How Many 991 GTS Coupes are Identical to My Car?

After discovering that my 997 GTS is rare, I started to wonder about my 991.1 GTS.  While the data was readily available to analyze the former, this just wasn’t the case for the later.  Total production stats have been shared, but you need the build data to really hone in.

The eureka moment came one afternoon.  I could use sampling to draw a more detailed profile of the population of 1,245 US 991.1 GTS coupes.

A quick refresher on statistics showed that I’d need details on ~65 cars for a confidence level of 90% and a margin of error of 10%, the lowest statistically acceptable ranges in the tool that I used to calculate a sample size.

Next, I used a random number generator to arrive at a range of VINs and set off to do the ‘pick & shovel’ work at VIN Analytics, manually entering VINs until I found enough GTS coupes to run the analysis.  This proved to be quite tedious after only a few attempts.

Before slipping too far down that slope, I reached out to the team at VIN Analytics and explained what I hoped to accomplish.  Thankfully they offered to send me a data set so I could sidestep looking for the needles in the haystack!  (Add their site to your favorites.  It provides a wealth of data on Porsche cars, and they are all-around great guys!)

With the tedious work aside, I flexed the spreadsheet muscles (e.g.  =INDEX,=COUNTIF) to run the analysis. 

Let’s start with a question that always seems top of mind: the ratio of manual transmissions to PDK.  Color me surprised as only 53% of the cars in the sample were delivered with a PDK transmission.  I expected the mix to be more consistent with the 997 GTS.

The data for 991.1 cars only includes coupes, while the 997 data includes all models.  It’s pure speculation, but perhaps the inclusion of cabriolets in the 997 mix increases the portion of PDK cars.

Next up on the analysis is color, and another surprise.  My 991 GTS is a Voodoo Blue PTS car, and I expected that option to be a rare choice.  The data shows something different.

The sample data set included a Rennsport Reunion car and a few Club Coupes.  The build sheets list these packages as PTS cars, but they are somewhat different than a traditional PTS car IMHO.  The factory chose them, not the buyer.  If we exclude these cars from the analysis on color, then PTS drops to ~5% of the sample.

One other surprise on color is the relatively low number delivered in black; roughly 7% of the 991.1 cars (i.e. Jet Black Metallic + Black) vs. a third of the 997 GTS generation. 

With transmission and color settled, next I looked at a set of the options on my car.

As I learned with the 997 GTS analysis, it’s the small things that make these cars unique.  Not surprisingly, my car was the only one in the sample with the Sport Chrono Clock Dial in Racing Yellow. 

The option that makes my 991.1 GTS unique: Sport Chrono Clock Dial in Racing Yellow.

 

Similarly, it’s the only car in the sample with both SportDesign and a rear wiper.

 

In this last table, I thought to share a set of other options that enthusiasts may find interesting.

Eventually, we may see data for the full range of cars, but for now this sampling is the most complete analysis that I’ve seen.   If you have a 991.1 GTS, I hope this helps you understand more about your car.

How Many 997 GTS Cabriolets are Identical to My Car?

No two are alike and any self respecting Porsche owner can prove it to you!  Jokes aside, with 997 GTS values rising and anecdotes about buyers searching for years to find the right car, I started to wonder how many 997 GTS cabriolets are identical to my car.

Remember the Great Recession?  Without even considering models and options, tough economic times meant lower production overall.  Like most manufacturers, Porsche lowered output during this period.  The stats show that 997.2 production accounted for only ~35% of the overall 997 run.

Using the same data to focus the lens, we can see that GTSs only represented ~9% of the total 997.2 production.  While the GTS model isn’t ‘numbered’, they were produced in limited quantities.  Add that ~60% of the GTSs were delivered as coupes, and it was starting to look good for my cabriolet.  If only I could get more details on how the cars were spec-ed.

While it was widely believed that Porsche built most 997.2s with the new PDK transmission, it wasn’t until @Prairiedawg, @BodyinWhite, @bluelines1974, and @nwGTS did the pick & shovel work outlined in this Rennlist post to show the mix between cars with manual transmissions and the PDK.

While their aim was to prove that most GTSs were delivered with the PDK transmission, the pivot table they produced provided the missing link I needed to answer my question.  I was able to identify VINs for the 21 Meteor Grey 997 GTS Cabriolets delivered with a manual transmission in the US. 

Armed with VINs for the 21 cars, I turned to VINanalytics for the option list on each car.  I did see a few discrepancies in their free data.  After contacting VINAnalytics directly and running a few VIN searches independently, I was able to produce an accurate profile of the 21 cars.

The mash-up allowed me to compare how my 997 GTS spec compares to the overall population of Meteor Grey Cabriolets delivered with a manual transmission in the US:

You can see from the table that I have a ‘1 of 1’ car as mine is the only one spec-ed with the Alcantara Storage Lid with Logo (see featured image above for a partial shot of this unexpected difference maker).  It’s a small difference, but I’ll take it!

Two of the rare options in one shot: Cabriolet Roof in Stone Grey and Wheels Paint in Exterior Color.

Twelve of the other cars have ‘1 of 1’ options also making them unique.  In my opinion, the most interesting of the unique options is the car spec-ed with PCCBs.  Most of the other unique specs are cosmetic like the Alcantara Storage Lid.  One car has 5 options that aren’t included on any of the other 20 cars, although on average each unique car has just 1 unique option.

Sadly, I also learned that at least one of the 21 cars is wrecked.

If you have a 997 GTS, use the data I’ve shared here to run your own analysis.  While it’s fun to have a ‘1 of 1’ car, there is so much more to like about the GTS than the stats!

Comparing Porsche 997 and 991 Manual Transmissions

Let’s start with the fact that neither feels as good as the S2000 manual transmission.  In fairness, I’ve yet to drive any manual transmission that felt as good as the S2000.  Many say that you can ‘get close’ with the Numeric Racing shifter and cables.  I’ve not experienced a 911 with this set-up, so I can’t confirm if the claim is just Internet lore or truth.

This post really isn’t about how it feels rowing the shifter or the precision of the linkage.  It’s more about how gearing affects the drive when comparing the Porsche 997 and 991 manual transmissions.

I’ve described the 991 GTS as giving you more T and the 997 GTS as giving you more S.  I think the differences in gearing help to explain this impression.  The 991 is a better Grand Tourer for a number of reasons and the extra overdrive gear is one of them; true to form on long stretches of highway.  Similarly, the sportiness of the 997, including its gearing, is evident in the right scenario.

I’m fortunate to live within an hour of some of the best driving roads in the country, and I enjoy them as often as possible.  These outings typically include a run through the twists & turns of mountain roads.  I prefer the 997’s 6 speed transmission on this type of spirited drive.  I find it easier to manage the torque of the engine which gives the feeling of more precise control.  I’ll rarely use the brakes since the speed of the car is so easy to manipulate with just the throttle.  I think the gearing plays a major role in this part of the experience.

When driving the same mountain roads, the 991’s 7 speed transmission just never feels like it’s in the right gear; either the speed or the RPMs always seem too high.  I brake more often and change between gears more frequently trying to find the right part of the powerband for the next climb.

As I’ve tried to learn more about how the gearing affects the drive, I noticed a difference between the lower gear ratios in the 997 and 991:

As you can see in the table, 2nd and 3rd gear are slightly shorter in the 997 (i.e. higher numbers).  The science says that shorter gears improve acceleration and make the car more performance-oriented.  As most of the mountain driving is in 2nd and 3rd gear, the difference in gear ratios would seem to explain why the 997 feels more suited for the role.

It’s not just the overdrive gear in the 991 that makes it a better Grand Tourer.  Taller gears (i.e. lower numbers) are better for gas mileage which is an important consideration on longer trips.

Two other minor points worth mentioning in a comparison of the 997 and 991 are also transmission related.  The 991 includes an Auto Rev-Match which blips the throttle during downshifts.  Porsche should have included a button to disable it.  In a dig against the 997, the shift into 1st gear is somewhat stubborn when the transmission is cold.  Other owners have suggested trying Motul over Mobile, though the change didn’t seem to make a difference for me. 

An owner’s viewpoint on the knocks against the 911 cabriolet

Like any enthusiast, I watch car pricing, and it’s been especially interesting during the pandemic.  The forums are full of posts tracking the steep rise in prices with virtually all 911’s selling for what seem like record prices.

As members post links to cars, it’s not uncommon to see lengthy threads speculating on final hammer prices while debating the effect of attributes like color, options, and body style.  The latter is particularly interesting to me because Porsches tend to run counter to the norm.  While convertibles are typically more expensive than coupes, this rule of thumb doesn’t hold true with used 911’s; enthusiasts seem to prefer coupes.

As an owner of a 911 cabriolet, I’ll share my viewpoint on the knocks people seem to have against them.

Style is first on my list.  Like most cars, the 911 was designed first as a coupe and the flyline is optimized around that design.  Although more recent 911 generations have made strides in minimizing the flyline differences between the coupe and cabriolet, it just isn’t true with the 997 in my garage.  Dropping the top helps, but the style win still goes to the car with a fixed roof.

 

Next up is stiffness.  Typically convertibles flex more than coupes since the roof serves as a structural element in the body.  While that is also the case with the 911, Porsche went to great lengths to minimize this issue starting with the 997.  The development of the 997 actually started with the cabriolet.  The logic being that designing the more structurally challenging body style first would result in the coupe being even more rigid.  My seat-o-the-pants meter doesn’t sense any unwanted flex in the 997.

Barely lift the rear and the front comes up too!

Performance is another area to consider.  Here the argument is that since the cabriolet weighs more than the coupe, the coupe has a better power to weight ratio.  Focusing on the 997 generation, the cabriolet weighs about 300 lbs more than the coupe, 3,340 lbs vs 3,131 lbs, respectively.  Despite the weight difference, the cabriolet claims nearly the same performance figures as the coupe.  As an interesting point of minutia, the spoiler on a cabriolet raises slightly higher than on a coupe to compensate for the extra drag resulting from the canvas top.

A common criticism for convertibles of any mark is the increased road noise.  Again, with Porsche this criticism may run counter to the norm since most enthusiasts would tout noise as part of the connection with the car.  I certainly share this view, and appreciate any chance to drop the top and take a spirited drive.  Experiencing the exhaust roar with no more than air between my ear and the exhaust tip is incredible.   

The last point I’ll cover is safety.  Visibility is perhaps a mixed bag, although arguably better in a cabriolet than a couple when the top is down.  While the fixed roof offers more protection in a rollover accident, the cabriolet includes active safety bars that provide enough protection to qualify it for DE events.

In the end, cabriolets are a great option for someone buying their first 911.  Newer generations minimize the styling differences between the coupe and cabriolet and the other attributes are marginal.  Cabriolets have a clear lead in experiencing engine noises and offer a lower entry price point in most cases.  The 997 GTS cabriolet was my first 911, and I don’t think I could ever part with it.

The 997 GTS showing it’s best side.

Porsche 911 aftermarket warranty analysis

It’s a common topic on the forums.  Someone buys a Porsche.  The OEM warranty is expired, but an aftermarket warranty is available.  What should you do?  Faced with this situation recently, I decided to share my analysis which resulted in a decision against the aftermarket warranty.

I bought a 991 from a West coast broker (backstory).  It was a low mileage car, and I was able to talk with the original owner as part of the due diligence.  Though I was encouraged by the narrative, I still opted to have a Prepurchase Inspection (PPI) completed at a West coast Porsche dealership.  I talked to the service tech during the process and asked if the car would be eligible for CPO.  Of course it is a requirement that the car is sold by a Porsche dealership to be eligible for CPO, but I thought of the question as a litmus test to gauge the overall condition of the car.

We also discussed other options for aftermarket warranties, and the service tech suggested that I follow-up with my local Porsche dealership since they frequently sell these warranties in addition to offering CPO cars.  I sent the VIN# and mileage to my local dealership for an estimate.  They responded with the following proposal:

There are a few notable differences between CPO and other aftermarket warranties like the EasyCare VSC option presented to me by the dealership.  For example, with EasyCare VSC you can select mileage limits, term, and a deductible to arrive at a package tailored for you.  Another difference is that the coverage includes wheel and tire care, whereas the CPO program does not.

Armed with the terms of the warranty, I was ready to make a decision based on data.  I thought it might be useful to analyze my 997 ownership experience with and without the warranty as a proxy for the 991.

I’ve owned the 997 since 2013, so naturally there have been repairs in addition to the required maintenance.  I used the costs of the repairs to evaluate if an aftermarket warranty would have benefited me financially.

The table below shows the costs that I incurred for three repairs without warranty coverage, plus the cost of the repairs with a $500 deductible EasyCare VSC warranty.  After factoring in the cost of the warranty (note: I chose the lowest cost option available from EasyCare VSC), the analysis shows that I was approximately $300 ahead without the warranty.

I support local businesses as much as possible, so the repairs on the 997 were completed at an independent shop, not a Porsche dealership.  Had the work been completed at a dealership, the repair costs likely would have been higher and the warranty would have been more advantageous financially.

Also, though I’m annoyed that the 997 required these repairs, they are more minor in scope.  Higher cost repairs (e.g. PDK replacement) would have also made the aftermarket warranty more advantageous financially.

Finally, as with any analysis, your mileage may vary as may my experience with the 991 vs. 997.  Here’s hoping for the best!

A 2016 VooDoo Blue Porsche 911 Carrera GTS being unloaded from a truck.

backstory behind buying my 991.1 GTS Porsche

The first Porsche that I noticed as a kid was the 70’s era 911 RS/RSR.  There is no shortage of reasons to covet those cars, if not for the wide body and ducktail alone.  Add a Brumos or Martini livery for the Triple Crown in styling.

 

Side view of a Brumos Liveried 911 Porsche RSR at the Porsche Experience Center in Atlanta, GA.
Brumos Liveried RSR at PEC Atlanta.

With a wide body and ducktail, the 911 GTS-based 2016 PCA 60th Anniversary cars were just one crown short of the triple.  Take the iconic styling, plus my affection for the GTS line and my wife’s urging to buy a “blue Porsche”, and you could build a pretty good case for adding one to the garage.

I wasn’t in a position to buy a PCA 60th Anniversary car in 2016, even if I could have won a spot in the drawing.  By 2019 that position had changed though, so I set out to find one.

A few low mileage specimens were available around the country, but the asking prices were stratospheric.  One slipped away on Bring a Trailer at a very reasonable price while no one was watching during the Christmas break.  Another came up for sale in the middle of nowhere which made a PPI nearly impossible; another miss.  Then came the chance to bid on a PCA 60th car at the Amelia Island Gooding auction in March 2020.

We planned to attend the Amelia event during the weekend.  The car was scheduled for auction on Friday.  Not a problem since online bidding was an option.  I registered, set a bid ceiling, and signed in from home.  Covid-19 was just starting to look serious in the US.  I was certain that it would affect bidding.  Giving me a shot at winning the auction with ease.  We could pick up the car when we arrived at Amelia Island for the weekend concours events.

I was in the game with the high bid several times before another bidder took the price above my ceiling.  It was tough, but I exercised the discipline.  Someone else is driving that car now!

 

A front view of a 2016 Porsche 911 PCA 60th Anniversary Car at Amelia Island.
A PCA 60th Anniversary Car at Amelia Island.

I continued to think about the PCA 60th cars over the next few months.  In early June, a GTS was listed in The Mart at PCA.com.  It had clearly been spec-ed to look like one of the 60 PCA cars.  I hesitated, and few days later the car was gone.  I missed another one!

Like most enthusiasts, I look at car listings daily.  To my surprise a GTS was listed by an exotics broker on the West Coast just a short time after the car on The Mart disappeared.  It had to be the same car; a bit of internet sleuthing proved it.

I was able to talk to the original owner (OO).  Once I heard the story, I knew it was the car I wanted.  His story is now part of the backstory behind buying my 991.1 GTS Porsche.

The OO is in the car business on the West coast.  He has owned several Porsches over the years, and is a PCA member.  When the PCA 60th cars were announced, he and a friend decided to enter the drawing.  Only one of them pulled a golden ticket!

The two friends decided to order two cars together anyway, with one spec-ing a legit PCA 60th Anniversary car and the other spec-ing a standard GTS to match.  The paperwork made it all the way through the regional and US systems before the Germans kicked it back.  Only PCA cars could be ordered in Club Blau.  A hilarious exchange ensued after a BMW PTS color was requested before the OO settled on Voodoo Blue.

Several other features were added for comfort and to complete the retro look, all of which made the spec even more appealing to me.  The car even has the Fuchs-style wheels that adorned the PCA 60th cars, although even that involves a story.  The factory refused to sell those wheels as an option after delivery without a VIN for a PCA 60th car; a situation rectified with a call to a friend who was lucky enough to have one!

Think of it as PCA #61!  We both tried and failed to get a legitimate 60th anniversary car.  Being in the car business, the OO knew how to work the system to his advantage.  An impostor was born!  The backstory made it all more appealing to me. 

Enjoying a drive in a 2011 997 Carrera GTS Cabriolet with the top down.

backstory behind buying my 997 GTS Porsche

I’ve been a car guy for as long as I can remember; Hot Wheels, Revell models, all the usual fixes.  A taproot car for me was a 1999 Miata that I purchased new.  Though it wasn’t my first car purchase, it was the first time that I could afford to buy what I wanted.  It was a sport spec with the Bilsteins, strut tower brace, and other performance bits included from the factory.  I still remember it as one of the best cars that I’ve owned.

I wrenched on that car because I wanted to learn, and because I couldn’t afford to buy the upgrades plus pay someone to install them.  One of my mods was an oil filter relocation kit.  It moved the filter to the firewall, so it was easier to access.  Well, one day the kit failed.  The engine lost oil pressure and was damaged.  In a move I still regret, I decided to sell the car.

 

When I sold the Miata, I replaced it with an S2000.
Goodbye ’99 Miata , Hello ’06 S2000.

It was 2006.  Though I liked the Miata, I wanted something upmarket with more power.  I cross-shopped the Boxster and the S2000.  I took the lower cost choice and drove the Honda until I traded it for a 997 GTS.  

The next part of this backstory behind buying my 997 GTS Porsche must be one of the longest sales cycles in history.  When I drove the Boxster in 2006, the Porsche salesman was really a great guy.  He spent the time sharing his knowledge of the brand and treated me well even though it was clear the Boxster was likely a stretch.  He actually referred me to his friend at a Honda dealership who sold me the S2000.

By 2013 I was ready for a Porsche.  I drove to the dealership, walked up the receptionist, and asked if Richard happened to still work there.  He did.

We picked up right where we had left off 7 years earlier.  He asked if I’d ever driven a 911, grabbed a set of keys, and off we went in a black, 997 Carrera Cabriolet.  I knew in less than a mile that I wanted one.

 

When I sold the S2000, I replaced it with a 997 GTS.
Goodbye ’06 S2000, Hello ’11 997 GTS.

Being an astute salesman, Richard nudged me towards the 997 GTS that I now own.  As they say, the rest is history.

It’s hard to image parting with the 997.  It was my first Porsche.  It was the first car each of my kids drove when they earned their learner’s permit.  Though I admittedly prefer the flyline of a coupe, the cabriolet is especially nice for the exhaust noises and the openness of the cabin.