Porsche 911 GTS (2021 – 2024) review

Value for money is an abstract notion, given entry to the GTS line-up is well over £100,000. That’s before you even touch the options list and if you escape the dealership without adding another few thousand to the price the sales person wasn’t doing their job properly. In relative terms, though, the GTS is actually pretty good value. The performance is the equal of exotica like the Aston Martin Vantage, Audi R8 and Mercedes-AMG GT and none of those rivals has the range of options in bodystyle, transmission or trimming to compete. Porsche is also very smart at managing supply and demand of its models, already strong resale values bolstered further by the ongoing desirability of the GTS name. Running costs in terms of fuel, insurance and consumables like brakes and tyres are obviously going to be burly. But if you’ve got the necessary liquidity a Porsche 911 has always been a relatively sensible way to indulge yourself.

Like many premium marques Porsche doesn’t have a spectacular record on the big reliability surveys, though it’s worth pointing out the expensive nature of repairs when they are required can skew these rankings. Over the years 911s haven’t been immune from expensive problems either, though you should be protected as the original owner under the standard three-year warranty. This can be extended at extra cost and experience shows this would be a wise investment, both to protect yourself and the ongoing value in the car, given future buyers will be looking for it.

If you’re concerned at the idea of driving a 480 horsepower Porsche in the rain fear not – like all 911s the GTS includes a specific ‘Wet’ mode that configures the car for slippery roads to maximise grip and traction. It’ll even prompt you if you put the wipers on but don’t select the mode yourself. The GTS also gets bigger brakes from the Turbo, for additional reassurance. For total confidence and all-year use the all-wheel drive versions go a stage further and can deploy that mighty performance safely in all weathers. In terms of assistance features you get the usual airbags, automated emergency braking, stability control, parking sensors and even an Isofix mount on the passenger seat. Inevitably Porsche charges extra for a lot of the other stuff you might expect, including lane-keeping assistance, active cruise control, parking cameras and more.

Any doubts the latest 911 is still a proper sports car disappear as you turn to sit down and keep falling through space until your backside finally lands on the seat. This super low position has been a Porsche signature for generations now but, even compared with even an R8 or Aston Martin Vantage, it feels properly slammed. Once settled the driving position is absolutely perfect, though, your legs stretching out in front of you and the car wrapping tightly around you despite this generation being so much bigger than older 911s. Vaguely usable rear seats remain a huge selling point over rival sports cars and viable for smaller kids, or you can fold them flat if you’re travelling two-up and can’t fit your luggage in the front compartment. In GTS tradition this model gets lots of tasty trimmings as standard, including ‘technical’ Race-Tex upholstery on the Sports Plus seats (an upgrade from those on the Carrera) and various branded adornments. It feels a level sportier than a standard 911 and is a fitting garnish on the increased focus of the performance and handling. While the extra horsepower obviously makes its presence felt the bigger difference over standard Carreras is the lower and stiffer chassis, branded PASM Sport Suspension in Porsche lingo and including adjustable dampers that get even harder at the touch of a button. Driven back to back with a standard Carrera S the GTS suspension is hard to the point of brutal, and possibly counter-productive given it makes the car feel more nervous over rapid-fire bumps. Even the supposedly circuit-focused GT3 we drove on the same roads felt more compliant. If you live somewhere with smooth roads (unlikely in the UK), are planning to do lots of track days or equate stiff suspension with a macho sense of ‘sportiness’ the GTS will be more to your tastes. And on the right road this step up in poise and agility are a potent mix. But on this experience we’d argue a Carrera S would make a better daily car, if that’s your intended use.

GTS models traditionally gain a bunch of extra kit, and so it is with this new one. On the outside the Sport Design front bumper and black-painted chin spoiler set it apart from other 911s, while the ‘smoked’ LED headlights and taillights are also different. Black wheels and a sports exhaust are also included as standard. Fear not, though, because there remain plenty of options to choose from if you want to make your GTS even more expensive. For those less concerned about practicality and refinement these include an optional Lightweight Design package deleting the rear seats entirely in the name of weight saving and featuring a lighter battery, thinner glass, reduced noise insulation, the super flash carbon fibre bucket seats and even its own settings for the movable rear wing and (if fitted) rear-wheel steering. For those who didn’t get on the VIP list for a GT3 it brings the GTS a step closer to that model in terms of a more hardcore, track focused vibe and will be desirable among true enthusiasts. But given the tyre roar is already pretty intrusive we’d probably stick the standard arrangement with the additional soundproofing.

All 911s bar the GT3 now use turbocharged engines, though confusingly only the Turbo mentions this in its model name. The engines does, however, remain in its rightful place out back and drives either the rear wheels or all four wheels according to which one you go for. You also have the choice of a seven-speed manual gearbox or an eight-speed automatic, along with other options like four-wheel steering. Combine that with the choice of coupe, Targa or Cabriolet body styles and there’s an agony of choice that will consume many evenings on the Porsche configurator. We loved the manual, rear-wheel drive one we tried first, the all-wheel drive, four-wheel steering automatic we drove afterwards quicker off the line and more sophisticated but arguably hiding the best of the car’s character behind a technological garnish it doesn’t necessarily need. One trait they all share is incredible performance, the GTS getting an additional 30 horsepower over the Carrera S models for a total of 480 horsepower. This is serious power, and the GTS is a seriously fast car, made all the more enjoyable by the distinctive, gargling engine note and huge rush of boost that comes in as soon as you get on the throttle. Older 911s used to keep you waiting here but this current generation has much greater flexibility, as well as a deliciously free-revving nature. A Taycan’s silent electric power delivery is very impressive. But the GTS is a reminder of just how charismatic a good internal combustion engine can be. Especially if you combine it with the manual gearbox, which just makes the whole process of driving the 911 so much more fun. The automatic – branded PDK – is super slick and perhaps better if you drive into the city every day. But, for us, it’s almost too slick and, given the GTS is pitched at enthusiasts, we’d prefer the extra involvement of shifting the gears ourselves.