OK, I’ll resist the temptation to start out with a “recipe for performance” or “spice” remark and cut to the chase. Say you want a Porsche; your other half smiles and says: “No way!” But you argue you’ve been a very good this year and deserve an early holiday present. Your other half argues that you need four seats as there will be times that you’ll occasionally have to pick up Thing1 and Thing2 from school.
Sure, there are plenty of performance sedans around, but you want a Porsche and unfortunately Porsche doesn’t make a sport sedan -- at least not yet. So to get a Porsche with some seats, your only option is a Cayenne SUV. The standard model is good and the king Turbo model is outrageous so you’re go for the mama bear GTS model. Introduced for the 2008 model year the GTS tucks in between the Cayenne S and super-primo Turbo model.
The GTS starts out with a manageable base price of $69,300 which is not too bad for a Porsche. However, the test vehicle added a few options that nudged the price to $90,190. So, if the market hasn’t taken you for a ride this year, and you still have $90K or so on hand for a fully optioned GTS, or if you can swing a lease – read on.
Regardless of how many options you add to a GTS, it’s a unique performance SUV. Yes, the letters S-U-V carry the stigma of being wasteful and expensive and the Cayenne GTS piles it on with 11 (yes, that’s right) city mpg and 17 highway mpg. That’s the price you’ll pay for packing some heat. The warmth comes courtesy of a 405-horsepower naturally aspirated 4.8-liter V-8 with 362 pound-feet of torque. Porsche keeps up the performance tradition with an available six-speed manual transmission that was surprisingly unrefined.
At first glance you might mistake the GTS for the Turbo model as it has the same bodylines of the other Cayennes. However, the Cayenne GTS has the same front fascia as the Turbo, it adds standard black monochrome finish on door handles and window trim, 10-spoke, 21-inch diameter Sport wheels, slick body-color side skirts. An extended bi-plane spoiler at the roof's trailing edge is available as a no cost option -- get it.
Inside the sport seats come with deep side bolsters and Alcantara leather centers to help keep you securely in place during aggressive driving. Both front seats are 12-way electrically adjustable with memory settings. The rear seats are not the typical flat bench variety. The split folding Porsche “wave seat,” as I call it, features raised bolsters and Alcantara inserts at the outer seating positions to make sure Thing1 and Thing2 remain securely in place as you motor home. The test vehicle came with some bright work in the form of aluminum interior trim and stainless-steel door entry guards with Cayenne GTS logos.
Unfortunately the GTS suffers from “techno overload” with a plethora of knobs, switches and buttons that operate everything from luxury/convenience features, HVAC, radio, navigation and trip computer. This “search-and-destroy” method of control use does not make the GTS very intuitive for drivers who have not spent time behind the wheel. And don’t forget the ignition switch on the left side of the wheel that also crosses you up.
On the road the first thing that really irked/surprised me was the very trucklike manual transmission with its long throws and dead feel. This somewhat clumsy manual felt out of place as if it were hurriedly rushed to provide a manual option. Exercising some patience coupled with some seat time, and you’ll be able to cajole some form of smooth operation, but Porsche can do better. For now I would go with the Tiptronic shifter. Note to Porsche: Lose the old-school floor mounted parking brake pedal as it detracts from the GTS’ sporting character.
Step on the gas, and you’ll hear the sweet sounds of the specially created sport exhaust system trumpeting from four tailpipes. Porsche indicates that manual-equipped GTS models can hit 60 mph in 5.7 seconds and have a top speed of 157 mph. I can attest to the fact that acceleration was extremely strong.
The GTS’ permanent all-wheel drive system features a 38/62 front to rear torque split with low-range gearing and locking center differential. The standard adjustable air suspension provides 20 millimeter lower ride height than the Cayenne S and you have a choice of normal, comfort and sport ride settings. I kept it in the firmer sport settint, but you have to select it each time you start the GTS up.
Cayennes are equipped with Porsche Stability Management (PSM) to help maintain vehicle stability, even under adverse weather and surface conditions. PSM is fully integrated with the vehicles' other safety features, including off-road antilock braking and braking pre-load. My test vehicle went one better as it came equipped with the Porsche Dynamic Chassis Control (PDCC). The PDCC clamps down on body lean in turns via active anti-roll bars for the added charge of $3,510.
Around town the GTS felt a bit heavy, certainly not slow but you’ll feel all of the 4,905 pounds. Low-speed parking lot maneuvers were not a problem and as speed increases the heavy feeling fades.
The stopping power from the huge 13-inch brakes was stellar and the steering effort/feel was excellent.
Porsche indicates that you can take a GTS off road. If that means once around the estate or on a gravel road, fine. But the fat P295/R3521 performance tires, and low 6.3 inches of ground clearance along with the handsome lower gingerbread body cladding are not the hot ticket for “field hopping” or deep woods excursions. Plus, for winter driving, you will have to purchase a second set of wheels/tires.
If you actually want to use your GTS as an SUV, the Cayenne tows up to 7,716 pounds, seats five and has cargo capacity of up to 62 cubic-feet behind the first row. The wavy bolstered rear seat bottoms, however, prevent a flat load floor.
In calendar year 2009 Porsche will become a full-line automotive manufacturer offering their iconic sports cars, roadsters, performance SUVs and a new performance sedan.
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