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Tuesday, January 31, 2017
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First Drive: 2017 Porsche 911 Carrera GTS
CAPE TOWN, South Africa — It’s tempting to compare the new 2017 Porsche 911 Carrera GTS to the last turbocharged rear-wheel drive 911 rated at 450 horsepower. Remember it? Yep, that’s right, the 993 GT2. You know, the gnarly homologation car with riveted-on wheel arches, a massive rear wing, and a reputation for hastening the claiming of life-insurance policies. (So the legend goes, anyway.) But this comparison would be absurd.
The 2017 911 GTS is way faster than that old car. The lightweight, hardcore, and edgy 993 GT2 would need somewhere north of 8 minutes to get around the Nürburgring. The new and eminently useable 991 GTS? Try 7 minutes, 26 seconds. Or, should you fit the optional new Pirelli P Zero Trofeo tires, make it 7 minutes, 22 seconds.
I’m going to reiterate how nuts this is because it’s worth processing the information. So here’s some more context: Today’s 911 GT3 RS with 500 hp and more aerodynamic addenda than star Formula 1 designer Adrian Newey’s go-kart — well, maybe not — beats the GTS by only 2 seconds at the ’Ring. And remember, the GTS is a sort of mid-range 911, designed to sit between the Carrera S and 911 Turbo. Pricing starts at $120,050 and might make you wonder why you’d ever need anything more. For a few dollars extra you can buy it as a four-wheel drive version. You know, a four-wheel drive, 450-hp, rear-engined Porsche. Like a Porsche 959. Only faster, naturally. Much faster.
In fact, the GTS can take many forms. Two- or four-wheel drive in coupe or Cabriolet body styles or an exclusively four-wheel-drive Targa model. As before, the GTS package consists of a number of mild upgrades, but previously those have resulted in a car that is greater than the sum of its parts. The latest model adopts forced induction for the first time in line with other 991.2 models, but it gets higher capacity turbochargers and a little more boost. The Sport Chrono package is included, allowing you to switch between Normal, Sport, Sport Plus, and Individual drive modes. Additionally, you can prime the car for a short burst of maximum acceleration by hitting the Sport Response button, essentially a push-to-pass function.
There’s also a sport exhaust and less sound deadening to enhance the car’s character. The 3.0-liter, twin-turbo, flat-six engine produces 450 hp at 6,500 rpm and 405 lb-ft of torque from 2,150 to 5,000 rpm. Throw in some sexy satin-black detailing and center-lock wheels, and you’ve got the GTS formula. However, you need to be picky to get the pure essence of the GTS. Go for a Cabriolet or Targa and you don’t get the 0.78-inch lower suspension, instead making do with the 0.39-inch lower PASM adaptable sport setup of the Carrera S. You need a coupe for the full experience then. In fact, you need a rear-drive coupe as it offers the more aggressive suspension, and it’s the only 911 to offer rear-wheel drive in combination with the 1.7-inch wider Carrera 4 bodyshell. Clear? Yes, picking your way through the 911 range isn’t the work of a moment these days.
For the record the Carrera 4 GTS starts at $126,950, the Cabriolet is $132,350, and the four-wheel drive Cabriolet and the Targa 4 GTS require $139,250. Rear-wheel steering and the torque-vectoring rear differential are additional options you might want to consider if you want the ultimate GTS spec. That Nürburgring lap time was set in a Carrera GTS so equipped and also benefitting from carbon-ceramic brakes and the PDK dual-clutch gearbox. We approve of the heinously expensive brakes as they improve ride quality, fade resistance, and increase agility by reducing unsprung weight and cutting rotational inertia. Don’t worry about PDK, though. It’s faster, sure, but as we’ve already discovered via that lap time, the GTS is so capable that giving away a tenth or two here or there isn’t really a problem, and the seven-speed manual ’box is, for many, more enjoyable to use.
A few laps of the fabulously disheveled Killarney Raceway near Cape Town, South Africa, prove the above conclusively. I try a PDK-equipped Carrera GTS, then a manual Carrera 4 GTS, and finally a Carrera GTS with a stick. The first few laps are as much about learning the track as the car, but the GTS immediately feels different to a standard Carrera. Those bigger turbos don’t seem to increase lag much at all, but they certainly give the engine a more ferocious and exciting top end. The 3.0-liter twin-turbo engine really wants to rev. Allied to the fabulously intuitive four-wheel steering system that works effectively to reduce understeer, the usual 911 traits of simply exceptional traction and an incredible sense of what the car is doing underneath you produce a devastatingly fast and precise package. The ride over ragged curbs seems pretty good too, though I suspect the coupe will ride firmly out on the street.
The second stint in the Carrera 4 GTS is equally enjoyable, maybe even more so. There are those who don’t care for all-wheel-drive 911s, but in this latest 991-generation platform I think they’re superb. There’s a shade more understeer but also a slightly looser feel to the car on the way into corners if you trail brake, and there is more of an opportunity to slide the car from mid-corner to exit. You need to react quickly to read the car, and it’s a slightly edgier experience on the limit (counter to what you might expect), but it’s so satisfying. And this car has a manual ’box, upping your work rate and massively increasing enjoyment. PDK might be faster but simply having to think about each gearshift makes you tune into the sounds and sensations the car provides.
The final few laps in the car with all the “right” pieces — rear drive, manual gearbox, rear steer, torque-vectoring differential — has me completely sold on the GTS, at least on the track. The engine really is fantastically angry and yet so precise in its delivery. The bangs and pops add to the excitement, and even the purist in me can admit that you rarely miss the smooth, sweet music of the old normally aspirated engine. Most of all, though, it’s the way the GTS uses its power that’s so impressive. It feels light on turn-in, neutral mid-corner, and so willing to adjust its balance to your whims. There’s just a magical fluidity to 911s, and the GTS is right on your side. I was concerned the wider track would enhance stability but reduce the trademark lithe agility, but the GTS confounds those expectations.
Sadly, we couldn’t try any coupe GTS models on the road, instead having to piece together the full picture with Cabriolet and Targa cars of various configuration and specification. If you were taking notes earlier you’ll remember these cars don’t feature the 0.78-inch lower suspension, which somewhat muddies the waters. The most representative car I could find was a rear-drive Cabriolet with a manual gearbox, and I have to say that winding up and over the Franschhoek Pass was pretty sensational. On the road you tune into the finer details, and I’m afraid the purist reappeared and did miss the honey-smooth howl of the old normally aspirated car. But judged against the standard Carrera and Carrera S models, there’s no question the GTS is faster and much more satisfying to rev out. Those bigger turbos just bring some attitude and sharpness.
I still miss the wriggling, writhing steering from 911s of old, too. But set against other electric power-steering systems, Porsche gets it mostly right. The GTS might not fizz with steering feedback, but there’s enough to feel immersed in the action — and to understand that on the road the GTS is well within itself and executing your demands perfectly. Grip levels are high, and yet the car doesn’t feel so locked-down that you lose interest. Porsche managed to balance outright ability and an inclusive, symbiotic feel like nobody else. And, of course, it nailed the details like brake feel and control weights. That’s why you should stick with the manual transmission, so you get to interact more with the car and appreciate its fine attention to detail.
The GTS is pretty damn compelling. A Carrera GTS isn’t quite as lunatic fast as a Turbo S but it’ll still hit 60 in 3.5 seconds (3.9 seconds for the manual) and exceed 190 mph. It’s not quite as agile or involving as a GT3, but it feels so at home on a track. In fact, it feels at home everywhere. Of course, this versatility is the very foundation of the 911’s appeal. The GTS package simply and expertly enhances its broad spread of talents. I suspect you’d feel at home in the 911 GTS too, wherever you live and maybe for the rest of time.
2017 Porsche 911 GTS Specifications
ON SALE Now PRICE $120,050 (base) ENGINE 3.0L twin turbo DOHC 24-valve flat-six/450 hp @ 6,500 rpm, 405 lb-ft @ 2,150-5,000 rpm TRANSMISSIONS 7-speed manual, 7-speed dual-clutch automatic LAYOUT 2-door, 4-passenger, rear-engine, RWD/AWD coupe or convertible EPA MILEAGE 18-20/26 mpg (city/hwy) L X W X H 178.3 x 77.9 x 51.0 in WHEELBASE 96.5 in WEIGHT 3,197-3,241 lb 0-60 MPH 3.5-3.9 sec TOP SPEED 192-193 mph
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24 Thoughts on the Rolex 24
The 2017 Rolex 24 at Daytona, the opening race of the IMSA WeatherTech SportsCar Championship, finished Sunday afternoon, and there is much to dissect. From Wayne Taylor Racing’s overall win to the Ford GT making up for last year’s disappointment to the Acura NSX’s impressive first outing, here are 24 takeaways from a frantic 24 hours of racing:
1. The long-term vision of American sports-car racing executives Jim France, Ed Bennett, and Scott Atherton to develop the new-for-2017 Daytona Prototype international-spec car (DPi) is an unconditional success. The cars look great, manufacturers have bought in, and more are on the way.
2. IMSA’s technical staff got the Balance of Performance right (mostly). The series is committed to keep racing close, especially with the DPi and old LMP2 cars. The technical staff should be applauded for hitting the mark for these new cars. However, I am sure GTLM- and GTD-class team principles will not entirely agree when it comes to their classes. Adjustments will be made throughout the year, as they always are. This is the most thankless job in racing, but the IMSA staff deserves praise.
3. Ricky Taylor’s last stint was the best drive of his career. He handled the pressure of racing for the checkered flag, made a ballsy pass on Filipe Albuquerque for the lead and overall win, and is now part of racing history.
4. No one should be surprised by the third-place overall finish by the No. 90 Visit Florida Racing Multimatic/Riley: Bill Riley knows how to build a race car and how to race it. That said, the team’s quickest lap time was almost 3 seconds slower than the winning Cadillac, as it is not as sleek on the fast Daytona ovals as its rivals. However, it is a car to watch once the series hits its traditional, twisty road courses.
5. The No. 66 Ford GT will eventually find a home in a museum. This car, driven by Joey Hand, Dirk Müller, and Sébastien Bourdais, races at a higher level than any other GTLM car at the classic endurance races. Wins at Le Mans last June and now at Daytona confirm this. A win at Sebring in March will complete the endurance triple crown. Head to Vegas and place your bets.
6. The Rolex Daytona Cosmograph is the ultimate trophy in all of sports. Think about it. Win Wimbledon, get a trophy. Win the Olympics, get a nice medal. One goes in a case, the other in a drawer. Win the Masters, you get a green jacket, but you can really only wear it in Augusta. Win the Rolex 24 Hours of Daytona, and you get the ultimate watch. Wear it every day to remind yourself and others what you accomplished. How cool is that? And no other brand (watch or otherwise) comes close.
7. What a debut by the two Japanese manufacturers, Acura and Lexus, in the GTD class. Acura was more impressive, leading part of the race and ultimately finishing fifth and 11th in GTD. I expected the Lexus to show more pace, so there is still a bit of work to do. One car finished 14th in its class, the other crashed out early in the event.
8. Imagine how good the Ferrari 488 GTE would be if the factory would provide the same level of commitment and support to the IMSA program as do the other GTLM manufacturers. The Risi team does an amazing job, and its car is fast and reliable. This little Houston-based team is second to none, and the drivers are quick and proven winners. However, it is still a David versus Goliath situation. If things remain as they are, Ferrari is only providing another storyline and sentence to the Ford marketing and advertising material.
9. Did anyone expect the new Porsche 911 RSR GTLM car not to be on the podium? Of course not. Daytona was the car’s debut race, and it scored a great result. However, in Porsche’s mind, this race was also a 24-hour development session for Le Mans in June.
10. Hats off to Alegra Motorsports and team owner Carlos de Quesada for winning the GTD class in a Porsche.
11. Ten car manufacturers had significant displays in the Daytona infield: Acura, Mercedes-AMG, Audi, BMW, Chevy, Ferrari, Ford, Lamborghini, Lexus, and Mazda.
12. Somebody please tell Nissan North America’s marketing department that motorsports is still an effective way to reach customers. Yes, I understand you spent a ton of money on your tie-in with the latest Star Wars movie. And you sponsor the Heisman Trophy presentation. That’s great. Meanwhile, the Tequila Patrón ESM Nissan-powered DPi finished a respectable fourth at Daytona — and nobody in Nashville seems to realize promoting this team and this car will help sell GT-Rs and everything else in Nissan showrooms. This car will win races in 2017 and help everyone forget the 2015 Le Mans social-media debacle, also known as the GT-R LM NISMO prototype. Step up and promote this IMSA effort.
13. The folks at Daytona International Speedway must be pleased with the crowd. The infield was packed with RVs and tents. And while the 100,000-capacity stadium looked empty, loads of fans occupied and enjoyed some of the best suites in motorsports, along with good food and drink, and especially appreciated the cover during the rain.
14. On Sunday morning, senior members of IMSA management quietly made the rounds through the infield camping areas and gave out goodie bags to the loyal fans. No fanfare, no press release, just smart customer relations.
15. Those of us in the media center and the paddock are still scratching our heads on how the No. 22 ESM car crashed during a video shoot Wednesday. Left side bodywork and a radiator were damaged. The blame was not placed on driver Bruno Senna but on the video crew. Perhaps the video crew should concentrate its future efforts on filming beautiful bottles of tequila and leave the race-car work to the professionals with experience.
16. The CORE Autosport team had the best autograph card for the fans. This team has moved from the PC ranks to GTD, but its race ended early when Nic Jonsson was hit by another car.
17. The No. 38 Performance Tech Motorsports team won the final Prototype Challenge-class race at the Rolex 24 Hours at Daytona. The PC class served motorsports well. It offered relatively affordable, close racing and helped to fill out the American Le Mans Series fields back in the day. However, its time has come and is almost gone, as it should be. This category had just five competitors in this year’s race, and it was almost an afterthought. Crazy. Oh wait, how many LMP1 cars will race at Le Mans in 2017? Just five. More on this topic soon.
18. How will Cadillac market and advertise its overall win at Daytona? I pray it is not with the winning Wayne Taylor Racing car driving slowly through the wet streets of SoHo with some yuppie couple walking by in slow motion. What, you don’t think Cadillac would consider something like that?
19. We should not forget Mazda’s DPi effort. Though its best car finished 121 laps behind the winning Caddy, these are very early days for a brand-new program. The cars are gorgeous, and the team is solid. Mazda is committed and up to the challenge, so expect much better results as the season progresses.
20. Will Rebellion race full-time in IMSA in the coming years? Odds are strong it will. Several key members of the team were heard to say how much more enjoyable the IMSA paddock is than what they experience in Europe. Having fun and winning brings a lot more pleasure than showing up to every race event knowing a factory effort is going to keep you off the podium.
21. Wolfgang Ulrich of Audi and Ralf Jüttner of Audi’s long-time partner, Joest Racing, were both in Daytona checking out the DPi scene. Hmmmm.
22. Also in attendance were Pierre Fillon, president of the Automobile Club de l’Ouest (the Le Mans organizer) and Gérard Neveu, CEO of the FIA World Endurance Championship. They wandered the paddock and race grid, watched the IMSA press conference Friday in the media center, and had a three-hour long meeting Friday afternoon with IMSA senior management. I will have more on this in an upcoming post.
23. Ricky and Jordan Taylor join a small list of fathers and sons who have won the 24 Hours of Daytona (their dad Wayne won in 1996 and 2005). The others include John Paul Sr. and John Paul Jr., Mark and David Donohue, and Bobby and Graham Rahal.
24. One of the Taylors’ co-drivers, Max Angelelli, made what he said is his final start at Daytona. He retires from racing with a win in the Rolex 24. But I want to know where and when Daytona one-off teammate Jeff Gordon’s next sports-car race will happen?
The next round of the IMSA WeatherTech SportsCar Championship is the 12 Hours of Sebring in Florida on March 18. I’m looking forward to it.
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