For the Porsche brand, the GTS badge dates back to the ‘60s, but it only became part of the 911 story 12 years ago. These days, the GTS is not only the most popular derivative in the iconic sportscar’s line-up, it’s arguably the pick of the range…

When Porsche introduced the GTS as part of the 911 line-up a little more than a decade ago, it didn’t represent much more than a late trim upgrade of the 997-generation Carrera S. It became a somewhat more established fixture in the range with the 991 model, but now, for the current 911 (992), the GTS has evolved far beyond a mid-range coupe derivative adorned with standard sportier accoutrements. In fact, given the fact that it’s currently the most popular 911 derivative, it may just represent the sweet-spot in what is a crushingly competent line-up.

For the 992-generation GTS’ South African launch, Porsche picked a Western Cape route that would see drivers cover significant distances, over varying road surfaces, long stretches of dead straight asphalt and, of course, some great twisty mountain passes. On hand were a selection of Carrera GTS (rear-wheel drive) and Carrera 4 GTS (all-wheel drive) coupes. You can also have your GTS as a Convertible (in rear- and all-wheel drive), or as a Targa (but only in all-wheel drive).

You can choose between a 4wd, rear-wheel-drive, cabriolet or Targa version of the GTS.

Seeing as I’m follically challenged, I’m not a big fan of open-topped cars, but there are other reasons to gravitate towards the coupe… I think it’s a sexier-looking car for a start and, importantly, it’s also a fair bit lighter than the drop-top. All the test units made available for the local launch drive were equipped with the marque’s popular 8-speed PDK (dual-clutch) transmission. You can, however, specify your GTS with a 7-speed manual gearbox, if you really want a “stick shift”. Porsche CEO Toby Venter says this is not something that happens very often these days…

What makes a GTS?

While the GTS began its existence in the 911 range as little more than an additional trim level, in the latest model, it has a character all of its own. Yes, the racier looks (mostly due to various blacked-out elements) remain an important part of the appeal, but now it’s got the dynamic and performance character to back up the appearance.

For one, instead of using a development of the suspension of the Carrera S, Porsche has used the Turbo’s suspension hardware as a starting point, and adapted those elements for use in the GTS. The Coupe and Cabriolet versions feature a (10mm-lowered) sports chassis, which has the so-called “helper springs” from the Turbo (with the main springs always under tension). Note, however, that the 911 Targa GTS features the 911 Targa 4S’ chassis.

Furthermore, the GTS gets the same high-performance braking system as the 911 Turbo, and the striking, black 20-inch (front) and 21-inch (rear) centre-lock alloy wheels from the 911 Turbo S’ catalogue.

The GTS is instantly recognisable by virtue of its darkened lighting elements.

In terms of power, the turbocharged 3.0-litre flat-6 engine produces 353 kW and 570 Nm (22 kW and 40 Nm more, respectively, than the Carrera S). A Carrera 4 GTS equipped with the 8-speed PDK is claimed to sprint from 0 to 100 kph in 3.3 sec, which is downright dazzling given that what you’re looking at here is a “mid-range 911 derivative” – if such a thing could ever exist. Do you really need to go any faster than this?

Finally, Porsche has also stripped out some sound-deadening measures which, together with the specially tuned standard sports exhaust system, really endows the GTS with a very racy persona. Want to crank things up another notch or two? On offer is a Lightweight package that strips out the rear seats, adds lightweight carbon fibre-reinforced plastic (CFRP) bucket seats, lightweight glass and even a lighter battery. Also included in the Lightweight package is rear-axle steering system and a few other aero-optimising features.

So, if you really wantto prioritise driving dynamics (and thrills), you should specify the lighter rear-wheel-drive Carrera GTS in Coupe form witha manual ‘boxand the Lightweight package…

What’s the Porsche 911 GTS like to drive?

The GTS interior package features carmine red or crayon stitching with ‘”Race Tex”trim (a recycled fibre made to look like Alcantara).

Well, it was never going to be a disappointment, was it? The 992 generation 911 is, in a word, superb and when you start driving the 911 GTS, it immediately becomes clear where exactly the newcomer fits into the range… It effectively combines the racier, edgier feel and emotive sound experience of derivatives such as the GT3 and Turbo, with the daily usability of a Carrera S. No wonder it’s shot straight to the top of the 911 sales charts.

Threading through peak Cape Town morning traffic doesn’t sound particularly fun, but the experience served to highlight just how comfortable the 911 GTS is round town. Even though it sits a bit lower than a Carrera S, it’s not lost any of its trademark “daily runner” talents. Pottering around at low speed also gave us the opportunity to poke around the cabin more thoroughly. There are some lovely touches. The GT sports steering wheel and Sport Chrono package are standard, as are the 4-way electrically adjustable (and very comfortable) Sports Seats Plus. As usual, the build quality is excellent.

As with the exterior, black details abound, but the starkness can be broken up with the GTS interior package’s decorative stitching options (Carmine Red or Crayon). I do like the Race Tex trim as well as the cliff-faced design of the facia, with its mix of touch-sensitive controls and physical buttons. The PCM infotainment system features manyimprovements, such as Android Auto compatibilityand voice control.

Hit the open road, pin the throttle, and the immediacy of the 911 GTS’ responsewill leave you in no doubt about the car’s performance potential. There are few cars that can go so effortlessly from grand tourer to road racer. The PDK transmission is a real star, always managing to read the driver’s inputs precisely and delivering the expected acceleration – it’s particularly impressive on downshifts. The engine loves to rev;it picksup quickly from around 3 000 rpmand keeps pulling strongly to well past 7 000 rpm. And it gains a real raspy engine noteat those higher engine speeds. It’s very addictive…

The GTS is supremely capable as both the perfect GT car and aroad racer (when it needs to be one).

The roads around the Western Cape are generally in very good condition, but when you head off the major routes and you will invariably find some uneven surfaces, as well as some narrow, bumpy roads. Porsche SA included some of the latter on the launch drive schedule, and it’s here where the “duality” of the GTS’ character really comes to the fore. The newcomer’s body control is simply sublime, with the suspension dealing with bumps in a single, controlled movement, and settling quickly thereafter.

Enthusiastic drivers will revel in the GTS’ nature. While traditionalists may be tempted by that 7-speed manual option, the PDK would be my choice, but not only because it takes the pain out of the daily commute. When you’re flicking up and down the dual-clutch transmission to fully explore this 911’s abilities, you’ll appreciate the way the Porsche communicates with you through the ‘wheel and the seat of your pants. That way, you can focus your attention on all other aspects of hard-driving. And to me, this is important, because the 911 GTS is not merely a fast car. It’s supercar fast. The Carrera 4 GTS can easily eclipse 300 kph.

It would be a tough choice between the 4S or rear-driven GTS, but we would opt for the traditionalPorsche setup.

Summary

Manual- and PDK-equipped variants of the 911 GTS Coupe are priced at R2 290 000 each, while the Carrera 4S GTS Coupe PDK costs R2 400 000. I would opt for the slightly more affordable rear-wheel-drive coupe derivative, simply because it imparts a slightly more natural feel when you are exploring its (substantial) performance envelope. Having said that, I can also appreciate that the 4S offers a broader range of abilities (especially in terms of outright grip), particularly on poorer road surfaces. Either way, at the price (around the low to mid-R2-million mark), there are few cars, if any, that offer a similarly seductive blend of poise, performance and daily driveability. Some may have the numbers on paper (here’s looking at you, BMW M4), but the 911 GTS offers more delicacy and finesse.

Related content:

Porsche Macan (2021) Launch Review

Another South African “art car”, but this time it’s a Porsche!

Porsche Taycan RWD Review – Will this car make you want to go electric?

Porsche Cayenne Turbo GT is the World’s Fastest SUV