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2021 Porsche Cayenne GTS provided on the road and in trucks




For most carmakers, SUVs are wheeled boxes, a family-friendly mobile freight carrier that is far superior to orbiting a racetrack on a trip to a home depot. Porsche wants it both ways. The company regulates SUVs for daily use on racetracks. And the best performing Porsche SUV is the new 2021 Cayenne GTS.

Most Cayenne buyers do not drive cars on the racetrack, but they still do not prevent Porsche from adding features. Maurice Fundeweard, Porsche Director of Driving Dynamics for Front Engine Vehicles, advised the 2021 Cayenne GTS buyers. He said it was a lot of fun. There is no problem with the car.

He is right Buyers of the Cayenne GTS need to track their SUVs, or at least understand the amazing capabilities that vehicles have.

2021 Porsche Cayenne GTS

2021 Porsche Cayenne GTS

2021 Porsche Cayenne GTS

V-8 is back

Given the travel restrictions posed by the coronavirus, Im is not even on racetracks or canyon roads. Ive drove a car from Chicago to Novi, Michigan to try Porsche’s most sporting SUV. When you’re in Michigan, you go to hell.

This Carmine Red 2021 Cayenne GTS is sitting on top of an optional, significantly enhanced 18 way power adjustable driver seat. When I went to hell, I wanted to treat the road like my own personal racetrack. Nestled on the lakeshore north and east of Ann Arbor, Hell boasts one of the best open and winding roads in southeastern Michigan.

Two controllers tease me with a promise of performance. The first is a drive mode selector with strained Sport and Sport + modes. The other is a throttle pedal, which uses a twin turbo 4.0 liter V-8. It’s less powerful than the version found on the Cayenne Turbo, but more responsive.

Here, Porsche boosts the V-8s throat by 11.6 psi instead of 21.8 psi with a Cayenne turbo. As a result, the GTS produces 453 horsepower and 457 lb-ft of torque instead of 541 hp and 567 lb-ft. Ordering a Sport Chrono package that adds Sport+ mode, dash digital and analog lap timers, and firing control is enough to launch this mid-sized SUV from 0-60 mph in 4.2 seconds like a sports car. It’s 0.5 seconds slower than 3.7 seconds like a Cayenne turbo supercar, but 4/10 seconds faster than the Cayenne S with the twin turbo V-6 and 6/10 faster than the last twin turbo. Cayenne GTS with V-6.

Without the power to push to the wheels, the Cayenne GTS doesn’t require the heavy 8-speed automatic transmission like the Cayenne Turbo. With a lightweight gearbox, the power of the GTS will reach faster, but it’s not the cacophony of the Cayenne GTS with the first V-8 in the 2008-2014 model.

Its first 405-horsepower 4.8-liter V-8 barked, cried, and laughed as it worked. It speaks softly, but has a larger stick. Especially in Sport mode and Sport+ mode, it makes a rattling noise and a rattling noise during intense acceleration via standard sports exhaust, and occasionally sends a crackle or pop sound from the exhaust between the gears, but otherwise the background Fade out to. Power is reduced in the speed range and full torque from 1,800 to 4,500 rpm is available. Faster and quieter, the 2021 Cayenne GTS is a better blend of performance and everyday driving ability.

In Sport mode, the throttle is more touch-friendly and the transmission gears are longer. However, regardless of the mode, when you stab the throttle the head bounces back and the Cayennes nearly 5,000 pounds of metal, rubber and hub squirts jump forward. For these 4.2 second bursts, you need to use the GTS boot mode. It turns off traction control, selects Sport+ mode, mashes up brakes and throttles, and grins from ear to ear when the V-8 works.

The Cayennes standard all-wheel drive system and wide set of staggered tires provide these on-the-fly grips. In the Cayenne GTS, Porsche’s all-wheel drive system is tuned to send more power to the rear wheels, but about 50% goes to the front wheels during the hard launcher. The tires on my tester are Yokohama Advan Sport with optional summer performance, 285/35R22 in the front and 315/30R22 in the back, transmitting power to the front momentum instead of losing power with wheel spin.

Porsche also adds standard mechanical and brake-based torque vectoring to power the outer rear wheels for sharper cornering. The team is equipped with different suspension means to counter the size of the Cayenne GTS and the curb weight of 4,954 pounds.

In the US, the Cayenne GTS comes standard with three-chamber air suspension and adjustable dampers. 1.2 inches lower than the Cayenne S model, and an additional quarter inch lower in Sport and Sport+ modes. This results in a lower center of gravity and a flatter ride. Buyers can add an active anti-roll bar for a flatter attitude and rear axle steering for greater agility.

My tester has all the great performance: rear axle steering ($1,620), active anti-roll bar ($3,590), carbon ceramic brakes ($9,070).

2021 Porsche Cayenne GTS

Hell fun

I arrived in hell and tested all systems on the twisted wavy Patterson Lake Road. I use Sport + mode. On the first quick turn, you will see the Cayenne GTS sports car quick response. The front end bites, bends sharply, and creates consistent lines. Direct steering provides excellent feedback and requires little correction on the highway despite the fast response.

The rear end follows comfortably, the rear axle steering slower than 49mph, resulting in a sharper turning radius and thanks to the dynamic anti-roll bar, the body remains flat. In Sport+ mode, the body is at its lowest point (6.4 inches above the ground), but is still about 1 inch higher than a sports sedan, so there is some tilt. The Cayenne GTS feels like a sports sedan, but everything happens a little above ground level.

If the road surface is uneven, the riding comfort will be uneven. Sport + mode swings your head too hard and is not comfortable, so when a short twisty turns into a long sweeper, it switches to normal mode. The Cayenne GTS still responds to urgency and control, but without tension.

In any mode, the large carbon ceramic brakes (17.3-inch rotor with 10-piston caliper in the front and 16.1-inch rotor with 4-piston caliper in the rear) are out of reach for this family’s carrier Provides more stopping power than the ID needs at the location A top speed of 168 mph. The standard 6-piston, 15.4-inch front brake and 4-piston, 14.1-inch rear brake work well for the majority of buyers.

2021 Porsche Cayenne GTS

2021 Porsche Cayenne GTS

2021 Porsche Cayenne GTS

The interior is as sporty and high-end as the performance. The optional 18-way power adjustable seat provides excellent drive on the corners with long drives and synthetic suede inserts, but the base seat is also reinforced. My test car has too many options, worth around $60,000, some of which have added synthetic suede. It works well with GTS leather and dark tinted aluminum trim.

The sticker price on the tester is $167,300, but the Cayenne GTS is a bargain amongst Cayenne. Starting at the hefty $108,650, but with a discount of $4,670 compared to similarly equipped Cayenne S models, it doesn’t take into account a more powerful engine, larger standard rear brakes, or more sporty suspension tuning. ..

2021 Porsche Cayenne GTS

These additional standard features include Sport Design package body color and gloss black armor bits, sports exhaust system, adaptive headlights pointing to the turns, RS Spyder matte black wheels, air suspension, adaptive and adjustable dampers, synthetic. Such as suede. Dark brushed aluminum interior trim, 8-way sports seat.

The 2021 Porsche Cayenne GTS’s spacious backseats and 27.2 cubic feet cargo area (60.3 cubics with folded backseats) are ideal for running to large box hardware stores. Its lively V-8 and suspension and brake upgrades give unmatched racetrack capabilities even in the Porsche lineup. And that standard bundle represents a discount on Porsche’s extensive list of options. Buyers of the Cayenne GTS can actually get it both ways and at a discounted price.

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