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Porsche Cayenne GTS vs. BMW X6 xDrive50i: How sporty are the heavyweights?

Frank Herzog
Porsche Cayenne GTS versus BMW X6 xDrive50i
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Close your mouth, it's drawing. The wake of eddies that the BMW X6, gazed at everywhere, is really tough. After all, there are mighty holes that the coupé-terrain hybrid rams into the air. Almost two meters wide and nearly five feet high. Big enough to easily dive into it with a Porsche Cayenne. Is it really a virtue? In any case, the Bavarian SAC stands out from the Swabian SUV with the force of its body.

Combination of almost five tons of weight

This is just the intimidating prelude to the actual exchange of blows. As a monstrous Activity Coupé, the X6 xDrive50i wants to read the riot act in terms of driving dynamics as well as the Cayenne GTS. Dynamic Performance Control and Adaptive Drive should make the fat 2,377 kilograms obedient. The former in the form of a needs-based allocation of power to the rear axle. And the second as electronic chassis control, to prevent the generous body from rolling by using active stabilizers.

The not significantly slimmer 2,334 kilograms of the GTS, however, is supported by the good old steel spring. The PASM damper control is added as a passive tightening element. In the first few meters, both appear as a duet that is unmistakably geared towards driving activity. The GTS, which has been lowered by 24 millimeters, does not have the fluffy comfort carpet that the X6 rolls out for its crew. Correspondingly rustic and stable, the Cayenne also pulls its speeds up to 253 km /h. Hard, but also warmly welcome, because the GTS-SUV gives more direct feedback.

The BMW cannot cover up the inertia of the crowd

An honest feedback that the BMW cannot come up with. It has more of the charm of a giant baby from the retort, whose synthetic character comes to the fore especially at the limits of driving dynamics. In any case, it is excellent that the constructive tricks and the electronic finesse conjure up a superficial 1.3 tons from the background 2.3. However, this magic has the aftertaste that part of the feeling for the actual speed falls by the wayside.

At the latest on the small course in Hockenheim, the long-legged bundle of joy can no longer cover up the inertia of the crowd. The initially willing turn in is ultimately followed by understeering. Even in theA quick left bend of the crossbar drives the balancing hum of the front axle towards the boundary of the route. Nevertheless, given the general conditions - including the temperatures on the day of the measurement - the 1.20.7 minutes achieved are worth all honors.

The Cayenne is more sensitive

However, not enough to show the upper arm-thick tailpipes to the GTS, which is pepped up with sills and a roof wing. When it comes to implementing steering commands, the Cayenne is more sensitive. Dives into the springs more noticeably at the entrance of the curve, so sits down briefly in order to then implement the course specification in a much more neutral manner. This is driving fun in the heavyweight class, which is also fed by a rear section that not only follows the front end of the car but also supports agility. Mind you, coordinated and not in the form of critical load change reactions. As long as things go well, the GTS will emerge victorious from the ring.

In terms of acceleration, the BMW pulls away

In terms of longitudinal dynamics, however, the BMW then gives the Porsche a solid hook. 405 (GTS) against 407 hp in the X6 testify to an encounter at eye level. But only nominally. The punch of the doubly charged Bayern V8 cannot be mastered even with a lot of footwork up to over 6,500 rpm. The spit fails, the corners of the eyes moisten when the bomber from Munich torpedoed from the starting blocks. The two loaders embedded in the V of the eight-tender do great things without attracting any further attention. Without a turbo lag, without a breather from the smoothly shifting six-speed automatic, the coupé freighter stomps away.

When the sports button is activated, the GTS screams a pithy V8 roar from the sports exhaust. But this round goes to the challenger. 600 biturbo newton meters cannot be reached breathing freely. Not even with committed gearshifting in the somewhat gnarled manual gearbox. All that remains in the Cayenne is the figuratively applicable tactic: if you brake later, you are faster for longer. Which would theoretically be possible because the Porsche brakes leave the more snappy impression in both cold and warm conditions.

Those who want to enjoy a more cozy and modern ambience will find themselves better caressed in the leather-covered and wood-paneled X6 - with regard to the dignified frame in the first row. Because in the back seats, the mega-coupé reduces its length of almost 4.9 meters to absurdity. While three adults sit upright in the Cayenne, there is only space for two in the BMW. Two to a maximum of 1.85 meters in height, too, as the steeply sloping roof line has to be paid tribute to. The loading sill, in turn, is at an unorthodox high level, which sometimes requires a lift truck to be overcome. Which means that the amazement at the X6 also hits the core of the matter - an extremely large amount of car with an extremequestionable practicality.


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