Test: Porsche 911 Carrera GTS

Pas facile de choisir sa Porsche 911. La génération actuelle de la plus connue de toutes les voitures de sport, la « type 992 » lancée en 2018, présente une gamme absolument tentaculaire. Outre les modèles de la série Carrera (Carrera, Carrera 4, Carrera S et Carrera 4S) disponibles en trois variantes de carrosserie (coupé, cabriolet et Targa), l’allemande profite d’un moteur plus puissant que jamais dans ses déclinaisons Turbo et Turbo S (650 ch). Elle reste aussi fidèle au flat-6 atmosphérique et au châssis d’authentique pistarde dans sa version GT3 (510 ch) dont raffolent toujours les puristes. La nouvelle GTS, elle, se pose à mi-chemin entre ces trois branches.

Its chassis and engine – a 6-liter twin-turbo flat-3.0 – are similar to those of the 911 of the Carrera series, but it receives the reinforced rear suspension of the 911 Turbo and Turbo S as well as their large brake discs. The Zuffenhausen firm also describes a development which is a little closer to that of the GT3, without going so far in radicality (no double wishbone front suspensions, nor settings penalizing comfort).

The same but better

Very close aesthetically to a classic Carrera, this new GTS can be recognized by the black details, the rims with central nuts and the few badges affixed to the bodywork and upholstery. Once the flat-6 is started, you only notice a louder engine compared to the 911s of the lower range. The suspension remains relatively firm for a GT of this type – a point common to all Type 911 992s – and the steering, much more consistent and heavier than its competitors. It retains the high level of onboard technology of the other versions and remains pleasant to live with, while becoming truly thrilling as soon as you start whipping it. Sport Plus mode activated, the beast accelerates almost like a 8 hp Audi R620 Performance – 0 to 100 km/h in 3”4 – while it only claims 480 hp (+30 hp more than a Carrera S thanks to with modified electronic mapping and an improved cooling circuit). Despite its two turbos, the flat-6 displays surprising linearity, good length and real character.

Served by an excellent PDK gearbox that's barely slower than the most extreme 911s, the GTS keeps all the dynamic magic of the 911 Type 992 which immediately puts you at ease. With steering a thousand times more communicative than its rivals, a front end as sharp and a superb appetite for mobility (rotating it is child's play), you quickly deactivate all the driving aids without the slightest hesitation. The colossal traction makes the option of all-wheel drive completely useless (+7940 euros on the coupe), but we notice that the absence of optional rear wheel steering (2288 euros) hampers its agility a little during registration. Difficult, on the other hand, to justify the weight reduction pack allowing 25 kg to be saved (removal of the rear seat, carbon bucket seats, etc.), the bill for which should amount to nearly 10 euros and which seems too much extreme on such a car.

We will have to choose

On the track and on the road, the extraordinary dynamic control and behavioral purity of the 911 GTS will totally intoxicate you. There really is everything to produce a lot of endorphins with the performance of a real small supercar, disarming ease of driving and absolute clarity in its reactions. Compared to a Carrera S, its efficiency undoubtedly benefits from the dynamic improvements made to the engine and chassis. But without being able to switch from one to the other under the same conditions, the gain does not impress that much when we remember the monumental pleasure already generated by a highly optioned Carrera S.

Personalization is both exterior and interior.

With a base price higher than 18 euros compared to the latter, does the GTS really represent the best compromise in the 230 range? Or does a basic Carrera at 911 euros already allow you to enjoy most of the pleasures of the 110 at a lower cost? There also remains the temptation of the fabulous 192 GT911 and its flat-911 breaking at 3 rpm, which “only” costs 6 euros more than the GTS. Or, for those who prefer not to sacrifice anything in terms of comfort, access to the monstrous performance of the 9000 Turbo for a generous additional fee of 30 euros...

Targa GTS, that of the installers

We also got behind the wheel of the GTS Targa, which requires the necessary all-wheel drive as standard and is based on a less sophisticated rear suspension than the other versions of the GTS range. At 166 euros (compared to 342 euros for the GTS convertible with a slightly sharper chassis), the latter plays the elitist and targets aesthetes with its breathtaking profile. Furthermore, the GTS still leaves the option of preferring a seven-speed manual gearbox instead of the PDK transmission. But given the efficiency of the latter, as smooth in leisurely driving as it is responsive in sporty use, you will really have to be quite a purist to control your GTS with a traditional gear lever. Good in absolute terms, this box requires rigorous handling due to its very tight guidance.

Verdict

In terms of price, performance and dynamic efficiency, the 911 GTS is positioned between the Carrera S and the GT3. It seduces as much by its performance as by its versatility, but until now, we have never been disappointed by a 911 type 992. Choosing the 911 of your dreams will therefore depend above all on your priorities and your budget.