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As I thunder along the snow-packed road, I see a gray blur on the road ahead. I apply the brakes, and the SUV slows to a stop as a small herd of reindeer trudges stoically in my direction. When they encounter my front bumper, the herd reluctantly veers off to the right, jumping a three-foot high snow bank and continuing on their way. In the midst of this remarkable experience, all I can think is that I might just be in the absolute perfect vehicle for these conditions: The 2016 Porsche Cayenne GTS.


I have flown all the way to Skelleftea, Sweden (about 480 miles north of Stockholm, just 125 miles south of the Arctic Circle) in order to drive the 2016 Porsche Cayenne GTS and Porsche Cayenne Turbo S in the most extreme weather conditions. Porsche has set up a winter handling course on a retired Swedish Air Force base, and my test driving will be split between the GTS and the Turbo S on the drive to the base and back, and during exercises on the base.

The courses have literally been carved out of the snow. There’s a handling course, about 2 miles of sharp turns, switchbacks and short straights lined by four-foot walls of snow. There’s a slalom course through snow walls, and another on a flat plain. There are three circular skid pads, and a strip for 0 to 100 kph to 0 testing. The surfaces are all hard packed snow over a layer of ice, about as slick and unforgiving as you can imagine. It’s a winter wonderland and the perfect environment to test power delivery, traction control, stability control and suspension settings.

Combined with the real world drive to and from the facility (about two hours in each direction), I left with a very definite opinion of how the new GTS and Turbo S measure up in the Cayenne lineup.

Porsche has a habit of slicing their vehicle lineup into ever-thinner classes that only make sense upon close study. For 2016, there will be seven different variants of the Cayenne, most easily distinguished by engine type and power ratings. The base Cayenne ($58,300) produces 300 hp and 295 lb-ft of torque with a 3.6-liter V6; the Cayenne Diesel ($61,700) uses a 3.0-liter diesel V6 that makes 240 hp and 406 lb-ft of torque; the Cayenne S ($74,100) gets 420 hp and 406 lb-ft of torque out of its V6; the Cayenne S E-Hybrid ($76,400) uses a 3.0-liter V6 gas engine with an electric motor to produce 416 hp and 435 lb-ft of torque; the Cayenne Turbo ($113,600) cranks 520 hp and 553 lb-ft of torque from its 4.8-liter V8.

The new Cayenne GTS (Gran Turismo Sport) slots in nicely between the Hybrid and the Turbo with a base price of $95,600 and a 3.6-liter engine that’s tuned to produce 440 hp and 442.5 lb-ft of torque. The engine gets boost from twin turbochargers, and is hooked up to an eight-speed Tiptronic S automatic transmission with all-wheel drive. The rear wheels are driven all the time, with power distributed to the front wheels as needed. Porsche Stability Management (PSM) is standard, along with Porsche Traction Management (PTM). Front suspension is a double wishbone design with steel springs and gas dampers, while rear suspension is a multi-link setup, also with steel springs and gas dampers.

The Turbo S is the current top-of-the-line for Cayenne.  With an eye-popping base price of $157,300, it comes with all of the bells and whistles that Porsche can muster. Under the hood, a 4.8-liter V8 engine with twin turbochargers snorts out 570 hp and 590 lb-ft of torque. I’ll wait while you clean your eyeglasses and read that again. Yep, 570 hp and 590 lb-ft of torque. An eight-speed Tiptronic S automatic transmission connects the engine to its all-wheel drive system, this one with sophisticated variable drive torque distribution at the rear axle and a electronically locking rear diff and Porsche Torque Vectoring Plus (PTV Plus). Air suspension with ride height adjustment and Porsche Active Suspension Management (PASM) with Porsche Dynamic Chassis Control (PDCC) are standard.

In the snow and ice, whether you’re packing 440 hp or 570 hp or 1,000 hp is irrelevant. What matters is if you can deliver that power in a manageable, predictable way. Any surging or turbo lag would be unsettling, and would send an SUV into an unrecoverable spin.

The Cayennes I drove in Sweden were equipped with Michelin Latitude Alpin winter performance tires, branded with the mountain/snowflake symbol. The road conditions in Sweden merited at least that level of tire. If the laws allowed, I would have used studs or even chains for maximum safety. Walking was a challenge on the road surfaces; driving was ridiculous.

Despite the extreme conditions, the Cayenne GTS and Turbo S proved to be remarkable performers. The tremendous horsepower and torque on tap never overwhelmed the steering or suspension. I was able to dial in exactly the right amount of throttle input to keep the vehicle under control, or to put it into a controlled drift around corners on the handling course. Cayenne is still a substantial SUV – GTS weighs 4,642 lbs and Turbo S comes in at 4,927 lbs – but that heft only becomes an issue when it comes time to stop on the ice. There’s no arguing with momentum – a body in motion wants to remain in motion, and with limited traction on snow and ice, stopping distances are extended. In a pure comparison between the two vehicles, the Turbo S wins with greater power reserves and a much more compliant, supple suspension. In actual fact, both vehicles impress with predictable handling, great steering and perfectly balanced controls.

Inside the Cayenne, the Porsche tendency toward multiple buttons and switches continues unabated. It seems that each new feature comes with a new button – no nested menus for Porsche. I’m always reminded of an aircraft dashboard when I encounter the Cayenne’s center console – and that’s okay with me. I’d much rather spend some time getting to know my SUV and being able to put my hands on the right button than to search through screen after screen of commands. It’s a matter or taste, though.

All around the cabin, Cayenne is a well-tailored suit. Great materials, beautiful stitching, tight tolerances and rattle-free construction. The extras on the Turbo S, like the Burmester sound system, take it over the top into ultra luxury. The GTS isn’t exactly a stripped down special, either, with an ample level of luxury features to go along with its performance.

I began this review by recounting the realization that I might have experienced the ultimate SUV for the harsh conditions near the Arctic Circle. I would have to measure the Cayenne GTS and Turbo S against its few competitors, like the Land Rover Range Rover Sport and BMW X6 M. I’d also be forced to consider some of the other Cayenne variants, as well as the new Porsche Macan.

You couldn’t have convinced me to give up the Cayenne GTS or Turbo S while I was in Sweden, though, not for all the reindeer meat in the world. With amazing performance, delicious power delivery and handling, this luxury sport utility vehicle has captured my heart. If the Turbo S falls within your spending limits, you’ll want for nothing; if the GTS is more in your comfort zone, you’ll hardly suffer at all. Both vehicles are superb, and highly recommended.

Disclaimer: This test drive was conducted at a manufacturer-sponsored press event. Travel, accommodations, vehicles, meals and fuel were provided by Porsche. For more information, see our Ethics Policy.