First Back-to-Back Drive: 997 GTS vs. 991 GTS

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.