The 2022 Porsche 911 GTS gets closer to a full-fledged GT car

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Since the GTS model joined the countless ranks of the Porsche 911 12 years ago in the 997 generation, it comes with a slight increase in power as well as a bundled collection of sport options at a slightly cost. lower than if you had checked all of these individual boxes. . Some of that is still true on the new 2022 GTS, which is available as a coupe, convertible or targa, and is an extra $ 19,600 over the equivalent 911 S or 4S models. Both the coupe and convertible are available with rear-wheel drive or all-wheel drive, and the targa has only all-wheel drive. The extra expense brings in an extra 30 horsepower and 30 lb-ft of torque (473 hp and 420 lb-ft total, plus 2.3 psi of boost), as well as the 0.4-inch lower sport suspension. (Coupe and Convertible only), a louder sport exhaust, and a Sport Chrono package (launch control, dynamic engine mounts, Sport Plus mode) that would otherwise cost $ 5,460 on an S Coupe. Plus, there are front fairings and blackened rear and interior trim in suede.

But here’s where the latest GTS deviates from the script, making it impossible to specify an inferior 911 exactly like a GTS. The GTS version of the sport suspension receives auxiliary springs at the rear, as does the GT3. It also inherits the bigger brakes from the 911 Turbo, and of course, even bigger carbon-ceramic rotors remain an option. In addition, there is a new lightweight GTS-only package available on coupes that loses the claimed 55 pounds, which negates the GTS’s 50-pound weight gain over an S or 4S by removing the rear seats, installing thinner side and rear windows and swapping into a lithium-ion battery. Pricing has yet to be announced for this package, which also includes the rear steering option at $ 2,090 and a maximum angle of four degrees for the rear spoiler. The revised rear spoiler along with air guides around the front wheel arches make lightweight GTS the first to create rear downforce. The GTS can also be used with the $ 5,900 fixed-back carbon fiber buckets which have long been a staple option on Porsche GT cars, but are first available on GTS coupes.

The lower 911’s eight-speed dual-clutch automatic transmission is standard, while the seven-speed manual is a free option. However, just like the suspension, the GTS manual has a 0.4 inch shorter shifter. This is the best type of manual because its positive throws add both joy and involvement, and it also has the benefit of being 85 pounds lighter than the automatic PDK.

GTS models benefit from reduced sound deadening materials in 12 zones, many of those strategic locations around the engine to allow its sound to better infiltrate the cabin. Still, we found the biturbo flat-six too quiet in its default mode and always kept it clicked in its loudest setting. But volume is different from character, and we continue to appreciate the fact that Porsche’s flat six flat shines better than most turbocharged engines, which are often considerably whitewashed. In addition, all 911 2022s, including the GTS, benefit from the latest PCM 6.0 infotainment system originating from Taycan, which offers more processing power and customization. for example.

We drove the GTS lineup bookends, a delicious manual transmission coupe with the lightweight package and carbon fiber wrap buckets and a targa with the automatic. It’s easy to understand the slightly smoother suspension tune of the targa, and the targa’s suspension also doesn’t get the 0.4 inch lowering or rear assist springs. Its engine isn’t as loud, and there’s also a slight structural tremor where you can feel its heavy roof and 200-pound overall mass. The Coupe is most in line with the GTS mantra, especially in this wonderfully aggressive specification. Ride quality is judged by experts, firm but does not go through difficult territory. The rear wheel steering becomes more assertive in the GTS, and in Sport and Sport Plus modes the car absolutely wants to throw itself into the corners. But on the freeway, that more enthusiastic melody was edgy until we lowered the mode. The cars we drove wore Pirelli P Zero PZ4 tires in the same 20-inch front and 21-inch rear sizes as on the S and 4S which provided up to 1.08g of grip on the pads during the previous tests.

Fixed-back buckets, only available on the coupe, walk a tightrope by being both surprisingly supportive and very comfortable for many hours. They are among the best extreme sport seats in the ranks of sports and supercars. Best of all, their added stiffness and thinner padding means the road texture runs through the seat in a way that draws the driver into the experience rather than being a nuisance.

You’ll pay dearly for the privilege, but the latest GTS is more distinct than ever, with more hardcore options that bring more engagement. This is something that we can absolutely support.

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