2021 Porsche Cayenne GTS Coupe First Drive Review
A Porsche GTS is “always the most sporty offer in the model range”. That’s what a Porsche presentation said about the latest flavors of the Cayenne 2021, the GTS and the GTS Coupé. The five-minute video started with – of all things – a 904 GTS and none other than the legend himself Walter Rohrl speaking of the said 904 GTS. It seemed particularly far-fetched to me because I am super lucky double to have been inside a 904 GTS with Walter himself at the wheel, and even if I was sure that the new GTS models would be a lot “sporty” as the Germans like to say, 2.5 tonnes of SUV simply cannot be compared in good faith to a special Group 3 homologation of less than 1,500 pounds with central engine. Marketing is not a reality, sorry. To go ahead, yes, there was a 924 GTS, as well as a 928 GTS (a car that I still boot for not having bought $ 10,000 in 1998), but something clicked in my head when the short film mentioned that the original GTS Cayenne was the first Porsche of the modern era to offer this sporty three-letter designation.
Why is this true? I remember the Cayenne – mainly because it could be used with a manual transmission – and it was certainly the most sporty model of the Cayenne range in 2008. I also remember the 997 GTS very well, and it was the sweet of the 911 range. The same goes for the 991, and I look forward to the arrival of the 992 GTS. Sure, the GT3 and its siblings are better, but not because GTS cars are missing something. If we’re talking about the Panamera GTS, here we have a situation where the GTS is actually more sporty and better to drive than the Turbo. We could then be sure to assume that the third generation Cayenne GTS is the sportiest Porsche SUV built, right? Let us not jump to this conclusion yet.
What sets the Porsche Cayenne GTS 2021 apart?
What makes a GTS different from other Cayennes? I actually wrote a fairly detailed first-look story detailing each change, but the big news is that a detuned version of the Cayenne Turbo’s 4.0-liter twin-turbo V8 replaces the 3.6-liter twin V turbo -6 found in the previous second generation Cayenne GTS. This engine produces 453 horsepower and 457 pound-feet of torque. The same powertrain in a different tuning state produces 542 hp and 568 lb-ft of torque in the Cayenne Turbo. The latest GTS made 434 hp and 443 lb-ft of torque, so the version does a little more power. Porsche says the new V-8 is actually smaller and lighter than the V-6 it replaces. Part of the reason is that turbochargers are now packaged inside Bank V, rather than hanging the headers like on the V-6 GTS. What is stopping someone from reflashing the engine computer and unlocking the full Turbo power level? Nothing, except for a void warranty.
The current Panamera GTS uses the same detuned Turbo engine formula. Instead of the robust PDK transmission found in the Panamera Turbo, the GTS version is content with a weaker and cheaper double clutch. Porsche claims that the power will increase the lower transmission. On the other hand, the Cayenne is the only Porsche today that does not use a form of PDK. Even the two-speed Taycan uses a PDK version (it’s a double clutch split in half / don’t ask). Like all vehicles built on the Volkswagen group’s MLBevo platform, the Cayenne is equipped with an 8-speed ZF automatic transmission. Since it’s literally the same transmission as the Cayenne Turbo (and the Bentley Bentayga and the Lamborghini Urus), you can throw all the torque you got at the ZF and it will devour it. But again, say goodbye to your warranty if you do. The Cayenne GTS will make an interesting second-hand purchase in a few years, won’t it? I mean, used.
Exterior details of the Porsche Cayenne GTS
Then there are the looks. I will never forget the launch of the 991.2 GT3. After going over all the technical stuff on what makes the GT division 911 track-oriented so special, program director Andy Preuninger made an awkward smile and said, “And of course the GT3 is the most beautiful 911. ” I agree, despite Targa. Well, my friends, meet the most beautiful Cayenne, especially it reveals itself in $ 3,150 carmine red. Like all current GTS models, a lot goes black here, from LED headlights to window trims and tailpipes. This particular GTS coupe comes with the $ 12,620 lightweight sport design package in carbon fiber, so much of what is normally blackened (e.g. air intakes) is carbon trim instead of black plastic. Most importantly, this huge piece of change gives you a carbon fiber roof. CF roofs are perfect because A) no sunroof flowing and B) it takes weight off in the best place where you can remove weight. Carbon roofs also tend to stiffen the body, resulting in more precise steering and more precise suspension geometry. Even if you get the $ 9,140 light sports package, you get the carbon fiber roof.
And those wheels! They are called Satin Platinum GT Design wheels, they measure 22 inches in diameter, and if you opt for them, the wheel arch extensions are body color, although other wheel options also reach this last part. These tall boys are nicely accented by the huge 17.3-inch front rotors with yellow 10-piston half-moon calipers, as well as the 16.1-inch rear rotors tightened by four pistons that come with the PCCB package. of $ 9,080. Note on this GTS coupe, the Sport Exhaust II. The Cayenne GTS and GTS Coupé come standard with what we will call the sport exhaust I, which consists of four pipes distributed in two on the side. Sport Exhaust II consists of two pipes mounted in the center. It’s supposed to sound better. Focus on Assumed at.
Is Sport Exhaust II worth it?
To test Porsche’s claim, Automobile Social media editor Billy Rehbock secretly met me in an alley between a high school and a church (insert Beavis laughing here) with a sports exhaust that I fitted with the Cayenne GTS. The red GTS coupe is equipped with a sport II exhaust. We then reviewed them as sexually agitated teens and there is no doubt: Sport Exhaust II seems more sinister, more guttural and more aggressive than the standard exhaust. Fortunately for you, you listened to me (ha!) And you have already opted for the light sport group, because this is the only way to obtain Sport Exhaust II.
In addition, Sport Exhaust II saves 11 pounds compared to Sport Exhaust I. In addition, Sport Exhaust II is only available on the GTS coupe. You cannot get the center pipes on the standard GTS. So if you’re looking for a definite reason to go to the Cup, here is it. Before I start driving, I have to say that I am a contender for houndstooth seat inserts, and that the $ 420 spent on the Sport Chrono chronometer in carmine red is worth it.
Porsche Cayenne GTS 2021’s performance and handling
Up to Angeles Crest Highway, I went. I had heard rumors that all 66 miles of it are open for the first time since winter, and I was going all the way from Dawson Saddle Peak from 7,901 feet to 138 on the east side from Wrightwood. I would like to draw your attention to this initial statement from Porsche; the GTS is still the most sporty offer in the range. I am here to challenge that. Since the GTS uses the exact same engine and transmission as the Cayenne Turbo, you’re talking about two vehicles that weigh essentially the same, only one is down 99 hp and 111 lb-ft of torque. This deficit appears when you press the accelerator. You might think that 0-60 mph in 4.5 seconds (according to Porsche) is much faster, but compared to the 3.2-second Cayenne Turbo Coupé sprint (estimated) of 3.2 seconds at 60 mph, well, that’s is significantly slower. Since I drove the Turbo Cup to Angeles Crest exactly one week before, I certainly noticed the difference. In addition, having less power makes the GTS Coupé heavier than the Turbo, even if it is not.
What about manipulation? Of course, the Turbo model always produces more power, but in the case of the 911, the GTS was the real Goldilocks of the range. They just drove better. Well, all American Cayenne GTS models have a ride height of 30mm, 10mm closer to the ground than the Turbo (other countries have a more standard suspension option). I think the 0.4 inch drop is harming, not helping. Here’s why. As mentioned, I drove the Cayenne Turbo Coupe fairly extensively. One thing I like about Grandpa (although he isn’t the biggest Papa – this is the 670hp Turbo S E-Hybrid Coupe) is the way the Turbo tilts. Yes, it does have 48-volt active anti-roll bars (also known as PDCC) that do everything they can to keep the heavy SUV upright in the corners. Physics being what it is, PDCC can’t really handle all of the forces at play, so the Turbo Coupé relies beautifully on its air springs, while the clever anti-roll bars keep things in check. The sensation is like a mini trophy truck. Now what if you have practically the same size vehicle (there will be a difference of around 100 pounds due to the exhaust, wheels and various other options), but you do it turn 10 mm? The GTS coupe is more rigid and leans less in the corners, and for this driver, it feels less sporty, not more. In addition, having less power and torque than the Cayenne Turbo Coupé seems less sporty, no more. Lest you think I am being unfair to the cheaper GTS coupe, this sticker at $ 161,170, while the orange Turbo Coupé I’m talking about costs $ 158,460. Yes, there is a big gap in the base prices: the GTS coupe costs $ 111,850 and the Turbo coupe starts at $ 133,250. So you can choose the GTS differently, but it wouldn’t look as fly and won’t work as well.
Speaking differently, I first encountered a tire situation. The first time I drove the Carmine Red Coupe, it was on Yokohama Advans (285/35 / ZR22 at the front, 325/30 / ZR22 at the rear). Not my favorite tires. I peaked at the tread, and although the rubber tires are summer tires, there were three grooves per tire, each large enough for my thumb, and I have big fingers . Did the Yokohamas drag the GTS coupe on the road or something like that? No, nothing like it. But it feels good, it makes you smile, the secret Porsche sauce was missing. The GTS coupe was just OK to drive, much more like the spirit of the base car than the Turbo iteration. Even with optional 4-wheel steering and optional torque vectoring. The GTS Coupé on these Advans never sang for me.
When I brought the car back, I shared my thoughts on the tires with Porsche. After a lot texting, it was decided to remove the 21 inch wheels from the Cayenne Turbo that I had driven the previous week, fitted with Pirelli PZero Corsa tires and give me another chance in the GTS coupe. Why? Well, the SUVs that Porsche brought for the launch are two German specification cars. The previous destination in the navigation system is 15 Porschestraße, Zuffenhausen Stuttgart. The Yokohamas will most likely remain a more European option, while the American GTS Coupes will ride on Pirellis or Michelins. Plus, Pirellis are actually a few dollars cheaper. Result? The red tilted SUV has become much more fun to drive. I started to lean harder on the GTS when cornering, and I always managed to drift a corner a few times. Partly due to the fact that the GTS models have more rear torque than the other Cayennes. But also blame the softer sidewalls and a different rubber compound for increased (and immature) smiles, while the Yokohamas blockers made the experience more rigid than I liked, the Italian tires loosened everything. At a cost, of course; they were screaming constantly. The grip levels seemed to be much lower than those of the Advans. Could we have tested the GTS Coupé, I think the lap 8 times would have confirmed that.
Should you buy the Porsche Cayenne GTS 2021?
When I finally backed off and started driving the smooth bottom SUV in a healthier way, I actually enjoyed the car more. I stopped thinking, “It looks like a slow turbo” and I started to appreciate how nice the third generation Cayenne’s SUV is. Large cabin, great technology, beautiful noise. No company in the sports car game amortizes like Porsche. The brand’s secret engineering sauce may well be how vehicles, small and large, resist bumps, divots and uplifts. It’s masterful. Mercedes is probably the closest (although some AMGs are back breakers), but just isn’t as good. The steering of the GTS coupe, given that it is electric power steering in a large SUV, is particularly well done. Well balanced, full of feedback if not a little feeling, and direct. Add it all up and this Cayenne is a nice SUV to drive at an almost leisurely pace. Yes, I say I enjoyed the GTS coupe six or seven tenths more than I pushed it against the wall. When you consider how most of us drive most of the time, that’s probably the way this Cayenne should be. Although it is certainly not the sportiest offered.
|Coupé Porsche Cayenne GTS 2021|
|STARTING PRICE||$ 111,850|
|DISPOSITION||Front engine, all-wheel drive, 5-pass SUV, 4-door|
|ENGINE||4.0L / 453 PS / 457 lb-ft V8 with dual valves and DOHC 32 valves|
|EDGE WEIGHT||5500 lb (MT is)|
|L x W x H||193.6 x 78.0 x 66.0 inches|
|0-60 MPH||4.0 sec (MT is)|
|EPA FUEL ECON||15/19/17 mpg (MT est)|
|ENERGY CONSUMPTION, CITY / HIGHWAY||225/177 kW-h / 100 miles|
|CO2 EMISSIONS, COMB||1.17 lb / mile|
|ON SALE||Fall 2020|