Inside, the Cayenne GTS packs in everything we’ve come to expect from Porsche and then some. The black interior with red contrast stitching stands out and the leather and Alcantara upholstery finds its way into the seat insets and on the arm-rest, among other places. One of the highlights, however, is the steering wheel, which is designed to mimic the 918 Spyder’s, Porsche’s hybrid hypercar no less. It’s flanked by a number of controls and smooth aluminium gear-shift paddles which come into their own when using the choice of Sport modes on offer.
Let’s now get to the actual grand touring sport bit that the GTS is supposed to be about. The biggest change here is the new engine. Gone is the 4.8-litre big-natural V8 and in comes a twin-blown V6 with 20 more horses and 85 more twists — 440 PS and 600 Nm from this red pepper — and efficiency also gets a boost with the new motor using 900 ml less fuel per 100 km. Yes, the numbers are up and the engine has been downsized by 25 per cent in terms of displacement and cylinders, but it still delivers the thrills just as one would expect from a GTS. Personally, I missed the baritone note from the exhaust, even with the quad black tailpipes, sports exhaust enabled and butterflies freed, the V6 doesn’t match up to the soundtrack of its predecessor. It’s almost like the Chilli Peppers without Flea.
Then again, soundtrack is one element of performance but for the most part is what the car can actually do that makes you feel good about actually driving it. The V6 may not sound like a V8, but it’s got the numbers and it sure can go. The 3.6-litre twin-turbo six makes 440 PS and 600 Nm, the latter peaking between 1,600 and 5,000 RPM, allowing for a fat torque-band. The eight-speed automatic transmission, especially in Comfort mode, shifts early and, thus, can leave you finding a bit of lag lower down the rev range – like really low. However, this is a GTS, and one should have Sport mode on, if not Sport Plus. Immediate down-shifts and a blip of the throttle later, the GTS rockets forward.
You’re past 100 km/h before you know it and, as it closes in on the double barely a few seconds later, the blurring scenery makes you aware of how deceptively quick it is. Given the room and derestricted space, it will hit 262 km/h. It turns in tight and sure, although the steering wheel feels quite small, and, in Comfort mode at least, rather light for a car of this size. It still does a great job and doesn’t feel like it doesn’t belong there. The weighting is good, especially in Sport Plus mode, and the suspension is sublime. That’s thanks to the standard Porsche Active Suspension Management and Stability Management, with the optional Porsche Dynamic Chassis Control and Torque Vectoring Plus — totalling Rs 7.6 lakh extra — making sure you get the most dynamic driving experience. It is, needless to say, at its stiffest in ‘Sport Plus’, so bumpy roads can lead to microseconds of anxiety, especially on the bends; but they’re gone before you know it.
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