The 997 GTS Coupe is a Sport Classic for Drivers

The 997 GTS Cabriolet and the 997 Speedster have always struck me as fraternal twins, a relationship echoed by the GTS Coupe and the Sport Classic.  Released in January 2010, the wide body, naturally aspirated 997 Carrera—known as the Sport Classic—helped fund the development of the GTS model, illustrating more than just coincidental timing.  Perhaps older brother is a better analogy.

Mechanically, the GTS Coupe and the Sport Classic are the same car with their key differences related mostly to cosmetics.  The following table outlines key differences:

Two of the more notable styling changes, the duck tail spoiler and Fuchs-style wheels, are instantly recognizable as throwbacks to the iconic ‘73 RS.  The Sport Classic also has a unique double-dome roof.  This subtle addition explains why the car was not offered in the US market.  To save on development costs, Porsche opted out of the homologation process for the special roof.  Still, a few cars have changed hands in the US under the show & display law which allows certain vehicles to be in the country even if they do not meet safety or emission standards.  We know of at least three cars in the US with one having been sold in 2019 and two sold in 2023.

Like the Speedster, the Sport Classic carries a hefty premium over it’s GTS analog meaning it’s unusual to actually see a Sport Classic on the road.  With only 250 units produced, the Sport Classic is exceptionally rare, even by Porsche standards. According to CLASSIC.COM Market Benchmark data, there’s a significant price disparity between the GTS Coupe and the Sport Classic:

Luckily, with aftermarket duck tail spoilers and Fuchs-style wheels, enthusiasts can enjoy the Sport Classic’s distinctive styling on a GTS Coupe without breaking the bank—preserving the thrill of driving these remarkable cars.

Comparing the 911 Carrera GTS with the 911 GT3

A common critique of the 911 model range focuses on the fact that so many different models exist.  Porsche even produced a video in 2018 hoping to quickly explain the twenty-four derivatives they offered at the time.  

When contemplating the various models in the 911 range, it’s helpful to consider the use case.  Porsche has so many use cases covered in the modern 911; even one targeted for offroad use thanks to the Dakar.  

While it’s far more common for buyers to cross shop the GTS with a Carrera S, comparisons between the GTS and GT3 are also made.  Despite looking similar to the untrained eye, the GTS and GT3 are quite different, and one of the best ways to understand the differences is by considering their use cases.

When asked to compare the two models, most Porsche enthusiasts would offer a summary of the GTS as a street car confident on the track, and the GT3 as a track car tolerable on the street.  This post will attempt to illustrate why this assertion is true by comparing the horsepower and torque specifications for the two cars.

The table below shows horsepower and torque for all 911 generations to date that include both a GTS and GT3.

In every generation, the GT3 produces more horsepower and at a higher RPM than the GTS.  The higher horsepower aligns well with the GT3 billing as a track car tolerable on the street.  Race cars prioritize horsepower, particularly in the higher RPM range, to achieve top speeds on straightaways and maximize overall performance. This design choice ensures engines capable of revving to high RPMs and producing substantial power output, optimizing top-end performance necessary to maintain high speeds on tracks with long straights.

In contrast, street cars prioritize torque, particularly in the lower RPM range, to optimize low-speed performance for everyday driving situations.  Designers balance the curve to enhance low-end torque as this improves responsiveness and drivability, making street cars suitable for a wide range of driving conditions.

Comparing the torque of the two cars shows that the GTS produces essentially the same amount as or more than the GT3, and at a lower RPM.  The difference is even more pronounced beginning with the 991.2 generation as the GTS was delivered with a turbocharged motor.  Turbocharging allows the engine to generate more power from each combustion cycle, resulting in increased torque even at lower engine speeds.  Turbocharged engines typically have a wider power band in comparison to naturally aspirated engines like those used in the GT3. This improved low-end torque enhances the acceleration and responsiveness, making the GTS more capable across the range of driving conditions more common on the street.

The GT3 race car vs. GTS street car is a popular comparison among automotive enthusiasts on YouTube.  In a video by TheGetawayer, you can learn more from Guido about other differences between the GTS and GT3 that he found meaningful; and in Matt’s reviews on TheSmokingTire, he calls the the 991.2 GTS the “perfect road spec” and the 992 GTS the “perfect Porsche street car”.

Compare Porsche 911 Models Based on the Carrera GTS

At times it seems Porsche has a special edition for every occasion: one for morning drives, another for celebrating Tuesdays, one for when the moon is full, and even one for the rare days when traffic is actually moving smoothly.  At this rate, we might eventually see a special edition Porsche commemorating the anniversary of the last special edition.

Putting humor aside, when you modify a car that’s already so unique, it’s hard not to be impressed. As we witness the increasing number of special edition Porsches based on the 911 GTS, we can’t help but have an appreciation for the trend.

The GTS-based special edition cars seem to follow one of three paths outlined in the following table:

The “GTS All the Way” models consist of special editions that are clearly marked with a GTS badge.  The first offered being the Brumos B59 Edition cars (more to come below).

There is just one “GTS in Camouflage” model which represents cars that included some cosmetic differences in the design.  The Porsche 50th Anniversary model was announced prior to the release of the 991 GTS.  While the car is officially badged as a Carrera S, features such as the wide body design with a  2 wheel drive transmission, lowered ride height, and factory installed Power Kit all point towards the GTS model that appeared soon after.

Finally, “GTS with a Twist” represents special editions that are based heavily on the GTS, but include cosmetic and mechanical differences.  In a prior post, we made the case for the 997 GTS Cabriolet and the 997 Speedster being not identical, but fraternal twins.

In time, we’ll work to share more about each of these remarkable cars as they all merit their moment in the spotlight.  For the remainder of this post, we’ll focus on the Brumos B59 Edition cars.

If scarcity is one of the defining qualities of a special edition, then the Brumos B59 Edition cars are among the most special ever built by Porsche.  Just five were built by Porsche to pay homage to Burmos driver Hurley Haywood’s impressive record of five overall wins at the Daytona 24 Hours.  

Since these cars are badged as GTS models, there are only minor styling differences from the normal 997 GTS spec: 

Exterior Styling: The B59 Edition features the iconic Brumos Racing livery, including Carrara White paint adorned with red and blue striping.  Additionally, the exterior mirrors are finished in black.  The cars are fitted with 19-inch Sport Classic Fuchs-style wheels to complement their sporting appearance and as a throwback to the original Carrera RSR raced by Haywood.

Interior Styling: The interior of the B59 Edition includes the black full-leather finish with Alcantara trim.  Notable difference from the standard GTS interior are the blue and red dual-stripe stitching on the steering wheel rim, shifter boot, and brake handle.  The console and the rear portions of the heated memory Adaptive Sport Seats are painted in Carrara White, with Guards Red seat belts.  The door entry guards are made of stainless steel and engraved with Hurley Haywood’s signature.  Each car also includes a special interior badge indicating it’s position among the group of five. 

Four of the 5 cars are featured in a video co-produced by Brumos; it’s worth the watch. https://frazerspowart.com/the-b59-story

Compare a 911 Wide Body GTS with a Narrow Body Carrera S.

The distinctive wide body design is a hallmark of the 911 GTS.  The GTS was one of the few ways to own a naturally aspirated, two-wheel drive wide body Porsche 911 during the 997 and 991.1 generations.   Turbos became standard on all Carrera models including the GTS starting with the 991.2 generation, and all 911 models were designed as wide bodies beginning with the 992 generation.

We’ve explored the history of the wide body in a prior post which includes a table illustrating the two-wheel drive, naturally aspirated models sold in the US.  It covers each generation from the original 911 to the 992, and has been a popular resource for readers.

This post will focus more on the performance advantages brought by the wide body design which relate to traction and suspension dynamics.

A wide body design provides space for a bigger tire, and a bigger tire results in a larger contact patch.  Tire Rack offers a great resource to help visualize how the size of the contact patch affects performance.  In simple terms, larger contact patches are more effective in converting the driver’s input into responsive handling, cornering stability and great dry traction; all qualities that we enjoy behind the steering wheel of a sports car.

Turning our attention to the Porsche 911, it’s helpful to compare the tire sizes between a wide body Carrera GTS and a narrow body Carrera S.  The illustration below shows the difference in rear tire sizes between the 997 generation cars.  The contact patch on the GTS is ~5% larger which would provide improved traction over the Carrera S.

With traction covered, let’s consider how a wide body design affects suspension dynamics.  In simple terms, stability is increased as the wheels are pushed outward from the centerline of the car.  This is measured as track, and cars with a wider track benefit from less body roll and over/under steer.    

Once again comparing the wide body Carrera GTS with the narrow body Carrera S from the 997 generation shows a difference in track of approximately 1.25 inches; a difference that yields an advantage to the the GTS when considering suspension dynamics.

Characteristics like handling, stability and traction are also affected by the weight of the car, tire pressures and sidewall stiffness, as well other factors.  As we’re comparing two models from the 997 Carrera generation, these factors are largely similar for the analysis presented.

Compare 911 GTS Generations: 997 vs 991.1 vs 991.2 vs 992

Porsche delivered the first 911 GTS as a 2011 model.  It was a swansong to the 997.2 generation cars as the 991 launch was impending.  That first release brought us extra power, an improved chassis set-up, plus interior and exterior design changes all delivered in a naturally aspirated, two-wheel drive, wide body car.

Within a few years of the 991.1 generation launch, a refreshed 911 GTS was available as a 2015 model, and then again in 2017 and 2022 for the 991.2 and 992 generations, respectively.

Although the essence of the 911 GTS has remained constant through the years, Porsche introduced changes along the way.  Perhaps most notable was the switch to a turbo-charged engine to meet stricter emissions standards while still advancing the performance of the car.

I’ve spent hours behind the wheel of the 1st two generations of 911 GTSs, and recently had a chance to compare them with the latest model.  In researching a post I wrote about the experience, I struggled to find a single source that compared the specs for all 4 generations.

So I created one to share here:

Of all the changes from one generation to the next, the two areas that resonate for me most relate to power and weight.

When comparing the 997 generation GTS to the newer generations, I’ve often said that with one you get more S while the others give you more T.  The swiftness or nimbleness of the 997 is likely influenced by its lower curb weight.  The graph below helps to visualize how the weight as changed since 2011.

While power has increased with each generation, that “punch in the back” you feel when mashing the accelerator in the turbo-charged cars is a direct result of the increased torque.  The graph below shows a marked increase in torque between the 991.1 and 991.2 generations; a change that coincides with the addition of the turbo.

If you are cross-shopping the 911 GTS generations or simply interested in knowing more about the cars, I hope this information is useful.

Compare the 992 GTS with the 991.1 and 997 Generations.

The formula for the 1st two generations of the 911 GTS was consistent.  Extra power, improved chassis, and a few extra cosmetic bits all delivered in a naturally aspirated, two-wheel drive, wide body car.  It was this last part that made the model somewhat exclusive as the GTS was one of the few possible paths to buy a naturally aspirated, two-wheel drive, wide body 911 Porsche. 

Things started to change with the 991.2 model.  To balance emissions with the unwritten rule that each new generation performs better than the last, Porsche transitioned to turbo-charged engines for all 991.2 Carreras.  They didn’t stop there.  As a nod to wide body cars looking and handling better, Porsche announced that all 911 models would be wide body beginning with the 992 generation.

In this drive forward, the GTS lost some of what made it special.  In the past, it wasn’t possible to configure a Carrera S as a GTS from the factory, and it wouldn’t be practical to do it in the aftermarket.  If you wanted a 911 GTS, then you had to buy one.

Porsche still won’t let you select most of the GTS options when configuring your Carrera S from the factory.  Since many of the features that define a GTS in the 992 are cosmetic or “bolt-on” though, it’s never been easier to home brew a GTS.

As a GTS enthusiast, I have mixed thoughts about this evolution of the model.  On one hand, I appreciate the exclusivity of the original GTS formula.  On the other, the exclusivity seems to matter more “on paper” than the street.  Buy these cars to drive them rather than focusing on them as an investment.

The History of Wide Body and Why it Matters is a top ranked GTSence post that delves into why this set-up looks and handles better.  Porsche’s decision to move all Carreras to a wide body design is ultimately positive, since drivers of all 911 models benefit.

The move to turbos for all Carreras is more of a give & take.  On the downside, increased complexity of the motor could ultimately affect durability and maintenance costs, and the addition of a “filter” in the exhaust track muffles the engine noise we love to hear.

It’s hard to appreciate the positives without driving the car though.  I’ve spent hours in the earlier generations of the 911 GTS.  Thanks to the Porsche Experience Center, I finally had the chance to compare the 992 GTS with the 991.1 and 997 generations.

I’ll start with the biggest difference that I noticed between the 992 GTS and the earlier cars.  The torque is incredible.  The naturally aspirated cars are fast by any standard, but they lack that “punch in the back” that comes from a car with 420 ft-lb of torque.  I won’t dwell on it.  Go drive one.  You’ll be amazed by the difference.

While I still think a naturally aspirated engine offers a better sound, I’ll admit that the 992 GTS delivers an exhaust note that is impressive.  Despite the turbo “filter” the car still makes head turning noises that enthusiast love.  It was best in Sport mode as Sport+ eliminates some of the cracks and burbles.  While true that some of these sounds are engineered, it’s hard not to smile when the symphony begins.

Handling is exceptional, and the chance to run the paces at Porsche Experience Center really helps to show the capability of the car in a short, 90 minute session.  The 992 feels more like the 991.1 than the 997.  They’re all GTSs, but the later generation cars give you more T than S as I’ve written in the past.

As a purist, I still prefer my naturally aspirated cars to the turbos.  It might be nice to add a 992 to the garage though.  Maybe a targa to go with the coupe and cabriolet?

The 911 GTS Cabriolet is a Speedster for Drivers

The OG Speedster was a Chapman-esque model launched by Porsche in 1953 to simplify and add lightness to the 356.  The first 911 Speedster came in 1988 with its shortened/raked windshield and double-bubble humps behind the cockpit; next came the 964 Speedster in 1993, exactly two 993 Speedsters in 1995 (one each for Ferdinand Alexander Porsche and Jerry Seinfeld), a 997 Speedster in 2010, and most recently the 991 Speedster in 2019.  Much could be written about each of these models, but in this post we’ll focus on the 997.

Although the 997 Speedster paid homage to the original with a production run limited to 356 units, it was more of an exercise in badge engineering than simplifying and adding lightness.  Witness the complexity of the clamshell covering the convertible top storage area as proof that neither of these design elements were in focus by 2010, but that’s not to say that the 997 Speedster is a poor spec. 

In fact, the 997 Speedster offered one of the few ways to buy a wide body, two-wheel drive, naturally aspirated 911: in essence making it a special edition 997 GTS.  With the models sharing far more similarities than differences, one could even say that the 997 GTS Cabriolet and the 997 Speedster are fraternal twins.

Mechanically, the GTS Cabriolet and the Speedster are the same car with their key differences related mostly to cosmetics.  The following table outlines these differences:

Except for the windshield, most other cosmetic differences can be easily addressed with aftermarket parts; even the double-bubble clamshell is available for those wanting a Speedster look for their GTS.  

One notable mechanical difference between the two models is the transmission as the Speedster is only available with the PDK.  Porsche had just introduced the PDK with the 997.2 model, so many cars were spec-ed with the new gearbox from the factory.  For example, estimates show that more than 60% of the 2010 – 2012 GTS cars sold in North America also included the PDK.

That leaves us with price.  The $90k+ gap at launch has only continued to widen thanks to the Speedster’s limited production run.  The CLASSIC.COM Market Benchmark data shows a wide range between the GTS Cabriolet Manual/PDK and the Speedster:

If you’re a buy & hold collector, then the exclusivity of the Speedster will play in your favor, and the 997 version is likely a good model to hold in your portfolio.  However, if you’re a driver, then the 997 GTS Cabriolet offers an experience so close to a Speedster that few would notice the difference; at a fraction of the price and available with a 6 speed manual transmission as a bonus!  

PS: If that’s not enough to entice you, add that the next Speedster after the 997, the 991 launched in 2019, is based on the GT3 which is not available as a Cabriolet.  The 911 GTS Cabriolet is a Speedster for drivers and this is only true with the 997 generation.

comparing the interiors of the 991 and 997 GTS

A subscriber suggested comparing the interiors of the 991 and 997.  It was an excellent suggestion.  I thought it would be interesting to focus on a “Top 3” for each of the cars.

Let’s start w/ the 997 since it’s the older of the two.  The interior of this car feels more open vs. the 991.  Much of this feel likely stems from the height of the center console.  It’s lower in the 997.  Even though it seems marginal in the photos comparing the two, it makes a difference in the way the cars feel.  Sometimes less is more, and this is one of those times.

997 Interior

991 Interior

Second up in my list of three is the analog gauges.  Both cars have the typical 911 style set-up with a tachometer in the center flanked by two smaller gauges on each side.  All five of the gauges in the 997 are analog.  Porsche began the shift to digital with the 991 which includes one digital and four analog gauges.  In the 992, only the tachometer remains in analog form.  Perhaps it’s similar to my impression of the interior.  Analog just feels more inline with the ethos of the 911.

997 Gauges

991 Gauges

Last on the list for the 997 is the alcantara.  People either love it or hate it.  I’m with the former group.  It wears well.  It’s easy to clean, and it gives you a bit more friction than leather which helps to keep you in place on a spirited drive.  The one exception is the steering wheel.  It feels and looks like an old sweater.  I could replace it with a leather wrapped wheel.  The bolsters of the seats are in leather, so it would integrate well.

Let’s turn our attention to the 991.  I love the GT steering wheel.  It was added by the original owner of this car which is great because I probably wouldn’t have opted for the switch myself.  It has a smaller radius and more girth.  You notice it.  I prefer the feel so much that I’ll likely replace the wheel in the 997 with a GT wheel as well.

Alcantara seats are standard issue in the 911 GTS.  The original owner of the 991 opted for leather ventilated seats.  As much as I love the alcantara in the 997, the ventilated seats are fabulous on a hot summer day.  In comparing these two GTS cars, I’ve described the 991 as more T and the 997 as more S.  Ventilated seats are great in a grand touring car.

Rounding out the list of three for the 991 is the lip on the backside of the rear seats.  It helps to hold the cargo in place when you are using the rear seats in a folded down position.  I like this feature because it shows the spirit of 911 design.  Aero and power are always in focus as Porsche refines the 911 from one generation to the next, but so are features as seemingly insignificant as the back of the seats.  Everything is important. 

sound comparison between the 991 and 997 Porsche GTS

My first post comparing the 991 and 997 included a small reference to the differences between how the cars sound.  I’ve wanted to spend more time on this topic, and finally had the opportunity to do it.

Sound is such an important part of the experience for me.  Like many enthusiasts, I rarely listen to the radio in my cars.  I’d rather listen to the road noise, the intake and of course the exhaust.

For this sound comparison between the 991 and 997, we’ll focus on the sound from inside the cabin.  I’ve included a few recordings below; the sound is predominately the exhaust.  I may try to isolate the intake sounds by mounting a mic in the engine bay for a future post.

The set-up was simple.  I used an Android App called ASR with my phone secured in a cradle mounted on the inside of the front windshield.  The driver and passenger windows were open for all four recordings.  The 997 has a SharkWerks cross pipe, and the 991 is a stock set-up.  Both cars were in Sport Plus mode.

In the first set of recordings, I’m coming out of a roundabout into a moderate uphill climb with a slight curve.  I’m on the throttle, but never to red line.  

The run in the 997 starts in first, you hear a shift to second, and then a shift to third near the end of the recording.

The run in the 991 starts in first, you hear the shift to second and third, then a downshift to second.  The higher RPMs after the downshift probably create a bit of an “apples to oranges” situation.  The 991 reved-up in 2nd gear is putting out more sound at the end of the run than the 997 in third.

In the second set of recordings, I’m turning onto a street that is level for the length of the run.  As with the first set of recordings, I’m on the throttle, but never to red line.  

The run in the 997 starts in first, you hear a shift to second, and then a shift to third near the end of the recording.

The run in the 991 also starts in first, you hear a shift to second, and then a shift to third near the end of the recording.  

The 997 has a higher pitched sound that starts low and continues across the rev range.  I’ve described it as “angry”, and I’ve noticed that it turns more heads in a way that reminds me of that great Ferrari-Shell commercial from ~2007.  I’m not claiming that the 997 sounds like an F1 car, only that it turns heads when you are on the throttle.  

The 991 has a deeper sound.  It’s not loud until you hit ~4000 RPMs, but then it comes on strong and sounds “deeper” than the 997.  Some say it sounds more “powerful”.  I like the sound, but there is something about it that seems artificial in comparison to the 997.

It’s not in the recordings above, but both cars produce the “race car” burble and crackle.  I notice the burble more in the 997.  Coast down hill while barely pressing the accelerator and it will burble the whole way.  Thanks to ECU gamesmanship the 991 crackles more on the overrun.  Go hard on the throttle, then lift for a shift and it sounds like a shotgun. 

First Impressions of Porsche 991.1 GTS vs 997 GTS

You never get a second chance to make a first impression.  Having never driven a 991, I was curious to see how it would stack up against my 997.  It was a long wait, but the car finally arrived from the West coast (backstory).

This was my one and only chance to get the first impression of the Porsche 991.1 GTS vs 997 GTS.  The day was nice, somewhat cooler than typical with clear skies.  It was midday, so traffic was not a factor.

Both cars are GTSs, and only a generation apart.  That’s understating it a bit though.  The 997 was the last car designed and built while Porsche was an independent company.  With the 991 they had become part of Volkswagen Group.

What surprised me the most was how different the cars felt.  Having driven a 992, I probably should have seen this coming.  The 991 feels more like a 992 than a 997.  It simply feels bigger than a 997.  I felt bad saying it though because that’s generally not the way you’d describe a sports car that you like, yet I like the way the 991 feels.  It has a certain heft to it.  Like the way a nice tool feels in your hand.  

It is bigger than a 997.  At least when measured by wheelbase: 93” for the 997 and 96” for the 991.  Here’s the surprise though.  The 991 barely weighs more than the 997: 3,197 lbs for the 991 vs. 3,131 lbs for the 997!  My 997 cabriolet is of course heavier than both coupes with a curb weight of 3,340 lbs.  I didn’t expect it.  The 991 is more nicely appointed, and conventional wisdom tells you that cars continue to gain significant weight with each new generation.

The 991 seemed to reach a proper operating temperature faster than the 997 does and with that hurdle cleared, I was able to open the car up.  The exhaust doesn’t really come alive until you’re over 4,000 RPMs.  Though the note is great, deep with the appropriate burbles in sport mode, it’s not as raw as the 997.  In fairness, the 997 is running a SharkWerks cross pipe; it sounds angry, but in a good way.  It’s one of my favorite things about the 997; heads turn to see what’s coming.

As I downshifted to make a turn, I made another discovery.  Auto Rev-Match wants to do the work for you.  To be honest it threw me off in the same way that Drive-Off Assistant did the first time I noticed it in the 997.  I learned to drive on a manual and haven’t owned an automatic as my primary car since then.  The experience is second nature to me.  When the car does it for you, it just feels odd at first.  Double tap turns off the Drive-Off Assistant.  Apparently it is not possible to turn off Auto Rev-Match in Sport+ mode.

Despite the summer heat, I had the sunroof open and windows down.  It’s really the best way to experience the car; minimize what separates you and the noisy, fun parts of the car.  With the midday sun heating up the cabin, I started to reach for the AC controls before remembering that the original owner spec-ed the car with ventilated seats! 

I’d like to say it hit me the moment that I turned on the ventilated seats, but it was later.  I was home, reflecting on the experience and trying to describe the difference between the cars.  Both are GTSs.  With one you get more T, and the other more S.

The 997 is more visceral.  It’s swift, nimble and seems like it has the playfulness of a lighter car.  My first impression says it is the sporty of the two.  The 991 is more refined.  It’s planted, well mannered until you take it above 4,000 RPMs.  It tries harder to impress you with its rev-matches, gurgle on the overrun, and create comforts.  I suspect it will be the better tourer. 

I’ve also noticed another big difference between these cars, though it’s not in the spec.  Most people don’t give the Meteor Grey 997 a second look.  The Voodoo Blue 991 though; it makes friends everywhere it goes.