2023 Porsche 911 Carrera GTS Review (2023)

they saidPorsche 911 GTSIn terms of value for money, it's the sweet spot in the 911 range, right between the hardcore GT3 and the everyday Carrera S version.

What's even better about this latest 992-generation car from a driver's perspective is that you can keep it relatively clean by ditching all-wheel drive and the PDK automatic for the simplicity and engagement of a seven-speed manual.

That's exactly the spec we got as testers - in Racing Yellow, no less. This color wasn't my first choice on the 911, but I'm surprised how quickly I warmed to it, especially with the black badge synonymous with the GTS and part of the variant's charm.

The exclusivity of the 911 GTS also appeals to the standard Carrera S. There are many, but not many GTSs; certainly not many coupes with rear-wheel drive and manual transmission.

Driving the GTS is a special feeling, and for those who don't mind the attention, all other drivers can see it. Not to mention the rumble and extra decibels from the GTS. It sounds racing-inspired, with that flat-six howl we all crave.

Choosing your GTS has never been easier, with five different versions available, including convertible, coupe and Targa variants. Both are fast and both are desirable, but the coupe is the enthusiast's choice.

Regardless of color or variant, the 992 generation Porsche 911 represents the perfect incarnation of a model that has been in continuous development for almost 60 years, both on and off the track.

How much does the Porsche 911 Carrera GTS cost?

Prices have gone up for the 911 range, but I think it's still good value for money compared to other high-end sports cars.

Porsche Australia has priced its 911 GTS Coupé with the brand's seven-speed manual or eight-speed PDK transmission$334,900, excluding travel.

Considering the sticker price of $388,600 for the 911 GT3 and $298,100 for the standard-equipped 911 Carrera S with the eight-speed PDK automatic transmission, that's money well spent in the 911 world. The perfect sweet spot is the GTS.

Like all luxury car manufacturers, Porsche offers a wide range of options - no matter which model you choose, even a GTS like the one tested here.

Tried options:

• Race-Tex interior package with leather inserts, black: $8350
• Porsche Dynamic Chassis Control (PDCC): 6750 dolara
• Porsche Exclusive Manufaktur interior package with contrasting decorative stitching: $6,500
• Adjustable Sport Seats Plus (18-way, power) with Memory Package: $5,910
• Front axle lift system: $5070 (absolutely must)
• Rear axle steering $4720
• Power sliding/tilting glass sunroof: $4,720
• Dimmed LED matrix headlights, including Porsche Dynamic Light System Plus Porsche Exclusive Manufaktur: $4020
• Dakbekleding by Race-Tex: 2440 dolara
• Porsche Design Sub-tweede klok Porsche Exclusive Manufaktur：2110 美元
• Brake calipers painted black (high gloss): $1,720
• Lighting Design Package: $1,050
• Racing yellow seat belts: $930
• Race-Tex visor: $860
• Body color car key with leather key case: $780
• Racing yellow tachometer dial: $720
• LED auxiliary light with "PORSCHE" logo on the door: $300

All of this makes up the final price of the vehicle you see here$391,850, excluding travel.

2023 Porsche 911 Carrera GTS Prices

• Porsche 911 Carrera GTS Coupe: $334,900
• Porsche 911 Carrera GTS Cabriolet: 368,100 dollars
• Porsche 911 Carrera 4 GTS Coupe: $354,200
• Porsche 911 Carrera 4 GTS Cabriolet: 387,900 dollars
• Porsche 911 Targa 4 GTS: 387.700 USD

The price does not include travel expenses

What's inside the Porsche 911 Carrera GTS?

For those unfamiliar with the Porsche 911, the GTS is a bit more special than its regular Carrera sibling, thanks to a Race-Tex runway interior that looks and feels like Alcantara, with the addition of contrast stitching (and seatbelts) in visual yellow.

Porsche's one-piece bucket seats have long been the benchmark in the segment, not only for their ability to hold your upper body in place in the most extreme driving conditions, but also for their comfort on the highway.

As with all Porsches, coupes and SUVs, the seat sits deep in the vehicle in one of the most desirable driving positions in the industry; a place that offers maximum control and visibility, a product of perfect ergonomics.

It's not over-the-top luxurious like a Bentley Continental with its beautiful scalloped switches or a Ferrari with its floor-to-ceiling hand-stitched leather, but the GTS's materials are top-notch and feel great.

It also has the most grippy controls in the game to date. It's perfectly round, clean, and the rim wears well no matter where and how you ride it.

The cockpit is a perfect blend of old-world simplicity and modern technology, including the latest Porsche PCM 6.0 infotainment system, with wireless Apple CarPlay and Bose surround sound.

While CarPlay is now mostly my default for its versatility, from texting to navigation and everything in between, you can also just say "Hey Porsche" to access things like Apple Music, find the nearest gas station, or check the temperature on the car's climate control.

In fact, from an ergonomic standpoint, it's almost perfect, with everything within easy reach of the driver (and passenger, for that matter). I also like that Porsche took the time to integrate the infotainment screen, instead of the more common floating approach these days. On the right, the mostly digital driver's display retains its signature five-compass layout, with the tachometer front and center.

The fact that you still have to turn the Porsche's key to turn it over every time you drive it is one of the day's highlights, accompanied by the 911 GTS's signature six-cylinder bark - only more intense than the 911 Carrera S by comparison.

On the one hand, you might be confused by the fact that the GTS PDK is faster than a manual transmission, but just seeing that chunky shifter sitting perfectly on the center console is enough to put you on the right track.

The transmission is one of the most visceral transmissions ever made, meticulously calibrated for quick gear changes with a clutch action like no other transmission. If you could drive a manual car, you wouldn't want PDK, and who knows, it might even be one of the last manual 911s ever built.

I do things, but please stay with me.

With standard compartments on the center console and pockets in the doors, you will struggle to find places for your keys and phone quickly and easily. It's a little annoying, but given the pure driving pleasure of the GTS, you learn to live with it.

However, the 911 is unique in the sports car world with its four-seat layout, where the rear seats effectively serve as additional luggage space when there are no children. Although they are only for kids, my 5'7" daughter has ridden them on occasion with no major complaints.

Further forward in the boot is a 132-litre boot which is deep and wide enough to accommodate two large soft bags or more if required. Free up space even in your hand luggage.

What's under the hood?

The 911 GTS series consists of3.0-liter six-cylinder twin-turbo, although it offers 22 kW more than its predecessor the 991 and the current Carrera S,353 kWat 6500 rpm. Torque has also increased by 20 Nm to the peak570 NmBetween 2300 rpm and 5000 rpm.

The 911 GTS has a dual-flow sports exhaust with variable flaps as standard. In addition to the extra power and noise it produces, some of the soundproofing in the cabin has been removed - we mean for the better.

It comes standard with the Sport Chrono package and has64LThe fuel tank will run on premium petrol 98 RON at a speed in between10,1L/100kmfor coupe RWD PDK, and10.7L/100kmZa RWD manual.

The fastest variant is the Carrera 4 GTS PDK, which accelerates from 0-100 km/h in just 3.3 seconds.

Slowest here is the manual rear-wheel drive tested here, enter4.1 secondsThe four-wheel drive Cabriolet and Targa recorded 3.5 seconds (PDK), while the rear-wheel drive Cabriolet recorded 3.6 seconds (PDK).

It may be the slowest in the range, but the manual rear-wheel drive GTS Coupé is also the lightest1510 kg, AWD adds 50 kg. Cutting the roof and bottom bars will cost you an additional 70 kg. Targa is the heavyweight of the GTS group, weighing 1685 kg.

How does the Porsche 911 Carrera GTS drive?

Never mind that the 911 GTS Auto hits 100 km/h 0.7 seconds faster than the manual car tested here. Let's be honest, Porsche's excellent manual transmission would make for a more sophisticated driving experience.

It is more dramatic and complex than the PDK version. Here you can imagine yourself driving his 911 S through the city of Le Mans to the circuit of Sarthe in the 1971 film of the same name.

Driving a 911 (current or classic) is always special, but that feeling is amplified behind the wheel in the GTS, and it's best with the seven-speed manual transmission.

It's okay if you haven't mastered heel-toe shifting, the auto-cue feature makes that skill almost redundant - especially when it's hard to get momentum on your commute, but you still want to sound like a pro when downshifting.

While it's fine to start it up in normal drive mode, you'll want to ditch it almost immediately because of the louder noise and harsher throttle. Sport should be the default mode here, with the occasional quick switch to Sport+ when serious off-the-line acceleration is needed or needed.

The GTS gets Porsche's internal sports exhaust as standard, and for me it's one of the more recognizable options on the aftermarket. To me it's a more natural boosted cornering, something Porsche has perfected.

It's also one of the most visceral sounds you'll ever hear in a street car, inspired by Cup racing cars.

Miraculously, the GTS (or any other twin-turbo 911) has virtually no turbo lag. Porsche engineers have eradicated it, including the entire rev range. That performance alone is enough to make you celebrate every time you hit the gas pedal and feel that instant and long-lasting pressure. He pulls all the time.

If you think getting off the line is a thrill, it's more like a mid-range burst that takes your breath away. Porsche has played down its performance claims, even in manual trim. Either way, this Carrera GTS is fast, made even better by some of the best service in the business.

The clutch is just the right weight for good traction, providing maximum feedback and an especially quick release early in the pedal stroke. You can easily adjust the power more evenly in smaller steps.

It gives you confidence and control in any situation.

Then there are the controls. Perfectly weighted and beautifully direct at any speed, but no matter how stiff you are, it still feels so natural. When it comes to electric power steering, it is almost unrivaled in this segment.

Handling in the 911 is always very quick and direct, thanks to the inherently light front end when the engine is in the back.

Then, pressing the power early out of a corner is just as satisfying, as the extra weight of the flat-six provides incredible grip, as does its low-profile 305mm footprint, which almost pushes the rear of the car Part is glued while the tarmac. The feeling is great.

What's more, our GTS tester was equipped with rear-axle steering, which, while certainly optional on the 911, means less hand-wringing is required when cornering and roundabouts. Again, it never feels contrived.

For a purpose-built sports car that sits so low and drives so close to the ground, the GTS is incredibly nimble despite unparalleled lateral body control. The harder you try, the better it will be.

The GTS already has Porsche's latest Porsche Active Suspension Management (PASM) as standard with Adaptive Damper Control offering fine tuning between different modes, but our tester also had Porsche's optional (even on the GTS) Dynamic Chassis Control (PDCC) for maximum body control.

Don't get me wrong, the GTS is firm even on normal suspension settings, but it's never harsh, the chassis soaks up bumps so well that even mid-corner where more power is released there's no sense of nervousness in the car.

It's amazing how the GTS manages to do all this without the driver feeling anything but complete confidence.

Stopping power is excellent (as always with the 911), thanks to its light nose and massive 408mm front brakes with six-piston calipers. It's not just about their ability to get the car going, it's about the confidence they instill in the driver, even if you're late on the brake in a corner.

You'll still want the optional front linkage, even if you have a bit of a lip in your driveway to navigate like I do.

It is controlled by a single button on the console and takes only a few seconds to raise or lower the nose. Even better, there's an option to save a location so the next time you reach that location using GPS data, the front end will automatically raise.

At 60 km/h, it automatically lowers the car to normal height.

what did you get

Highlights of the 911 Carrera GTS:

• Sports exhaust system including dual tailpipes in black stainless steel (high gloss)
• 20/21" Turbo S forged satin black center locking alloy wheels
• Black highlights include the front spoiler lip, GTS badging on the doors and rear grille covers
• Sport design package with satin black front and rear trim
• Dimmed LED headlights with dark bezel, DRL
• steering wheel servo plus
• Automatic lights and wipers
• Internal and external mirrors with automatic dimming
• Two-zone climate control
• Sports seats Plus with electric adjustment in 4 directions, embroidered GTS logo
• Keyless entry and exit
• Race-Tex black interior package
  • The middle of the front and back seats
  • doorknob
  • door armrest
  • steering wheel rim
  • gear stick
  • bake in the center console
• Seat cushions and headrests in embossed leather
• heated steering wheel
• Sill protectors made of brushed aluminum with black letters
• Two USB ports on the center console
• Wireless Apple CarPlay
• Wired Android Auto
• Digital Broadcasting (DAB+)
• Bose surround sound system
• Two cup holders (passenger side and center console)
• Heated front seats
• Parking assistance including surrounding view
• check the tire pressure
• Lane change assistance
• Tire repair set (does not save space)

Options we highly recommend include front wishbones ($5070) and the Porsche Dynamic Chassis ($6750).

paint

Asked: $NCO

• witty
• Black
• the guard blushes
• running yellow

Metal: $NCO

• jet black metallic
• Ahat siva metallic
• GT srebrna metallic
• Gentian blue metallic

Special offer: $5700

• Ruby Star New
• blue shark
• arctic gray
• Karmin
• crayon
• icy gray metal

Is the Porsche 911 Carrera GTS safe?

Porsche doesn't run a sports car crash test across the entire 911 range, so there's no ANCAP safety rating here.

Standard safety equipment includes driver and passenger airbags, as well as thorax airbags built into the side bolsters of each front seat.

How much does it cost to drive a Porsche 911 Carrera GTS?

GTS hasThree-year warranty with no mileage limitService intervals are 12 months or 15,000 km.

Maintenance costs range from $895 (just $695 for basic service over the years) to $2,830 depending on requirements, which is still significantly cheaper than most other high-end brands.

CarExpert's view of the Porsche 911 Carrera GTS

Every Porsche 911 Carrera can be addictive – or dare I say tragic.

With its distinctive black accents and accessories on the not-so-shabby Carrera S, the GTS feels extra special, even during the morning commute.

It's never something particularly prominent in the 911, although the GTS's beefier exhaust note is somewhat intoxicating, and even when cruising around the locale, the hatches can be opened at the touch of a button.

What's more, every control and electronic system is perfectly calibrated and synchronized to deliver the most consistently great driving experience you'll ever get in a sports car.

The 911 Carrera GTS badge has a certain exclusivity, derived from Porsche's impeccable GT heritage. It does not disappoint in any case.

Did you choose the wider manual over the faster PDK? I'm still torn between the two. There's no right or wrong choice here, but if you can look past the numbers, grab a manual and experience pure driving nirvana.

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more:All Porsche 911s