Porsche 911 GTS bridge to thrill and comfort
Walking into a Porsche dealership intending to buy a 911 can feel like being a child in a toy shopping mall. There are 25 variations, considering both body styles and powertrains. Despite the variety, each has a market justification. Although the Carrera 4 GTS Cabrio is not my favorite, it wins you over from the first few feet.
In my opinion, a model's essence often lies in its basics. I like to draw an analogy to a burger. If the meat and bun are not of good quality, even the best toppings won't improve the sandwich's situation, no matter how expensive and fancy. Porsche has been refining its "base" for over 60 years.
No wonder the 911 is synonymous with sports cars. It's hard to mistake it for anything else on the street. Some might say that such a variety of versions of the flagship model from Zuffenhausen is unnecessary. But I say: it's spot on. Each fulfills a slightly different, sometimes sophisticated, yet single-focused desire. And each does it in its own equally addictive way. GTS is no exception.
For connoisseurs
The GTS version is not the first choice. It’s a bridge between the down-to-earth versions from the regular line and the extraordinary Turbo and full-blooded GT line – the result of bestowing divine attributes on a mere mortal. I'd call it the version for those in the know. Central wheel nut fastening borrowed from higher versions is one of the few external distinguishing features. Still, the average driver is likelier to comment on the reduction in unsprung mass with a dull murmur rather than wide-eyed amazement.
After all, it’s not about stylistic considerations. The greater power and torque than the S version are more impressive, but the 30 hp and 29 lb-ft differences seem cosmetic. Therefore, it was combined with specific features that seem natural for those wanting to savor the essence of the 911 even more. These include the Sport Chrono Package, lowered and stiffened suspension by an additional 0.4 inches, or the modified exhaust system. To fully enjoy the latter, the soundproofing has also been reduced.
If you want to intensify the experience, the catalog offers a Cabriolet. And so it was for me. From the first turn of the key, you know that when you're on the road, you'll choose a route that includes all kinds of tunnels, even if it means covering a few extra miles. Sometimes, national roads will give way to highways just to let the sound of the six-cylinder boxer pierce the fields or bounce off the rows of trees along the route.
Although stifled by EU regulations, the sound is addictive and penetrates the eardrums at every possible opportunity. At low revs, it retains a sinister, bassy rumble, transitioning to sharper, though somewhat shallow tones at higher revs. The effect leaves no doubt that the engineers did their best to ensure the resulting sounds did not disappoint.
Any notion of cosmetic performance on paper is quickly dispelled on asphalt. The first 60 mph appears in 3.5 seconds, which is close to 1 second better than the 4S without the Sport Chrono package. The 3.0-liter engine eagerly revs up, utilizing its increased acoustic capabilities. The linear power increase, despite two turbochargers, is almost magical. There's no unexpected jolt to surprise the driver.
But GTS is more than just acceleration on a straight. The small, seemingly invisible individual elements extract even more from the 911 than you'd expect. The electrically assisted steering is wonderfully natural and direct. The default assist level strikes the perfect balance between a sporty driving feel and everyday comfort, switching in sports settings to a precise surgical tool.
Despite digital aids, you don't feel isolated from the information provided while driving, which can sometimes be overwhelming. It’s not yet at the level of the GT3, where each gear movement is almost felt at your fingertips, but GTS steps in that direction. The brakes are also prepared for more intense use – the system transplanted from Turbo features six-piston calipers with discs reaching a diameter of 16 inches.
Some might think the test car's specifications spoil Porsche's efforts to extract the GTS's authentic flavor and unnecessarily raise its price to $210,000 (about $25,000 more than a regular 911 GTS). This can be viewed in two ways: while the absence of a roof does add weight, and some dislike the 911 line with an open body, Porsche perfectly compensates for the lack of stiffness.
I noticed this with the 4S Cabrio – regardless of the twistiness of the section or the speed, even without the roof, the Porsche remains devilishly stiff. There’s no sense of delayed rear-end tracking, and the body does not visibly flex under the forces. Every action prompts the expected reaction. Weight isn’t a taboo topic in the 911 4 GTS Cabrio.