts (1 liter) AdBlue® per 621.37 miles (1,000
km). Deviations are possible depending on the driving style. A corresponding message in
the on-board computer will indicate in good time when more AdBlue® must be added to
the Cayenne Diesel system.
SCR injector
The metering device for the reducing agent, AdBlue®, in the exhaust system comprises,
among other things, a control valve, a metering valve and a cooling device.
Design
In the BIN5 version, the urea solution is injected into the exhaust tract downstream of the
diesel particle filter. The SCR injector for the BIN5 variant is air-cooled as in the previous
model.
Function
The urea solution in the AdBlue® supply tank is metered by means of an injector into the
exhaust flow and creates a chemical reaction in the SCR catalytic converter. In this
process, the nitrogen oxides (NOX) are converted into nitrogen (N2) and water vapor (H2O).
SCR catalytic converter
Design
The SCR catalytic converter in the Cayenne Diesel in the BIN5 version is located as a sep-
arate component downstream of the diesel particle filter in the exhaust tract.
Function
In the BIN5 version, the urea solution (AdBlue®) is injected into the exhaust tract after the
diesel particle filter. The ammonia produced during hydrolysis can then react with the nitro-
gen oxides at corresponding temperatures in the SCR system. Through the chemical-cat-
86 alytic reaction, the nitrogen oxides (NOX) are converted into nitrogen (N2) and water (H2O).
Cayenne
The individual steps of the nitrogen oxide conversion listed in detail:
1. When the reducing agent is injected into a hot gas flow, the water evaporates first.
CO(NH2)2 + H2O
Reducing agent
> CO(NH2)2
> Urea
2. Thermolysis then takes place, where the urea decomposes into isocyanic acid and
ammonia.
2
CO(NH2)2 > NH3 + HNCO
Urea > Ammonia + isocyanic acid
3. If hot surfaces are available, the icocynanic acid can be converted by hydrolysis into Thermolysis is a chemical reaction where
carbon dioxide and a further molecule of ammonia. the starting material is decomposed into
HNCO + H2O > NH3 + CO2 several substances by heating.
Isocyanic acid + water > Ammonia + carbon dioxide
Hydrolysis is the splitting of a chemical
4. Ammonia reacts with nitrogen monoxide (NO) and nitrogen dioxide (NO2) from the
compound by water.
exhaust stream to produce nitrogen (N2) and water (H2O).
NO + NO2 + 2NH3 > 2N2 + 3H2O
Nitrogen monoxide + nitrogen dioxide + ammonia > Nitrogen + water
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NOx sensors
In the BIN5 version two NOX sensors are installed.
Objective
The purpose of the NOX sensor is to ensure demand-based control of the quantity of urea
injected into SCR systems for the reduction of NOX and also monitoring (OBD) of the SCR
components. The core of the sensor is a ceramic sensor element that works according to
the amperometric dual chamber principle and determines the NOX content in exhaust gas.
Function
After exiting the SCR catalytic converter, the nitrogen oxide-oxygen mixture passes
through two chambers in the NOX sensor. As the oxygen influences the nitrogen oxide
measurement, this must first be removed. This is done via an electrical voltage in the first
chamber. In the second chamber, the remaining nitrogen oxide (NOX) is split into nitrogen
(N2) and oxygen (O2). A current flows here that is proportional to the concentration of nitro-
gen oxide in the exhaust gas.
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Overview of exhaust system (standard equipment)

2
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Cayenne Diesel (BIN5) 2_72_15
2.4.8 Thermal management
Objective
Diesel engines require more time to reach the required operating temperature than gaso-
line engines. The reason for this is the higher compression in the diesel engine. The
exhaust gases can cool more during expansion in the power stroke due to the larger cylin-
der volume. Because of the lower temperature level in the cylinder and the exhaust-gas
temperature in the manifold, the diesel engine gives off less heat to the cooling system.
Getting the engine to warm up as quickly as possible offers great additional fuel-saving
potential. In order to accelerate this process, the Cayenne Diesel is equipped with a com-
prehensive thermal management system. In addition, as of model year 2015, the Cayenne
models will feature a radiator-shutter control which will also contribute to optimized ther-
mal management. The modern thermal management system increases efficiency.
The increase in efficiency is achieved by:
• heating up the diesel engine as quickly as possible and

• having a coolant temperature in the engine block of 221° F (105° C) when the engine is
at operating temperature.
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Cooling system overview
Function
It was possible to meet the requirements for the cooling system through the use of a cool-
ing system with split-cooling concept. The concept also includes an engine oilside oil cool-
er bypass that is switched via a thermostat in order to further assist fast warm-up.
2
1 ATF heat exchanger
2 Heat exchanger
3 Switch-over valve for auxiliary heating
mode
4 Shut-off valve for ATF heat exchanger
5 Electric coolant pump for heat
exchanger
6 Check valve
7 Check/bleeder valve
8 Coolant expansion tank
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9 Check valve
10 Engine block
12 DME coolant temperature sensor
14 EGR cooler
15 Engine oil temp
16 Coolant shut-off valve
17 Coolant temperature sensor for
thermal management
18 Mechanical coolant pump
19 Map-controlled thermostat
20 Coolant temperature sensor, radiator
outlet
21 Radiator fan
22 Coolant radiator
23 Oil cooler
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Coolant cooling/split-cooling concept

2 Objective
A cooling system with split-cooling concept is used in the new Cayenne Diesel to realize
increased efficiency. Coolant flows through the cylinder block and the cylinder heads in
two parallel, separate cooling circuits.
Cylinder head cooling
The cylinder head cooling circuit consists of:
• coolant chambers of the two cylinder heads

• engine oil and EGR cooler
• ATF heat exchanger
• heating heat exchanger with PTC auxiliary heater
A single-stage, map-controlled thermostat with a heatable wax expansion element is avail-
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able for controlling the cylinder head temperature.
Cylinder head cooling 2_75_15

Cylinder block cooling
The cylinder block can be supplied with coolant on the outer sides of the cylinder banks
via one check valve on each side. The coolant shut-off valve is activated by the DME con-
trol unit as a function of the temperature signal from the coolant temperature sensor for
thermal management. The coolant can only flow through the cylinder block when the
coolant shut-off valve is open. The coolant flows from the cylinder block to the coolant
radiator when the coolant shut-off valve is open. When the thermostat is closed the
coolant flows from there into the expansion tank, otherwise it flows back to the coolant
pump via the cooler.
Cylinder block cooling 2_76_15
1 Ball valve
2 Pulldown cell
3 Engine oil heat exchanger
Coolant shut-off valve closed 2_77_15 Coolant shut-off valve open 2_78_15
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Function
Cold start, warm-up < 149° F (65° C)
The thermal management system attempts to keep the temperature in the cylinder head
cooling system at 149° F (65° C), but no more than 194° F (90° C), to achieve:
2
• sufficient valve cooling,
• optimum charging of the cylinders with oxygen,
• good cooling of the exhaust gases in the EGR cooler.
The thermostat is de-energized during the warm-up phase and remains closed with coolant
temperatures < 149° F (65° C) in the cylinder heads; no heat energy is dissipated to the
main coolant radiator. The coolant is circulated uncooled in the cylinder heads by the
mechanical coolant pump. The coolant permanently flows through the oil cooler, even if
the oil cooler bypass is active. The coolant shut-off valves upstream of the heat exchang-
ers are opened when necessary to warm up the ATF faster and to heat the passenger
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compartment.
The vacuum-controlled shut-off valve for coolant positioned in the coolant outlet of the
cylinder block is closed; there is no circulation of coolant in the engine block. The coolant
warms up faster as a result. The setpoint temperature in the engine block is 221° F
(105° C). It is detected by the coolant temperature sensor for thermal management. The
higher coolant temperature in the engine block shortens the engine’s warm-up phase and
reduces friction in the engine. The result is less engine wear and reduced fuel consump-
tion.
Warm-up 149° F - 221° F (65° C - 105° C)
The thermostat is energized above 149° F (65° C) and starts to open. If the heating ele-
ment in the thermostat is faulty, it will open even without being energized once the temper-
ature exceeds approximately 194° F (90° C). The open thermostat establishes the connec-
tion between the cylinder head cooling circuit and coolant radiator. The coolant tempera-
ture in the cylinder heads is maintained at 149° F (65° C) for as long as possible. If the
temperature can no longer be maintained, the DME control unit assumes 194° F (90° C)
as the new setpoint temperature for the cylinder heads. A thermostat located in the engine
oil cooling system opens from approximately 217.4° F (103° C) and releases the engine
oil flow so that the oil can be cooled by passing through the oil cooler.
The shut-off valve remains closed, the coolant in the engine block is standing as long as
the coolant temperature is < 221° F (105° C).
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At operating temperature >= 221° F (105° C)

2 Cylinder head cooling
The thermostat is fully open at a coolant temperature of 194° F (90° C).
When the engine is fully warm, the temperature level of the cylinder block cooling system
is regulated to approximately 221° F (105° C) by opening and closing the vacuum-con-
trolled ball valve. The ball valve is electropneumatically actuated by the DME control unit.
The open shut-off valve for coolant establishes a link between the engine block and the
cylinder head cooling system. The warm coolant from the cylinder head and cylinder block
cooling circuits is mixed before being routed into the coolant radiator and cooled there.
The radiator fans are additionally activated if necessary. The cooled coolant is routed from
the coolant radiator via the open thermostat to the coolant pump. The coolant pump
pumps the cooled coolant back into the cylinder block and the cylinder heads; the circuit
is closed.
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Radiator shutter
The radiator shutter is located centrally behind the central air intake and is controlled by
the engine management system. It opens and closes based on the driving situation and
cooling requirement, thus managing the air flow available for cooling.
1 Vanes
2 Frame
3 Push rod
4 Motor
5 Locking mechanism
Individual parts of the radiator shutter 2_88_15
Function
When closed, the shutter improves aerodynamics and reduces drag, resulting in low fuel
consumption. The position of the radiator shutter can be variably adapted between 100%
open and 100% closed to the current driving situation and the resulting cooling air require-
ment. The shutter slats are always closed when the engine is off.
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Engine oil cooler with thermostat-controlled bypass duct
The engine oil cooler also includes an oil-side oil cooler bypass in order to support thermal
management. A bypass duct is opened at oil temperatures less than 217.4° F (103° C) by
way of a wax expansion element. The main volume flow of the oil is routed past the engine
oil cooler.
2
Design
The thermostat is located in the cylinder block below the coolant pump.
1 Coolant pump housing

2 Cylinder block
3 Lifting pin
4 Guide sleeve
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5 Compression spring
6 Expansion-element thermostat
Design of oil cooler bypass thermostat 2_80_15
Oil cooler bypass thermostat 2_79_15

installation position
1 Mounting for the pulley of the coolant
pump
2 Thermostat
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2.4.10 Special tools & workshop equipment

2
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Filling device for AdBlue® 2_84_15 Suction extraction of AdBlue® 2_85_15
Tool number VAS 6542 Tool number VAS 6557
AdBlue® filling device mounting plate 2_86_15 Diagnosis set of the SCR system 2_87_15
Tool number VAG 1383A/1 Tool number VAS 6532
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2.5 Functions
2.5.1
Objective
Auto Start Stop function
The Auto Start Stop function, which is standard on Cayenne S and Cayenne Turbo models,
2
was optimized once again for the new Cayenne generation. The engine switches off as
soon as the vehicle reaches a speed of less than 4 mph (7 km/h) during braking, for
example when approaching traffic lights. Thus it was possible to further enhance the
potential for reduced fuel consumption. If required, the function can be deactivated via a
separate button in the center console.
Function
The function becomes available as soon as the engine, transmission and air-conditioning
system reach operating temperature and all other operating conditions are fulfilled. If the
engine was switched off, the green Auto Start Stop symbol in the instrument cluster
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informs the driver of this.
If the engine cannot be switched off automatically, the driver is informed of this
by a yellow Auto Start Stop symbol. The engine is not switched off in this case, if
for example:
• “Sport” mode is activated

• the vehicle electrical system voltage is too low
• manoeuvring or parking is detected, i.e. reverse gear is engaged or the steering wheel
is turned by a large angle
• climate control/heating with residual heat function cannot guarantee that the set temper-
ature can be maintained without running the engine
• at very low or very high outside temperatures
• when a trailer is detected
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2.6 Individual options

2 2.6.1 Sports exhaust system
Overview of all sports exhaust systems
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Cayenne S Sport 2_89a_15
Cayenne Turbo Sport 2_89b_15
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Sports tailpipes
Design
It is intended to differentiate Cayenne from the Cayenne S models via the tailpipe design.
All Cayenne S variants (Cayenne S, Cayenne S E-Hybrid) will have four visible tailpipes.
2
Exhaust flaps
Function
Electrically actuated exhaust flaps are used in the sports exhaust systems of the new
Cayenne S and Cayenne Turbo. In all other models with sports exhaust system, the
exhaust flaps continue to be vacuum-controlled.
2.6.2 Sound symposer/Sound generators
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The sound symposer can only be ordered in conjunction with the sports exhaust system in
the Cayenne S model year 2015. This is located on the Y pipe of the air guide upstream of
the throttle valve.
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2.6.3 Sport Chrono/Sport Chrono Plus

2 Objective
The Cayenne is clearly positioned as the Sports Car among its competition. The power
train, chassis and brake system are designed to meet the performance expectations and
place the Cayenne models at the top of the premium segment. The optional Sport Chrono
package offers enhanced sportiness at the push of a button. It enables an even sportier
set-up for chassis, engine and transmission – accompanied by a much more emotive
sound.
System overview
y
Function Cayenne Diesel Cayenne S Cayenne Turbo
SPORT BUTTON
Sportier accelerator
Y Y Y
pedal characteristic
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PASM Sport mode Y Y Y
PTV Plus Sport mode Y Y Y
PDCC Sport mode Y Y

Intermediate throttle
Y Y Y
application for downshifts
Sound emotiveness Y Y Y
Shifting stratagey
Y Y Y
Sport mode
Adaptive cruise control
Y Y Y
sportier
SPORT PLUS BUTTON
Overboost function Y Y
Hard rev-limiter Y Y
Increased idle speed Y Y
Low Level air suspension Y Y Y
PASM Sport Plus mode Y Y Y
PDCC Sport Plus mode Y Y
PSM Sport mode Y Y Y
PTM Sport mode Y Y

Shifting strategy
Y Y Y
Sport Plus mode
Performance Start Y Y Y
Function
In detail, activating SPORT PLUS mode activates a stiffer setup for PASM as well as a
sportier setup for the engine characteristics. Additionally, the idle speed is increased and
a hard rev-limiter is activated. For the sprint from 0 to 62 mph (0 to 100 km/h), the Sport
Chrono package also offers the Performance Start. With SPORT PLUS mode activated, the
driver can brake with the left foot, while pressing the accelerator pedal at the same time
with the right foot. The performance start is thus signalled to the control units. The engine
98 speed is increased to the torque converter stall speed.
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Cayenne
3 Power transmission
3.1 Overview
The drivetrain of the Cayenne model year 2015 has the same design as the Cayenne
model year 2011. All Cayenne models feature Porsche Traction Management (PTM) as
standard.
Power transmission
3
Manual transmissions
The 6-speed manual transmission has been omitted. All Cayenne variants of model year
2015 are delivered with 8-speed Tiptronic S as standard.
Tiptronic S
In order to meet the increasingly stringent standards with respect to shifting quality,
efficiency and performance, the 8-speed Tiptronic S was optimized in a number of
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details.
Final drive
The standard torque split between the rear and front axle in the
• Cayenne S and
• Cayenne Turbo
is realized by the familiar, electronically controlled multi-plate clutch. For these models,
Porsche Torque Vectoring Plus (PTV Plus) can also be ordered as an option.
3.1 Overview 101

3.3 Tiptronic S 103
3.3.1 Gear wheel set 103
3.3.2 Functions 104
Drivetrain of the Cayenne S, model year 2015 3_01_15
1 Porsche Traction Management (PTM), standard

2 Rear differential lock of Porsche Torque Vectoring Plus (PTV Plus), optional
The Cayenne Diesel is equipped with the familiar self-locking differential.
101
Cayenne
3.2 Technical Data
Power transmission
3
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102
Cayenne
3.3 Tiptronic S
Power transmission
3
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8-speed Tiptronic S 3_02_15
The following points in the Tiptronic S transmission were modified:
• optimized multi-plate clutches,

• enhanced transmission control unit software with:
• optimized shift maps for faster upshifting,
• SPORT PLUS mode,
• “Performance Start” function,
• integration of extended Auto Start Stop function and
• new interface for new DME (Cayenne S).
3.3.1 Gear wheel set
Multi-plate clutches
As the use of the modified multi-plate
clutches does not represent a change
In order to further minimize drag losses, the 8-speed Tiptronic S transmission for
relevant for type approval (transmission
Cayenne Diesel is equipped with modified multi-plate clutches. The new multi-plate
ratios remain unchanged), the modified
clutches feature undulating plates. This optimizes the release behavior.
transmission does not receive a new
product code. Only the part numbers of
the mod
103
Cayenne
3.3.2 Functions
Power transmission
3 Extended Auto Start Stop function
The new control strategy of the auto start/stop function makes it possible, under certain
conditions, to already switch off the engine when it is coasting to a stop. When the vehi-
cle speed drops below approximately 4 mph (7 km/h) and various availability conditions
are met, e.g. brake is pressed, the gear wheel set clutch engaged in the selected gear
is opened and the engine is switched off. No mechanical changes to the 8-speed
Tiptronic S transmission were required to realize this function, only the transmission con-
trol unit software had to be amended.
“Performance Start” moving-off strategy

1 Auto Start Stop button 3_03_15
Objective
In order to be able to realize optimal acceleration values from standstill, the 8-speed Tip-
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tronic S in combination with the Sport Chrono package, which is available as an option,
features a “Performance Start” function.
Function
To call up the “Performance Start” function,
• activate the SPORT PLUS button,

1 SPORT PLUS button 3_04_15 • press the footbrake with your left foot and
• with the right foot, press the accelerator down fully (kickdown) and hold it.
The message “Performance start activated” appears in the instrument cluster. Then
release the brake within a few seconds. Given the high component loads during a “per-
formance start”, this should only be done when the engine and transmission are at the
operating temperature. Remaining stationary for a prolonged time with “Performance
Start” active can lead to high thermal loads on the transmission. To avoid damage,
therefore, the engine performance is automatically reduced when a limit temperature is
reached and the “Performance Start” is cancelled.
104
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Cayenne
4 Chassis
4.1 Overview
In order to satisfy increasing customer demands for driving comfort and simultaneously
performance-oriented driving on race circuits, many details of the running-gear setup were
optimized. The aim here was to significantly improve the rolling and body comfort despite
Chassis
4
enhanced performance. In addition, the customer can adjust the vehicle with a new setup
of the PASM control map to even better suit the existing conditions of use.
Front and rear axle
The elastokinematic links familiar from the Cayenne Turbo and Cayenne GTS of model year
2011 are now used on the front and rear axle of all new Cayenne models.
Wheels and tires
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New, specially developed wheel designs in sizes from 18 to 21 inches are offered for all
the new Cayenne models. 4.1 Overview 107
Control systems 4.3 Front axle 108
The Cayenne model year 2015 features an enhanced HOLD function as standard and a
4.4 Rear axle 110
new multi-collision brake function.
Options include: 4.5 Suspension and damping 112

4.5.1 Operation and display 113
• Porsche Active Suspension Management (PASM),
4.6 Steering 113
• Porsche Dynamic Chassis Control (PDCC) (model-dependent) and
• Porsche Torque Vectoring Plus (PTV Plus) (model-dependent). 4.6.1 Technical data 114
4.7 Brake system 115
4.8 Wheels and tires 116
4.8.2 Tire Pressure Monitoring
(TPM) 118
4.9 Control systems 119
4.9.1 Porsche Stability
Management (PSM) 119
4.9.2 Porsche Active Suspension
Management (PASM) 120
107
Cayenne
4.2 Technical data
Chassis
4
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4.3 Front axle
4.3.1 Technical data
108
Cayenne
Changes in comparison to predecessor
Chassis
4
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4.3.2 Axle design
Front-axle carrier/chassis subframe
Mounting of front-axle carrier/chassis subframe
1 Front-axle carrier mount
Front axle (left-hand side) 4_02_15
The front-axle carrier is mounted on the body using modified bearings. The bearings are
fitted with inserts which limit the movement in the bearing. This measure reduces the
undamped horizontal vibrations in the front-axle carrier.
109
Cayenne
Lower control arm plane
Chassis
4 Rubber/metal joint
Supporting arm 4_04_15 Guide joint, supporting arm 4_05_15
In the lower control arm plane, an optimized guide joint is used on the supporting arm,
which features an enhanced axial rigidity. The longitudinal vibrations occurring during dri-
ving are therefore better damped.
Sectional view, front-axle 4_03_15
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carrier mount
1 Supporting arm 4.4 Rear axle

2 Insert
110
Cayenne
Changes in comparison to predecessor
Chassis
4
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4.4.2 Axle design
Rear-axle carrier/chassis subframe
Bearing, rear-axle carrier/chassis subframe
Sectional view rear-axle 4_07_15

carrier mount
1 Rear-axle carrier mount

2 Asymmetric longitudinal stop
Rear axle (left) 4_06_15
On the rear axle, bearings with an asymmetrical longitudinal stop are installed to reduce
the travel, therefore optimizing the initial spring response and the build-up of damper
forces.
111
Cayenne
Lower control arm plane
Chassis
4 Hydraulic mount
On the lower wishbone, hydraulically damped comfort bearings are used on the inside.
These particularly improve comfort, i.e. when driving over uneven surfaces, and for rippled
stimuli.
Wheel carrier/wheel-bearing housing
A new guide joint is used on the wheel carrier, at the bottom, which better dampens longi-
tudinal vibrations.
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Lower wishbone 4_08_15 Wheel carrier 4_09_15
1 Hydraulic mount 1 Guide joint
4.5 Suspension and damping
In order to further customize the vehicle, different chassis options are available.
112
Cayenne
4.5.1 Operation and display
Loading level
In order to further increase user comfort when loading vehicles with air suspension, there
is an additional “loading level” button on the right in the luggage compartment in the
Cayenne model year 2015.
Chassis
4
Function
When the button is activated, the vehicle is lowered approximately 32 mm at the front axle
and approximately 48 mm at the rear axle (the height of the loading edge is then: 690
mm).
In order to activate the loading level via the button in the luggage compartment,
• all vehicle doors must be closed and

• the tailgate must be open. Loading Level button 4_10_15
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The loading level can be switched off manually using the switch in the luggage compart-
ment or the rocker switch in the center console. If it is not switched off manually, the vehi-
cle is automatically raised to the normal level once a driving speed of approximately 3.1
mph (5 km/h) is reached.
If the LED in the loading level button
flashes when the button is activated, this
means that the vehicle cannot be lowered
4.6 Steering
e.g. because a door is open
1 Steering gear
Front axle with steering gear (steel suspension with PASM; standard brake system) 4_11_15
The steering was taken over in its entirety from the Cayenne model year 2011.
113
Cayenne
Chassis
4
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114
Cayenne
4.7 Brake system
The brake system, including the electric parking brake (EPB) and the Porsche Ceramic
Composite Brake (PCCB) variants, was adopted from Cayenne model year 2011.

Chassis
4
Brake system rear with EPB 4_12_15
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(Standard brake system)
115
Cayenne
4.8 Wheels and tires
Chassis
4 4.8.1 Overview of wheel and tire dimensions
In addition to some familiar wheels, newly developed wheel designs in sizes from 18 to 21
inches are available for all the new Cayenne models of model year 2015. During their
development, particular focus was placed on using lightweight materials and having a
unique design.
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116
Cayenne
A newly developed summer tire generation is now available in the 21-inch size, which
4
thanks to its special rubber compound and the low tire cross-section offers appreciable
advantages for fast cornering.
Chassis
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Cayenne
4.8.2 Tire Pressure Monitoring (TPM)
Chassis
4 Objective
The 3rd generation (TPM 3.0) of the Tire Pressure Monitoring system familiar from the
Panamera model year 2014 and the Macan now comes as standard in the Cayenne model
year 2015. Compared to the 2nd generation, it offers the additional advantage of having a
significantly reduced number of components (triggers mounted in the wheel housing have
been omitted) and consequently reduced wiring in the vehicle.
1 Transponder with pressure sensor (TPM

valve)
2 TPM control unit with integrated central
antenna
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System overview of TPM 3.0 (schematic) 4_14_15
Function
The transponders mounted on the TPM valves (similar to the 2nd generation) send, at
specified intervals, the currently measured tire pressure, the temperature of the air in the
tire, the direction of rotation and the remaining service life of the transponder as well as its
own specific transponder ID from the rotating wheel.
The TPM control unit determines the relevant transponder position automatically via a
determination of the direction of rotation and the axle position. The axle position
(front/rear axle) is detected via the different receiving levels of the TPM transponders in
the TPM control unit. To this end, the TPM control unit with integrated central antenna is
installed closer to the rear axle (high level). The signals from the front axle transponders
are received with a correspondingly lower level.
After the vehicle is started, all transponders first send signals to the TPM control unit at
one second intervals for a duration of 30 seconds. If at least 15 unambiguous, i.e. identi-
cal, protocols regarding direction of rotation and axle position are detected, the relevant
transponders are assigned. In exceptional cases (e.g. when driving off sharply with wheel
circumferential speeds > 16 mph (25 km/h) and then braking hard), the teaching process
slows down to maximum eight minutes because the transmission intervals of the transpon-
ders are increased to 30 seconds at higher wheel speeds. Once the teaching process has
been completed successfully, the actual pressures are displayed in the instrument cluster.
Since the 3rd generation TPM transponders only transmit data when the wheels are mov-
ing plus a run-on time of five minutes, the tire pressures that were transmitted last are
always displayed during extended idle periods. The display is only updated again when the
ignition is switched off and on again or at wheel circumferential speeds > 16 mph (25
118 km/h).
Cayenne
4.9 Control systems
4.9.1 Porsche Stability Management (PSM)
HOLD function
Objective
Chassis
4
The HOLD function previously assisted the driver only when holding the vehicle and driving
off on an uphill gradient. It automatically prevents the vehicle from rolling back on a detect-
ed uphill gradient by maintaining the pressure in the brake system.
Function
On the model year 2015 Cayenne, the HOLD function can also be activated while the vehi-
cle is stationary, irrespective of a detected uphill gradient, by quickly flooring the already
pressed brake pedal. The advantage of this is that it prevents the vehicle from moving
without having to keep the brake pedal pressed, e.g. when traffic lights are red.
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Multi-collision braking
A quarter of all accidents resulting in personal injury are so-called multi-collision accidents.
This means that one or more further collisions occur after the first collision.
Objective
The PSM system used on the model year 2015 Cayenne features multi-collision braking as
standard. Multi-collision braking can help the driver to reduce the risk of skidding and the
danger of further collisions during the accident by initiating braking automatically if neces-
sary.
Function
Without multi-collision braking 4_15_15 With multi-collision braking 4_16_15
The vehicle is braked automatically if a crash is detected by the airbag control unit. Pres-
sure is built up in the vehicle’s hydraulic brake system provided the hydraulic brake system
and PSM are still working after the accident (no faults must be stored in PSM).
119
Cayenne
Multi-collision braking works under the following conditions:
Chassis
4 • Front, side or rear-end collision
• Airbag control unit detects a corresponding activation threshold during the accident
• Vehicle speed > 6 mph (10 km/h)
Automatic braking occurs with maximum deceleration of 0.6 g (5.9 m/s2) up to a vehicle
speed of 6 mph (10 km/h). Control intervention by the PSM system occurs as required
during braking. If the accelerator pedal is detected as having been pressed during the
accident or if any brake pressure that is applied by pressing the brake pedal exceeds the
brake pressure built up by the system, multi-collision braking is switched off.
PSM in conjunction with the optional Sport Chrono package
On vehicles with the optional Sport Chrono package, PSM intervention is delayed when the
SPORT PLUS button is pressed. As a result, braking in bends is even more agile.
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4.9.2 Porsche Active Suspension Management (PASM)
Objective
Porsche Active Suspension Management (PASM) has been re-adapted and now offers a
wider spectrum between extreme comfort and sportiness than the PASM system used in
the previous model.
The names of some of the PASM chassis control programs have been changed:
PASM buttons 4_17_15
• comfort
• sport (previously “normal”)
• sport plus (previously “sport”)
When used in conjunction with the optional Sport Chrono package and the other associat-
ed Sport Plus button, the driver can configure PASM with even sportier settings. PASM
comes as standard on the Cayenne S E-Hybrid and Cayenne Turbo. It is optional for all oth-
er Cayenne models.
SPORT/SPORT PLUS button 4_18_15

(Sport Chrono package)
120
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Cayenne
5 Body
5.1 Overview
The steel bodyshell of the Cayenne facelift has been almost entirely adopted from the
previous model - only the upper front side member has been modified to give it a wider
Body
5
look by moving joints further towards the outside.
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5_01_15
5.1 Overview 123

5.2 Bodyshell 124
123
Cayenne
5.2 Bodyshell
Body
5 Box-shaped bodyshell
The box-shaped bodyshell is produced in the factory in the Slovakian capital, Bratislava.
The front and rear lids are made of aluminum, while the doors are still made of steel.
Boron-alloyed steel
Multi-phase steel
Microalloyed steel
Deep-drawn steel
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Aluminum
Overview of materials used on the body 5_02_15
The redesigned front of the vehicle, particularly as a result of moving the joint between
the hood and fender towards the outside, meant that the front, upper side member had
to be changed – shown in red in the illustration. The fender is secured with screws.
Repairs
The repair options are unchanged and are described in the Workshop Manual.
124
Cayenne
Body front section
Design
Body
5
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Modified upper part of side member (red) 5_03_15
5.3 Add-on parts
Front lid
The most striking and most important feature of the new design is the aluminum front
hood. The joint (apex joint) was moved towards the outside, onto the fender, and clearly
differentiates the new model generation from the previous models. The effect is visible
at first glance: The Cayenne models have a sporty, aggressive look - ready to conquer
any road. 5_04_15
Rear lid
The new shape of the tail lights is picked up on the aluminum tailgate and is continued
using a horizontal contour edge. This emphasizes the vehicle’s width, just like the
changes to the front. The license plate recess, including the handle strip and light have
been integrated elegantly into the tailgate. This was possible by using a two-piece tail-
gate and a laser-welded seam. A trim is no longer used between the end of the tailgate
and the bumper. The new tailgate design will be the same for all markets, which means
that a separate design in the license plate area is not needed for North America.
5_05_15
125
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Cayenne
6 Body – Exterior equipment
General information
The body is not just a metal shell: it is the vehicle’s skeleton. This structure determines
how light, how safe and how sporty the model is. By reworking parts and functions we
have been able to improve and enhance these decisive characteristics significantly for
6
the next generation of the Cayenne. What’s more, the additional design changes to the
whole vehicle demonstrate that Porsche regards exterior design as a high priority. The
completely reworked front and rear end shapes and the many changes to points of detail
play equally important roles in this. The innovative design of all the Cayenne models is
immediately apparent: from every angle, the consistent application of the Porsche quin-
tessential design language triggers the kind of emotions that only a Sports Car can.
6.1 Design
Front view
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Objective
The main focus during development was on further emphasizing the Cayenne’s close-
ness to the road, thereby reinforcing its Sports Car character. Since the front of the vehi-
cle essentially determines its overall appearance, practically every line and contour of
the front apron, fenders and hood were changed. When looking at the vehicle, all the
main design contours no longer run to the center, but towards the outside. This makes
the Cayenne look much wider and more muscular.
6 Body – Exterior equipment 127

Overview 127
6.1 Design 127
Front view 127
Rear view 128
6.2 Aerodynamics 128
Front aprons 129
6_01_15 Rear apron 130
Exterior mirrors 131
127
Cayenne
Rear view

6 Objective
The rear of the new Cayenne has a totally new design. Starting with details such as more
precisely drawn contour edges and finer radii through to a new design for the tail lights
or the tailgate.
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6_02_15
6.2 Aerodynamics
Objective
In terms of aerodynamics, the new Cayenne models were developed on the principle that
“form follows function”. Minor optimizations to the geometry at both the front and rear of
the vehicles have improved their aerodynamic efficiency.
6_04_15
Highlights include the air blades and air duct in the outer air intakes as well as the opti-
mizations at the rear, which include a redesigned, enlarged roof spoiler that helps to
reduce disturbance from air turbulence.
128
Cayenne
6.3 Add-on parts
Front aprons
Design
From the very first generation of Cayenne models right through to the current one, a
6
large, central air intake has been a defining feature. This is flanked by two outer air
intakes with different geometry, slat layout and front light modules on the various mod-
els. To meet the increased cooling air requirement and help make the hood look wider,
the air intakes are not only larger than on previous models but have also been moved
further towards the outside.
Roof spoiler 6_03_15
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Due to the various equipment options,
engine types and countries, there are a
total of 50 different front end variants.
Front apron USA, Turbo with PDC, ACC, HWS, RTV 6_06_15
Legend for abbreviations

Radiator shutter USA – United States of America
PDC – Park Distance Control
Function ACC – Adaptive Cruise Control
The active cooling-air flaps are located behind the central air intake and are controlled by HWS – Headlight washer system
the engine management system. They open and close based on the driving situation and RTV – Real Top View
cooling requirement, thus regulating the cooling output. When closed, they improve aero-
dynamics and reduce drag, resulting in lower fuel consumption. The position of the cool-
ing-air flaps can be variably adjusted between 100% open and 100% closed. The flaps
are always closed when the engine is off.
1 Slats
2 Frame
3 Push rod
4 Engine
5 Locking mechanism
129
Cayenne
Rear apron

6 Country-specific differences
With regard to the rear aprons, a distinction is made between:
• “Rest of the world” (RoW) version,

• the version for the United States of America (USA)
• and Australia.
These differ mainly in the lower area due to different trailer hitches. With the exception
of the USA and Australia, which both use a plug-in system, the hitches for all the other
markets can be extended automatically at the push of a button.
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Rear apron USA with trailer hitch 6_09_15
130
Cayenne
Exterior mirrors
The model year 2015 exterior mirrors have a revamped design and one flasher repeater
in each case.
6
1 Support/seal
2 Mirror base
3 Base cap
4 Cover
5 Servo motor
6 Top view camera
7 Top view camera clip
8 Light (Lane Change Assist)
9 Direction indicator
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10 Housing
11 Reinforcing plate
12 Mirror glass adjustment drive
13 Mounting plate
14 Heating
15 Mirror glass
16 Camera (Japan only)
17 Courtesy light
6_10_15
Turn signal indicator light in mirror
1 LED
2 Light guide
6_11_15
Function
An integrated LED with a clear plastic light guide is used as the direction indicator and
provides other road users with an even better indication of the driver’s intended direction
changes, thereby improving road safety.
131
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Cayenne
7 Body – Interior equipment
General information Body – Interior equipment

7
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7_01_15
The elevated center console, which characterizes the interior design of all Porsche mod-
el ranges, also defines the distinctive character of the Cayenne models. The cockpit
atmosphere that this creates and the typical Porsche low seat position provide a genuine
Sports Car feel and represent a unique selling point compared with competitor vehicles.
The vehicles have the customary high level of quality, functionality and personalization.
The level of comfort has been improved thanks to enhanced standard equipment and
new options.
Highlights in the interior of the model year 2015 Cayenne include:
• a new multi-function sports steering wheel and

• more comfortable seat surfaces. 7 Body – Interior equipment 133
7.1 Steering wheels 134
7.2 Seat system 135
133
Cayenne
7.1 Steering wheels
Body – Interior equipment

7 Multi-function sports steering wheel
Objective
The design of the current multi-function sports steering wheel with shift paddles used in
the Cayenne models as of model year 2015 was adopted from the 918 Spyder. It is the
highlight of the interior and raises the bar in terms of passenger compartment quality
and functionality compared with previous models with its multi-function operation, which
is now standard.
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Multi-function steering 7_02_15
Function
Multi-functional buttons on the steering wheel make operating the most important
onboard computer and telephone functions much easier – without having to take your
hands off the wheel. High-quality shift paddles are also perfectly positioned and allow
direct manual gear changes.
134
Cayenne
7.2 Seat systems
The high level of comfort continues in the passenger compartment. Seat cushions
are now much more comfortable for rear-seat passengers. In addition, the seat uphol-
stery on the rear seat bench in both the standard version and in conjunction with the
14-way power seats with memory package has been made much more comfortable by
Body – Interior equipment
7
optimizing the firmness of the foam in the seat cushions. This does not affect the famil-
iar individual seat look and the usual lateral support provided by all seat systems.
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7_03_15
135
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Cayenne
8 Heating and air-conditioning
8.1 Overview
The air conditioning in the model year 2015 Cayenne provides a high level of comfort for
all passengers. The climate in a vehicle can also contribute significantly to passive safe-
Heating and air conditioning
8
ty. The required A/C settings can be selected in all available air-conditioning zones in the
Cayenne models in the usual manner. These settings in each air-conditioning zone can
be selected manually based on individual needs or can also be controlled quite simply
using the automatic controls.
New features include, in particular, the new windshield heating system and optional seat
ventilation for the rear area, in combination with seat heating.
2-zone air conditioning system
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Like the previous model, the model year 2015 Cayenne features 2-zone climate control
as standard.
4-zone air conditioning system
The model year 2015 Cayenne is also available with 4-zone climate control as an option-
al extra.
8.2 Technical data
8.1 Overview 137

8.3 2-zone and 4-zone climate
control 138
8.3.1 Refrigeration circuit 139
8.4 Other air conditioning
equipment 141
8.4.1 Seat air conditioning 141
8.4.2 Windshield heating 143
137
Cayenne
8.3 2-zone and 4-zone climate control

8 The design, functionality and operating concept of the air conditioning system used in
the Cayenne models were optimized extensively in model year 2011 and have been
adapted to meet standard requirements at Porsche today.
The design and relevant functions, which were familiar from the system used in the previ-
ous model, have been adopted and combined with the operating concept used in the
Panamera (e.g. integration of the “extended ventilation panel” in the dashboard). Cus-
tomers can recognize this new direction for the Cayenne models – which is also imple-
mented across the model ranges – by the control concept used for the operating and
air-conditioning units (BKE).
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Air-conditioning zones of 4-zone climate control 8_01_15
138
Cayenne
8.3.1 Refrigerant circuit
Internal Heat Exchanger (IHE)
Beginning with MY 2011, the Cayenne air conditioning circuit has been equipped with an
internal heat exchanger (IHE). Information about the IHE was left out of the 2011
Cayenne SIT. The familiar refrigerant R134a is currently used in the Cayenne for all mod-
8
els. The function and type of most of the components in the refrigerant circuit are there-
fore familiar. As can be seen in the following illustration from PET, the Cayenne also fea-
tures an internal heat exchanger (IHE) integrated in the lines of the refrigerant circuit.
See item 1.
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The lines containing the IHE are screwed to the expansion valve and positioned in the
plenum panel. Comparable with the expansion valve, the IHE is a component in which
high pressure and low pressure is simultaneously present.
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8
1 Compressor (externally controlled)
2 Condenser
3 Filter dryer equipment (mounting for
filter dryer cartridge)
4 Internal heat exchanger (IHE), posi-
tioned in the plenum panel
5 Expansion valve
6 Evaporator
Circuit diagram for R134a with IHE 8_21_13
Operating principle
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The internal heat exchanger (IHE) transfers heat from the refrigerant on the high-pressure
side to the “intake gas” (LP). The refrigerant on the pressure side (HP) is cooled to below
the ambient temperature and superheated on the intake side (LP) of the compressor.
Profile and design
The Cayenne uses an IHE made of aluminum integrated into the lines of the refrigerant
circuit. In the double-pipe heat exchanger version, there is an outer pipe arranged
around the inner pipe. The warmer refrigerant from the high-pressure side passes
through the inner pipe in the opposite direction to the colder refrigerant from the low-
pressure side flowing through the annular gap. Unlike the Macan, this is not available
separately from the other AC lines.
1 Outer pipe with low pressure

2 Inner pipe with high pressure
Cross sectional view of the IHE 8_22_13 Profile of the IHE 8_23_13
140
Cayenne
Considerations when using an IHE
Positive effects:
• The IHE improves the efficiency and performance of the R134 system, particularly at
high ambient temperatures.
• The evaporator is protected against “wet operation”. The position of the IHE means
8
that drops of liquid are re-evaporated in the IHE low-pressure line before the drops can
reach the compressor.
• The IHE evaporates all the R134a from the oil before the refrigerant reaches the com-
pressor (improvement of lubricity).
Negative effects:
• The IHE increases the intake temperature and therefore also the compression tempera-
ture at the compressor outlet.
• The IHE is an additional component (increased weight, increased assembly and space
requirement, additional costs).
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8.4 Other air conditioning equipment A temperature sensor is integrated in the
heating element in the seat cushions of
8.4.1 Seat air conditioning both seats. A temperature of at least 59°
F (15º C) must be measured both by the
Objective temperature sensors in the seats and the
An air conditioning system for seats based on individual settings increases the feeling of interior temperature sensor (infrared sen-
wellbeing and ensures pleasant travel. Seat (aeration and ventilation) for the rear seats, sor).
combined with the familiar seat heating, is now available as an option for the first time. Seat aeration or ventilation is not
switched on or is switched off below this
Function temperature. If the passenger compart-
ment temperature exceeds 104° F (40°
As on the previous model, seat air conditioning for the front seats can be activated using
C), the operating and air-conditioning unit
a button on the front operating and air-conditioning unit for seat heating and seat ventila-
switches the seat heating off. The button
tion respectively. The same applies for the rear seats, but these are operated using the
status remains stored in the operating and
rear operating and air-conditioning unit. Seat heating and seat ventilation each have
air-conditioning unit so that when the tem-
three settings as well as an OFF position. The selected function is shown using three
perature drops to below 104° F (40° C),
function displays (LEDs) in the buttons.
seat heating is activated again.
Regulation of the seat heating and seat ventilation depends on the relevant values of the
temperature sensors (NTC) in the seat surfaces and on the passenger compartment
temperature (infrared measuring principle). However, before the selected function (heat-
ing and/or ventilation) is executed, the energy management system in the gateway A network overview of the relevant control
checks whether the request for seat heating or seat ventilation can be met. The engine units for the air conditioning system can
running signal or the information that the ignition is switched on (terminal 15) is required be found in Group 9.
in order to check this.
If the available energy does not exclude the possibility of using seat heating or seat ven-
tilation, the gateway sends corresponding information (bit) on the CANMMI. As soon as
this information is detected by the individual operating and air-conditioning units, the
desired function or setting is activated directly by the air-conditioning system control unit
(operating and air-conditioning unit). 141
Cayenne
In the case of heating, the heating elements in the seat cushion and seat backrest are
8
activated directly by the relevant operating and air-conditioning unit (front or rear).

Seat heating/rear seat ventilation
Use of seat ventilation can be combined with temperature control for seat heating. This
ensures the continuous removal of moisture while maintaining a pleasant seat surface
temperature.
Design
The ventilation system, which can be ordered as an option together with seat
heating, comprises the following main components:
• Separate three-stage operating button in the operating and air-conditioning unit (cli-
mate control panel),
• Fan modules for the seat surface and backrest,
• Air ducts in the seat cushion and backrest (see arrows for air routing),
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• Air-permeable padded mats,
• Wiring harness.
8_02_15
1 Fan module in seat surface
2 Fan module in backrest
The fans/heaters in the seats are

automatically no longer activated or
switched off by the climate control panel
with an low voltage of 9 V and an high
voltage respectively.
Switches for rear seat ventilation 8_04_15
Function
When seat ventilation is activated, the seat is ventilated evenly by a fan integrated in
both the seat and backrest in each case which is controlled by the climate control panel.
The PWM signal used for this purpose has a frequency of 100 Hz. The three possible
settings are 100%, 78% and 68%. The efficient and acoustically discreet fans draw off
perspiration between the passenger and the surface of the seat through the perforated
center strip in the seat cushion and backrest. The intake air flows through an air-perme-
able padded mat, is transported off via special air ducts arranged in the seat and is
directed into the interior of the vehicle. In this way, the seat surfaces heated by the sun
cool down quickly and prevent perspiration.
142
Cayenne
8.4.2 Windshield heating
Objective
The optional windshield heating system with “no heating wire” for the model year 2015
Cayenne provides greater comfort during the cold season. The fine heating wires, which
were used previously for heating and were sometimes perceived as disturbing, have
8
been replaced by film technology. The omission of the heating wires has also eliminated
existing restrictions on the availability of certain functions.
As a result, the camera-based assistance systems, such as:
• Speed Limit Info,

• Porsche Dynamic Light System Plus and Layer structure of windshield 8_03_15
• Lane Departure Warning
1 Outer glass
can be combined with the heated windshield. 2 Polyvinylbutyral (PVB) film
3 Triple-silver-coated film
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The film, which is integrated in the windshield, also helps to reduce noise in the passen- 4 Inner glass
ger compartment and minimizes the heating effect of sunlight in the passenger compart-
ment.
Design
The windshield heating system comprises a triple-silver-coated film, which is bonded

between the inner and outer glass.
Function
If there is a voltage of approximately 14 volts on the silver-coated film, this acts as high
resistance and generates the heat required to defrost the windshield if necessary. A
slightly iced-up windshield can therefore be defrosted and prevented from freezing again.
The heated windshield is operated by activating rear window heating.
143
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Cayenne
9 Electrics and electronics
9.1 Overview
The electrical equipment of the Cayenne is enhanced and modified with each new model.
The model year 2015 Cayenne therefore features a large number of new systems and
functions. This section describes the modifications made as part of the model improve-
9
ment program, the changes to the network topology and the innovative new features of
the comfort and driver assistance systems used in all Cayenne models (except for the
plug-in hybrid).
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9.1 Overview 145
9.2 Network topology 147
9.3 Vehicle electrical system/
energy management 149
9.4 Lighting systems 150
9.4.1 Front headlights 150
9.4.2 Tail lights 154
9.4.3 Interior lighting 155
9_01_15
9.5 Signalling systems 156
9.5.1 Horns 156
9.6 Access and anti-theft
protection 156
9.6.1 Porsche Car Connect (PCC) 156
9.7 Function overview of Remote
and VTS function services 157
9.8 Comfort and safety 158
9.8.1 Porsche Vehicle Tracking
System (VTS) 160
9.9 Driver assistance systems 161
9.9.1 Lane departure warning 161
9.10 Infotainment systems 162
9.11 Abbreviations 162
145
Cayenne
Vehicle electrical system/energy management

9 The vehicle electrical system of the model year 2015 Cayenne is largely the same as the
previous model. The vehicle electrical system/energy management system has numer-
ous tasks. It controls and monitors internal functions of the energy management compo-
nents as well as exchanging a large amount of information with other systems to enable
functions such as vehicle electrical system recuperation or Start Stop Plus, which is
used for the first time on the Cayenne.
Lighting systems
Halogen headlights are no longer used on the model year 2015 Cayenne. The Cayenne
models are now offered with Bi-Xenon headlights as well as a full LED variant for the first
time for dipped beam and high beam.
Signalling systems
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A fully electronic horn is installed for the first time at the factory for China and is used as
a spare part for all markets.
Access and anti-theft protection
The model year 2015 Cayenne features a closing aid (Soft Close function) in the doors
as optional equipment. This is a convenient way of closing the doors. The closing mech-
anism integrated in the doors is of great benefit particularly in narrow parking spaces
and hectic situations. If a door is not fully closed, the Soft Close function pulls it closed
by way of the door lock. This represents a significant increase in comfort both outside
and inside the vehicle.
Driver assistance systems
ParkAssist (front and rear) including reversing camera and Surround View to ensure safe
and convenient manoeuvring, even in areas with limited visibility. The Surround View sys-
tem supplements the reversing camera with three additional high-resolution cameras in
the front apron and in the exterior mirror housings. The system uses the information
from all four cameras to calculate a virtual bird’s-eye view of the vehicle and shows it on
the PCM display. This helps the driver when parking and manoeuvring, as it can detect
low-level obstacles in front of and alongside the vehicle. It is also possible to switch
between various camera views to improve visibility at narrow exits for example.
Infotainment systems
The following infotainment systems are used in the model year 2015 Cayenne:
• Porsche Communication Management with the sound systems

• Loudspeakers (235 W)
• Bose (585 W)
• Burmester High End Surround Sound System (1,000 W)
146
Cayenne
9.2 Network topology
The network topology shows the data bus system structure of the Cayenne with the cen-
tral gateway control unit. This is based on the network structure which was introduced
with the MY 2010 Panamera. There are six CAN data bus systems (Controller Area Net-
work), each with a data transfer rate of 500 kbit/s and one LIN (Local Interconnect Net-
work) with a data transfer rate of 19.8 kbit/s connected directly to the gateway. The
9
MOST (Media Oriented System Transport) with a data transfer rate of 20 Mbit/s for its
components is connected to the infotainment interface. New control units and functions
are shown in blue in the figure and will be explained in more detail in the following chap-
ters.
Abbreviations
ACC Adaptive Cruise Control

AFS Adaptive forward lighting
BKE Operating and air-conditioning unit
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CDR Basic Infotainment system
DC/DC Vehicle voltage stabilizer
FEE Front-end electronics
LCA Lane Change Assist
LED Light-emitting diode
LEIMO Power module
PASM Porsche Active Suspension Management
PDCC Porsche Dynamic Chassis Control
PDLS Porsche Dynamic Light System
PSM Porsche Stability Management
PVTS Porsche Vehicle Tracking System
REE Rear-end electronics
SCR Selective Catalytic Reduction
TPM Tire Pressure Monitoring
147
Cayenne
System overview

9
Network topology of Cayenne MY 2015

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148
Cayenne
9.3 Vehicle electrical system/energy management
The vehicle electrical system of the Cayenne models is largely the same as the previous
model. It has numerous tasks. It controls and monitors internal functions of the energy
management system components as well as exchanging a large amount of information
with other systems to enable functions such as vehicle electrical system recuperation or
Start Stop.
9
External power supply/jump starting
The access point for the external power supply is in the engine compartment and can
be used for energy supply and jump-starting connections. The connections have been
re-positioned compared with the previous model.
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9_02_15
149
Cayenne
9.4 Lighting systems

9 9.4.1 Front headlights
The front headlights on the model year 2015 Cayenne have been completely revamped.
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9_21_15
Three different types of headlights are used in model year 2015: two Bi-Xenon head-
lights and - for the first time on the Cayenne - a full-LED headlight.
Overview of headlight functions
9_03_15
150
Cayenne
Bi-Xenon headlights (standard)

9
1 Auxiliary high beam (Halogen)
2 Dipped beam/high beam (Xenon)
3 Daytime running lights
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9_04_15
Design
The headlight is a fixed Xenon headlight (without PDLS module) with a D8S lamp for
dipped beam and high beam. The H7 auxiliary high beam and 4-point LED daytime run-
ning lights are also installed. The Bi-Xenon headlights (dipped/high beam) are designed
using projector-type technology, while the auxiliary high-beam headlight features a halo-
gen lamp. The headlight does not need a headlight cleaning system (only for > 2,000
lumen).
Bi-Xenon headlights with Porsche Dynamic Light System (PDLS)
1 Auxiliary high beam

2 Static cornering light
3 Dipped/high beam (PDLS module)
4 Daytime running lights
9_05_15
Design
This type of Bi-Xenon headlight with PDLS module has dipped/high beam featuring pro-
jector-type technology. It includes the static and dynamic cornering light and the halogen
auxiliary high-beam headlight. The headlight also has a headlight cleaning system and
automatic headlight levelling. 151
Cayenne
Static cornering light

9 Function
There is a static cornering light installed in the headlight in addition to the dynamic cor-
nering light. Here, a separate light bulb (H7) generates additional light directly at the side
in front of the vehicle. The static cornering light is activated automatically when the dri-
ver turns the steering wheel when travelling at a speed of between 0 and 81 mph (0 and
130 km/h) (highway light). Together with the swivelled dipped beam, this improves the
lateral range of vision.
Dynamic cornering light
Function
Here, the dipped/high beam module (depending on steering angle and vehicle speed
> 5 mph (8 km/h) swivels the headlight around the vertical axis. This improves illumina-
tion of the road during cornering.
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Repairs
In the event of a fault in the dynamic cornering light, the warning light for the Porsche
Dynamic Light System (PDLS) flashes in the instrument panel and a warning message
appears on the multi-function display in the instrument panel.
LED headlights with PDL
The Cayenne Turbo 2015 features LED headlights for the first time. Porsche first intro-
duced full-LED headlights with the Panamera (G1II) and on the 991 Turbo.
1 Cornering light
2 4-point LED daytime light
3 PDLS module
4 Nearfield module
Design
The LED headlight has 4-point LED daytime running lights, a PDLS module with swivelling
range module, a fixed nearfield module for dipped beam and a static cornering light LED
module.
152
Cayenne
Dynamic high beam/Continuous headlight range control
Function
With dynamic high beam, the front camera recognizes the light sources of vehicles in
front and oncoming vehicles and continuously adjusts the cut-off line of the driving light
(between dipped beam and full high beam illumination). The stage is selected in such a
9
way that the cut-off line of the driving light reaches to the next detected vehicle.
The function is activated in darkness if the following conditions are met:
• The light switch is set to “AUTO”.

• Dynamic high beam is activated on the multi-function display in the instrument panel.
• High beam is activated.
• Vehicle speed is more than approximately 37 mph (60 km/h).
Dynamic cornering light
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Function
The dynamic cornering light swivels the dipped beam and high beam module in the
headlight around the vertical axis as a function of the steering angle and vehicle speed
(> 5 mph/8 km/h) in order to improve illumination of the road during cornering.
Repairs
In the event of a fault in the dynamic cornering light, the warning light for the Porsche
Dynamic Light System (PDLS) flashes in the instrument panel and a warning message
appears on the multi-function display in the instrument panel.
Fog Lights
The 2015 Cayenne models come with front fog lights in the lower section of the front
apron.
There are two versions:
For Cayenne Diesel and Cayenne S – this is a carry-over part from the outgoing models
(halogen)
For Cayenne Turbo – this is adopted from the Macan Turbo (LED)
Cayenne Diesel and Cayenne S Cayenne Turbo 153

Cayenne
Direction indicator light in mirror

9 The 2015 Cayenne models come with a direction indicator side-repeater built into the
door mirrors. Each side uses a small LED module and a light guide. When in use, the
effect is a thin strip of light between the body color section and the lower section of the
mirror. See the Macan SIT for more details.
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9.4.2 Tail lights
The tail lights on the model year 2015 Cayenne have been optimized in terms of both
design and technology.
154 9_22_15
Cayenne
A new tail light design is used from model year 2015 onwards. All tail light functions are
9
designed using LED technology.

Lighting functions
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9.4.3 Interior lighting
Comfort lighting package
The use of more LED lights and high-quality implementation makes the passenger com-
partment more attractive by producing a more harmonious light atmosphere. There are
two lighting packages available.
Overview
155
Cayenne
9.5 Signalling systems

9 9.5.1 Horns
The Cayenne horns have been redesigned.
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View of driver’s side, left 9_12_15 View of driver’s side, right 9_13_15
9.6 Access and anti-theft protection
9.6.1 Porsche Car Connect (PCC)
As a optional feature - and standard for the Cayenne S E-Hybrid – the Porsche Car Con-
nect app provides fast and easy access to useful vehicle information and can be used to
control various functions. The Porsche Car Connect app offers services in three different
categories: Remote services, Porsche Vehicle Tracking services and E-Mobility services.
Remote services can be used to display vehicle information, e.g. mileage, vehicle posi-
tion, etc. Another highlight is the fact that various vehicle functions, e.g. folding in exteri-
or mirrors or locking the vehicle, can be controlled using these services.
156
Cayenne
9.7 Function overview of Remote and VTS function services

9
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157
Cayenne
9.8 Comfort and safety

9
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158
Cayenne

9
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159
Cayenne
9.8.1 Porsche Vehicle Tracking System (VTS)

9 Like the Macan and the 2014 Panamera models, PCC for the Cayenne includes PVTS. In
the Cayenne S E-Hybrid, the E-Mobility services also provide the driver with hybrid-specif-
ic functions, such as battery charge management, electric range display and a remote
control functionality for the optional parking pre-climatization.
A separate contract with the service provider recommended by your Porsche partner is
required to use Porsche Car Connect. Annual costs are incurred for this after the inclu-
sive period (E-Mobility services: 5 years, Remote services and PVTS services: 6
months). Registration and administration is carried out via a customer web portal on
which all settings can be configured, new vehicles and smartphones added and the con-
tract status viewed.
The latest information about all services as well as the contractual conditions and avail-
ability information are published on the website www.porsche.com/connect.
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Basic functions
9_14_15
160
Cayenne
9.9 Driver assistance systems
9.9.1 Lane departure warning
The optional lane departure warning system detects road markings using a camera in
the interior mirror housing and issues an acoustic signal if the driver is inadvertently
straying from the lane. The system is active above a speed of 40 mph (65 km/h) and
9
can be deactivated using a separate button on the center console.
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9_15_15 Center console button 9_20_15
Digitization of the road
The camera records a digital image, in which sharp jumps in grey-scale values are identi-
fied. In the example shown, the white center strips on dark asphalt are evaluated in a
selection of image strips. This optimizes processing power so that data volumes can be
managed at higher speeds.
9_16_15 9_17_15
9_18_15 9_19_15
The detected jumps in grey-scale values are indicated by dots and are joined up to
form a virtual line. The road markings at the left and right are detected and the available
driving area is calculated. 161
Cayenne
9.10 Infotainment systems

9 Porsche Communication Management (PCM)
PCM with navigation is standard on all Cayenne models. Address input has been modi-
fied for the North American market (house numbers before street and city)
9.11 Abbreviations
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162
Cayenne

9
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163
Notes:
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Notes:
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Notes:
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2015 Cayenne Cover_Layout 1 9/30/14 9:04 AM Page 1

Porsche AfterSales Training

Student Name: ________________________________________________

Training Center Location: ________________________________________________

Instructor Name: ________________________________________________

Printed in the USA

Part Number - PNA CAY 001 15 Edition - 9/14

meets the requirements of the EU standard through use of an SCR system

This Service Information Technik describes the technical modifications imple-

Porsche Service Training Team

2 DME engine electronics 31

3 Power transmission 101

Body 5.2 Bodyshell 124

6 Body – Exterior equipment 127

7 Body – Interior equipment 133

8 Heating and air conditioning 137

9 Electrics and electronics 145

Electrics and electronics

4.8-liter V8 biturbo engine, Cayenne Turbo

The Cayenne Turbo is characterized by high performance potential, permanent forward

Information on the SCR system can be

1.2 Technical data

1.3 3.6-liter V6 biturbo engine, Cayenne S

1.3.1 Comparison of technical data

1.3.2 Engine block

Crankcase, lower part

1.3.3 Cylinder head

• intake and exhaust camshafts

In addition, the vacuum pump is installed on the bank 1 cylinder head.

Cylinder head housing

Cylinder head (side view) 1_16_15

The pump delivery rate is 260 cm3/revolution.

The design and function of the intake

• Six cams each for the large lift

The bottom camshaft bearing is embedded in the cylinder head.

Camshaft adjustment device VarioCam plus

1 Central valve bolts

VarioCam adjusting units 1_24_15

• Intake camshaft: 50.0° crank angle (25.0° camshaft angle)

VarioCam Plus valve lift adjustment device

VarioCam Plus 1_25_15

1.3.4 Timing drive mechanism

Attention must be paid to the position of

Oil pump with balance shaft 1_28_15

22 engine’s direction of rotation.

1.3.5 Oil supply

1 Variable oil pump

Oil supply 1_29_15

Return oil (unpressurized)

Turbocharger suction oil

Turbocharger return line

Activation of valve adjustment (VarioCam Plus) and oil pump

Variable oil pump

1 Oil pan extraction line

Oil pump with balance shaft (view from below) 1_30_15

Function of the variable oil pump 1_31_15

Oil spray nozzles

Oil level measurement

Oil level sensor

The oil level sensor works according to the ultrasound principle:

Function when topping up oil

1.3.6 Cooling system

1.3.7 Belt drive