2017 Porsche 911 GTS first drive review

?No one could ever accuse Porsche of not catering to individual tastes with its 911 lineup. From regular and wide bodies, coupes and targas through to various engines, each available in at least two states of tune. Throw in the choice of two-wheel drive or four-wheel drive, front-only steering or all-wheel steering and the permutations are vast.

Which makes you wonder why Porsche would want to expand the 911 repertoire any further that it already has.

Enter the GTS. Or, more specifically, five new GTS models (coupe and cabriolet in two- and four-wheel drive and the all-paw-only Targa). They mark the return of a badge first seen in 2011 and one that now accounts for a quarter of all 911 sales.

Designed to straddle the (miraculously) free space between the Carrera S and the (temporarily) discontinued GT3, the GTS has one eye on the race track but with everyday practicalities designed for the road. The $279,000 starting price plonks it $17,000 above the Carrera S but well under the GT3.

In some ways it's trying to be the Goldilocks 911 - not too soft and not too hard.

Key to its appeal is the Carrera 4's wider body (it adds 44mm) and a lower suspension setup (20mm for the coupe and 10mm for the Cabriolet and new-to-the-range Targa). It's all about sharpening the senses and upping the dynamic ability.

There's also plenty of black finishes in lieu of chrome, from the wheels to the badges, in an effort to toughen the already tough look.

This time around the GTS also picks up the latest turbo boosted engine used across the regular 911 range. The now familiar 3.0-litre twin turbocharged engine has been upped to 331kW and 550Nm (up from 309kW/500Nm) courtesy of larger turbos and some software revisions.

Acceleration to 100km/h is as low as 3.6 seconds, a mere 0.2 seconds quicker than the S, but snappy enough to cement its supercar status.

Yet it's the torque that gives the GTS an edge in most situations over the GT3. Between 1500rpm and 5000rpm - where most driving will be done - it's a more muscular machine and one that delivers with decent throttle response and loads of enthusiasm.

Throw in a beefier exhaust bark with some added pops and crackles for effect - amplified in Sport mode - and it makes for a wonderful sense of occasion.

But the GTS is more about dynamic talent than straight line snot.

Our Targa came with the all-wheel drive system that's optional on the Coupe and Cabriolet. It does a brilliant job of harnessing the grunt, especially out of tight bends.

While there's a liberal dose of tyre noise at speed - throw in some wind noise if the roof is down - the GTS is otherwise comfortable, with the usual 911 practicalities of a back seat (it's best left to gear rather than people though) and a decent luggage area under the bonnet. If only as much thought had been put in to a place to store your phone.

Riding on 20-inch wheels the suspension is firm but not harsh and it develops a hint of compliance at speed.

That it also deals so brilliantly with mid-corner bumps is testament to the relaxed nature of what is a very quick sports car.

The rear-engined 911 is also extremely forgiving, something reinforced on a race track blast, at which point the GTS comes to life with superb poise and pace.

The Killarney track on the outskirts of Cape Town in South Africa provided plenty of challenges, including more of those high speed bumps.

On the track our rear-drive car was kitted out with the optional Pirelli P Zero Tropheo R tyres that have less tread so are best suited to dry surfaces. They're an option across the 911 range and bring a heap more grip in the dry at the expense of grip in the wet. Perhaps good to have as a spare set for track days or if your GTS is a second car, but compromised if the car is your daily driver.

Mid-corner grip is phenomenal and allows the 911 GTS to be pushed on even harder. It's the usual balance on the throttle to contain understeer (or front-end push) exiting corners, but get it right and the GTS dances between its front and rear wheels in what is a lively and extremely fast experience.

Analysing data on the track app that links with a smartphone, the GTS pulled up to 1.7G laterally and 2.2G under brakes, each helped by a banked corner.

The optional rear-wheel steering system aids high speed stability (at which point the front and rear wheels turn in the same direction) while tightening the turning circle around town (when the front and rear turn in opposite directions).

Steering is wonderfully fluid and predictable. And potent brakes top off what is a superb driving experience and one that raises the limits and abilities of the regular 911 Carrera S without all the track-focused compromises of a GT3.

The GTS is more S than GT3, which is good if you're planning to use it as a daily driver, less enticing if you plan regular track attacks.

As an everyday machine, few cars deliver the sense of occasion, ease of pace and overall driving enjoyment of the 911 GTS.

It is a worthy addition to an expansive and impressive range.

2017 Porsche 911 Targa 4 GTS Price and Specification

Price: $316,600 (man), $323,990 (auto), plus on-road costs

Engine: 3.0-litre horizontally-opposed twin turbo 6-cylinder

Power: 331kW at 6500rpm

Torque: 550Nm at 2150-5000rpm

Transmission: 7-speed twin clutch auto, four-wheel drive

Fuel use: 9.7L/100km (man), 8.7L/100km (auto)

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