Mercedes-Benz SLR McLaren 722

 The new Mercedes-Benz SLR McLaren Roadster 722 S opens up astonishing dimensions when it comes to open-top driving. Delivering 478 kW/650 hp, acceleration from 0 to 100 km/h in 3.7 seconds and a maximum speed of 335 km/h, this two-seater cabriolet surpasses the existing benchmark among open-top super sports cars – the SLR McLaren Roadster. Both vehicles feature a fully retractable folding soft top capable of withstanding the high speed and are made of carbon fibre. This endows both models with a very high degree of safety and extreme torsional stiffness. In addition to increased power, the new SLR McLaren Roadster 722 S features even more dynamic suspension tuning and improved aerodynamics. While enjoying exceptional performance, the new roadster’s occupants in no way lose out in terms of comfort or the vehicle’s suitability for everyday use. With its sporty, premium-quality interior appointments and distinctive motorsport pedigree, the new SLR McLaren Roadster 722 S is limited to 150 vehicles and will inspire the most discerning automotive enthusiasts.

Spectacular dimensions in open-top driving are opened up by the new Mercedes-Benz SLRMcLaren Roadster 722 S. With an output of 478 kW/650 hp, acceleration from 0 to 100 km/h in 3.7 seconds and a top speed of 335 km/h, this open two-seater betters the standard set for open-air super-sports cars by the SLR McLaren Roadster. Both have a fully recessible soft top suitable for high speed driving, and are made from carbon fibre. This produces a very high level of safety and extremely high torsional strength. In addition to a higher engine output, the new SLR McLaren Roadster 722 S has an even more dynamic suspension setup and further aerodynamic improvements.
 
The powerful heart of the SLR Roadster 722 S is a supercharged 5.5-litre V8 engine which is hand-built in the Mercedes-AMG engine shop in Affalterbach. The special strengths of this high-performance engine include extraordinary responsiveness to movements of the accelerator, a high torque and an unmistakable V8 sound. Moreover, with an output of 478 kW/650 hp and 820 Nm of torque, power is on tap almost to excess (SLR McLaren Roadster: 460 kW/626 hp, 780 Nm). Accordingly the new model variant meets the wishes of the most discerning customers for even more sportiness combined with excellent day-to-day practicality.

The five-speed automatic transmission developed by Mercedes-Benz is designed for high performance. It is specially configured for a very high torque, and allows the driver to choose between two sets of shift characteristics. As a result the roadster achieves performance figures that are even outstanding for the high-end sports car segment: the SLR Roadster 722 S absolves a sprint from zero to 100 km/h in a breathtaking 3.7 seconds, and 200 km/h is reached in 10.6 seconds. The maximum speed is 335 km/h, which is unrivalled by any other series-production roadster.


 The spring and shock absorber configurations of the suspension are stiffer, and the body has been lowered by 10 millimetres at the front and rear. This ensures the greater handling stability of the Mercedes-Benz SLR McLaren Roadster 722 S, with a significant improvement in handling dynamics. The lightweight, 19-inch forged aluminium wheels allow a view of the red-painted brake callipers on the highly-resistant carbon-fibre/ceramic brake discs, which make for impressive deceleration figures.



The outstanding qualities of the 722 S are complemented by the fully recessible fabric soft top, which blends harmoniously into the flowing lines of the roadster. The weave structure of this high-tech roof material reflects the carbon-fibre look, guarantees full day-to-day suitability in any weather conditions and allows the vehicle a top speed of 335 km/h – a unusual figure for a roadster. Thanks to favourable aeroacoustics, conversation during open-air journeys is still possible at well over 200 km/h.

The soft top opens and closes semi-automatically in around ten seconds, combining comfort expectations with the purist nature of the roadster. For opening, the roof needs to be unlatched at the windscreen frame and lifted slightly, after which it folds down electrically. The front section of the soft top features an integral aluminium cap, which effectively prevents "ballooning" at high speeds.

The handling and aerodynamics of this high-end roadster were optimised for high speeds in the wind tunnel. The aerodynamic concept follows that of the SLR Coupé, with an airbrake integrated into the boot lid, an enclosed underbody and a diffusor in the rear bumper to ensure the greatest possible downforce on the rear axle. The so-called airsplitter at the front end augments this downforce, while small wheel spoilers reduce turbulence at the rear axle. The result is precise handling and steering at high speeds.
 
The roadster has a crystal antimony grey paint finish, which highlights the sculptured look of this high-performance car particularly effectively. The carbon-fibre technology is visually complemented by the black, grid-like air vents on the bonnet and the front and rear light modules with palladium grey surrounds.

In the interior, outstanding lateral support is guaranteed by sports bucket seats upholstered in a combination of semi-aniline leather/Alcantara. Striking visual highlights are provided by the contrasting seams in 300 SL red, the embossed 722 S lettering on the head restraints and the likewise red seat belts. Frequently used controls such as the shift and parking brake levers are lined in particularly high-grip and moisture-absorbing suede leather. In the interior too, the generous use of carbon-fibre underlines the high-performance philosophy and adds a particularly puristic touch.
 

The exclusive appointments include two-zone automatic climate control, a high-quality BOSE Premium sound system, a multifunction sports steering wheel with shift paddles and a navigation system with an integrated radio and CD player.
This limited edition of 150 examples is predominantly hand-built at the Formula 1 workshops of McLaren in Woking, England, and is available from January 1, 2009.

 

Jaguar XKR-S

Billed as Jaguar's "most responsive, powerful, agile, and driver-focused production car," the XKR-S is a serious performance machine. It builds on the "normal" XKR by adding more power, a revised and stiffened suspension and special styling touches inside and out.
The heart of the XKR-S, which is also available in drop-top XKR-S Convertible form. is its supercharged 5.0-liter V8. This twin-cam, direct injected unit makes 550 horsepower and 502 lb-ft of torque, levels that surpass even those of Jaguar's XJ220 supercar from the early 1990s. Remapping the engine's fueling characteristics and increasing exhaust gas flow through the use of an active exhaust system helped liberate the extra ponies from the engine, which makes 510 horsepower in the XKR.
 

The motor hooks up to a quick-shifting six-speed automatic transmission that offers up smooth, rev-matched downshifts and helps the car return 15/22 mpg, which is just good enough to avoid the gas-guzzler tax. Jaguar quotes a zero-to-60 mph time of 4.2 seconds, though that figure is likely conservative by at least half a second, while top speed is electronically limited to 186 mph.
Helping to ensure that handling is up to the brutal straight-line quickness is a hardened suspension that features reworked aluminum front suspension knuckles, a revised rear geometry and stiffer springs and dampers. Jaguar also added lightweight forged alloy wheels, recalibrated the steering effort to minimize any response delays and hooked up a torque-vectoring rear differential to produce more agile and connected driving dynamics.

Realizing that the performance equation wouldn't be complete without a potent braking system, Jaguar bestowed the XKR-S with cast iron and part aluminum monobloc calipers along with internally ventilated brake discs (measuring 380mm at the front and 376mm at the rear) that provide repeated, fade-free stopping power.
Signaling the sporting intentions of this fast cat to the world is a unique front end with twin nacelles, side intakes and a carbon-fiber splitter. Extended side sills emphasize the low ride height, while around back there's a carbon fiber diffuser and a rear wing with carbon-fib centre section. Overall, the look is aggressive while still maintaining the Aston Martin-like elegance of the normal XK.
 
Inside, the cabin benefits from seriously bolstered front seats that hold occupants firmly in place during spirited maneuvers, which are affected by the use of a unique leather-wrapped, multi-function steering wheel. Other unique touches include ebony soft-feel paint for the switches and gloss black finish to the centre console, new carbon leather accents covering the seats and a special Dark Linear Aluminum finish is available as an alternative to the traditional Jaguar wood trim.
Befitting the car's substantial price tag, a range of luxury features such as heated seats, a touch-screen navigation system and premium stereo are fitted as standard.
Safety features such as dual front, side and side-curtain airbags come standard, as do traction and stability control systems.
 

Mercedes G65 AMG G800

 

The new-generation G-Class AMG received lots of attention at the 2013 Geneva Auto Show. The second tuner to update the new G65 AMG is Brabus which developed a kit called the G800 - a clear reference to the engine’s output of course.

The G800 kit includes a high-tech Bi-turbo system, a new exhaust system with integrated turbine housings and high-performance turbochargers to help optimize throttle response. Brabus also installed four water-to-air intercoolers and two air filter boxes in the front fenders. With some extra help from reprogramming of the ECU, the engine now delivers a total of 800 horsepower and 1,047 pound-feet of torque. The sprint from 0 to 60 mph is made in just 4.2 seconds, while top speed is limited electronically to 155 mph, but it can be increased to 168 mph by removing the speed limiter.

 

The G800 kit continues with an aerodynamic package that includes powerfully sculpted fender flares, a new front spoiler with integrated LED daytime running lights on both sides and a new front grille with Brabus logo. The G65 AMG is now 4.7 inches wider, thanks to the addition of new fender flares. The model will sit on a set of 23-inch forged wheels combined with high-performance tires in size 305/35R23. There is also a new Ride Control suspension that offers two different setups: comfort and sport.

For the interior, the tuner offers a combination of BRABUS Mastik leather and fine Alcantara, plus carbon-fiber and wood inlays.

 

The BRABUS 800 engine conversion unleashes the power reserves inherent in the 6.0-liter V12 Biturbo engine. To this end the BRABUS engine specialists developed a high-tech Biturbo system. The exhaust manifolds custom-designed for the G 65 AMG with integrated turbine housings and high-performance turbochargers optimize throttle response and produce a higher boost pressure than the production turbos. Four water-to-air intercoolers arranged under the BRABUS carbon-fiber hood scoop ensure lower charge-air temperatures. This benefits power yield and durability even under extreme conditions such as in the desert. The optimized engine air supply is provided by two air filter boxes in the front fenders.

On the exhaust side there is a BRABUS stainless-steel high-performance exhaust system with free-flow metal catalysts and a sound management system courtesy of a butterfly valve in the exhaust. The high-tech exhaust is controlled with a button on the steering wheel. The V12 can purr discreetly in “coming home” mode or shout out its exhilarating power in the sport position. The sport exhaust adds some visual excitement with its two dual tailpipes – with regular or black chrome finish – exiting on both sides in front of the rear wheels.

  

88 kW / 800 hp and 1,420 Nm instead of the standard-spec 450 kW / 612 hp: With the BRABUS 800 engine conversion, BRABUS (Brabus-Allee, D-46240 Bottrop, phone + 49 / (0) 2041 / 777-0, fax + 49 / (0) 2041 / 777 111, internet www.brabus.com) offers owners of the new Mercedes G 65 AMG a fascinating performance upgrade. A sprint time of just 4.2 seconds to 100 km/h (62 mph), an electronically limited top speed of 250 km/h (155 mph) and the optional BRABUS WIDESTAR wide-body version complete with 23-inch BRABUS forged wheels available in various versions set the tuned off-roader far apart from the rest. The electrically adjustable BRABUS Ride Control suspension offers a perfect symbiosis of excellent ride comfort and safe, agile handling.

Mahindra Ssangyong Rexton

 An SUV aimed at some of the biggest players in the business in India the Mahindra SsangYong Rexton has been picked by ZigWheels as the finest premium SUV offering.
 


The SsangYong Rexton was really the biggest surprise of the year. It came from an almost unheard of (to most) company from Korea which had filed for bankruptcy before Mahindra acquired it a couple of years back, and now suddenly it's got an SUV aimed at  some of the biggest players in the business in India. And if you look at the company's past portfolio, the quirky SUVs you'll see in there will really leave you doubting the Rexton.

But the Rexton is one of those vehicles that, though it doesn't offer anything groundbreaking, it'll simply blow your mind in the way it shatters your preconceived notions about it. In the flesh, its a properly good looking SUV that offers plenty of features, a comfortable ride, meaty engine and a surprisingly premium build quality both inside and out.

While this is no rock crawler or a corner carver by any means, what it does offer is a magic carpet ride over literally any road surface India can throw at it. Roads which will leave you seething in any other car are handled with the utmost of ease in the Rexton. And just for that, its easy to fall in love with it, especially when you factor in the price as well.


 

Mahindra Ssangyong Rexton is powered by a 2696cc, 5-Cylidner, RX270 diesel engine. But this engine’s power and torque figures are different for RX5 and RX7. Rexton RX5 generates maximum power of 162 Bhp at 4000 rpm with maximum torque of 340 Nm at 1800 rpm. The RX7 variant develops maximum power of 184 Bhp at 4000 rpm with maximum torque of 402 Nm at 1600 rpm. The RX5 sports a five-speed manual gearbox while the RX7 features a 5-speed automatic transmission.

JAGUAR CX-16

The Jaguar C-X16 is a concept hybrid electric sports car that was unveiled by Jaguar Cars at the 2011 Frankfurt motor show on 13 September. In April 2012, Jaguar announced that they will be manufacturing a new sports car based on the Jaguar C-X16 called the F-Type, which was subsequently shown to the public (in non-hybrid form) at the Paris Motor Show in September 2012.
 

The car body is constructed from aluminium, and - at 4,445 mm (175.0 in) long, 2,048 mm (80.6 in) wide and 1,297 mm (51.1 in) high - is said by Jaguar to be the smallest car that they have made since the XK120 of 1954 .The drive train comprises a hybrid unit, combining a 375 bhp (280 kW; 380 PS) 332 lb·ft (450 N·m) supercharged 3-litre V6 petrol engine with a 92 bhp (69 kW; 93 PS) 173 lb·ft (235 N·m) electric motor and an eight-speed ZF automatic transmission.The battery pack, which is mounted behind the front seats, is charged using a brake regeneration system. The car can run on engine alone, motor alone or on both in combination. Under engine power, the electric motor can also be activated to boost acceleration, in a similar way to the KERS system used in Formula 1 cars, by using a switch on the steering wheel.

The C-X16 form takes cues from Jaguar's 2010 C-X75 plug-in hybrid concept supercar, including the shape of the front grille and the wrap-around rear lights, and has a side-hinged opening rear window reminiscent of the 1961 E-Type . Jaguar's figures give a 0 - 62 mph (100 km/h) acceleration time of 4.4 seconds and a top speed limited to 186 mph (300 km/h). The CO₂ rating is 165 g/km. Powered by the electric motor alone, the top speed is 50 mph (80 km/h)..

LAND ROVER FREELANDER 2

When the Freelander 2 was being built, the key features which were considered were that the car must have the looks similar to the Discovery 3 and Range Rover Sport. The damshell hood and the step roof were the exterior features/looks carried forward from the older version of the Freelander 2. The metallic side vents on the car are very sporty which enhance the side profile of this able soft roader. The raised roof and tapering rear pillar add to the sporty character of the Freelander 2.

The wheel arches also add ample muscle to the looks of the Freelander 2 making it look very strong and ready for action. The blacked out rear pillar reminds of the design from the range rover. The high ground clearance at the front and back tells you that this car can go off roads without hesitation. The Land Rover Freelander 2 is not just sporty and appealing to the eye but is also a very safe car to drive in. It has scored the best in class during the EuroNCAP crash tests. The car is so well engineered that it safeguards the occupants in the maximum possible way during head-on impact. There is a first in class airbag to protect the driver’s thighs as well which proves that such a situation would be less fatal. The Land Rover Freelander 2 in total gets 7 airbags standard on all variants. Freelander 2 is a very successfully scaled downed version of the full size range rover from the front with its distinctive design. The deep cut crystal like headlamps upfront give maximum road visibility at night and look magnificent in the day as well. And not to forget, the grill gets the typical Land Rover badging which defines what the quality of the car is. The Freelander 2 has a 4WD system that is more biased towards off-road driving than on-road abilities.

 


The Freelander 2’s system tries and avoids wheel spin from a stop on all surfaces and this system can work as soon as a 15 degree wheel slip is encountered. The Freelander 2 also gets the very effective terrain response like the Range Rover which has the four preset settings like; General, Grass-Gravel & Snow, Mus & Ruts and Sand. This terrain response makes driving easier on the road as well as off road. It also controls the throttle as well as the gearbox during unfavourable conditions. The new Freelander 2 has a more purposeful stance which is more sensible for the Indian conditions. It looks much sportier and sophisticated than the previous models. Also the Freelander 2 has new wheel styles unlike the older version. The Freelander 2 is one of the most fuel efficient cars of the Land Rover group.

Not only refinement but the Land Rover Freelander 2 also provides with good performance and economy. Al in all, it’s a state-of-the-art LAND ROVER product which is unmatched by other car manufacturers. The transversely mounted engine on the Freelander 2 has various benefits like excellent crash protection, flexibility in front end styling etc. The Freelander 2 in India comes with two variants; the TD4-SE and SD4-HSE. The Freelander 2 is as refined as a saloon car on road. There is no sluggishness despite of being a diesel and such a huge car. It drives reluctantly as soon as the pedal is pressed and does not disappoint no matter what the drivers preference is.

Aston Martin DB9

The Aston Martin DB9 is a four-seat grand tourer that charms with its supremely elegant styling, bespoke interior and sonorous twelve-cylinder motor. Though there are certainly more powerful and better-driving exotic coupes on the market, the DB9's timeless lines and impeccably appointed cabin set it apart.

First launched in 2004, the DB9 is also available in drop-top Volante form. For the latest model year, the DB9 received a thorough update that includes freshened styling, a slightly revised interior and a more powerful motor.

Although the basic look of the exterior, including its classic proportions and graceful stance, remains unchanged, there are several new details. The headlights are more angular and swept-back than before, while the lower front fascia gets a streamlined single-intake design.

From the side, the DB9 looks more aerodynamic, though the profile remains the same as any modern Aston Martin GT. At the rear, an integrated spoiler improves aerodynamics. Some design details have made their way down from the company's One-77 flagship, like the five-vane front grille.

Underneath its hood, DB9 gains the latest version of Aston Martin's proven 5.9-liter V12 engine. Essentially a detuned version of the Vanquish supercar's mill, the DB9's unit now boasts an additional 40 horsepower (for a total of 510) and 14 lb-ft. of torque (up to 457 lb-ft.). The upgrades are made possible by a new head with dual variable valve timing, upsized throttle bodies and changes to the fuel pump, intake manifold and combustion chambers.

The engine mates exclusively to a six-speed automatic transmission that shifts smoothly but more slowly than the dual clutch boxes used by many of the DB9's rivals. Aston Martin recently eliminated the more sporting manual transmission option; those looking for a proper three-pedal gearbox will have to settle for either the V8 or V12 Vantage.

The zero-to-sixty mph sprint is achieved in the mid-four-second range, which is roughly a second behind the pace of some competing models.

The DB9 continues to utilize Aston Martin's flexible and lightweight "Vertical/Horizontal" architecture, which is constructed from aluminum. The suspension was recently optimized for improved handling and includes an active damping system with Comfort and Sport modes. Even with the latter engaged, the ride remains compliant and there's more body roll than would be found in a true sports car. However, the handling is pleasantly responsive overall.

Inside, the DB9 is simply sumptuous, with soft leather, alloy trim and other high-quality materials covering nearly every surface. The tasteful dashboard layout hasn't changed much since the car's introduction, although the climate and entertainment system controls were recently redesigned for greater ease of use. A wide variety of different leather, wood and carbon fiber options can be specified, and color choices are also nearly infinite. There's plenty of room for the driver and passenger up front, but the rear seats are for extremely small children only.

Standard and Optional Features
Standard features include leather upholstery, a navigation system, a premium AM/FM/CD sound system with AUX and USB input jacks, heated front seats, front and rear parking sensors, Bluetooth connectivity, a trunk-mounted umbrella, xenon headlights and 19-inch alloy wheels.

Besides an available Bang & Olufsen surround-sound system, there's also a small galaxy of exterior and interior color schemes and interior trim options to choose from.

Occupant Safety
All Aston Martin DB9 models come standard with dual front, dual side and full-length side curtain airbags in addition to traction and stability control systems and electronic brakeforce distribution.

Key Competitors
The DB9 faces competition from powerful yet luxury-oriented grand tourers like the Bentley Continental GT, Maserati GranTurismo S and Mercedes-Benz CL65 AMG. Each possesses a distinct character derived from its country of origin, and discerning individuals with sufficient means are highly encouraged to simply purchase all four.

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XTREME AUTOMOBILES : Porsche Cayenne GTS

XTREME AUTOMOBILES : Porsche Cayenne GTS: Porsche Cayenne GTS: Power Play We could see it coming from a mile away. The Porsche Dynamic Light System-equipped LED headlamps on t...

Porsche Cayenne GTS

Porsche Cayenne GTS: Power Play

We could see it coming from a mile away. The Porsche Dynamic Light System-equipped LED headlamps on the GTS pierced the breaking dawn as it reached us. Sure, it was very early in the morning and the winter sun was yet to break out of its slumber, but I think we would have noticed the Cayenne GTS from a distance even if it were broad daylight. It may not be a handsome-looking SUV, but on our roads it exudes power.

When Porsche revealed the Cayenne SUV more than a decade ago, many cried foul. It looked awful, but that was the least of the purist's problems. The bigger grouse was what would happen to a company which, so far, was synonymous with the most iconic sportscars of all time – the 911? A sports utility vehicle is anything but a sportscar, because it is a big ponderous machine, designed to strike a balance between driving pleasure and off-road ability. A compromise. And compromising on driving pleasure is not what Porsche is known for.

Well, that’s what the purists think and to hell with that. Welcome to the real world, where an SUV was the need of the hour. It was an essential tool that Porsche thought would give it a fighting chance, not just to survive but to live in style in the fiercely competitive world of luxury cars, charting newer territory because the fight was no longer confined in Europe. It had gone beyond.

There have been a slew of Cayenne launches since 2002, when it first broke cover in the US of A. Each one more powerful and more enchanting than the other. You can read about the hierarchy elsewhere on these pages, but what you can read here is that the GTS slots somewhere between the Cayenne S and the Cayenne Turbo, which in absolute terms comes to around Rs 1.3 crore.

Typically, as with Porsche's sportscars, all Cayennes have a familiar face. Now in its second generation, Porsche has made the Cayenne smaller and less weird looking than the first one. Maybe we have gotten used to the idea of a 911 on stilts. Interestingly, the GTS has smaller stilts and sits much squatter than a regular Cayenne. As the name suggests – Grand Touring Sports – the GTS is clearly focused on offering a sportier element to the SUV.

The front has a more prominent air dam and there are ones in the lower chin too. The GTS comes with a load of add-on kit as standard – from the side skirts to the rear wing that actually helps downforce. And it's better considering the car can hit a max speed of 261kph. Yes, that’s a lot, but having driven this car at full whack, we can tell you that you don’t need a decent straight stretch to hit that mark. This car is quick – and that’s an understatement.

The GTS’s USP is its PASM and PDCC. If that hasn’t confused you enough, nothing else will. So, as complex as the acronyms sound, what they mean are Porsche Active Suspension Management and Dynamic Chassis Control, both of which work in tandem to make sure you are low on body roll. PASM is standard. PDCC is not.

The engine is a 4.8-litre V8. Obviously, you will love the fact that there is 420bhp at 6500rpm and a whopping 515Nm or torque at almost half of peak torque rpm. But what you may like more is the way the engine comes to life. The key is in the shape of a Panamera for some reason, but the ignition is still a knobby switch, which you turn to wake the giant. While the engine noise is a menacing growl, the coming-to-life sees the rpm build to a figure far greater than required, to announce all around you that the beast has awoken. It settles into a fairly audible murmur before the foot touches the throttle.

The eight-speed tiptronic gearbox is up early in the rev range and before you know it, the car is hurtling ahead. Keep the throttle southbound and the all-wheel drive digs in firmly. You hardly feel the weight. You sit much closer to the road than you do in the average Cayenne, and in your hand is a steering that could well be from a sportscar. And the only controls on the suede leather-wrapped steering wheel are the paddle shifters. This is hardcore.

Equally hardcore is the ‘Sport’ button. Active suspension means you can choose what height you want the suspension raised to – all this controlled by a simple push/pull switch. Of course, it can happen automatically too – say, when you go off-road, the car will rise automatically. Then there are three modes to drive in – Comfort, Normal and Sport. The last one, Sport, is what you need to focus on because there is where you realise why you signed a cheque with nine digits on it. A firm press and as soon as the red below the switch glows, the GTS responds by upping engine revs, adding a bit of weight to the steering, making the car sit lower and giving the driver a jab of adrenaline.

Going fast comes easily to this Cayenne. What it also does better is corner really hard. It’s almost unbelievable that you can do this in what is essentially an SUV. Never let go of the steering and the car will never let go of the line. It obeys in a fashion that would make the Carrera S proud. But let me warn you here – do not be as adventurous in Normal or Comfort modes. In Normal, the GTS gets on with life without a lot of drama. Of course, you need this mode when the Cayenne is put to more conventional use like going to the office or for taking friends or family out to a party. The ride is firm but not intrusive and you are not left cursing those who make our roads as much as you do otherwise. At least, not for the surface. But you will surely curse those who design our roads, which hardly give us a chance to stretch the legs of this car. But show the GTS an empty stretch of highway and it gobbles it up faster than our politicians pocket public money

As much as it is in the thick of things when it comes to sportscars, there is little doubt that the same applies to Porsche when it comes to sports utility vehicles. Porsche may have originally designed the vehicle along with VW and Audi, but with the GTS, it has set the benchmark for showing the true intent of the word ‘sports’ in SUV.

What makes the GTS all the more likeable is that it can play a dual life, and it has the wherewithal and the hardware to play it well. It’s almost like two luxury SUVs for the price of one – which makes the price tag sound a bit saner than it looks. The GTS is not the most powerful or the fastest Cayenne out there. But then, it’s not about how much power you have. It’s about how you play with it.