ROAD TEST ~ 2011 PORSCHE 911 CARRERA GTS
What is the perfect Porsche?Is there such a thing as the perfect Porsche?
Is it the mighty 911 Turbo? The 4.0-litre GT3 RS? The nimble Cayman S? Or the best selling Porsche model of all, the Cayenne?
This used to be a simple question to answer – the 911 Carrera because it was light, fast and relatively uncomplicated.
But that has all changed with modern technology to the point anyone can drive the 500 hp 911 Turbo because it is so docile - that is, until you get serious.
There are now so many people in the world with vastly differing tastes and needs to the point anyone who invents the Next Great App can afford to buy a Porsche that matches their lifestyle. It’s also why there are so many more Porsche models these days with more, like the upcoming Cajun, in the pipeline.
It must be eight or 10 years now since I drove a 911 Carrera “lightweight”. It didn’t have a lot of stuff, just a rear-drive base 911 with a couple of extras like carbon brake rotors.
That thing was so quick and tight and was a pleasure to drive. Most of all it was the light, but positive, feel of the steering that endeared it to me and remains to this day, the single best Porsche I ever drove.
When I heard about the new 911 Carrera GTS, I became very interested. The GTS is, in spirit, from the same mindset – a driver’s sportscar, not a luxury car with sporting intentions.
This is a simple Porsche but do not confuse simple with uncomplicated. By simple, I mean it follows the classic Porsche layout of engine at the rear driving the rear wheels with the front suspension engineered for precision handling.
The “flat” or “boxer” horizontally opposed six-cylinder engine is the heart of any 911. In this case the 3.8-litre DOHC engine thanks to gasoline direct injecting produces 408 hp, 23 hp more than the same engine in the 911 Carrera S. Torque is 310 lb/ft.When it comes to fuel consumption, Porsche says the 911 GTS as tested here comes in at 11.6/7.9L/100 km (24/36 mpg) city/highway.
To give an idea of the attention to detail made to get the power, engineers devised a special resonance intake manifold that features six vacuum-controlled tuning flaps that switch between power- and torque-optimized geometry, whereas in a Carrera S power unit there is only one tuning flap.
The GTS comes standard with a six-speed manual (as tested) or the seven-speed Porsche Doppelkupplungsgetriebe (PDK) as an option.
In comparison to the Carrera S, the top speed of the GTS with manual transmission rises by 2 mph to 190 mph.
If there is one styling element that sets Porsches apart it is the wide, voluptuous rear fenders. The GTS is the only member of the Carrera 2 family to get the 44 millimetre wider body of the all-wheel drive Carrera 4 models including widened rear track.
The GTS is finished in classic Porsche white with the “Carrera GTS” badge being small and discreetly placed on each door panel and the rear valance panel. One other sure way of spotting a GTS is the wheels and tires. It sits on 19-inch centre-locking RS Spyder alloy wheels, painted in black with high-gloss finished rims, with 235/35 ZR 19 tires on the front axle and 305/30 ZR 19 tires on the rear.
I hesitated to call the interior minimalistic what with a Bose sound system and an optional navigation/infotainment system. The interior is done in all black with driver and passenger sport seats covered with black Alcantara. Alcantara is used wherever driver and passenger come into direct contact with the vehicle; such as on the rim of the new three-spoke SportDesign steering wheel and on the gear lever and handbrake.
The steering wheel with its “fuzzy” suede-like feel is just the right thickness. With no all-wheel-drive to numb response, the sensations coming from the front suspension to the hands is delightful.
In a week with the car, I don’t think the radio was on once. The GTS is anything but whisper quiet. Turn the key and the big six gives a grunt and then throbs into life. Stab the gas and it does not send the tack needle racing to the redline and that is one of the secrets that makes driving a Porsche, especially one like the GTS, so enjoyable.
It doesn’t take long to realize that knowing how to use as little or most of the abundant power with the proper gear selection is how to savour the experience.You also quickly learn that the handling and grip is there for you to make the most out of (which you will) and that, friends, is what it’s all about.
Say what you want about double wishbone suspension but Porsche has made a virtue of MacStruts at the front and an independent link system at the rear.
The GTS is tested here came with an interesting ($1,090) sport chassis option that basically drops the car 20 mm for a lower centre of gravity.
I’m not going to tell you I noticed the difference but when it came to turning and exiting corners, this car went exactly where intended and with a sensation of being almost glued to the road.
The 2011 Porsche Carrera GTS starts life at $117,600. As tested it came with a lot of options such as the Bose sound system ($1,650) and navigation system ($2,410) I wouldn’t want. There were some small GTS—only options such as red seatbelt straps at $620 for a grand total of $129,225 including a shipping fee of $1,085.
As readers can guess, I came away having really enjoyed this car which is why I got thinking whether this is the perfect Porsche?
I’ll let you decided for yourself, but the 911 GTS tested here is as close to what the essence of Porsche is all about as you can find.
BODY STYLE: Performance coupe.DRIVE METHOD: rear-engine, rear-wheel-drive.
ENGINE: 3.8-litre, DOHC “boxer” six-cylinder (408 hp, 310 lb/ft)
FUEL ECONOMY: Six-speed manual, 11.6/7.9L/100 km (24/36 mpg) city/highway.
PRICE: Base, $117,600, as tested, $129,225 including $1,085 shipping charge.
