ATLANTA — When it comes to cars nerds may be obsessed with, few cars come close to the Porsche 911. And for good reason: from that first show car in 1963 until today, Porsche has refined and evolves the 911 into a bewildering array of variants and versions. For example, a single turbocharged 911 is called the 911 Turbo, although today almost all 911s use turbocharged engines. I find it almost baffling how much the company is able to tweak the same recipe to make cars that on the outside look the same but drive completely differently and are bought by different customers.
Nothing illustrates this (or confuses me more) than the car in question of today, the 911 GTS 2022. These three letters usually appear in combination on the back of a 911 as the refresh approaches. mid-life of the car, or the transition from one generation to the next. But the 911 GTS is not a unique variant; it’s really a lineup within a lineup, with five different 911 GTSs, each with a choice of two transmissions. Do you see what I mean by confusion?
One engine, two transmissions, three body styles
All 911 GTSs use the same 3.0L turbocharged flat-six engine, mounted behind the rear axle, as is tradition with the 911. In the GTS, it received a modest increase of 30 hp ( 22 kW) and 30 lb-ft (41 Nm) on the Carrera S and now produces 473 hp (353 kW) and 420 lb-ft (570 Nm). The increase is due to an increase in boost pressure – 18.6 psi (1.3 bar) compared to 16 psi (1.1 bar) in smaller 911s – but Porsche also installed a new dual-mass flywheel for deal with the extra couple.
The effect of the increased boost on fuel consumption will likely be somewhat deleterious compared to the Carrera S combined at 20 mpg (11.8 L / 100 km), but an actual fuel efficiency rating of the EPA will only be released closer to the arrival of the GTS. in the United States in early 2022.
Porsche’s eight-speed dual-clutch PDK transmission is standard, but the GTS can also be fitted with a seven-speed manual transmission at no cost. (This, like the PDK transmission, uses the same gear ratios as in the Carrera S.) The manual has a short-stroke shifter and active rpm matching during downshifts – this can be turned off if you’re a heel. and toes monsieur. If you check the option for the manual gearbox, you also get a mechanical locking limited-slip differential instead of the computer-controlled electronic torque-vectoring differential that comes with PDK.
In fact, there are five different GTSs on offer for the 2022 model year. For coupe enthusiasts, there’s the $ 136,700 911 Carrera GTS – it’s the red car in the gallery and the one we drove. But if a 911 RWD seems too sketchy for your winters, there’s also a 911 Carrera 4 GTS (MSRP: $ 144,000) with all-wheel drive.
A flat tire ruins our back-to-back comparison plan
Likewise, sun worshipers can choose between a 911 Carrera GTS Cabriolet (MSRP: $ 149,500) or a 911 Carrera 4 GTS Cabriolet (starting at $ 156,800); again, the difference being rear wheel drive or all wheel drive. And if you like the sun, but not so much, there’s the 911 Targa 4 GTS (MSRP: $ 158,800). It’s the white car in the photos, and the one we were supposed to drive, but the other reporter there that day had a flat tire in the morning, so I spent the afternoon going back to the seat of Porsche in the passenger seat of the PR. the representative’s car instead as the Targa drove home on a flatbed trailer.
Which is a shame, because in the opinion of all, she drove very differently from the red car. The Targa is content with the normal 911 adaptive suspension, as well as larger brakes (408mm at the front, 380mm at the rear). But other GTSs, in addition to those bigger brakes, also have a lowered sport suspension borrowed from the 911 Turbo, which includes auxiliary springs on the rear axle.
The red GTS took things a step further. It was specified with the lightweight kit, which adds one-piece carbon fiber bucket seats up front, does away with the rear seats completely (and some sound deadening), as well as swapping out thinner side and rear windows to save money. total of 110 lbs (55 kg). Essentially, this is as targeted a 911 as it is possible to get without increasing the horsepower, price and cornering ability of the 911 GT3.
I think only one-piece carbon seats would be a compromise for the day-to-day driving of a 911 GTS, as they can be inflexible and definitely favor smaller and thinner drivers, especially when it comes to getting out of the cockpit. .
But if not, I think he would do very well. Getting to the winding roads of northern Georgia from Porsche’s Atlanta headquarters required making your way through Atlanta’s traffic jams, but the three-pedal car was a champ as I went. was progressing. The clutch isn’t heavy, and the bite point was easy to find (and there’s an anti-stall feature that doubles as a hill-start mode, now that no one is riding actual hand brakes anymore).
Once on those winding mountain roads, the 911 GTS was pretty toned. You could leave it in third position all the time, for the 2,300 to 5,000 RPM torque platens. Or you can keep the revs high, using second gear and the fact that maximum power only comes in at 6500 rpm. This allows you to better appreciate the sports exhaust as a bonus. And if you didn’t want to play with the gears yourself, you wouldn’t bother to choose the manual transmission option …
That being said, a few weeks ago I did what some might consider heresy, proclaiming that I would rather have an all-electric Porsche Taycan rather than a 911. Although the 911 GTS had to work through gears , I stand by this statement: Unless you plan to exercise the car regularly on track days, for general on-road driving, I think most of our audience would prefer the plug-in.
List image by Jonathan Gitlin