The 992.2 Carrera GTS is a Turbo-Lite 911

Since its introduction to the 997 generation in 2010, the Porsche 911 GTS has shared a strong resemblance to the 911 Turbo. The models shared the same wide-body design, wheel size, centerlock rims, and the liberal use of Alcantara in the interior. To some enthusiasts, the GTS might even represent a “Turbo-look Carrera,” bringing the muscular looks of the Turbo to the Carrera lineup.

Porsche is no stranger to creating Turbo-look cars. Back in the mid-80s, the M491 package, offered as an option for the 3.2 Carreras, was also referred to as a Turbo-look 911. These 911s were equipped with naturally aspirated engines housed within a Turbo body shell, complete with identical suspension and brakes. This was during a period when Porsche was navigating U.S. regulations that temporarily restricted the sale of the Turbo model, making the Turbo-look 3.2 Carreras a strategic fill-in within the 911 product line.

The introduction of Turbo-look models in the 80s can be seen as an unintended consequence of regulatory challenges. However, the development of the GTS into a Turbo-lite variant has been a more calculated evolution. As the GTS has evolved within the Carrera lineup, it has increasingly mirrored the Turbo, especially with the significant shift in the 991.2 generation launched in 2016. This update saw all Carrera models, including the GTS, adopt turbocharged engines in a move aimed at meeting stringent emission standards while maintaining competitive performance levels.

Despite the inherent performance difference between the Carreras and the Turbo models, the shared forced-induction motor design has never been closer. With the release of the 992.2 GTS, Porsche has narrowed the gap even further. Beginning with the 991 generation in 2012, the Turbo was available exclusively with a PDK transmission, a feature that the 992.2 GTS has now adopted. This change is largely driven by the integration of a hybrid drive system, which necessitates the use of the PDK transmission for optimal performance.

Originally, the 911 GTS offered a unique proposition: a wide-body, two-wheel drive, naturally aspirated 911. However, over the past 12 years, as Porsche has continued to refine the GTS model, some of these defining features have evolved. What remains in the 992.2 GTS is a vehicle that is more akin to the Turbo than ever before. Whether this evolution is viewed positively or negatively depends on personal preference. While I appreciate the aesthetic of the wide-body design and the simplicity of the naturally aspirated engine that was introduced with the GTS in 2010, the allure of increased power from a turbocharged engine is undeniable.

Extra Analysis: The Impact of Regulations on Porsche 911 Evolution

From M491 to GTS: A Regulatory Journey: The history of the Porsche 911’s evolution, particularly the models resembling the Turbo, is significantly intertwined with automotive regulations. Here’s how:

M491 – The Turbo Look without the Turbo Engine: In the mid-1980s, stringent U.S. automotive regulations temporarily prohibited the importation of the Porsche Turbo. Porsche responded with the M491 package, an ingenious solution that offered the Turbo’s body and performance features but with a naturally aspirated engine. This allowed Porsche to continue selling a Turbo-look model in the U.S. without breaching import restrictions.

Modern GTS – Adapting to Emissions Standards: As environmental regulations became stricter, Porsche’s innovation shifted towards balancing performance with emissions control. The GTS, initially launched with a naturally aspirated engine, saw a significant shift with the 991.2 generation, which introduced turbocharged engines to comply with new emission norms. This transition was driven not just by a pursuit of performance efficiency but by necessity to meet global emission standards.

Hybrid Drivetrains – The Next Step: Continuing the trend, the latest GTS models incorporate hybrid technology, further aligning Porsche’s legendary performance with contemporary environmental expectations. This move reflects a broader automotive trend towards sustainability, driven by an ever-tightening regulatory landscape.

As Porsche continues to innovate and adapt its lineup, the GTS serves as a testament to the brand’s commitment to performance and the requirement to address modern emissions standards. The question for many Porsche enthusiasts remains: How do you balance tradition with technological advancement? For now, the GTS offers an blend of both, marking its territory in the 911 family.

what makes a 911 GTS Porsche

The 991 was a completely new platform for Porsche, and only the third since the 911 was introduced.  The 901 was first, followed by the 996, and then the 991.  It was also the first platform introduced after Porsche had become part of VAG, though the design work was completed prior to the acquisition.

The new platform introduced a number of changes over the 996/997 generation cars; longer wheelbase, wider front track, lower roofline, significant interior upgrades, and more.  Many say the car is more of a tourer than prior generations, and this is inline with my own impressions after my first back to back drive of the 997 and 991 GTS cars.  

In time, I’ll share my impressions on some of the non-GTS specific features introduced with the 991 including electronic assisted steering, the 7 speed manual, the electronic parking brake and more.  Like others who have shared opinions on the 991, I have mixed feelings about some of these “improvements”.

Back to the topic at hand, which is what makes a 991 GTS?  The recipe is largely the same as what makes a 997 GTS: design and performance.

The most visual difference in my opinion is the wide body design.  With the 991 Porsche offered four ways to buy a wide body, two-wheel drive naturally aspirated 911: the GTS, 911R, GT3, and GT3 RS.  Note that the first three are 1,852 mm, while the GT3 RS offers an even wider body at 1,880 mm. 

Other design changes for the exterior included darkened lights, black centerlock wheels, Sport Design front spoiler & exterior mirrors, a black engine grille & rear louvers.  On the inside of the 991 GTS you’ll find Sport Plus seats, Alcantara upholstery with contrasting stitching, black gauges and anodized black aluminum trim.  Features could be optioned out, for instance my GTS is equipped with 5 lug wheels and leather seats.

Performance improvements include Porsche Torque Vectoring (PTV), Porsche Active Suspension Management (PASM), and the X51 Powerkit which adds 30 hp to the 3.8 liter using modified cylinder heads & camshafts, a variable resonance intake plenum with switchable valves to act like ITBs, and adjustments to the ECU.  Peak torque doesn’t change, but is moved up in the RPM range for “usability” on the street. 

For the true enthusiasts, a few GTS trivia nuggets in closing.  The 991.1 GTS was the first GTS available in Targa form, and the last 991.1 GTS (i.e. the last naturally aspirated GTS) was in Carmine Red.

what makes a 911 GTS Porsche

It’s a Carrera S with a few extra boxes checked on the options sheet.  That’s the answer you’ll often hear when the question is what’s a GTS?  For those in the know, that response sells it short a bit since it isn’t possible to transform a Carrera S into a GTS with a mouse click on the Porsche Car Configurator.

A better informed response shows two dimensions to what makes a 911 GTS: design and performance.

There were only two ways to buy a wide body, two-wheel drive, naturally aspirated 997: the GTS and GT3 RS.  You could also count special models like the Sport Classic and Speedster, but these are really just GTS cars in disguise.  While the difference seems marginal (i.e. 44 mm wider than the narrow body Carerra), the wider rear track and muscular haunches are noticed by both the eye and the seat.  A wide body car has a more aggressive look and offers more grip for the performance minded; it’s also a feature that makes it impossible to build a GTS from a two-wheel drive Carrera S.

The GTS is marked by several other design details inside and outside of the car.  A GT3 inspired interior includes a SportDesign steering wheel, plus liberal use of Alcantara across the seat centers and anywhere else the driver and passenger make contact with the car (e.g. steering wheel, arm rests, gear and handbrake levers).

Exterior design elements include a SportDesign front apron with a black spoiler edge, plus a blacked-out rear valance and sideskirts.  One controversial feature is the use of the centerlock RS Spyder wheels.  Either loved or hated, the 19 inch wheels are also blacked-out and only available as a standard feature on the GTS and Turbo. 

Performance is the second dimension that makes a GTS.  Though unlike the wide body design that is only available on a Carrera 4S, a Carrera S or 4S buyer could order the X51 Powerkit option to match a GTS spec.  This $16,900 option was standard equipment on a GTS and raised horsepower to 408 while moving the maximum torque output of 310 lb ft to the 4,200 RPM rev mark which is 200 RPMs earlier in the rev range in comparison to the standard 3.8-liter engine.

The X51 Powerkit offered these improvement thanks to modified cylinder heads, a carbon-fiber air filter casing, a new variable resonance intake manifold with six tuning flaps vs. a single flap on the standard engine, a sports exhaust system featuring specially designed twin dual-tube tailpipes and modified engine management.

As an enthusiast, it’s important to understand the specs that define the car while also recognizing that the whole is greater than the sum of the parts.  It’s the latter that explains why Porsche calls the GTS, “the pinnacle of the Carerra lineup”.