There’s no other manufacturer like Porsche when it comes to the number of models it can wring out of a single nameplate. There are 24 variations of Panamera and 23 different 911s. The Cayenne now has 19 models when you add the latest Turbo GT to the fleet. Yes, there are crossovers and couped-crossovers in the mix, but that doesn’t diminish the diversity!
The new Cayenne Turbo GT is the sportiest of the breed and it’s really aimed at the track enthusiast, although it does double very nicely as a grocery getter. The latter being said with tongue firmly planted!
The Turbo GT is powered by the same 4.0L twin-turbo V8 found in the Cayenne Turbo, but it has been extensively updated. Significant work went into the internals so the twin turbos can now blow the intercooled air into the engine at 23 psi! This sees it push 631 horsepower and 626 pound-feet of torque anywhere between 2,300 and 4,500 rpm. That’s a 90 hp and 59 lb-ft increase over the Turbo. The GT’s exhaust underscores the increased potential. The titanium system ditches the centre muffler, features adjustable flaps, and has twin centre-mounted tailpipes. Select loud, and it sure sounds mighty proud!
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
To put that healthy power hike into perspective, the Cayenne Turbo runs to 100 kilometres an hour in a rather quick 3.9 seconds. The Turbo GT chops that to a blistering 3.3 seconds. Part of the credit goes to the increase in power; the other is down to weight reduction. The work includes the carbon-fibre roof panel you’ll find in place of the glass moonroof. This change alone chops 22-kg from the mass and it lowers the centre of gravity.
It fires the engine’s fury through an eight-speed automatic that shifts impeccably when in Normal mode. Ratchet it up to Sport mode and it holds each gear longer to emphasize the performance at play. Finally, Sport+ has a neat feature. The driver can pre-select a lower gear when heading into a corner under hard braking — the instant the engine reaches the perfect rpm the box automatically downshifts. It’s designed more for race track use than anything, but it does make a twisty road more fun.
The power reaches the road through one sharp all-wheel-drive system. Technically, the active system is fully variable so it sends the power to the wheel(s) that can put the drive to the best use. That said, it seems to favour a rear bias, at least according to the digital readout that shows the power distribution. It also uses brake-based torque vectoring and, to deal with the thermal load of a track session, it uses a water-cooled transfer case. The upshot is, even when launch control is activated, the P285/35R22 front and P315/30R22 rear tires just dig in and provide maximum warp. It really does take a steely nerve to keep the gas matted as it rockets through 100 km/h!
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
To emphasize its overt ability there’s the red “push-to-pass” button in the middle of the mode selector ring on the steering wheel. In Porsche-speak, the Sport Response button puts everything into hyper and holds it there for up to 20 seconds. Now, punching the gas pedal sees things happen immediately!
Mercifully, the massive ceramic rotors are up to the task of reining in the speed without running headlong into brake fade. The plus is, unlike some ceramic setups, the brake pedal has a natural, progressive feel when the GT is tooling about town.
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Now, as impressive as the speed is, it’s not where the Turbo GT shines. This shows up when the road begins to twist. It gets everything Porsche has in its dynamic arsenal. The GT’s height-adjustable, adaptive air suspension rides 17-millimetres lower than the Turbo and, in Sport+, it is 15% stiffer. The adaptive damping has also been reworked and is now firmer up front. Beyond that, it uses active anti-roll bars to limit the amount of body roll. This lot combines to bring a ride that’s darned near 911 flat through a corner. The sensation belies the fact the Turbo GT is a crossover!
Finally, there’s the four-wheel steering. It brings a much sharper turn-in response and it does a very good job of masking the Turbo GT’s curb weight — at around 2,200-kilograms it is no lightweight. Of course, all these systems are tied together so the individual facets work in complete harmony. In the end, it makes what could have been a rather ponderous piece feel like a svelte and delightfully tight sports car. It’s as though the GT molds the laws of physics to its liking — obviously, it can’t break these fundamental principles, but it does seem to put a pretty big dent in them.
For the most part, the GT’s cabin is all Cayenne, although the seatbelt colour matches that of the stitching found throughout the cabin and the Alcantara on the steering wheel and superbly supportive front seats is a cut above the norm — it not only has serious eye appeal, it stops the riders from sliding around when the going gets fast.
As before, the instrumentation is reconfigurable and can show everything from a map insert and the front/rear power split to the Sport Response time remaining in the right-side pod. That said, most of the information needed by the driver is displayed in the large head-up display.
2022 Porsche Cayenne Turbo GT Photo by Graeme Fletcher
To the right is Porsche’s latest infotainment system (PCM 6.0). The new multimedia setup represents a big step forward, as it now supports wireless Apple CarPlay and, for the first time, Android Auto, although it must be wired. This move is long past due. The other plus is the voice recognition side now accepts simple commands. Say, “Hey Porsche, I’m hot” and the climate control is dutifully dialled down. It then says, “It will be cooler soon!” Thank you.
Functionally, there’s plenty of rear seat space for the outboard riders, however, the coupé does take a cargo hit. It has 482-litres with the 40/20/40 seats up and 1,404L when folded, which is 290L and 304L, respectively, less than its boxier twin.
Finally, commenting on paint colour is best left to photographs, as they say more than words. However, in this case the Turbo GT’s Oak Green metallic paint, one of Porsche’s “paint to sample” custom colours, has such a rich, deep lustre to its sheen it merits mention. The finish is green, but in certain lights it takes on a subtle golden hue that ties the body into the 22-inch Satin Neodyme wheels. Mind you, as a $13,050 option it is not for the faint of heart!
The Porsche Cayenne Turbo GT is about as subtle as a sledgehammer, but therein lies its overt appeal. It is, first and foremost, a full-on track-ready demon, but it also has the needed versatility — think of it as being a 911 for those with family commitments. As such, it is an intriguing proposition and a more “affordable” alternative to the likes of the Lamborghini Urus.
Keyword: SUV Review: 2022 Porsche Cayenne Turbo GT