Porsche's Cayenne gets some attitude

What is it?

The GTS is the fourth model in the Cayenne range. It bridges the gap between the Cayenne S and the loony Turbo. Porsche is happy to admit that the Cayenne has been instrumental in the company's phenomenal success in recent years, but it seems what customers wanted was a sporting model based on the naturally-aspirated Cayenne S. So Porsche has obliged and created the GTS. Power from the Cayenne S's 4.8-litre V8 is boosted by 20bhp to 405bhp and there's lower suspension, a body kit and an interior featuring more obviously bolstered sports seats.

Standard equipment includes a manual six-speed transmission and 21-inch alloy wheels, while the lowered steel sprung suspension it features is combined with Porsche's PASM (Porsche Active Suspension Management) for the first time on the Cayenne. However, only a handful, if any, will ever be sold with this standard specification, most owners certain to go for the optional air suspension and six-speed Tiptronic S automatic transmission. While they're at it they might as well have the no-cost option twin-plane rear spoiler that forms part of the GTS's aggressive love-it-or-loathe-it body kit.

Is it any good?

Porsche isn't in the habit of sticking its crested badge on anything that isn't very impressive and the GTS is no exception. The additional 20bhp drops the 0-62mph time to 6.1 seconds (from 6.6 seconds). the revisions Porsche has made to the suspension making the GTS even more remarkable dynamically. Such a bulky machine really shouldn't be able to corner with such verve, the GTS quite ludicrously competent in the bends. Part of that is thanks to the 24mm drop in ride height, it sharpening up the already sensational ability of the Cayenne S. Opt for the air suspension and active anti-roll bars and the GTS corners flatly with face-bending alacrity, both in the G-force and grin-inducing departments.

Shortening time between the bends is its 405bhp 4.8-litre V8 engine. Its performance feels more ferocious with the sweet-shifting six-speed manual- a fact demonstrated by the Tiptronic S's 0.4 second slower 0-62mph time. Even so, the majority of buyers will opt for the automatic. It's quick and smooth, but ultimately it numbs the driving experience compared to the manual, the throttle response being slower. It can be improved by pressing the Sport button, this having the added benefit of making the exhaust sound even more appealing. Like every Porsche the build feels impeccable, but the Cayenne's styling remains an acquired taste, the GTS-specific body kit is hardly subtle, either.

Should I call the bank manager?

You'll need to, as the GTS weighs in at a not insubstantial £54,350. Select those must-have options like the air suspension and PDCC (Porsche Dynamic Chassis Control) active anti-roll bars and you're not going to get much change back from £60,000. As much as the drivers in us implore you to stick with the manual transmission, for an easy sale when you've decided to trade up to the full-on Cayenne Turbo the Tiptronic S automatic is also a necessary tick on the options sheet.

Demarking it out as a special model Porsche offers the GTS with two unique paint choices of red or gold. We know it's a comment on taste, but it'll be a brave buyer who picks the gold option. While you're speaking to the bank you might want to ask for a few more pounds, as with an official combined fuel consumption figure of 18.7mpg for the manual and 20.3mpg for the Tiptronic GTS, drivers will be stopping for fuel with alarming regularity.

Summary

Porsche's Cayenne has always defied what really should be possible on the road with such a large car. The GTS only furthers our belief that Porsche's chassis people must have made some sort of pact with the devil to enable it to so comprehensively bend the laws of physics. Not pretty, but an amazingly competent and hugely enjoyable driver's car.