There is a GTS on almost every booking from top to bottom to Carver Valley. From its first show car in 1963 to the present, it has modified the Porsche 911 into a confusing array of variants. For example, there is only one 911 turbocharged called the 911 turbo, even though almost all 911s use turbocharged engines. I find it very strange how this company can change the same recipe to make cars that look alike but are completely different and are bought by different customers.
Nothing shows an example of this (or more confusing to me) like the car in question today, the 2011 911 GTS. These three letters usually appear together on the back of the 911 on the eve of the car's middle-aged renewal or generation-to-generation change. But the 911 GTS isn't just a copy. This is actually a range in the range, with 5 different 911 GTS, each with two gearboxes to choose from. Do you see what I mean by confusion?
One Engine, Gearbox, Three Body Styles
All 911 GTS vehicles use a 3.0-liter turbocharged six-pipe engine mounted behind the rear axle and, in the tradition of the 911 in the GTS, has this The car is a moderate increase of 30 hp (22 kW) and 30 lb-ft (41 Nm) compared to the Carrera S, and currently produces 473 hp (353 kW) and 420 lb-ft. ft (570 Nm) is due to increased boost pressure -18.6 psi (1.3 bar) versus 16 psi (1.1 bar) in lower 911s – but Porsche has also introduced a new two-block swivel to handle the torque-added .
The impact of the increase on fuel consumption is likely to be somewhat detrimental compared to the Carrera S' 20 mpg (11.8 l/100 km), but the actual EPA fuel efficiency rating won't be released until Soon 2022 will enter the United States. Ad
A PDK dual-clutch gearbox is standard, but the GTS with a seven-speed manual transmission can be purchased at no cost. (This, like the PDK gearbox, uses the same gear ratios as the Carrera S.) If you check out the manual transmission option, you also get a mechanical limited-slip differential instead of the computer-controlled electronic torque vectoring differential that Comes with PDK.
In fact, five different GTS are being offered for the 2022 model. For coupe lovers, there's a $136,700 911 Carrera GTS—that's the red car at the show and we're in. But if the RWD 911 seems too vague for winters, there's also the 911 Carrera 4 GTS (MSRP: $144,000) with all-wheel drive. Previous Comparison
Similarly, sun enthusiasts can choose the 911 Carrera GTS Cabriolet (MSRP: $149,500) or the 911 Carrera 4 GTS Cabriolet (from $156,800). Again, the difference is rear-wheel drive or all-wheel drive. And if you like the sun, but not too much, there's the 911 Targa 4 GTS (MSRP: $158,800). This is the same white car in the photos, and this was where we were supposed to ride, but another journalist who was there that day got a car tire in the morning, so I spent the afternoon riding at Porsche headquarters in the passenger seat. Public relations. Instead, Targa came home with a flatbed trailer.
This is a shame, because the car was driving a completely different red car in every respect. The Targa sports the standard 911 adaptive suspension and larger brakes (408 mm in the front and 380 mm in the rear). But other GTS cars, in addition to the larger brakes, have a sportier-less suspension borrowed from the 911 Turbo, which includes auxiliary springs for the rear axle.
The red GTS went a little further. It was a lightweight kit that adds one-piece carbon-fiber bucket seats to the front, removes the rear seats entirely (and does some sound), and also shifts to narrower rear windows. A total of 110 pounds (55 kg) can be saved. In essence, it's The 911 GC3 is as focused as it can be without increasing the power, price, and coilover capacity of the 911 GT3.
I think the one-piece carbon seats are a bargain in terms of everyday driving with the 911 GTS, as no It can be surrendered and is certainly preferred by smaller, more agile drivers, especially when it comes time to ride out of the cockpit. ad
but other than that, I think it works just fine. You were supposed to make your way through the Port of Atlanta to access the curved roads of northern Georgia from Porsche's Atlanta headquarters, but the car was a three-pedal champ. The clutch isn't heavy and it's easy to find the bite location (and there's an anti-friction feature that also serves as a springboard on the hill, and now nobody else holds the actual handbrake anymore).
Once upon a time on winding mountain roads, the 911 GTS was very powerful. You can put it in the third position forever, for a torque plateau from 2,300 to 5,000 rpm. Or you can keep up with second gear and the fact that the maximum power does not reach 6500 rpm. This will allow you to better understand the sports exhaust as an added bonus. And if you don't want to play with the gears yourself, you won't bother choosing the manual transmission option... I declare that I'd rather get an all-electric Porsche Taycan rather than the 911. Although the 911 GTS was supposed to operate in gear mode, the I support this statement: Unless you plan to train regularly on public roads on weekdays. Leadership I think most of our audience would prefer the plugin.
List of images by Jonathan Gitlin p>
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