Porsche Cayenne Turbo (955)
Why 6.8: The SUV that paid for every GT3 since, now depreciated into an honest used car dailyed by people who just want the V8. Twenty years on, the trophy wore off — which oddly redeems it.
Layout
Natural habitat
Ride comfort
Sound
The 4.5 twin-turbo V8 gives a distant, heavy woofle under load, which was a novelty in an SUV in 2003. But two turbos, two tonnes and full luxury insulation leave almost nothing at the driver's ear. Anonymous, and that was largely the intention.
8-cylinder · turbocharged · 6,500 rpm redline · rated 5.2 / 10 for engine sound
Market value
Median asking price, good condition · €83k (2004) → €17k (2026), trending down · illustrative data
Child seats · ISOFIX
Porsche sold a genuine ISOFIX baby-seat accessory (part 95504480287) fitted to the Cayenne from its 2003 launch, anchored on the two outer rear seats; the middle position is belt-only.
No front-passenger ISOFIX/airbag-switch package, consistent with every Cayenne generation since.
Porsche OEM ISOFIX accessory fitment listing (Cayenne, 2003–) (owner-community sourced, not manufacturer documentation)
The long version
Two decades of depreciation turned the original Cayenne Turbo into a forum-recommended sleeper buy — cheap enough to acquire that the real cost conversation is entirely about air-suspension bags and timing-chain guides, not purchase price. The buyers now are mostly Porsche enthusiasts who wanted a V8 daily and could not stomach 911 money, treating the SUV as a parts-bin curiosity worth the maintenance gamble rather than a status object. Nobody cross-shops it against a new Cayenne for the badge anymore, the clearest evidence the trophy motive that built the segment has fully drained out of this one.