2022 Porsche Cayenne Turbo GT review: International first drive

Imagine the unimaginable. Like reeling in by magic all that explosive forward thrust on the nose-dive approach to a triple-X bend. Cornering at g-forces that would unglue the rear-view mirror in lesser automobiles.

Shrieking smoothly, effortlessly and safely through a wide and long third-gear arc, climaxing momentarily in a hinted tailslide. Briefly exceeding an indicated 315km/h on a downhill stretch of the A8. Not lifting through a series of heart-stopping esses in the Black Forest. Questioning the on-board computer’s calculated average consumption of 28L/100km.

There’s no doubt about it: this is a silly car that has fallen out of time. But those who still live in the past are bound to love it. The 4.0-litre V8 installed in the new Cayenne Turbo GT musters 471kW and 850Nm – up 67kW and 80Nm over the Turbo – but it still does not quite match the 500kW and 850Nm of the Turbo S E-Hybrid, which is also significantly more economical and over $36,000 less expensive.

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The GT is, on the other hand, sportier and lighter, 5km/h faster at the faintly academic (in Australia at least) top end and half a second quicker to 100km/h. Peanuts? Yes and no.

Outright performance is not the sole decider; the more restrained mass and momentum do make a difference on winding back roads and on Porsche’s handling track at Hockenheim. They make a difference too on the great leveller that is the Nordschleife, Porsche having claimed a production SUV record with the Turbo GT of 7m38.9sec. Somewhat staggeringly, this is on par with the pace of a 997-gen 911 Turbo.

Available only in coupe form (but it doesn’t have Coupe as part of its full name), the Turbo GT’s transition from plain Turbo involves fitting every conceivable chassis upgrade as standard, lowering the ride height by up to 17mm, applying bespoke settings and getting Pirelli to come up with a special version of the P Zero Corsa to sit on the new 22-inch wheels.

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Standard kit includes rear-wheel steering and a water-cooled diff. Most of the time and on most surfaces, it’s a rear-drive SUV with on-demand AWD capability, so the front axle can usually concentrate on turning the wheels. Since torque distribution is an active dynamic element, the handling is subtly tail-focused.

Despite all the bulk and the nose-heaviness, the car’s character is determined by an underlying agility and athleticism. However, the throttle response borders on jerky, and the titanium exhaust – devoid of a centre silencer – can by sheer phonetic vibration make trees shed their fresh leaves in early spring. Externally, the Turbo GT goes big on carbon fibre – double-bubble roof, rear diffuser – and aero, including a bigger active rear spoiler. Inside, you are treated to acres of Alcantara, eight-way sports seats and the latest infotainment trickeries.

The related Audi RS Q8 may be the more compelling all-rounder, while the Lamborghini Urus is sharper and more extrovert. But the Turbo GT manages to prise open a new sub-niche, as a high-rise GT that combines high technology, high fuel consumption and very usable performance.

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Porsche Cayenne Turbo GT specs