The only visual clue that differentiates the Turbo S from the regular Turbo is the silver “S” on the rear liftgate. Mechanically, there are also few differences between the 4.5-liter V8 in the Porsche Cayenne Turbo and same engine in the Turbo S – just a few tweaks to the turbocharging system – but those differences are significant. Horsepower jumps from 450 to 520 ponies at 5,500 rpm, and torque surges 73 pound-feet to 530 lb.-ft. at 2,750 rpm. The changes are good enough to affect a 0.4 second improvement in the 0-60 acceleration time to 4.8 seconds and to achieve a 3 mph top speed increase to 168 mph. Of course these improvements come with a price tag. The 2006 Porsche Cayenne Turbo S carries a $21,400 premium over its S-deprived sibling. It’s barely relevant to consider if the relatively modest gains in performance over an already phenomenal vehicle are worth the equivalent of the price of a Mazda MX-5 Miata. Are solid gold taps better than chrome-plated cast iron? Does a $3,500 Rolex keep better time than a $40 Timex? Of course not, but prestige has its price – the very best costs the very most. And Porsche engineers are among the best in the world. Owning something that represents the pinnacle of their achievement (so far) is certainly desirable.

The power gains were realized by modifying the two intercoolers situated between the turbochargers and the throttle. The air heat exchangers were enlarged to provide more surface area and, thus, greatly reduce the temperature of the air being forced into the engine, which increases the efficiency of the system. In addition, the plastics used in the old intercoolers were replaced with aluminum structures, which optimize flow in and out of the heat exchanger, reducing the pressure losses that plagued the old system by more than 50 percent. These improvements increase the system’s boost pressure by 4.3 psi to a maximum of 27.5 psi, resulting in a corresponding increase in engine power.

For example, the standard Cayenne Turbo reaches its peak torque of 457 lb.-ft. at 2,250 rpm, but the Turbo S produces 479 lb.-ft. at just 2,000 rpm. The Turbo S hits its peak 531 lb.-ft. at 2,750 rpm and maintains that thrust until 3,750 rpm. Not only does it produce more total power, but it produces more power longer too. In street vernacular, that results in hauling ass more than any other SUV-driving mofo on the road. “It surprised even us,” said Porsche engineer Jürgen Kern about the jump in power. “The turbo is already powerful enough, but this…” His voice trailed off as he pushed the accelerator and thrust my back flat against the seat.

The joy of the 2006 Porsche Cayenne Turbo S is that it’s not all about straight-line power. Its handling characteristics are freakishly reminiscent of its 911 Carrera sibling. Porsche didn’t want to mess with that, so to accommodate the new power increases of the Turbo S, it also modified the front suspension. The track control arms are mounted on massive rubber blocks to absorb extreme lateral forces, whereas they are dampened hydraulically on other Cayenne models. Furthermore, the standard self-leveling air suspension features six different ride heights specially calibrated to provide optimum aerodynamics and safety at extreme speeds. When the Turbo S hits 78 mph, the ride height is automatically lowered 1.06 inches and at 130 mph it drops another 0.43 inch – another reason it feels stable at its speed threshold.

Additionally, Porsche beefed up the braking system. The front brake discs were enlarged from 13.78 inches on the Turbo to 14.96 on the Turbo S, and thickness is increased to 1.5 inches from 1.34. The rear discs are also enlarged, from 12.99 inches to 14.09. The aluminum monobloc calipers are also bigger for maximum force and durability. New cooling ducts are designed to pump air through the brake discs for a 10 percent increase in cooling capacity, which means less brake fade and better performance. There’s also a commensurate jump in feel and confidence – when something feels as sure as the brakes in a Cayenne Turbo S, you drive better too.

Adding to the feeling of stability and security is the standard Porsche Traction Management (PSM) system. Along with permanent all-wheel drive, it helps to ensure the Turbo S rarely stumbles on its way to terrifying your passengers. Under most driving conditions, 62 percent of the power is delivered to the rear wheels and 38 percent to the fronts, but should PSM detect slippage, it uses sensors to measure speed, lateral acceleration, steering angle and how far down you have the gas pedal jammed to make appropriate adjustments. It’s capable of transferring up to 100 percent of engine’s power to either the front or rear axle for maximum traction. It’s this lightning-quick adaptability that makes the 2006 Cayenne Turbo S so stable – even during extreme driving conditions.