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Motor 1
7 days ago
- Automotive
- Motor 1
The GMC Canyon AT4X AEV Is Off-Roading on Easy Mode: Review
Quick Specs 2025 GMC Canyon AT4X AEV Edition Engine Turbocharged 2.7-Liter Inline Four Output 310 Horsepower / 430 Pound-Feet Ground Clearance 12.2 inches Base Price / As Tested $67,030 / $70,350 Pros: Great Design, Solid Infotainment, Unmatched Off-Road Capabilities Cons: Buzzy Powertrain, Spare Tire Impedes Bed Space, No Physical Headlight Switch GMC Canyon AT4X AEV Overview: No Compromise Photo by: Brian Silvestro / Motor1 For most adventurers, the AT4X is the ideal GMC Canyon. It comes standard with some serious equipment, including front and rear differential locks, rock sliders, and all-terrain tires. For occasional off-roading, it's more than capable enough. But there are a select few buyers who want even more. Something they know will be able to traverse virtually any terrain and climb any obstacle. For them, there's the AT4X AEV Edition . American Expedition Vehicles, or AEV, outfits this top trim with even more equipment to ensure a worry-free journey. In addition to all the standard AT4X upgrades, the AEV model gets skid plates for the rear diff, transfer case, and gas tank, along with 17-inch beadlock-capable tires wrapped in giant 35-inch tires, paired with specific fender flares. There are new metal bumpers and a bed-mounted spare added to improve approach and departure angles. In other words, all the stuff you could possibly want for an off-road vehicle, save for a winch and some flood lights. Engine & Drivetrain: A Torquey Four-Cylinder Photo by: Brian Silvestro / Motor1 There's only one engine to choose from with the AT4X AEV Edition: a turbocharged 2.7-liter inline-four making 310 horsepower and 430 pound-feet of torque. It's paired to an eight-speed automatic transmission and a two-speed transfer case offering high- and low-range gears for rock crawling. Drivers can choose between 2WD high, 4WD high, or 4WD low. There's also an Auto function that can switch between 2WD and 4WD, depending on drive mode and road conditions. The engine is almost diesel-like in its power delivery, with lots of punch down low. Redline is just over 6,000 rpm, though you'll never get near that in normal driving conditions. The meat of the power is between 2,500 and 4,500 rpm, and the eight-speed does a good job of keeping the engine there, whether you're cruising on the highway or creeping up a rocky hill. There's a bit more buzz in the cabin than I'd like, though it's tough to expect a truck that looks like this to be incredibly quiet or refined. Technology & Infotainment: As Good As GM Gets Photo by: Brian Silvestro / Motor1 The GMC Canyon comes standard with an 11.3-inch touchscreen paired to an 11.0-inch digital instrument cluster. Our tester also came with a $3,050 Technology Plus package, which includes a head-up display and an upgraded Bose audio system. That package is worth the money. It includes accessories like a power sunroof, adaptive cruise control, and something GM calls HD Surround Vision. That unlocks a 360-degree camera, allowing you to see exactly where the truck is placed on a trail. It's also useful if you street park often, as the front camera can show you precisely how much space you have between your bumper and the other car. The Canyon still uses the company's older infotainment system. In this case, that's a good thing. Even with GM shifting away from Apple CarPlay and Android Auto, the Canyon's older system uses an Android-based operating system with wireless CarPlay connectivity. It's easy to use and responds quickly to inputs, and after a brief setup, it connects seamlessly to my iPhone. Climate controls have been left to physical buttons—another refreshing touch. Sadly, stuff like the headlights and traction control can only be adjusted via the screen. Passenger & Cargo Space: What You'd Expect From the Segment Photo by: Brian Silvestro / Motor1 Despite its wide stance and brawny looks, the AT4X AEV Edition is just as tight inside as the normal Canyon. The front row is snug, but there's plenty of adjustability in the seats and the steering wheel to accommodate all body types. The rear seats have adequate legroom, but the upright backrests mean bigger children and adults might become uncomfortable after an hour or so. For quick jaunts around town, it works. Bring some pillows if you're planning a road trip. Like every Canyon, the AEV Edition gets a 5.5-foot bed, for a total cargo volume of 41.9 cubic feet. The only difference here is the spare tire, mounted in the bed to improve ground clearance underneath. Suffice it to say, it drastically reduces the bed's usefulness. But as you can see, I still managed to squeeze eight tires into the space. You just have to be creative. Driving Impressions: Pretty Damn Excellent Photo by: Brian Silvestro / Motor1 When I drove the first Colorado ZR2 back in 2017, I knew GM had a winner on its hands. This AT4X AEV Edition is simply an evolution of that formula. Thanks to the black magic of Multimatic's DSSV dampers, the Canyon rides amazingly on the road and absorbs virtually any bump you throw at it. The truck does this without feeling wallowy or floaty—in fact, it's even pretty sporty. Yet, when you take the AEV Edition off-road, it performs even more valiantly. Small bumps are ironed out entirely, while bigger imperfections are light—the truck just letting you know they're being conquered. And despite an inherent tightness in the setup, there's enough articulation to crawl over more challenging terrain. The two-speed transfer case and lockable differentials allow drivers of all skill levels (even lowly auto journalists) to traverse smoothly over any sort of obstacle. Water crossing, rock faces, mud pits, you name it. All I had to do was press some buttons, then drive forward. The truck did all the work. And I was having a blast. All of this capability doesn't come totally without compromise. Those huge tires aren't exactly the best for on-road handling or braking performance, and they make a lot of noise at highway speeds. But if you're buying something as extreme as this, you probably already know that. Fuel Economy: Expectedly Average The tires also don't help when it comes to efficiency. The GMC Canyon AT4X AEV Edition is rated at 16 miles per gallon city and 16 highway, for a combined rating of 16 miles per gallon, according to the EPA. That's 4 fewer MPG versus a normal Canyon. If you want something more efficient, consider a different hobby, because efficiency and off-roading don't usually mesh. Payload & Towing: Not a Work Truck The normal Canyon is well-equipped to handle big payloads and lots of cargo. But the AEV's reworked suspension and drivetrain throw a wrench into the formula, trading off tradesman capabilities for off-road prowess. As such, the AEV Edition carries a maximum payload of 1,250 pounds, and a max towing capacity of 5,500 pounds—390 and 2,200 pounds less than the normal truck, respectively. Pricing & Verdict: Expensive But Worth It Photo by: Brian Silvestro / Motor1 Our tester carried an as-tested price of $70,350. That's a lot of money for a mid-size truck. But a bargain relative to what you'd pay to a lesser Canyon with equivalent aftermarket parts. So we're not terribly upset with the price. That being said, the AEV Edition is only worth it if you plan to off-road often. Otherwise, you'll be better off with the standard AT4X, which starts at $58,720. It's cheaper, more economical, and for many, the most rational choice. Competitors Chevrolet Colorado ZR2 Bison Ford Ranger Raptor Nissan Frontier Pro-4X Toyota Tacoma TRD Pro 2025 GMC Canyon FAQs Does the GMC Canyon have a V-8? The GMC Canyon does not have an available V-8. You can't even get a V-6, actually. The only engine available is a 2.7-liter turbocharged inline-four making 310 horsepower and 430 pound-feet of torque. Can the GMC Canyon tow? Yes, the 2025 GMC Canyon can tow a decent amount. The most capable versions are rated at 7,700 pounds of towing capacity—plenty for a race car and a trailer. Off-road focused models, like the AT4X shown here, are rated a bit lower due to their equipment. How much does the GMC Canyon cost? The 2025 GMC Canyon starts at $40,095, including destination. That gets you a 2WD Elevation model with the 2.7-liter turbocharged inline-four. Our tester, an AT4X AEV Edition, landed at the other end of the pricing spectrum, with an MSRP of over $70,000. More on the Canyon 2024 GMC Canyon AT4X AEV Edition Debuts: More Lift, More Tires, Same HP GM Exec Explains Why Chevy Colorado And GMC Canyon Have Only One Engine Option Get the best news, reviews, columns, and more delivered straight to your inbox, daily. back Sign up For more information, read our Privacy Policy and Terms of Use . 2025 GMC Canyon AT4X AEV Edition Specifications Engine 2.7-Liter Turbocharged Inline-Four Output 310 Horsepower / 430 Pound-Feet Transmission Eight-Speed Automatic Drive Type Four-Wheel Drive Speed 0-60 MPH 7.2 seconds (est.) Maximum speed 101 MPH (Electronically Limited) Weight 5,200 Pounds (est.) Efficiency 16 MPG City, 16 MPG Highway, 16 MPG Combined Seating Capacity 5 Cargo Volume 41.9 Cubic Feet On Sale Now Base Price $67,030 As-Tested Price $70,350 Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
29-05-2025
- Automotive
- Motor 1
GMC Canyon AT4X AEV Edition: What Do You Want to Know?
If you're looking for off-road supremacy, GMC and American Expedition Vehicles (AEV) have the truck for you. It's called the Canyon AT4X AEV Edition . Tough, brutish, and capable, it's one of the most hardcore factory off-roaders you can buy right now. We've got it for a week, with plans to take it on- and off-road. The AEV Edition is the top-dog AT4X trim. Introduced in 2023, it gets heavy-duty steel skid plates and a 1.5-inch lift. Paired with gigantic 35-inch Wrangler all-terrain tires, it has 12.2 inches of ground clearance. There are also front and rear steel bumpers that unlock better approach and departure angles, as well as AEV-specific fender flares, for that extra bit of muscle. Photo by: Brian Silvestro / Motor1 The regular Canyon AT4 starts at $47,395. Upgrading to the AT4X hikes the price to $58,720, but gets you valuable upgrades like locking differentials, different trim panels, and a nicer interior. Our AEV Edition tester, meanwhile, rocks an eye-watering sticker price of $70,350. That's a lot of money for a mid-size truck. Still, I can't help but love this thing. I've only had the Canyon for a couple of days, but bashing through the broken pavement and huge potholes of New York City has never been less stressful. I'll be doing some highway driving and off-roading, but for now, here's what I like and what I don't like. What's Good So Far? Photo by: Brian Silvestro / Motor1 This thing looks mean. The steel bumpers, big fender flares, and bigger wheels suit the Canyon nicely, without seeming too ostentatious. Every other Canyon looks boring by comparison. The suspension is excellent. The AT4X gets Multimatic's DSSV spool-valve dampers, which work magic on the road. It makes the AEV Edition one of the very few trucks on sale that feel more like a unibody machine than a body-on-frame truck. The infotainment is solid. It's a shame General Motors is moving away from Apple CarPlay and Android Auto, because this one connects every time without issue, and it looks great. What's Not Good So Far? Photo by: Brian Silvestro / Motor1 The engine isn't very exciting. GM's 2.7-liter turbocharged inline-four is powerful enough, but it doesn't match the drama delivered by the AT4X's looks. Sound and top-end power aren't priorities for a truck like this, though, so it's not a huge issue. There aren't enough buttons. Many critical controls, like the headlights and the traction control, have been placed into the touchscreen, making them tougher to use. It's a clear, in-your-face cost-cutting measure we're not sure buyers will appreciate. The spare wheel is mounted in the bed. This isn't necessarily a bad thing, as it frees up space for the steel bumper and ground clearance. But it also makes the rear-view mirror useless. If I drove this truck every day, I'd be annoyed. I still need a few more days to figure out if the AEV Edition is really worth it, but the first impressions are solid. Stay tuned to see what I think. Check Out These Truck Reviews Bison Vs Raptor Vs Trailhunter: The Ultimate Off-Road Truck Showdown The Colorado ZR2 Bison Has a High-Tech Suspension. Here's How It Works Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
14-05-2025
- Automotive
- Motor 1
The Volvo XC90 Is Starting To Show Its Age: Review
Quick Specs 2025 Volvo XC90 T8 Ultra Engine Turbocharged 2.0-Liter Inline Four Hybrid Output 455 Horsepower / 523 Pound-Feet 0-60 MPH 5.0 Seconds Base Price / As Tested $80,700 / $88,695 Pros: Good Looks, Solid Hybrid System, Lots Of Interior Space Cons: Aging Chassis Tech, Dated Interior Despite New Infotainment 2025 Volvo XC90: The Steadfast Workhorse Photo by: Brian Silvestro / Motor1 The XC90 was a world-beater when it debuted in 2015, with a stylish design, a modern interior, and an impressive selection of powertrains. But 10 years on, and mostly unchanged—save a few mild updates—some of that sheen has faded. The XC90 still looks great, and its new mild-hybrid inline-four is a joy to use. But the underlying chassis can't deliver the same ride comfort or handling as its rivals. And while the interior is still a nice place to spend time, it feels outdated. Engine & Drivetrain: A Trio of Hybrids Photo by: Brian Silvestro / Motor1 The two cheapest powertrains for the 2025 Volvo XC90 are both mild hybrids paired to a 2.0-liter turbocharged inline-four. The base B5 trim is rated at 247 horsepower and 266 pound-feet of torque, while the beefier B6 is rated at 295 hp and 310 lb-ft. The top-level T8 is a plug-in hybrid that pairs the same 2.0-liter engine to an 18.8-kilowatt-hour battery and a 145-horsepower electric motor, for a total of 455 hp and 523 lb-ft of torque. If performance is important to you, it's the T8 you want. Volvo says it can sprint to 60 miles per hour in 5.0 seconds. The B6 takes 6.4 seconds to reach the same speed. The B5 is slower still, rated at 7.3 seconds to get from zero to 60, according to Volvo. The only transmission option is an eight-speed automatic, sending power to all four wheels. Buyers choose between conventional coil springs or, for $1,800, air suspension, which can raise the SUV by up to 1.57 inches, or lower it by 0.8 inches. Technology & Infotainment: Almost, But Not Quite Gallery: 2025 Volvo Infotainment Review 22 Source: Brian Silvestro / Motor1 Being a 10-year-old car, Volvo has had to constantly update the XC90's infotainment to stay relevant. It made a big step for 2025, shoehorning an 11.2-inch portrait-style display onto the dashboard. It's bright and crisp, delivering a modern user interface with Google Assistant, which includes useful stuff like integrated Google Maps. There's also a 12.3-inch display for the driver's instrument cluster, which displays stuff like speed, range, and power. If you're running any sort of navigation—through Apple CarPlay or otherwise—the map will project onto this display, so you don't have to look away from the road to check where you're going. Speaking of CarPlay, it's not wireless. Even in 2025, you need a wired connection to run CarPlay in the XC90. That's a big red flag, especially since the all-electric EX90 gets wireless CarPlay right out of the box. Thankfully, Volvo plans to correct this issue next year. Design: Aging Gracefully Photo by: Brian Silvestro / Motor1 The XC90 was the most beautiful vehicle in its segment back in 2015, and it's held that title since. With perfect proportions and a handsome face, there's a lot to like about the design. It looks like it could've debuted yesterday, despite the body panels looking essentially the same for the past decade. For 2025, the XC90 adopts some of the design cues from its all-electric EX90 sibling, including a diagonally striped grille and updated 'Thor's Hammer' daytime running lights. We're into it. The interior leaves a bit more to be desired, with many of the same controls retained over the XC90's lifecycle. We appreciate the real buttons for the steering wheel, but they feel a bit cheap in 2025. Passenger & Cargo Space: Excellent Approach Photo by: Brian Silvestro / Motor1 The XC90 is a master of space utilization. No matter the trim, you can opt for a 5-, 6-, or 7-seat configuration. The third row folds flat for more storage and makes for a good emergency set of seats in a pinch. (They're pretty tight, so don't expect adults to stay comfortable for long). The front seats are among the finest in the industry, both in terms of comfort and adjustability. With 38.9 inches of headroom, 40.9 inches of legroom, and 56.0 inches of hip room, there's plenty of space for all body types. With our six-seat tester, the rear luggage compartment can accommodate up to 10.6 cubic feet of stuff with the third row deployed, 34.6 cubic feet with the third row folded, or 85.7 cubic feet with both rows folded. Driving Impressions: Good, Not Great Photo by: Brian Silvestro / Motor1 The XC90 is a pleasant place to spend time. It's quiet and isolated, with subdued road manners, light steering, and agreeable handling. In a vacuum, there's not much to fault here. Except, the XC90's competitors have caught up to it, and in most cases, surpassed it in isolation and ride quality. Over rough or bumpy road surfaces, the XC90's suspension transmits more to the cabin than a BMW X5 . The Volvo's ride isn't as refined as the more-modern vehicles in this segment. That's not a knock against the XC90, per se, just an observation that the industry has moved on. If you're coming from something older, you'll like the new XC90. It has most of the new tech you'd expect from a new car, and it looks great. Just don't be surprised when you test drive something else and find this Volvo lacking. Fuel Economy: Only Efficient At The Top If fuel economy is important to you, the XC90 offers a couple of great options. The base B5 model gets 23 miles per gallon city and 30 highway, with a combined 26 miles per gallon, according to the EPA. Our T8 tester is even more efficient, with a combined 58 MPGe while using the electric motor and onboard battery. With the battery empty, the inline-four can still manage 27 mpg combined. The mid-level B6 is the least efficient of the trio, rated at 20 mpg and 26 mpg highway, for a combined 23 mpg. Payload & Towing: About What You'd Expect The XC90 wasn't made to pull huge loads, but with a maximum tow rating of 5,000 pounds, it can still tug stuff like small trailers, boats, and even lightweight cars. With a maximum weight rating of 6150 pounds, it can also hold up to 1,679 pounds before maxing out the suspension. The roof is rated up to 220 pounds. Pricing & Verdict: Good In A Vacuum The 2025 Volvo XC90 B5 starts at $59,745, including a destination fee of $1,295. Step up to the more powerful B6 model, and you'll be paying $64,645. The top-dog T8, meanwhile, starts at $81,995. Our tester came in 'Ultra' guise, which added stuff like a 360-degree surround view camera, a head-up display, and ventilated front seats. It was also equipped with air suspension, and a $3,200 Bowers & Wilkins sound system. Total price out the door: $88,695. The prices aren't unreasonable for what you get. Luxury cars are expensive, and this SUV segment has ballooned in average price in recent years. The Volvo undercuts cars like the Audi Q7 and the Lexus GX, making it an appealing choice for buyers on a budget. Competitors: Acura MDX Audi Q7 Infiniti QX60 Lexus GX 2025 Volvo XC90 FAQs Is the 2025 Volvo XC90 Reliable? The Volvo XC90 has been around for a decade, holding its place as a fairly reliable vehicle, as least as far as European luxury SUVs go. As with all technologically complex cars, stuff will start to go wrong over time. And because you can't find most parts at your local auto store, it might be slightly more expensive to fix. Does the 2025 Volvo XC90 Have Three Rows? Yes, the 2025 Volvo XC90 is available with three rows. Buyers can choose between a two-row, five-seat configuration, a six-seat, three-row configuration, or a seven-seat, three-row configuration. How Much Does the 2025 Volvo XC90 Cost? The 2025 Volvo XC90 starts at $59,745, including a destination fee of $1,295. For that, you get a turbocharged 2.0-liter inline-four paired to a mild-hybrid system, along with an eight-speed automatic and all-wheel drive. 2025 Volvo XC90 T8 Engine Turbocharged 2.0-Liter Inline-Four Hybrid Output 455 Horsepower / 523 Pound-Feet Transmission Eight-Speed Automatic Drive Type All-Wheel Drive Speed 0-60 MPH 5.0 Seconds Maximum speed 112 Miles Per Hour Weight 5,053 Pounds (mfr.) Efficiency 28 MPG / 58 MPGe Combined Seating Capacity 7 Cargo Volume 10.6 / 34.6 / 85.7 Cubic Feet On Sale Now Base Price $80,700 As-Tested Price $88,695 Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
Motor 1
08-05-2025
- Automotive
- Motor 1
The Porsche Cayenne GTS Coupe Really Drives Like a Sports Car: Review
Quick Specs 2025 Porsche Cayenne GTS Coupe Engine Twin-Turbocharged 4.0-Liter V-8 Output 493 Horsepower / 486 Pound-Feet 0-60 MPH 4.2 Seconds (mfr.) Base Price / As Tested $129,500 / $159,115 Pros: Impressive dynamics, Great V-8 Sound, Quality Interior Cons: Weird shape, A bit overpriced Porsche Cayenne GTS Coupe: The Best of the Best Photo by: Brian Silvestro / Motor1 The Cayenne is the biggest SUV Porsche makes, available in standard or Coupe form. In this case, 'Coupe' doesn't mean fewer doors, but a different roof shape, sloping toward the rear of the SUV to create a sportier silhouette. You lose a few square feet in the trunk area and the middle seat in the second row. Porsche offers the Cayenne Coupe in seven different flavors, from a base model all the way to the giant-killing Turbo GT . But the GTS might just be the cream of the crop. Updated for 2025, it develops more horsepower from its twin-turbo V-8 and receives a handful of chassis improvements borrowed from the aforementioned Turbo model. The result is an SUV that drives more like a tall sports car. Engine & Drivetrain: A More Powerful Twin-Turbo V-8 Photo by: Brian Silvestro / Motor1 Under the hood sits a twin-turbocharged 4.0-liter V-8 making 493 horsepower and 486 pound-feet of torque. That's 40 more horses and 30 more lb-ft than the V-8 in last year's model. Power routes to all four wheels via an eight-speed automatic, making it the only gas-powered Porsche not available with the company's iconic dual-clutch PDK. Air suspension comes standard, delivering a 0.4-inch drop over standard Cayenne models. You can also option Porsche's fancy active roll stabilization system, though our tester didn't come with it. For 2025, the GTS also gets new front axle pivot bearings and a separate water-cooled circuit specifically for the all-wheel drive system, both lifted from the Turbo GT. The bearings improve handling, while the separate cooling system ensures the AWD system functions optimally even in continuous high-load scenarios. Technology & Infotainment: Among the Best Gallery: Porsche Infotainment Review 20 Source: Brian Silvestro / Motor1 Every Porsche Cayenne comes standard with a 12.3-inch central infotainment screen responsible for stuff like music, navigation, and vehicle settings. The Cayenne also comes with a 12.6-inch digital instrument cluster for the driver, sitting just forward of the steering wheel. Additionally, buyers can option a third screen measuring 10.9 inches for the passenger. Porsche calls the system Porsche Communication Management, or PCM. There's standard wireless Apple CarPlay and Android Auto, like you'd expect in a car this expensive. Other standard tech includes HD-Matrix Design LED headlights, 3D surround-view parking assist, a Bose surround sound system, four USB-C charging ports, a wireless charging pad, and a slew of active safety systems, such as rear cross-traffic alert and braking assist. Our tester was further optioned with a Lightweight Sport package, which adds 18-way seats, four-zone climate control, and heated seats for all four occupants. Design: Sleeker and Sportier Photo by: Brian Silvestro / Motor1 The Cayenne's optional Coupe body style has been a point of controversy for the brand since its introduction in 2019. It's still here six years later, though, so it must be yielding positive returns for the brand. Personally, I prefer the standard Cayenne's looks, and wouldn't want to give up the fifth seat and cargo area for the design. It's easy to appreciate the Cayenne Coupe's shape, though, especially in GTS form. It looks low and tough, with an especially nice rear end. The front fascia is revamped for the GTS, too, with more aggressive-looking vents and blacked-out headlight housings. We highly recommend optioning the Sport Exhaust system; it replaces the quad exhaust for a center-mounted dual exhaust setup, and allows the V-8 to bark as intended. Passenger & Cargo Space: Purposefully Compromised Photo by: Brian Silvestro / Motor1 The normal Cayenne measures up competitively with other SUVs in its class, though obviously, the coupe loses some interior space due to its lower roof height. Legroom is roughly the same, though clearance for taller individuals seated in the back is compromised. The rear luggage compartment can accommodate up to 20.9 cubic feet of stuff, or 53 cubic feet with the rear seats folded. Driving Impressions: Is This An SUV? Photo by: Brian Silvestro / Motor1 Under normal driving conditions, the Cayenne GTS Coupe feels like any other Cayenne. It's a chill, pleasant place to spend time. While the ride isn't as comfortable as, say, a BMW X5 , it's entirely serviceable for most road conditions. Throw it into Sport or Sport+ mode, and the chassis comes alive. Where most 5,027-pound SUVs would fall over themselves on a twisty back road, the GTS is eager to chomp through corner after corner. Steering feel is abundant, thanks in part to a wheel that feels lifted directly from the 911 . The all-wheel drive system sends most of the power to the rear wheels, leading to a far more balanced delivery. Turn off all the traction systems, and the Cayenne GTS can even get sideways. The torque from that twin-turbo V-8 comes on early in the rev range, making it easy to stab the throttle for some big slides out of slower corners. Push it hard enough, and that neutrality begins to show itself on the quicker bends, too. Whoever says real driving pleasure can't be derived from a big SUV should drive one of these. Despite not being a dual-clutch, the eight-speed auto responds amicably to inputs from the wheel-mounted paddles. It never denies a shift or makes me wonder why cog changes are taking so long. The optional carbon-ceramic brakes, similarly, will hold up to two straight days of constant twisty back road pounding—as they should, for $9,980. The cabin is well-built, with a solid feel and good materials. While I don't enjoy the piano black trim or the touch capacitive buttons, they're easy to get used to. Like in all new Porsches, the seating position is excellent and highly adjustable. Fuel Economy: Thirsty Engine Photo by: Brian Silvestro / Motor1 If you want to hear the magnificent bellow from the Cayenne's lovely V-8, be prepared to pay up. The GTS Coupe is rated by the EPA for 16 miles per gallon city and 22 highway, for a combined rating of 18 miles per gallon. After around 1,500 miles of city driving, highway cruising, and back-road carving, the onboard computer reads approximately 20 mpg. Not exactly fuel efficient, but for the performance you're getting, it's a worthy compromise. Payload & Towing: More Than You Think It might look more like a sports car than a utility vehicle, but because of that V-8 and a torque converter transmission, the Cayenne GTS coupe can pull some serious weight. It's rated to tow 7,716 pounds, more than some competitors (and plenty for a race car and trailer). Gross Vehicle Weight Rating (GWVR) is 6,338 pounds, meaning you can load 1,311 pounds worth of people and cargo into the Cayenne before reaching its weight limit. You can even put up to 165 pounds on the roof, provided you use Porsche's official roof transport system. That's pretty good for a tall rig that corners like a slot car. Pricing & Verdict: For the Enthusiast Who Needs Everything Photo by: Brian Silvestro / Motor1 With a starting price of $131,495 including destination, the Cayenne GTS Coupe is incredibly expensive for its segment. This is typical of Porsches, as they usually deliver the most impressive driving experience. Our tester had a staggering $27,000 in options, including a Premium Package Plus, which adds adaptive cruise control and ventilated front seats. There was also Porsche Dynamic Chassis Control (PDCC), a must-have if you plan to drive the GTS as it was intended. That Carmine Red paint? A cool $1,430. And, of course, the aforementioned carbon-ceramic brakes. The Cayenne GTS Coupe manages to meld the utility and presence of a luxury SUV with the performance of a super sedan. Not everyone will love its looks, but anyone with a knack for driving will love how it feels from behind the wheel. Competitors Audi SQ8 BMW X6 M Mercedes-AMG GLE 63 S Coupe 2025 Porsche Cayenne GTS Coupe FAQs How Fast Is the 2025 Porsche Cayenne GTS Coupe? The 2025 Porsche Cayenne GTS Coupe can sprint from zero to 60 mph in just 4.2 seconds, according to the manufacturer. It can run the quarter-mile in 12.7 seconds. Top speed is 171 mph, though according to Porsche, that speed can only be achieved with summer tires. Does the 2025 Porsche Cayenne GTS Come in Two Body Styles? Yes, the 2025 Porsche Cayenne GTS is offered in two body styles. Buyers can choose between the standard SUV body, or a 'Coupe' body style, which has four doors but a sloping, fastback-style roof. The standard GTS starts at $126,895, while the coupe starts at $131,495. How Much Horsepower Does the 2025 Porsche Cayenne GTS Coupe Have? The 2025 Porsche Cayenne GTS Coupe makes 493 horsepower and 486 pound-feet of torque, according to the manufacturer. That's 40 more horsepower and 30 more pound-feet of torque than the outgoing model. Engine 4.0-Liter Twin-Turbo V-8 Output 493 Horsepower / 486 Pound-Feet Transmission Eight-Speed Automatic Drive Type All-Wheel Drive Speed 0-60 MPH 4.2 seconds (mfr.) Maximum speed 171 mph (mfr.) Weight 5,027 Pounds (mfr.) Efficiency 16 City / 22 Highway / 18 Combined Seating Capacity 4 Cargo Volume 20.9 / 53.0 Cubic Feet On Sale Now Base Price $131,495 As-Tested Price $159,115 Share this Story Facebook X LinkedIn Flipboard Reddit WhatsApp E-Mail Got a tip for us? Email: tips@ Join the conversation ( )
