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"Carinthia, Austria\u2014The weather is quite dismal for a day in the early summer season, which would be a shame if you came here looking to soak in sun &amp;amp;amp; scenery around W\u00F6rthersee Lake. Fatefully we&amp;#039;re here attempting to keep pace with a Boxster S, behind the wheel of Porsche&amp;#039;s new Cayenne GTS, and it would appear that we&amp;#039;re succeeding. We could credit our experience and &amp;quot;superior&amp;quot; car control for this, though it&amp;#039;s also possible the GTS&amp;#039; standard Michelin summer tires and active all-wheel drive had something to do with it. Its system reacts instantaneously, apportioning torque between the front and rear axles at any percentage, which makes it seemingly impossible for an instructor in a rear-drive-only Boxster to walk away through every corner on the wet test track. Also worth some mention is the Porsche Torque Vectoring Plus option, endowing our car with an electronically locking rear differential and God-like computer logic that brakes the inner rear wheel at turn-in and guides our nose towards each apex. Brilliant.        2013 Porsche Cayenne GTS    More Power, More Sport   As sporting as the line of Porsche SUVs are, the role of the Cayenne GTS in the company&amp;#039;s words is to be the sportiest. And, frankly, it is one of the best SUVs for those who really enjoy dynamic driving and still value the option to deviate from the paved roads of urban chaos\u2014even if they never do. With this in mind they&amp;#039;ve outfitted the GTS with a 20 mm lower air-suspension\u2014replete with Porsche Active Suspension Management (PASM)\u2014that can adjust to five different levels of ride height. Standard 20-in. RS Spyder Design wheels push the front and rear tracks out a bit (0.51 in. and 0.67 in., respectively) benefitting lateral stability, while body english magically feels all but eliminated with the optional active anti-roll bars (PDCC). Porsche has also infused the naturally aspirated 4.8-liter V-8 with an extra 20 bhp and 11 lb.-ft. of torque to bring total output to a comfortable 420 bhp and 380 lb.-ft. This comes by way of steeper intake cams that increase valve lift to 11 mm (plus 1 mm) accompanied by uprated valve springs. You may wonder why the nearly identical Panamera GTS powerplant sees an extra 10 bhp from its V-8 and Porsche will explain that it&amp;#039;s due to the difference in engine bay shape and intake packaging. As compensation, this Cayenne GTS gets fitted with shorter final drive gearing front (3.27:1) and rear (3.70:1), a boon for acceleration and estimated to sprint to 60 mph from a standstill in just 5.4 seconds.        2013 Porsche Cayenne GTS    An 8-speed automatic transmission accomplishes shifts up to 5 percent quicker over other Cayenne models, made possible by faster torque converter lock up and partial cylinder deactivation on upshifts that afford easier engine and gearbox syncing. Though we&amp;#039;re fans of this 8-speed and the paddle-equipped steering wheel it comes with, the omitting of a 6-speed manual option the previous generation had is still a bummer. Porsche points out that it&amp;#039;s hard to make another case for something sold at a 3-percent take rate.        2013 Porsche Cayenne GTS    Beauty &amp;amp;amp; The Un-Silent Treatment   This aside, much of what we enjoyed about the previous GTS has carried over and, as anticipated, with improvements. The best of which has to include the engine sound. Porsche&amp;#039;s new Sound Symposers, that channel intake resonance into the A-pillar body cavities, paired with butterfly valves in the tailpipes, bring the GTS alive once the Sport button is depressed. The character is much in line with GTS&amp;#039; look that borrows its visual irascibility from the Cayenne Turbo. Their front and rear fasciae look virtually identical from the quad exhaust tips to the piercing four-spot LED running lights and front light bars sitting within beautiful gaping outer intakes\u2014functionally defunct for the GTS due to the absence of intercoolers. Small redemption is found in the body color front apron beneath, directing airflow to the massive brake rotors (14.2-in. front, 13.0-in rear) that earn their keep when this 4600-lb lump wants to slow down.        2013 Porsche Cayenne GTS    Completing the GTS look are dark headlight and taillight bezels, high-gloss black window trim, an exhaust finished in matte black, as well as a new twin-wing roof mounted spoiler\u2014the only detail here that&amp;#039;ll help keep you glued to the pavement as you near the 162-mph top speed.   When can I get one and what&amp;#039;s it going to cost me?   The price of admission for a new GTS when it hits showrooms this October will start at $82,050 (plus $975 destination). But the sky is the limit, really, as it&amp;#039;s possible (albeit challenging) to price one well into the $150K range if you mandate upgrades like Porsche Carbon Ceramic Brakes ($8840), Sport Chrono ($270) or high-end Burmester Surround Sound audio ($5690). But if you think you could get by in the lap of supportive yet comfortable 8-way power adjustable leather and Alcantara seats, with a great steering wheel in your hands, all that change you saved can go towards other more important things\u2014like chasing down sports cars on rainy track days.        2013 Porsche Cayenne GTS   "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/new-cars/first-drives/reviews/a18320/2013-porsche-cayenne-gts/>