The Carrera GTS has occupied a sweet spot in the Porsche 911 range for a while now. The GTS first turned up a decade ago to plug the gap between the Carrera S and Turbo. And at the time, when regular 911s were naturally aspirated and Turbos were blown, that was a gap, but the GTS wasn’t the perfect stopper. It was an uprated Carrera S and that was about it. The simplest way to think of it is to take a Carrera S, give it a bit more power, add the performance options enthusiasts want, spec different exterior and interior trim, and sell it for less than the cost of adding all those options to a Carrera S.
The reality was that you could basically build your own GTS. In the past, Porsche offered an optional factory “power kit” for 911 Carreras, but things are different now. That isn’t an option for the 992. The 992 Porsche 911 Carrera GTS is therefore your only pass for accessing a version of the 3.0-liter twin-turbo flat-six tuned up to 473 hp and 420 ft lbs of torque. Those figures are achieved via an approximately 14.5 percent increase in turbo boost pressure (the peak is now 18.3 psi), and they reflect improvements of 30 hp and 30 ft lbs compared to the 992 Carrera S. The only actual engine-hardware upgrade, Porsche says, is a strengthened dual-mass flywheel to cope with the additional torque.
While the 911 Carrera GTS gets the same 3.0-liter twin-turbo flat-six as the current Carrera S, massaging it to 473 hp and 420 lb-ft of torque means it has 30 hp more than the previous 911 Carrera GTS and the current Carrera S, which is meaningful. With the eight-speed PDK dual-clutch automatic, the 911 Carrera GTS can sprint to 60 mph in 3.2 seconds. A seven-speed manual will remain on offer and features a shifter that’s been shortened by 10 mm. Every 911 Carrera GTS also gets a sport exhaust system as standard.
In addition to more power, the 911 Carrera GTS has a specially tuned version of Porsche’s Active Suspension Management that’s lower than the standard setup by 10 mm. Helper springs in the rear maintain tension on the main springs to keep rebound characteristics consistent. The PASM adaptive dampers comes from the 911 Turbo but with revised calibration to its active damping, and it carries different spring rates. Compared to a Carrera S, for example, the GTS’ rear springs are approximately 18 percent stiffer, and the fronts are nearly 50 percent stiffer. The rear end also gets stability- and response-aiding helper springs–they keep the main springs firmly in their perches when the suspension is unloaded.
The brakes are upgraded, too, as the Carrera GTS receives the Turbo’s six-piston front-caliper/four-piston rear setup, and carbon-ceramics are available. Rear-wheel steering is also among the optional extras. The car rides on lighter 911 Turbo S center-lock wheels measuring 20 inches up front and 21 inches at the rear, although the fronts are half an inch narrower than the Turbo S’. If you don’t like the idea of dealing with center-lock rims, Porsche offers five-lug designs as no-cost alternatives.
Motortrend: As with the previous 991.2 GTS, the car makes a strong case as the best 911 for enthusiastic driving that doesn’t require full-bore GT3 levels of track-ready hardware and big aerodynamic downforce.
The seven-speed works through a mechanically locking differential; PDK cars use an electronic-locking diff and Porsche Torque Vectoring Plus. A shift knob shortened by 0.4 inch is a difference compared to other manual 911s, but most important is the fact you can now defeat auto rev-matching during downshifts in any of the car’s drive mode settings.
There is also a new Lightweight package which cuts 55 pounds from the car’s curb weight. It does this with lightweight glass for the side and rear windows, carbon-fiber bucket seats, a lightweight battery, rear-wheel steering, additional underbody panels, and the deletion of the rear seats.
Distinguishing the 911 Carrera GTS is black contrasting exterior bodywork and darkened headlight clusters. On Targa models, the silver Targa bar is replaced by a black one. Race-Tex cloth upholstery is standard. Black wheel locks, 20-inch front, and 21-inch rear black alloy wheels, a black front lip spoiler, and a black engine cover grille are also standard on the GTS models. Every 911 Carrera GTS also gets the SportDesign package, which adds darkened taillights and black badges.
Motortrend: The driving experience is like that of the Carrera S—but way more of it. Front-end bite and response was one of the 992’s notably impressive characteristics when it launched, and it’s even more apparent on the new GTS.
Inside, the 911 Carrera GTS’ interior gets the Race-Tex cloth upholstery standard, which is also used on the steering wheel, door handles, armrests, and gear selector. The GT sport steering wheel, Sport Chrono package, Porsche Track Precision app, and tire temperature display are also standard equipment. All GTS models get the Sport Seats Plus with four-way power adjustment. The latest version of Porsche’s PCM interface gets Apple CarPlay and Android Auto compatibility; however, the latter requires plugging into a USB port. It also features a new virtual assistant function that you activate by saying “Hey, Porsche.”
The 2022 Porsche 911 Carrera GTS goes on sale in early 2022 with a standard price of $138,050 for the rear-drive coupe and $150,850 for the rear-drive convertible. Adding AWD will cost you an extra $7,300 for the coupe and convertible variants. The most expensive version is the 911 Targa 4 GTS—- which gets AWD standard and costs $158,150 — the same as an AWD-equipped convertible.
The formula yields an excellent soundtrack, satisfying power, and stunning handling that hoovers painted lines off your favorite challenging road. It’s a car with no discernible real-world weakness, and it will do a hell of a job during your track-day runs, as well.
More distinctive and dynamic than ever: the new 2022 Porsche 911 GTS models
Five model variants are being added to the successful 911 range
Atlanta. Twelve years ago, the very first GTS version of the 911 was introduced – featuring a series of very targeted modifications that, when brought together combined to make a difference – as a more focused, more dynamic and faster 911 that retained the subtly and usability of the car on which it was based. Following a familiar theme, a new generation of the popular sports car model is being launched. More powerful and visually distinctive, and with better driving dynamics than ever, the six-cylinder boxer engine at the heart of the 911 GTS delivers 473 hp, which is 30 hp more than the current 911 Carrera S and 23 hp over the previous 911 GTS. Torque rises to 420 lb-ft.
The result of this extra potency is a zero to 60 mph sprint of just 3.1 seconds in the case of the 911 Carrera 4 GTS coupe equipped with the eight-speed Porsche dual-clutch transmission (PDK): three tenths faster than its predecessor. A seven-speed manual transmission with a gear lever shortened by 10 millimeters is available for all 911 GTS models as an alternative to the PDK.
The 911 GTS is available in five variants:
911 Carrera GTS with rear-wheel drive, as Coupe and Cabriolet
911 Carrera 4 GTS with all-wheel drive, as Coupe and Cabriolet
911 Targa 4 GTS with all-wheel drive
Joining the increase in power is GTS-specific suspension tuning with Porsche Active Suspension Management (PASM), and the high-performance braking system from the 911 Turbo. Driving dynamics can improve even more through the optional Lightweight package, which will be available on the 911 Carrera GTS coupe models for the first time, saving up to 55 lbs. in weight. Setting the 911 GTS apart is black contrasting bodywork elements and darkened headlight housings. Inside, the interior features many of the touchpoints finished in grippy Race-Tex cloth material. The latest generation of Porsche Communication Management (PCM) brings numerous improvements in operation and connectivity. Technology: bespoke suspension and unique Sport Exhaust system Derived from the 911 Turbo and modified for the GTS coupe and Cabriolet models, the suspension meets exacting performance demands – with Porsche Active Suspension Management (PASM) Sport suspension that lowers the ride height by 10 millimeters featuring as standard equipment. The suspension includes helper springs at the rear to help maintain tension on the main springs in all driving conditions, meaning rebound characteristics are consistent. As in the previous generation, the 911 Targa GTS is an exception, sharing its chassis with the 911 Targa 4S.
The engineers in Weissach have also adjusted stopping performance to match the increased performance of the GTS, which makes use of the high-performance braking system from the 911 Turbo. The 20-inch (front) and 21-inch (rear) black, center-lock alloy wheels have a design derived from the 911 Turbo S. The standard Sport exhaust system is responsible for an even more emotive soundtrack, thanks to its GTS-specific set-up and a reduction in sound deadening material.
Exterior: numerous black accents in satin or high gloss
A multitude of black or darkened exterior details are characteristic of the 911 GTS models. On the 911 Targa 4 GTS, this also includes the model-defining Targa bar and Targa lettering. Additional elements painted in Satin Black include the spoiler lip, the center-lock alloy wheels, the engine cover grille, and the GTS script on the doors and rear of the car. The exterior package, in which these and other details are executed in high-gloss black is optionally available. All 911 GTS models effectively have the SportDesign package, with distinctive trim for the front, rear and the side sills. The headlight trims and daytime running light surrounds are darkened, and the car is fitted with standard LED headlights with Porsche Dynamic Light System Plus (PDLS Plus). The rear lights are also darkened. Satin Black accents characterize the model designation, PORSCHE lettering and charge-air grille slats above the engine.
Lightweight package: less weight
Driving dynamics are further improved with the Lightweight package, which will be available for the first time on a GTS. Up to 55 lbs. can be saved by the lighter carbon fiber full bucket seats, lightweight glass for the side and rear windows, and the use of a lightweight battery. The rear seats are also removed. Other performance enhancements include rear-axle steering as part of this equipment package and additional aerodynamic underbody paneling.
Interior: black Race-Tex and standard Sport Seats Plus
The sporty details of the GTS models continue inside functionally as well as visually. The gear lever of the optional seven-speed manual transmission has been shortened by 10 mm, which enables fast gear shifts with a flick of the wrist. A GT Sport steering wheel as well as the Sport Chrono package with mode switch, Porsche Track Precision app and a tire temperature display are standard features. The standard Sport Seats Plus with electric four-way adjustment provide lateral support, comfort and convenience. The interior insulation has been reduced.
Numerous Race-Tex features underscore the elegant dynamic ambience. The seat centers, the steering wheel rim, door handles and armrests, storage compartment lid and gear lever are all trimmed in Race-Tex. With the optional GTS interior package, the stitching is available in Carmine Red or Chalk. The seatbelts and embroidered GTS lettering on the headrests, tachometer and Sport Chrono clock come in the same contrasting colors. Carbon fiber interior trim panels complete the package.
New display and operating concept: now also with Android Auto
The new generation of the Porsche Communication Management (PCM) features additional functions and significantly simplified operation. The touch icons in the Media menu have been enlarged and the option of rearranging the tiles on the home screen is new. The improved voice assistant recognizes natural speech and can be activated with “Hey Porsche.” iOS and Android users will enjoy standard Wireless Apple CarPlay® and now wired Android Auto™.
First deliveries for the US are expected in early 2022 with a starting MSRP of $136,700 excluding $1,350 for delivery, processing, and handling.