Senin, 06 Februari 2017

Biturbo inside: Porsche 911 GTS 2017 in Test


You ask the so-called experts. By this I mean car journalists and other people who think that they are well versed in sports vehicles. They will say the same thing to you: You want the best elf? The best overall package? The best mix of "power on a good road everything flat" and "Does also go to the office without pulling all the seals? Then take the GTS!

The best of the shelf
it is true, the GTS is true even longer than the penalty for those who have a little more idea. For him, the many small changes create more than just the sum of their properties. Of course, the wider cheeks of the all-wheel-drive models and the new aprons with the more rigorous air intakes look much cooler. The sport exhaust makes more rabbits, there is more power and carloads at Alcantara in the interior there is also. In addition, he has all the driving dynamics goodies on board, for which you have to tick three-quarters of the surcharge list (sports chrono package, PASM sports suspension, 20-inch central locking wheels, 911 Turbo brakes). It's almost like having a 911 GT3. Only without the fear of cobblestone streets. And - as dumb as it may sound - with manual transmission. Yes, in the most recent variant of Germany's favorite tracktool there was never a manual box, but in GTS already. And the best way to drive GTS is still with a firm roof, two driven wheels, and this sugar-sweeping shift stick in the middle. Porsche also sells convertibles, tarpauls, all-wheel drives and PDKs under the GTS signet, but the point at the GTS has always been a reflection on the essentials. Better on the road, more emotionally on the highway and all this - in contrast to the GT3 - without a subscription to the chiropractor. The thing is only: the focussed variant of a cult sports car can not escape the general development. With the model year 2017, the GTS is the first to introduce two turbochargers. The question is now: Does the most enthusiastic Carrera, the middle way between Zuffenhausen and Weissach, still operate with supercharging?

3.0-liter twin-turbo brings 450 hp
Even more so because the drive in the predecessor was such a damned great. The Vorfacelift-GTS brought from the good old (and many fans painfully missed) 3.8-liter sucker 430 hp and 440 Newtonmeter. He was an emotional big event, but he needed stratospheric high speeds. In the 991 GTS Facelift, on the other hand, the new 3.0-liter biturbo boils and blows. Thanks to larger loaders and more charge pressure now with 450 hp and quite serious 550 Newtonmeters. And the whole thing, of course, with clearly ground-level speeds. In the old run, the radio ran under 5,000 tours, but the top was rewarded with absolutely magical explosiveness, greeted by input, saw every wiggle of the big toe as a new chance to shine. The GTS year 2017 does not need that anymore. He just surpasses you with thrust. Early, even, large.

More contrast to the Carrera S
Well, in truth, it is a bit more complicated because of the bi-turbo Boxer also includes the new GTS to reaktionssschnellsten, greediest, most turbo engines. He already likes to talk, he's pretty hard up, and he's doing quite a bit right. Nevertheless, the fat punch between three and six thousand trips remains in this car more than everything that happens afterwards. It is no longer so exciting, you do not switch quite so often, do not have to work so hard to keep a good pace. He does not sound very good either. Well, actually, it sounds quite fantastic, the black-colored sports exhaust and the omission of a little insulation do quite their roky-roughened purpose. It also shoots and plopps like crazy, when you gas in the sports modes. But the final layer sound color, which one of the old so dashed from 6,500 tours on the ear, the missing simply stop. For a few incorrigible purists, it is certainly not so easy to bear. The pragmatists, on the other hand, rejoice that everything now feels quite twice as fast. Also the difference between Carrera S and GTS (30 hp, 50 Newtonmeter) feels larger than before the facelift. This is really disturbing fix for an Elfer without rear wing.

Almost too perfect
How fix? I just give you a number now. A figure that puts the new GTS in a copiously scary light. 7:22 minutes on the north loop (with PDK and optional rear wheel steering). Two seconds slower than the holy GT3 RS. I am reluctant to say so - and the Porsche executives also seem to be changing a little bit of pride and concern - but this new turbo GTS is likely to get the 991 GT3. I mean, we are just on the Killarney Raceway in Cape Town and my attempt to stay with a rear-wheel drive GTS at the Porsche instructors and its unrivaled 911 Turbo is astonishingly successful. This may be due to the impressive turbo thrust, or to the almost grotesquely sticky Pirelli PZero Corsas, which are now optionally screwed to the GTS. But very much has to do with the wise component selection as well. Adaptive sports suspension (minus 20 millimeters), dynamic engine mountings, wider track, four-steered wheels, and pirellis appeal to a minimally tapered, more willing front axle, even less body movement and absolutely ridiculous amounts of traction. You have to do damn things to make the GTS even a little slower. The torque vectoring, the mechanical rear axle lockup and the 305-roll nail it so brutally on your line that you can start the ESP quietly. As a rule, it will not have to intervene. Everything is ultra-precise, absolutely nonsense, almost too neutral and perfect, as if every beginner could drive best times.

The natural choice
later on a winding mountain road and without the sports tire affects the car playful, no longer quite so seriously. The chassis brings the right few percent extra motivation, but leaves the hardness largely outside. The GTS is dancing now, carvt the wide sweeps and shaved the tight, takes you full, shows all his class. Despite all the chassis electronics and charging, he now feels really natural. Like the natural choice in 911 Carrera, he also works. Again. Also with Turbos (all the GT3s, GT3 RSe and Rs get you anyway no more). Well, it costs almost 14,000 euros more than the Carrera S, but the individual options together and you quickly realize that the GTS is a fairly fair deal. He may have exchanged a little more of his superstitious charisma with the facelift for a few grams of CO2 and a whole bunch of more speed, but he still remains the best all-rounder. The prices for the rear-mounted coupé start at 124.451 euros, for the 911 GTS convertible at least 137.541 euros are due and the 911 Targa 4 GTS (exclusively with all-wheel drive) starts at 144.919 euros. For the comparison: For the drier, somewhat coarser Mercedes-AMG GT with 476 hp you have at least 116.382 euro shelling.