Porsche 911 GTS bridge to thrill and comfort

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.

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.

The car weighs "only" 3,748 lbs, which is not an embarrassing value for Porsche. After all, we are dealing with a sizable, additionally, roofless sports car you can take on a week-long vacation with for two without any sacrifices. If those extra pounds matter to you, opting for the coupe, you can choose a weight reduction package for $10,200 and shed 55 lbs. This involves, among other things, sacrificing the rear seats and floor mats and preparing for more noise on the road.

The all-wheel drive raises the 911’s already high capabilities. It’s as if neodymium magnets were installed on the front wheels. If you overdo it, understeer may appear, but its influence is minimized. Additionally, the acceleration time to 60 mph is reduced by a modest 0.1 seconds compared to a rear-wheel-drive GTS.

However, the GTS has a second, gentler, long-distance face that allows you to cover hundreds of miles without fatigue. Even without a roof, with the windshot installed, the draft in the cabin isn’t bothersome, up to around 75 mph. The fantastic PDK gearbox remains smooth and doesn’t jerk unnecessarily, although it stays in standby mode, ready to downshift up to four gears and slam your head into the headrest. It also contributes to shallow fuel consumption values.

No one expects the 911 to be economical, but values below 26 mpg on the highway are satisfying. As befits a cabriolet, the cabin noise is somewhat more significant due to the wind noise around the windows, but everything remains within acceptable limits. Nevertheless, sometimes you feel a greater concentration of sport in the GTS. The absorption of some imperfections does not leave passengers indifferent. But that’s the nature of this car.

Although the presence of a black piano on the central panel is not to my liking, the ergonomics of the controls remain high. The features highlighted on the shelf below the screen are exactly what I want – from opening the exhaust flaps to turning off traction control and raising the front axle (an additional option for $2,950), which is extremely useful when entering and exiting an underground garage.

I wouldn't say the GTS is an unnecessary extravagance. Instead, it is a version that takes the best bites from different variants. Each model pushes the boundaries of both the car and the driver a step further. Often, it seems it can’t get any better in tests of newer versions.

But then Porsche comes along and shows how wrong we are. The last proof was the 911 GT3 RS. I, however, "fear" what will come next. Recently, there has been much talk about a hybrid drive system in the 911. It will surely open a new chapter.

The model has had several such openings in its history – from abandoning air cooling to expanding turbocharged engines throughout the lineup to using electric power steering. Each change raised concerns, sometimes outrage, but Porsche refined each solution well enough to maintain the 911's sporty spirit and satisfy emotional hunger. Although the GTS in the 992 generation did not bring any revolution, it satisfies that hunger abundantly.