For 2008, Porsche Cayenne was redesigned to present a more aggressive appearance.

Cayenne is easily identifiable as a Porsche with headlights and grillework that resemble that of the 911 and Boxster.

On the road, the Cayenne handles crisply, but it's no Carrera.

Porsche says it can accelerate from 0-60 mph in 7.9 seconds. At any speed, the six-speed Tiptronic S automatic kicks down quickly with a jab at the gas pedal and the Cayenne S accelerates like a jumbo jet approaching rotation speed. We're not sure why anyone needs more get-up in a big SUV than the Cayenne S offers, but we're well beyond needs here.

Fuel economy is not the strongest asset of the Porsche Cayenne due to its considerable weight and performance orientation.

The Porsche Cayenne is the sportiest, best-performing SUV, ahigh-performance machine that will fit a family of five, haul a small washing machine, tow a large boat and get you through the woods when there's no road.

The Cayenne's gearbox is imprecise, and it makes the whole driving experience cumbersome. It's great that Porsche now offers a manual gearbox with the V-8 engine, but we'd recommend the six-speed automatic if you're looking for a thirsty, heavy, yet still quite nimble SUV.

I'm no fan of the Cayenne-to me, it's always represented everything that Porsche wasn't supposed to be, a marketing exercise in search of a purpose-but this is probably my favorite of the bunch. And I don't think it'd be better off with an automatic, even given how monstrously unsatisfying the six-speed manual is.

In spite of its impressive performance and record-setting sales, the first-generation Porsche Cayenne was a little lacking in character.Unfortunately, the 2008 Cayenne continues that theme. It has a new face, mildly reworked interiors, and revised engines, but little else feels or looks different. The Cayenne S and Turbo are even more muscle-bound than before, with power increasing from 340 and 450 hp to 385 and 500 hp, respectively. Porsche says that highway fuel economy for is up 15 percent for the Cayenne S and 11 percent for the Turbo, thanks to new direct injection.

Yes, its basic layout is largely the same as that of the S. Both models have four-wheel drive, V-8 power, and a 7700-pound towing capacity. But Porsche went to great pains to address some criticisms of the other models, a major one being that a Porsche--any Porsche--should have fantastic handling and plenty of power.

If you want to enjoy the GTS, put it in Sport mode and leave it there.

For those who like the regular Cayenne's mix of off-road capability, towing capacity, and on-road driving feel, there's no need to consider a GTS--you can get into something close for a lot less money without losing a single millimeter of ground clearance.

Electing to shift it yourself will shave $3000 off the price of a Cayenne V-6 auto. Surprisingly, roughly four to five percent of Cayenne buyers elect to do just that, even though it's barely a six-percent savings on an SUV that takes a mere handful of options to nudge $50,000.

Those contemplating the manual to inject more driver appeal into the entry-level Cayenne need only a quick trip around the block to realize it doesn't.

The six-speed is notchy and rubbery, with long throws and an indeterminate gate, characteristics far from helpful in ensuring smooth progress in a 290-horsepower SUV weighing 5045 pounds. Worse, the noise, vibration, and harshness inherent in a V-6 engine are simply amplified through the direct mechanical connections; you feel a constant buzz on the ball of your left foot from the clutch pedal, for example. An automatic transmission hides a multitude of V-6 sins.

If you must drive a Porsche SUV, skip the manual Cayenne V-6. Spend the extra money on the automatic, and you'll be rewarded with a smoother, quieter, more user-friendly vehicle, albeit one with the usual Cayenne caveats: the cramped, somber, and plasticky interior, plus the sneaking suspicion that everyone knows you bought one just for the badge.

Most Cayenne owners will opt for a more benign experience, one that allows a greater appreciation of the upgraded interior.

Powered by a freer-breathing, 405-horsepower version of the 385-horsepower, 4.8-liter V-8 offered in the Cayenne S, the $69,300 GTS slots neatly between the S and the 500-horsepower Cayenne Turbo in engine output and price, but its dynamic prowess makes the GTS more than just a marketing exercise.

The GTS instead stands out from the crowd of five Cayenne models by its handling, as we discovered on the narrow, winding roads along Portugal's rugged western coastline.

Most Cayenne owners will opt for a more benign experience, one that allows a greater appreciation of the upgraded interior.