Porsche 911 Carrera GTS in the driving report: Version of the 911 GT3 suitable for everyday use

O b is it the seductive curves? Do you let the man in the tester fixate himself so much on the behind? It would explain why the author simply feels like looking at the back when he first sees the Porsche 911 Carrera GTS: 44 millimeters more width than the Carrera S creates an object of desire.

Drift premiere in the Porsche 911 Carrera GTS

Few sports cars fuel the desire for lateral drift as much as the Porsche 911, only a few are so under the nimbus of the skidding tail, only a few always lead to the question : How does it drift? auto motor und sport answers the question this time at the Luk Driving Center in Baden Baden, a racetrack with a few second-gear curves.

A drift premiere is always exciting . Especially in a Porsche 911. Braking the curve with the intention of starting a Porsche 911 causes light showers. Even if the tail-sling stories are old - there is still doubt today whether you are accelerating sideways from the apex or flying backwards.

Two things usually hinder oversteer. First, the work of the chassis engineers: instead of the 295 rear tires of the Porsche 911 Carrera S, they fitted the GTS 305, widened the track by 32 millimeters using the offset of the central locking rims and increased the diameter of the rear stabilizer. In addition, the adjustable chassis PASM is standard. It lowers the body structure by ten millimeters, which in turn reduces swaying. Second, ESP stifles oversteer in the beginning - which is why we switch off the anti-skid protection here.

Porsche 911 Carrera GTS claws almost immovably into the asphalt

The chassis changes have an effect on fast laps on the winding race track : Under load, the rear of the Porsche 911 Carrera GTS digs almost immovably into the asphalt. Even full throttle at the apex doesn't let it twitch. Instead, the GTS regulates impetuous forward thrust in tight bends by pushing it over the Bridgestone front tires; the traction balance has shifted backwards.

So we're heading for the curve in third gear in the Porsche 911 Carrera GTS, our pulse is pounding. Mindfulness is focused on the braking point, while the left hand gives in, the right hand in second geardownshifts and the left foot releases the clutch. Thereupon the steering becomes easy, the horizon shifts; the front of the Porsche 911 Carrera GTS wants to reduce the curve radius, but enlarge the rear. It presses the shoulder gently but firmly against the right cheek of the sports seat, and the sense of balance can feel: It's going sideways.

Increase in output from 385 to 408 hp

Neither does the Porsche 911 lose Carrera GTS abruptly pulls out his grip for the dreaded counter-blow. Primarily, however, the Porsche slips. The instinct screams: “Brake!”, The head says: “No, we want to drift!” Nevertheless, it takes some effort to give full throttle when the Porsche is lubricating across the board. But that is exactly what stabilizes the slide - in the Porsche 911 Carrera GTS it is much easier than in the Carrera S.

The dreamlike steering helps when correcting the angle of attack - and the sensitive motor. After the increase in output from 385 to 408 hp, it seems to be even more greedy on the gas, while the noticeable thrust starts a little earlier than with the Porsche 911 Carrera S. The coiffed 3.8-liter rushes towards the red zone, intoning its speed addiction with a swelling rumble.

Porsche 911 Carrera GTS from 104,935 euros

Six flaps (one on the Porsche 911 Carrera S) open, send the air at 6,000 rpm through the intake system's duct, which boosts power instead of torque, and then through the intake ducts with optimized flow. Acoustically, the trumpet solo becomes a duet with trombone. The driver of the Porsche 911 Carrera GTS remains enthusiastic on the accelerator and forgets to change gears. Just as things are moving forward so nicely, the limiter staccato chops up the acceleration at around 7,500 rpm.

Whoever orders the dual clutch transmission (3,713 euros) will automatically find himself in the next higher gear shortly beforehand. Good for the sprint values; But the PDK customers missed the romp through the tight alleys of the transmission with optional shortened shift travel as in the test car. In addition, the basic version of the Porsche 911 GTS comes with everything that increases driving pleasure for 104,935 euros.

The Porsche 911 Carrera GTS weighs five kilograms less than the Carrera S

There would be how already mentioned, the PASM adjustable chassis with its two levels of comfort and sport, the 19-inch model with central locking, the sports exhaust with valve control, sports seats and Alcantara decorations in the interior. Not to forget an option that is difficult to calculate: the elimination of the rear bench seat. As a result, the Porsche 911 Carrera GTS weighs around five kilograms less than the Carrera S despite the widened bodywork. And then there is the factory performance upgrade, which for the Carrera S already costs 12,376 euros.

On the one hand, the Porsche 911 Carrera GTS is the bargain in the 911 portfolio, and on the other hand, it is the entry-level model. Because he belongs toelitist GT series, the most desirable models for fans, ranging from very expensive (GT3: 121,833 euros) to sinfully expensive (GT2 RS: 237,578 euros). But only a few of these downright sports equipment have to face everyday life on a regular basis. The Porsche 911 Carrera GTS fills the gap below the GT2 and GT3, but at the same time bears the name Carrera as a promise of utility in its name. And it holds it, is neither exaggeratedly hard nor loud.

The Porsche 911 Carrera GTS heralds the farewell to the current 911

Even if Porsche doesn't officially want to know about it: The Porsche 911 Carrera GTS heralds the farewell to the 911, known internally as the 997 - the successor will be presented in the light of the upcoming IAA. You can of course use that as an occasion to cry and wail, because nobody knows whether the new one will be exactly the same in the best sense of the word. But you should concentrate on the positive side: At the end of the life cycle, the most genuine and honest representatives of their generation are often created, with fans of the most German of all sports cars usually imagining a concentrate of their favorite. Recently the sinfully expensive Speedster came as a windpipe, now the roughly half as expensive GTS as a version of a GT3 suitable for everyday use.

And often enough these last 911s were the best ever, mostly full of sporting passion up to the spoiler edge. Like the Porsche 911 Carrera GTS. Given the necessary play money, it should be easy to fall for it - and not just because of its attractive curves.