The navigation system performs the basics, but its only advanced features are a trip planner, which lets you enter multiple waypoints, and a detour button, useful for changing your route on the fly. The points-of-interest database is somewhat limited, with mostly travel-oriented locations, such as recreation areas, gas stations, and restaurants. The route-guidance voice is on the strident side and doesn't do text-to-speech. While under route guidance, we found that the position of the car on the map occasionally trailed the actual position by enough for us to miss a turn.
The stereo uses the same interface as the navigation system; the same knob lets you browse MP3 CDs and XM satellite radio channels. Although not present on our car, you can option in Porsche's Universal Audio Interface, which adds a USB port and iPod integration, as long as the PCM is also present. PCM 3.0 will also include the option for a six-disc changer.
Our car also came with the Bose Surround-Sound option, which places 14 speakers around the cabin, powering them with a 410-watt amp. We found this system produced a very balanced sound--not too heavy on the bass and not bright on the treble. In general it was clean and unobtrusive, sounding great with symphonic works, but not really the kind of system that's going to get the car thumping from hip-hop.
The phone system in the PCM 2.0 is a legacy from Europe, and doesn't work with U.S. cell phones. Similar to what we saw on the Maserati GranTurismo, you need to insert a compatible GSM SIM card into the PCM. The functionality is supposed to include texting, along with hands-free calling, and we assume access to any contacts stored on the SIM card, making it all the more bittersweet that it doesn't work here. Good thing that PCM 3.0 will include a Bluetooth option, although we don't know its capabilities yet.
Under the hood
We were expecting the acceleration on tap from the 4.8-liter V-8, an aluminum engine block with four overhead camshafts and Porsche's Variocam variable-valve timing. The pleasant purr of this engine makes it sound finely tuned, and the specs show 405 horsepower at 6,500rpm--an increase of 20 horsepower over the standard Cayenne--and 369 foot-pounds of torque at 3,500rpm. Porsche claims 5.7 seconds from 0 to 60 mph.
The Porsche Cayenne GTS surprised us with its capability in hard cornering. The Cayenne GTS sits lower than its siblings by about an inch, and the air-suspension settings let you bring it down further. As we dove into corners on a winding mountain road with the various sports settings on, we were impressed with the sports car-like feel of the Cayenne GTS. Although we had a sense of its bulk, it stayed very flat in the corners, and its all-wheel-drive helped it keep traction as the g-forces increased. The steering was very responsive, as we would expect from a Porsche.
For sport driving, the six-speed manual was a bit of a let-down. The long shifter doesn't make for quick shifts, although the ratios let you leave it in third on curving roads. In freeway and city driving the Cayenne GTS was well-mannered. It has a hill-hold feature that helps keep the car from rolling with the manual transmission. Because of the horsepower and torque, you'll have to learn to make smooth shifts--during our week with the car each shift meant a powerful punch in the back.
Although we didn't take it off-roading, Porsche claims it can handle rough terrain. The air suspension takes it from a ground clearance of 6.4 inches up to 9.9, and it has a fording depth of 21 inches. The electronic center differential has varying levels of lock, depending on the car's off-road mode.
Porsche manages a ULEV II rating for emissions--an impressive number considering the size of the engine and its performance figures--but fuel economy isn't so hot, with 11 mpg city and 17 mpg highway in EPA testing. Our average with the car fell right in that range, coming in at a solid 13 mpg.
Our 2008 Porsche Cayenne GTS came in with a base price of $70,900. Significant tech options included in our test car were the Porsche Communication Management system, which includes the navigation system, for $3,300, and the Bose audio system, for $1,690. Some of the pricier non-tech items in our car were the GTS Red paint job, for $3,140, and the all-leather interior package, which adds $3,170. The total for our car, along with the $895 destination charge, racked up to $90,100. We would also have included the Universal Audio Interface, which brings in iPod integration, for $95, making it a no-brainer option. We were also amused by some of the other available options, such as $2,160 for leather air vents and $1,415 for carbon fiber, roof, grab handles. The BMW X5 and X6 are the closest competitors to the Cayenne GTS, both being performance-oriented SUVs. The Cayenne GTS performs a little better than the BMWs, but offers inferior cabin tech.
In rating the Cayenne GTS, we have to give it a mediocre score for cabin tech. The stereo earns it points, and there are some things we like about the navigation system, but there's nothing particularly innovative here. For design, we like the exterior of the car, but the cabin tech interface isn't great, bringing down the total. Performance is where the Cayenne GTS shines, offering sports-car handling and off-road capability, only taking a hit for the very poor fuel economy.
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