Porsche is pulling the wraps off a duo of new SUVs: the Cayenne GTS and the Cayenne GTS Coupe. What’s GTS mean? In Porsche-speak, the GTS is the Goldilocks offering. Not too bare bones, but not too pricey; that last bit’s relative. Typically speaking, the GTS model comes complete with all the expensive, optional go-faster bits you want on the S model, some extra thrust, and a lowered ride height, all for a lower price. The new Cayenne GTS models are no exception.

The very first Cayenne GTS came with a 399-hp naturally aspirated V-8, and a manual transmission was an option! Obviously, the world’s been going downhill since then. The second-generation Cayenne GTS still had an N/A V-8 (autobox-only) and produced 414 hp. After a mid-cycle refresh, the Cayenne GTS came with a hopped-up version of the Cayenne S’s twin-turbo 3.6-liter V-6 making 434 horsepower. For 2021, the GTS has the same 4.0-liter, twin-turbo V-8 found in the Panamera GTS, a detuned version of the motor found in both the Panamera and Cayenne Turbo. In the big dogs, the V-8 makes 541 horsepower and 567 pound-feet of torque. For GTS duty, the power is down to 453 horsepower and 457 lb-ft of torque. What’s to stop customers from buying the less expensive GTS and then taking it down to the corner for a tune? The warranty. With the Panamera GTS, Porsche is tenuously claiming that the dual-clutch transmission can’t handle more power, and that’s why customers shouldn’t chip the motor. Here? It’s a ZF eight-speed automatic. That’s German for bulletproof. Actually, Kugelsicher is German for bulletproof, but those ZF eight-speeds are built to eat torque.

As mentioned, GTS models always sit lower than other models in the range. In the case of the new Cayenne GTS’, the three-chamber PASM air-suspension rides 30 mm lower than in the Cayenne S. It looks like air bags are the only springs the GTS models will get. We’ve had mixed opinions on PASM-equipped Cayennes so far this generation.

The Cayenne GTS regular body comes with a sport exhaust consisting of four pipes, with two on either edge of the rear bumper. Should you opt for the Coupe version, you can get an even sportier exhaust made up of two center-mounted oval tailpipes. Again, Coupe-only. Not only does this exhaust package sound louder—we’ll have to wait to tell you if its better when we drive both in a few weeks—but the twin pipes look better, too.

Porsche GTS models typically come with cosmetic changes, and these Cayennes are no different. Both come standard with the Sport Design package, a $6,230 standalone option on lesser Cayennes. Black accents abound, with the intakes, rear badges, window trim, and tailpipes all finished in black. As are the LED headlights (PDLS, aka Porsche Dynamic Light System, or adaptive headlights) and taillights. The GTS models come riding on pretty sweet looking 21-inch RS Spyder Design wheels, also in black.

The interior is awash in black accents as well, including black-tinted brushed aluminum trim and black Alcantara covering nearly every surface. The seats, which are unique to the GTS siblings, have larger bolsters for “optimal support for dynamic cornering.” Who doesn’t want that?

The Cayenne GTS costs $108,650, whereas the GTS Coupe starts at $111,850. You can see where the GTS models slot into the lineup, smack between the $86,450 Cayenne S and the $129,150 Turbo. For the Coupes, the S Coupe begins life at $91,250, and the Turbo Coupe stickers for $133,250. Should you so desire, you’ll be able to drive one home from your local Porsche dealer later this fall.