+ Drives beautifully
+ Looks and sounds stunning
+ Great infotainment
- Expensive optional extras
- 911 Turbo is faster
Verdict: The 911 GTS is one of those cars you struggle to find much wrong with. Track athlete as well as silky grand tourer, it’s taken the best bits of the models above and below it to become the ultimate driver’s car. It’s expensive, but if money were no object this is the 911 we would choose.
2022 Porsche 911 GTS review: the five-minute read
Remember the kid you went to school with who was good at everything? The kid who aced exams but also captained multiple sports teams: loved by all, from the cool crowd to the maths geeks?
The Porsche 911 GTS is that kid.
The over-achieving model in a line-up of already gifted cars, it slots in above the Carrera S and below the Turbo, offering more power than the S but not so much it needs a runway to get above third gear, as is the problem with the Turbo.
It also borrows much of the Turbo’s useful engineering, such as high-performance brakes, centre-lock wheels and an upgraded suspension system, making the description of ‘budget Turbo’ more accurate than ‘expensive Carrera S’.
Shopping in the GTS’ £110,000 – £125,000 price tag throws up plenty of compelling alternatives: Aston Martin Vantage, Mercedes-AMG GT, Audi R8, a well-specced V8 Jaguar F-Type…we could go on.
Telling the GTS apart from a Carrera S requires looking for the black trim. You’ll find satin black on the twin tailpipes, badging and lettering, front spoiler lip and, in the case of the Targa, on the roll hoop. All GTS models get dynamic LED headlights as standard.
It can be had in Coupe, Cabriolet or Targa form, as well as all-wheel drive or rear-wheel drive, except in the Targa which is AWD only.
Inside, the gear lever on manual models is 10mm shorter for slicker shifts, and there is more of that GTS-exclusive black trim on the dashboard, centre console and door cards.
Ergonomically it’s faultless, with every switch and dial within easy reach of the driver, who is nestled comfortably in a supportive sports seat. Climbing into the GTS feels like pulling on that favourite pair of jeans that fit just right.
The latest version of Porsche’s infotainment system means you can now use Android Auto as well as Apple CarPlay, but you can also integrate your Apple Music account, so there’s no longer the need to link your phone to access music and podcasts. The system is slick and sensible, and it looks great integrated smoothly into the dashboard.
The 911 Carrera’s 132-litre ‘frunk’ remains unchanged in the GTS, which is more useable space than the Audi R8’s 112-litres but well short of the front-engined Aston Martin Vantage’s 350-litre boot. The two tiny back seats would only fit very small kids, but they double as a storage bay.
The same 3.0-litre twin-turbocharged flat-six engine found in the rest of the Carrera range powers the GTS, but it’s been up-tuned to 480hp, which is 30hp more than the S model, as well as 30hp more than the last 911 GTS. The 0-62mph sprint can be as quick as 3.3-seconds, depending on the spec.
Thanks to the Porsche Active Suspension Management (PSAM) system coming as standard, Turbo the GTS’ road manners are impressive: it’s a calming companion over bumpy ground, doing a solid job of absorbing notches that would cause more chatter in the Audi R8.
But in Sport and Sport Plus drive modes it corners with glue-like adhesion to the road, aided by the Turbo’s helper-spring suspension setup which negates natural wheel lift in fast bends.
In Normal mode acceleration is strong and urgent, but not aggressively so: a balance the Turbo seems too powerful to strike. But Turbo-esque fury is available at a flick of the steering wheel-mounted rotary switch. In Sport and Sport Plus the GTS screams into life and that power hike over the S model becomes startlingly obvious.
Apart from helping you move your gran’s bookcase the 911 GTS seems capable of anything and it’s hard to think of a performance car that inspires more confidence behind the wheel. It’s thirsty, sure, but less so than most of its V8-power rivals.
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2022 Porsche 911 GTS interior and infotainment
Aside from the black trim we mentioned above, the cabin of the GTS is near-identical to that of any other Carrera. It does get a GT steering wheel which is not found in most other 911s, and Porsche’s Sports Chrono package comes as standard, which means you get that cool clock on the dashboard.
Customers get super-supportive four-way adjustable sports seats as standard, or can choose to upgrade to carbon fibre bucket seats either as a single option or as part of the Lightweight Package, which shaves 25kg off the car but also sacrifices the back seats. On their own the bucket seats cost nearly £4,000 – Porsche is excellent at getting you to spend more money.
The Lightweight Package is unlikely to be very popular, but as part of it you do get rear-wheel steering. Could Porsche be offering it for those who can’t quite afford a GT3 but still want something more lightweight and agility-focussed than the Turbo? We think so.
Speaking of expensive extras, a full leather interior suite costs £10,000 or, for £2,800, you can have the GTS Interior Package which does little more than add a colour theme of your choice spread across places like the seatbelt stitching, head rests, rev counter and clock face. If you’ve got the money then go ahead, but remember these extras are purely aesthetic.
What does come as standard is Porsche’s excellent build quality and unrivalled attention to detail. Ergonomically the interior is faultless, with every switch and dial within easy reach of the driver. Climbing into the GTS feels like pulling on that favourite pair of jeans that fit just right.
As with all 911s since the middle of 2021, the GTS benefits from the latest generation of Porsche’s PCM infotainment system. Upgrades include the addition of Android Auto and the integration of Apple Music, which means you no longer have to link your phone to access your Apple media account. The sat nav is also more powerful, enabling quicker route updates.
The screen is sharp and positioned perfectly in the driver’s eyeline and although there aren’t many physical shortcut buttons, the icons on the screen are big and easy to hit with fingers on the move.
The physical buttons that do exist inside the GTS activate and deactivate functions like the Porsche Dynamic Chassis Control system and stability control – much cooler than navigation or media to be fair. Each switch is finished in knurled aluminium and feel great to touch.
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2022 Porsche 911 GTS boot space and practicality
Judging a 911 on its practicality is to slightly miss the point, but it does have a genuinely useful 132-litres in the ‘frunk’. We easily fit two weekend backs and a rucksack in it during our time with the car. You’re not going to be using it to move a wardrobe but it’s not terrible, and certainly more practical than the Audi R8.
Decent-sized door bins and glove box help keep the cabin clean too, although the storage bin in the centre console is too shallow to house much more than a phone and wallet.
The back seats are tiny and won’t carry anyone over the age of five comfortably, but technically you could shoehorn two adults in there and not be breaking the law. The back seats are actually far better put to use as an extra storage area, and with seats removed via the Lightweight Package fitted it’s even roomier.
With just two people in the front the 911 GTS has enough room for two big suitcases, plus whatever you can get in the front trunk.
2022 Porsche 911 GTS engine
Unlike the Turbo or top-of-the-tree GT3, the GTS uses the same 3.0-litre twin-turbocharged flat-six engine found in the rest of the Carrera range, but power has been boosted to 480hp and 570Nm, which is significantly more powerful than the Carrera S but a solid 100hp down on the Turbo.
It’s a sonorous unit that sounds beautiful no matter how you’re driving, although obviously turning on the sports exhaust system turns the concert volume up. It sounds better still on models optioned with the Lightweight Package, which removes much of the cabin’s sound-deadening.
But the GTS is more than just a case of eking out more power from the Carrera engine. It gets a modified version of the Turbo’s suspension setup, which includes a helper-spring system on the rear axle that negates natural wheel lift in fast bends, and it sits 10mm lower than the Carrera S.
A torque vectoring system that brakes the inside wheel in a bend for better grip is integrated into the Porsche Stability Management system (PASM), and the GTS also gets the Porsche Dynamic Chassis Control (PDCC) system as standard, which allows for both a smoother ride and flatter cornering.
The GTS can also be optioned with rear-wheel steering, which comes as part of the Lightweight Package or can be added individually, and as standard it gets similar carbon-ceramic brakes to those found on the turbo.
Finally, the GTS comes with Porsche’s excellent eight-speed PDK gearbox, but a seven-speed manual ‘box is a no-cost option.
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2022 Porsche 911 GTS driving
We struggle to think of a car that inspires more confidence than the 911 GTS. It’s unflappable in a corner, the PASM anti-roll tech keeping things completely flat and grip seems almost endless. It took us pushing it clumsily too hard on a wet racetrack to break traction, and even so it always wants to oversteer in a controlled and predictable manner, rather than understeer.
Threading it through narrow Italian mountain passes, the GTS turns with such speed and accuracy that it almost feels supernatural: it belies the size and power of the car. Point-and-shoot bursts are fun thanks to the extra shove over the Carrera S, but it’s the way in which you can carry the speed through corners that is most impressive.
The rear-wheel steering helps with this, but even on models not equipped with it the front wheels are 20-inches and the rear wheels 21-inches to allow for quicker turning.
Relax the ECU’s settings with Normal mode and the GTS turns into a silky grand tourer, with a strong but unintrusive engine map that allows for relaxed high-speed wafting. But in Sport and Sport Plus the GTS becomes brittle and snarly, hanging onto cogs well up to the 8,000rpm limiter and slackening off the stability systems to allow some movement from the back end if asked for.
Even on cracked and bumpy road surfaces the GTS acquits itself better than most of the competition. It’s less chattery than the Audi R8 or Aston Martin Vantage, and over a long journey would be a less tiring companion.
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