Porsche Cayenne GTS 2007 Review

What we liked
>> Sharp handling
>> Performance and style upgrade
>> Fair premium over S model

Not so much
>> Driver confines in manual model
>> Rear-seat accommodation really only for two passengers

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 3.0/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0

OVERVIEW
If any company can add most to the 'sport' quota of a 'sport utility vehicle', it's Porsche. And here is the most sporting version of its hard-earning Cayenne SUV yet. All performance, the GTS takes the fact most hi-po offroaders go nowhere much beyond the suburban curtain and builds on it.

Think of the GTS not as an SUV in the accepted sense, but rather an upright uber-wagon: intended as more of an E63 Estate and M5 Touring competitor, than built to combat the ML-AMG and upcoming 'X5-M' as do its existing Cayenne siblings.

For all intents and purposes, this all-singing, all-dancing, all-road-going addition to the Cayenne range has zero offroad aspirations. In the changeover it's inherited a lower ride height and full street-spec 21-inch wheels and tyres. The result is the most capable front-engined road car Porsche has built since the jewel-like 968CS.

And the GTS even gives us a hint towards the capabilities we can expect from the 2009 Panamera.

Heretofore Porsche has been picky before planting a GTS badge on anything. And while this is a long way from the lightweight greats to which the badge originally belonged, in the Cayenne's case it is to signify 'gran tourismo sports' motoring. Says Porsche: GTS is a "balance of long-distance driving qualities and sporting performance".

The exclusive 21-inch wheels, subtly flared wheelarches and rear spoiler are all standard GTS kit, so too Porsche's active suspension system and air suspension. We don't get the cheaper and lower steel spring/PASM (Porsche Active Suspension Management) set-up as offered overseas. The entry V6 Cayenne is the only model available in Australia with steel springs.

As for all Cayennes, the GTS uses what Porsche calls its PTM (for Traction Management) permanent all-wheel-drive system. Porsche's chassis control system (PDCC) is available as an option (see under 'MECHANICAL').

Cayenne GTS's 4.8-litre V8 is offered with Tiptronic S automatic transmission as standard or can be ordered with six-speed manual for no additional cost. Manual-equipped Cayenne GTS models are offered with drive-off assist for smooth departures uphill.

MECHANICAL
The GTS is equipped with the naturally-aspirated direct-injection 4.8-litre petrol V8 used by the Cayenne S but endowed, in this case, with a further 15kW for a total of 298kW. Torque is 500Nm.

The increase comes in part due to an enlarged throttle butterfly diameter (from 76 to 82mm) enabling more efficient supply of air for the intake manifold. The dry-sump engine now makes max power at 6500rpm.

The extra power comes at slightly higher fuel consumption than Cayenne S's, claimed as 13.9L/100km compared to 13.7L/100km and higher CO2 emissions (332gm/km).

As noted above, Cayenne GTS comes with Porsche's active suspension system (PASM) for damper control as standard. Australian-delivery models will come with air suspension while overseas versions are offered with steel springs.

Porsche's chassis control system (PDCC) incorporating active anti-roll bars with hydraulic swivel motors front and rear will be offered as an option. In standard trim, the GTS has slightly more camber front and rear than the Cayenne S and the front anti-roll bar is stiffer; the rear's softer aiming for what Porsche calls a more sporting behaviour.

The GTS uses 350mm ventilated brake discs with six-piston monobloc aluminium fixed calipers at the front and four-piston monoblocs with 330mm discs for the rear.

A 'Sport' mode interfaces with suspension, engine/transmission and the exhaust system. When activated the mode reduces ride height by 9mm, enables more revs before upshifts and, in European market versions at least, activates a bypass valve in the sports exhaust system to allow a throatier note. The Sport function is deactivated by pressing the centre console-located button or when the engine is switched off.

The Cayenne GTS comes with Porsche's six-speed Tiptronic S transmission as standard in Australia but will also be offered with a six-speed manual. The final drive ratio has been shortened for the GTS, from 3.55:1 (as used by the V6, S and Turbo models) to 4.1:1. The shorter transmission ratio is applicable for both manual and tiptronic versions.

Porsche claims the GTS with tiptronic will dispatch the 0-100km/h sprint in 6.5sec and takes 7.8sec to make 120km/h -- a full second faster than the S model.

The Cayenne uses an electronically controlled multi-plate centre differential to tune the front/rear torque split as determined by traction conditions. In normal conditions the split is a rear-biased 38:62. The all-wheel-drive system interacts with Porsche's Stability Management (PSM) which is also standard equipment.

PACKAGING
The Cayenne GTS stands out from its slower siblings, wearing the Turbo's bolder front-end styling, side-sills from Porsche's Sports Design-Package and featuring 14mm-wider wheelarches over new multi-spoke 21-inch alloys with low-profile 295/35 road rubber. (Even the Turbo only gets 19s standard!)

There's little pretence of offroad ability (hence the 21-inch wheels) and ride height for the GTS is lower than the S. With air suspension, ground clearance in normal mode is 195mm (compared to 215mm).

The Cayenne's wading depth (535mm) is reduced as are approach and departure angles: 29.7/23.3 compared to 31.8/25.4 for the Cayenne S. The system still offers two offroad levels raising the GTS 56mm for a maximum 251mm ground clearance.

Marks of distinction for the GTS include a neat vented rear spoiler as a no-cost option, exclusive badging and exterior colour options (GTS Red and Nordic Gold, pictured) and sports seats front and rear.

The standard specification for the GTS is not significantly different from the V8 S. Upgrades include an electric open-close tailgate but the GTS retains the S's audio and satnav.

The Cayenne's interior resembles the Turbo's with its Alcantara and suede leather fit throughout including the rooflining. The dash and centre console 'grab handles' are also leather-trimmed. Some of the colour schemes chosen for the launch models were quite daring, including a unique dark brown wrap among the options.

The GTS interior is well-appointed, comfortable and rightfully pronounced with GTS embellishments including branded sill plates. GTS has a tilt-and-reach adjustable steering wheel and electrically adjustable seats up front make for good positions for driver and co.

GTS also gets aluminium interior trim embellishments, and a thick, leather-trimmed steering wheel. The front seats are electrically adjustable to 12 settings.

The rear seat in the GTS is bolstered for two passengers as opposed to the Cayenne S model's bench version, but will accommodate three occupants with some compromise to the middle position.

Weighing in at 2225kg, the Cayenne in GTS trim is no heavier than the S model and is lighter than the Turbo at 2355kg.

SAFETY
Cayenne GTS inherits the standard Cayenne's safety packaging. This includes full-size frontal airbags for the driver and front passenger, and a side impact safety system with thorax and curtain airbags.

The Cayenne's brake system uses ABS with brake assist and comes with the company's PSM stability control system. Porsche argues its PTM all-wheel-drive system also provides safety benefits.

EuroNCAP doesn't list the Cayenne. By comparison, the BMW X5 was recently awarded five stars for adult protection and one star for pedestrian safety. The sedan versions of Mercedes-Benz's E-Class wagon and BMW's 5 Series Touring -- arguably closer competitors to the GTS -- get five and four star ratings respectively.

COMPETITORS
Porsche anticipates sales for the GTS will come from buyers of other models in its line-up, but says it is not worried the new offering will 'cannibalise' earnings from the Cayenne S nor disgruntle owners of the top-flight Turbo model which sells for $200K-plus.

The 'first glance' competitors include the likes of the Range Rover Sport Supercharged and BMW X5 4.8is which both undercut the Cayenne GTS on price but neither is quite as exclusive. As we noted in our introduction and above, the GTS should be viewed more as a road-going performance wagon. Indeed, Porsche says ideally it will also attract buyers from the likes of 5 Series, E-Class and the S and RS-spec Audi Avants.

A spokesperson for sales and marketing at the launch suggested another Cayenne model -- presumably a Turbo with the GTS treatment -- could make the line-up. "We can't exclude the possibility of other variants," he said. "We are happy with the four we have available but we will also wait and see."

ON THE ROAD
The GTS sits low and wide, and feels supremely balanced despite its size, making light of the hilly winding roads around Portugal's Algarve region where the international debut of the latest Cayenne variant took place.

Suitably, this most road-going of Cayennes also steers the most 'car-like' of many SUVs we've tried, with precise turn-in that belies its bulk.

The big Porsche has commendable cornering control and enough grip to encourage spirited, rather than restrained, driving. Body roll is well-controlled with the PDCC system (fitted on all models we tried) allowing enough sense of the vehicle's lateral limits under cornering force before cutting in.

According to one of the engineers we asked during a slalom test set-up at the launch to demonstrate the GTS's handling, this occurs at 0.65- 0.8g -- depending on road conditions.

Pressing the GTS's 'Sport' button unveils extra urge between gears and a discernible difference in engine sound from the sports exhaust -- although the V8's rumble is pleasant at all times. The feature, as mentioned, also adjusts the damper rate via the PASM.

The GTS is quiet on the road, even with the bigger wheels, and surface imperfections are generally absorbed. Ride remains very firm, however.

The six-speed manual is quick and smooth-operating but located in an awkward position, at least in left-hand drive, with the centre console storage impeding on space around the driver's arm. We dare say the arrangement will be more comfortable in RHD, but expect few Aussie buyers to opt for the manual. For a vehicle with close to 300kW and 500Nm the clutch action is commendably light.

Despite its 2215kg mass, this hauler moves off promptly from standstill, and with surprising verve. The fettled V8 delivers plenty of in-gear urge -- even in the taller gears.

Comparing the manual and the Tiptronic S there's no practical handicap in terms of powertrain response. And if you need more urge, the 'smart' auto will quickly shift down a gear with two (distinct) taps of the accelerator.

Australian-delivered Cayenne GTS models get PASM with air suspension and while we didn't get to try the steel spring/PASM version on launch, the firmer lower option probably won't be missed considering our often less-than-average road conditions.

Indeed on Faro's highways and backroads, which are similar to the state of ours, the Cayenne's ride was hard and only vaguely less-so with the comfort setting. Aussie buyers take note.

The Cayenne's interior is spacious and the sports seats provide good support. Its lower ride height makes entry and exit relatively easy and once behind the wheel, settings for suspension, the Sports button and so on are easy to hand.

The GTS does a decent job filling the price gap between the V8 S and Turbo models. The $20K upgrade on the S gets you more than a few badges and at least until a GTS-treated Turbo comes along, this is an even more exclusive version of Porsche's hot-selling SUV.