The way the 2021 Porsche Cayenne GTS gets into a corner is remarkable. Steering is unbelievably quick and precise, and the GTS digs in with immense grip and uncanny body control. A car weighing 5000 pounds has no business doing this sort of thing.
Porsche's modern GTS models are a nod towards enthusiasts. You get sportier tuning and more performance than the S model, and a badge on the back that'll earn you kudos among those in the know.
This latest Cayenne GTS is no exception. It sits on air springs a full 30mm lower than a stock Cayenne S, and its adaptive dampers are even firmer. In place of the Cayenne S's V-6, there's a version of the Turbo's V-8, running lower boost pressure to produce 453 horsepower and 457 lb-ft of torque. The all-wheel drive system is biased to send more power rearward. And to further distinguish the GTS, there's more aggressive exterior details, standard 21-inch wheels, and lots of Alcantara-esque "Race-Tex" interior trim. The GTS cars are a value proposition, too…inasmuch as a modern Porsche could be considered a good value. Starting at $108,650 (and $111,850 for the more-rakish Coupe), the Cayenne GTS costs less than a similarly equipped Cayenne S, while offering much of what makes the Turbo feel more special.
We had a few hours with a German-spec Cayenne GTS, so we aimed for New York's Hudson Valley. There a mix of technical state-park roads and flowing two-lanes would test the full remit of the GTS.
The tight stuff came first. This GTS was optioned with a handful of options that turn the Cayenne into an SUV that seemingly defies physics. Porsche Dynamic Chassis Control uses 48-volt active anti-roll bars to virtually cancel out body roll when desired, and rear-axle steering turns the rear wheels in or out of phase with the fronts to promote agility and stability. Carbon-ceramic brakes are $9000 of overkill on a car like this, but they work fabulously well.
In Harriman State Park, the Cayenne GTS drove like it wanted to beat up on some sports cars. It felt unbelievably sharp and nimble, almost disconcertingly so from such a high perch. You just point the wheel and the GTS darts towards the apex with no fuss. Sometimes, it's only that high perch that reminds you what you're driving, so good is the chassis at disguising weight. These qualities don't make the GTS different than other current-generation Cayennes, but they're still remarkable. Performance SUVs have matured into something far more capable and impressive than simple, high-riding muscle cars.
The V-8 maintains the muscle-car vibe, though. Porsche made an interesting choice fitting this 4.0-liter, "hot-vee" engine in the GTS—it offers 19 more horsepower and 52 lb-ft more torque than the V-6 from the Cayenne S, but it also increases weight. The V-8 surely contributes to the 200-pound weight gain from S to GTS, and yet, it doesn't really matter. Where V-8s are growing scarce, the inclusion of this engine in the GTS makes it feel more special. Plus, this is already a big heavy SUV.
Throttle response from the V-8 is excellent, and it pairs well with the ZF eight-speed automatic. (No Cayenne uses a dual-clutch; the auto is better for towing.) As standard, you get a Sports Exhaust with the Cayenne GTS, and it sounds pretty damn great. Not as aggressive as an AMG V-8, though not shy and retiring either, with a lovely growl coming from the back. For a lot of people, the sound the Cayenne GTS makes on startup justifies the premium over the S.
Twisties done, we crossed the Hudson to more open, flowing roads. Occasionally over poor surfaces, the GTS felt a bit harsh, though I suspect a lot of that has to do with this tester's 22-inch wheels and correspondingly low-profile tires. Stick with the 21s. With the dampers set to their softest stetting, there's actually great wheel travel, letting the GTS breathe with the road.
The pace is impressive, too. So much so that you start questioning the point of the Cayenne Turbo. Porsche says the Turbo will hit 60 mph 0.6 seconds quicker (3.9 vs 4.5 seconds), but unless you're taking your Cayenne to the drag strip frequently, you don't need the extra performance. The GTS is plenty quick.
For the last few years, Porsche's GTS cars always represented a sweet spot in terms of both value and driving engagement. The new Cayenne GTS doesn't change the formula—it just sits even closer to the Turbo than its predecessors. And with the right options, the GTS is freakishly good on a backroad. If ever there was an SUV for true enthusiasts, this is it.
Update 7/1/20: Originally, this story said that the Cayenne GTS is more expensive than a similarly equipped Cayenne S. The GTS is actually cheaper. We've updated the story to reflect this.
Chris Perkins
Senior Reporter
A car enthusiast since childhood, Chris Perkins is Road & Track's engineering nerd and Porsche apologist. He joined the staff in 2016 and no one has figured out a way to fire him since. He street-parks a Porsche Boxster in Brooklyn, New York, much to the horror of everyone who sees the car, not least the author himself. He also insists he's not a convertible person, despite owning three.
