Yahoo Autos The 2025 Porsche Cayenne GTS Is for a Certain Driver
There is an electric Porsche Cayenne in the works for model year 2026, but before the full-size SUV follows the Macan down Electric Avenue, the Swabian petrolhead faction rolled out the new 493-hp GTS. At $126,895/$131,495 (SUV/Coupe), the GTS slots in between the $103,595/$109,995 468-hp Cayenne S and the $163,495 Turbo E-Hybrid Coupe rated at 729 horsepower. All of the above share essentially the same charismatic twin-turbo 4.0-liter V-8, which peaks in nonhybridized form at 650 horsepower in the awesome $205,795 Turbo GT.
The decidedly sporty new Cayenne GTS has gained 40 horsepower and 29 pound-feet over its predecessor. Thus fortified, it eclipses the S in terms of top speed by an academic 171 versus 169 mph and (per its maker) completes the 60-mph dash two-tenths quicker at a claimed 4.2 seconds. The other in-house rival is the 512-hp, 163-mph Cayenne S E-Hybrid ($107,095/$112,395), which matches the claimed stopwatch performance of the S while being far more fuel friendly, provided its battery is charged.
The GTS makes clears its ambitions. It wants to be the most extroverted, noisiest, and dynamic Cayenne in its price bracket, and it promises an exceptionally sporty and involving drive. The front axle has received the Turbo GT's camber-enhancing pivot bearings to sharpen the turn-in action, reduce understeer, and boost cornering grip. Standard equipment now includes the two-chamber air springs and two-valve adaptive dampers we know from the Panamera, a 0.4 inch lower ride height, 21-inch footwear, and meaty iron brake rotors. Extra money buys active anti-roll bars, rear-wheel steering, carbon-ceramic brakes, and larger 22-inch wheels. Even though comfort was not a top priority, the GTS rides remarkably well when set in Normal, and even in Sport and Sport Plus it takes a really rough road to disturb the peace. Commendably compliant and controlled, this Cayenne remains at all times firmly planted and perfectly poised where other high-performance SUVs would go into crash-bang-wallop mode.
Even though the V-8 does without any kind of electric assistance, the 4.0-liter unit underwent numerous detail modifications to muster 25 more horses than in the S. Maximum boost went up from 14.5 to 16.0 psi, the injection pressure increased to 5076 psi, new electronically controlled wastegates were installed to speed up the throttle response, the twin-scroll turbo gave way to a smaller and lighter mono-scroll charger for higher exhaust temperatures and improved efficiency, and a variable valve lift was added to the intake camshaft to improve both the high-rpm performance and the mid-rpm fuel economy. Full-throttle grunt is indeed abundant, but EPA estimates are not yet available.
Like every Porsche GTS, this one is not only about more inspiring handling and superior performance but also about extra flair and enhanced presence. Glossy black is the makeup of choice here, with plenty of carbon-fiber details, satin black wheels, larger air intakes, and the standard Sport Design pack in supporting roles. Want more? Then order even bigger and fancier wheels, have Porsche paint the car to sample, or specify the extra-loud sport exhaust boasting twin center tailpipes. Inside, the traditional GTS treatment combines acres of suede-like Race-Tex with black leather and contrasting red stitching, but as always big spenders can get just about any choice of color and trim. For optimum support and a broader adjustment range, we strongly recommend either the 18-way sport buckets or the ventilated 14-way comfort seats complete with massage function. Only the Coupe comes standard with a glass roof that doesn't open—an increasingly common nuisance—or, for extra spend, with a black carbon-fiber top.
One look at the vulnerable 22-inch wheels shod with Porsche-spec summer tires on our sample GTS is all it takes to squash any notions of off-pavement adventures. Although the GTS's domain is clearly the highway, this Porsche also shines on winding and bumpy back roads. The beefed-up V-8 zooms up steep slopes like a PlayStation racer, but you'll want to set the rotary drive mode controller to Sport or Sport Plus for speedier throttle response, timely downshifts, and a more pronounced willingness to rev. The water-cooled transfer case from the Turbo GT is now installed as a precautionary measure for track days and prolonged flat-out stints on the autobahn. Air springs, damper rates, and suspension mounts are also specific to the GTS. Add to this the quicker steering in combination with a smaller-diameter steering wheel, the more vocal engine that breathes out through a sonorous flap-activated sports exhaust system, and the available carbon-ceramic brakes, and it becomes clear why the GTS is more of a driver's car than the barely slower and notably less expensive S.
In a nutshell, the GTS is a puristic old-school Porsche that excels in terms of handling and performance while combining a sporty image with a deep satisfaction at the wheel. The steering connects like a firm handshake, the phenomenal cornering grip inspires confidence, stability and playfulness forge a safe and entertaining pact, extreme deceleration is so fierce it almost hurts, and the snappy tip-in and awesome mid- to high-rev punch open up a broader and more emotional speed band. The Coupe is a smarter buy than the SUV body style because it's prettier, better equipped, and can be had with a wider choice of options. So what's the ultimate pick of the Cayenne bunch in the $100K–$130K bracket? If that hole in the ozone layer bothers you, make peace with one of the feel-good hybrids. If you're no longer best buddies with the bank manager, settle for the nicely balanced no-frills S. But if the budget allows it, and if you typically don the virtual helmet and the driving gloves when reaching for the car key, the GTS is the best choice this side of the Turbo GT.
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