| Year Make Model | 2011 Porsche 911 Carrera GTS Coupe (3.8L 6cyl 6M) |
| Vehicle Type | RWD 2dr 2-passenger Coupe |
| Base MSRP | $104,050 |
| Options on test vehicle | PDK Transmission ($4,320 -- includes seven-speed Porsche Doppelkupplung [PDK] double-clutch automated-manual transmission with manual, speedshift, and automatic modes plus three-spoke Alcantara PDK sports steering wheel with shift paddles and Alcantara PDK gear selector and handbrake lever); PCM With Navigation ($2,110 -- includes 6.5-inch screen with touchscreen controls, dual-tuner audio system with integrated, MP3-capable CD/DVD-player supporting audio/video DVDs, GPS navigation module with 40GB disk drive, extended navigation with dynamic route calculation, automatic route recording and back track navigation -- facilitates navigation in unmapped areas); Sport Chrono Package Plus ($960 -- includes PASM active suspension with Normal, Sport and Sport Plus modes, and includes Launch Control, analog and digital chronometer; ability to adjust lighting, wipers, air-conditioning and door locking to suit personal preference); Limited-Slip Differential ($950 -- includes 22mm lower ride height); Dynamic Headlamps ($690 -- includes dynamically adjusting headlights based on speed and turn angle); Heated Seats ($525). |
| As-tested MSRP | $113,605 |
| Assembly location | Stuttgart, Germany |
| North American parts content (%) | 3 |
| Configuration | Longitudinal, rear-engine, rear-wheel drive |
| Engine type | Naturally aspirated, direct-injected, flat-6, gasoline |
| Displacement (cc/cu-in) | 3,800/231.9 |
| Block/head material | Aluminum/aluminum |
| Valvetrain | DOHC, four valves per cylinder, variable intake-valve timing and lift |
| Compression ratio (x:1) | 12.5 |
| Redline, indicated (rpm) | 7,500 |
| Fuel cutoff/rev limiter (rpm) | 7,500 |
| Horsepower (hp @ rpm) | 408 @ 7,300 |
| Torque (lb-ft @ rpm) | 310 @ 4,200 |
| Fuel type | Premium unleaded (required) |
| Transmission type | Seven-speed auto-double-clutch manual with console shifter and steering-mounted paddles with sport/competition modes |
| Transmission ratios (x:1) | 1st = 3.91; 2nd = 2.29; 3rd = 1.65; 4th = 1.30; 5th = 1.08; 6th = 0.88; 7th = 0.62 |
| Final-drive ratio (x:1) | 3.44 |
| Differential(s) | Optional limited-slip rear |
| Suspension, front | Independent MacPherson struts, conical coil springs, driver-adjustable 2-mode variable dampers, lower control arms, stabilizer bar |
| Suspension, rear | Independent multilink, coil springs, driver-adjustable 2-mode variable dampers, stabilizer bar |
| Steering type | Hydraulic-assist, speed-proportional, variable-ratio, rack-and-pinion power steering |
| Steering ratio (x:1) | 17.1-13.8 |
| Tire make and model | Bridgestone Potenza RE050A |
| Tire type | Asymmetrical summer, high-performance (34 psi cold front; 37 psi cold rear) |
| Tire size, front | 235/35ZR19 87Y |
| Tire size, rear | 305/30ZR19 102Y |
| Wheel size, front | 19-by-8.5 inches |
| Wheel size, rear | 19-by-11 inches |
| Wheel material | Forged aluminum |
| Brakes, front | 13-inch one-piece ventilated cross-drilled cast-iron discs with 6-piston fixed calipers |
| Brakes, rear | 13-inch one-piece ventilated cross-drilled cast-iron discs with 4-piston fixed calipers |
| Acceleration, 0-30 mph (sec.) | 1.8 |
| 0-45 mph (sec.) | 2.9 |
| 0-60 mph (sec.) | 4.3 |
| 0-75 mph (sec.) | 6.0 |
| 1/4-mile (sec. @ mph) | 12.4 @ 112.3 |
| 0-60 with 1 foot of rollout (sec.) | 4.0 |
| 0-30 mph, trac ON (sec.) | 2.1 |
| 0-45 mph, trac ON (sec.) | 3.2 |
| 0-60 mph, trac ON (sec.) | 4.8 |
| 0-75 mph, trac ON (sec.) | 6.5 |
| 1/4-mile, trac ON (sec. @ mph) | 12.7 @ 110.8 |
| 0-60, trac ON with 1 foot of rollout (sec.) | 4.4 |
| Braking, 30-0 mph (ft.) | 27 |
| 60-0 mph (ft.) | 107 |
| Slalom, 6 x 100 ft. (mph) | 69.9 |
| Slalom, 6 x 100 ft. (mph) ESC ON | 68.4 |
| Skid pad, 200-ft. diameter (lateral g) | 0.96 |
| Skid pad, 200-ft. diameter (lateral g) ESC ON | 0.94 |
| Sound level @ idle (dB) | 48.5 |
| @ Full throttle (dB) | 92.4 |
| @ 70 mph cruise (dB) | 69.3 |
| Engine speed @ 70 mph (rpm) | 1,850 |
| Acceleration comments | Even in default Drive (no Sport or Sport Plus) with traction on, the 911 GTS casually, smoothly rockets to 60 mph in less than 5 seconds. Upshifts are incredibly smooth and seamless, with zero head toss. In launch mode (Sport Plus with traction on with brake depressed), the revs hover around 4,500 rpm, releasing the brake drops the clutch and the resulting wheelspin is obviously managed electronically and the transmission short-shifts to 2nd at some point. It all happens so fast and I am unable to determine if this is a closed-loop system or if it samples and adjusts on the fly. Each upshift is sharper/quicker in Sport Plus mode than any other mode and occurs exactly at the 7,500-rpm redline. All that said, the quickest 60 and best quarter-mile runs were without launch control. Sport Plus and traction off allows for a split second of pedal overlap (otherwise cuts throttle to idle), but timing a climbing tach with releasing the brake produces no time-sapping wheelspin from a dead stop. |
| Braking comments | Identical sensations and nearly identical results from first to sixth stop from 60 mph: firm-not-hard pedal, excellent anti-dive characteristics, arrow straight, and with a hint of front tire lock-up just before full-stop. Brakes performed better with some heat, as the shortest stop occurred on the fifth of six stops. |
| Handling comments | Skid pad: With ESC on, the 911 GTS understeers wide of the circle without any apparent corrections from brakes or throttle. Steering is crystal clear with a wide range of info on the state of the front tires (goes all light and airy-feeling when traction goes away). With ESC off, there's far less understeer with the same informative steering feel, but with a better sense of front/rear balance of grip. As a result, the car grew more receptive to driver input to throttle and/or steering that had a direct correlation to the arc of the car. It was far easier to keep the car on the line with ESC off, so "on" must have been doing something, but not for the better. Slalom: With ESC off, this 911 GTS behaves as all RWD 911s do -- never lift, just steer. Lifting off the throttle even a hair breaks the rear tires loose, requiring countersteering to catch it -- costing time and speed. Best technique was as it usually is in a 911: slow in, fast out. Entering 1-2 mph slower with a gradually progressive throttle keeps the rear tires planted and the front tires light. Yet, I still couldn't go to WOT at the exit (like a GT2 or 3) with all the torque. |
| Test date | 11/30/2010 |
| Test location | California Speedway |
| Elevation (ft.) | 1,121 |
| Temperature (°F) | 56.3 |
| Relative humidity (%) | 19.9 |
| Barometric pressure (in. Hg) | 29.3 |
| Wind (mph, direction) | 1.6 head-cross wind |
| Odometer (mi.) | 3,027 |
| Fuel used for test | 91-octane gasoline |
| As-tested tire pressures, f/r (psi) | 37/40 |
| EPA fuel economy (mpg) | 19 city/26 highway/22 combined |
| Edmunds observed (mpg) | 16.2 worst/18.6 best/17.3 average (over 593 miles) |
| Fuel tank capacity (U.S. gal.) | 17.7 |
| Stereo description | Dual-tuner audio system with integrated, MP3-capable CD/DVD-player supporting audio/video DVDs |
| iPod/digital media compatibility | Standard iPod via USB jack SD card |
| Satellite radio | Optional XM |
| Hard-drive music storage capacity (Gb) | Optional 40GB music storage capacity |
| Bluetooth phone connectivity | Standard |
| Navigation system | GPS navigation module with 40GB disk drive, 6.5-nch touchscreen, voice control, extended navigation with dynamic route calculation, automatic route recording and back track navigation, facilitates navigation in unmapped areas |
| Telematics (OnStar, etc.) | Not available |
| Smart entry/Start | Not available |
| Parking aids | Optional parking sonar rear |
| Blind-spot detection | Not available |
| Adaptive cruise control | Not available |
| Lane-departure monitoring | Not available |
| Collision warning/avoidance | Not available |
| Night Vision | Not available |
| Driver coaching display | Standard |
| Curb weight, mfr. claim (lbs.) | Being researched |
| Curb weight, as tested (lbs.) | 3,416 |
| Weight distribution, as tested, f/r (%) | 39/61 |
| Length (in.) | 174.6 |
| Width (in.) | 72.9 |
| Height (in.) | 51.2 |
| Wheelbase (in.) | 92.5 |
| Track, front (in.) | 58.6 |
| Track, rear (in.) | 60.9 |
| Turning circle (ft.) | Being researched |
| Legroom, front (in.) | Being researched |
| Headroom, front (in.) | Being researched |
| Shoulder room, front (in.) | Being researched |
| Seating capacity | 2 |
| Step-in height, measured (in.) | 13.6 |
| Trunk volume (cu-ft) | 3.7 |
| Max cargo volume behind 1st row (cu-ft) | 7.2 |
| Cargo loading height, measured (in.) | 23.4 |
| GVWR (lbs.) | 4,100 |
| Ground clearance (in.) | Being researched |
| Bumper-to-bumper | 4 years/50,000 miles |
| Powertrain | 4 years/50,000 miles |
| Corrosion | 10 years/unlimited miles |
| Roadside assistance | 4 years/50,000 miles |
| Free scheduled maintenance | Not available |
See which cars and trucks our editors recommend