Porsche 911 GTS 2017 Review - International

Yes, yet another variation of the Porsche 911 has been released. This time it’s the GTS, which is positioned between the Carrera S and the track-focussed GT3 and goes on-sale in Australia early in the second quarter of 2017.

Now turbocharged courtesy of the 991.2 update, there are three GTS body styles – Carrera Coupe, Carrera Cabriolet and Targa. The Carreras are available as rear- and ‘4’ all-wheel drive while Targa is only all-paw. They are all 15kW more powerful than their naturally-aspirated 3.8-litre predecessors at 331kW and 22kW better off than the Carrera S.

The torque boost is even more pronounced, the new GTS making 550Nm between 2150-5000rpm. This compares to the old car’s 440Nm peak at 5600rpm. The current Carrera S makes 500Nm.

Using the same 3.0-litre flat six engine as the S, the GTS generates its outputs via new turbochargers with a higher boost. Available with both seven-speed manual and PDK dual clutch, Porsche claims the coupe AWD version of the latter is fastest with a 3.6sec 0-100km/h time. Top speed is 312km/h for the manual Coupe RWD, while fuel consumption claims are cut by as much as 0.6L/100km (to as thrifty as 8.3L/100km) compared to the old 3.8.

Beyond the rear-mounted engine, the GTS also gets the 44mm broader rear track and pumped out guards of the Carrera 4 and is fitted with wider 20-inch centre-lock wheels from the 911 Turbo S. The coupes are 20mm lower than the Carrera S because they are fitted with the PASM adjustable sports chassis. The convertibles and the Targa are 10mm lower than that because they use standard PASM. Torque Vectoring Plus is standard, rear-axle steering is optional.

Elsewhere, there is a new five-inlet front apron, higher rear spoiler and a sports exhaust system with centrally mounted exits. Styling flourishes include a black roll-over bar for the Targa GTS (normal Targas get silver) and a coloured light bar across the rear of C4 versions.

Familiar experience
But in reality, there is so much familiar about the new GTS -- at least, if you have any experience of 911s. The deep, deep, down seating positon; the perfectly sized sports steering wheel; the five circular dials in the instrument panel… The lack of bonafide storage opportunities or rear-seat space (the 911 is 2+2 more in theory than reality).

Then turn the key (yes the 911 GTS still has a key!) and hear the bark of the engine. Rev it in Sport or Sport Plus mode and the howl is augmented by a snap-crackle pop on the over-run.

Porsche says the GTS is an everyday 911. And that may be true if your other car is a 911 GT3. But for most people it’s still going to be pretty extreme. Even in standard setting the ride is firm enough to make you wince on rough surfaces.

The drivetrain is more malleable. The PDK is quite smooth by dual clutch standards in auto mode. But then it’s more fun in manual because that means you’re driving the GTS as Porsche intended.

In those circumstances, it comes alive, with whipcrack throttle response, sharp and lively electric-assist steering and wonderful six-piston front brakes that pull up hard and strong time and again.

Then sample the seven-speed manual with its ‘ker-ching’ change and decisive clutch and you can believe there is still a place for three pedals.

Our on-road drive in the all-wheel drive Targa GTS exposed some understeer at the limit, which is typical of the Porsche Traction Management system. But both rear and all-wheel drive GTS coupes we sampled on the Killarney racetrack were brilliantly neutral, aided as they were by the latest Pirelli P-Zero Corsa semi-slick rubber.

The bumpy, nine-turn 3.267km track has a couple of pretty tight corners and you could simply tromp the throttle and blast out the moment the exit was sighted. Indeed, the track highlighted how elite the performance of the GTS is. Superstar drivers can explore the limits of a great car; average drivers can be flattered by it; poor drivers can be rescued.

What’s not to like?
There’s little to criticise in this latest iteration of the 911 -- apart from the fact it remains a focused sports car with limited practicality. Perhaps the fact the Targa top doesn’t open or close at speed is worth a thumbs down -- and they all cost too much and there are too many expensive options!

Talking of the dollars, the five GTS variants rise in price over their predecessors in a range from about $16,000 to over $20,000 in a spread of about $40,000 either side of $300,000.

For that money the standard equipment highlights include Bi-Xenon headlights, Sport Chrono, dual-zone air-con, four-way powered seats with GTS embroidery, six airbags (none of which protect rear-seat passengers), parking sensors and reversing camera, Porsche Communication Management with Apple CarPlay connection, BOSE surround sound and digital radio. There’s little in the way of high-end driver assistance or the latest gadgetry that other brands now brag of.

But almost any criticism doesn’t seem to worry Porsche that much and it definitely doesn’t deter potential owners. A couple of days driving the latest 911 certainly helps us understand why … yet again.

Porsche 911 Targa 4 GTS pricing and specifications:
Price: $316,600 (plus on-road costs)
Engine: 3.0-litre flat six-cylinder turbo-petrol
Outputs: 331kW/550Nm
Transmission: Seven-speed manual, seven-speed dual-clutch PDK auto
Fuel: 8.7L/100km (PDK)
CO2: 196g/km (PDK)
Safety rating: N/A

Also consider:
Audi R8 (from $354,616)
Jaguar F-TYPE (from $119,545)
Mercedes-AMG GT (from $259,000)