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Rent Porsche 911 Carrera GTS in Europe
The newest 911 GTS takes the Carrera S and upgrades it with driving enthusiasts in mind. The engine, for starters, has larger turbochargers. Now forcing 18 psi instead of 16 through the 3.0-liter flat-six, they raise outputs by 30 horsepower to 450, and by 37 pound-feet of torque to 405. That cuts 0-to-100-km-per-hour times by about 0.3 seconds, depending on model; the best-performing GTS variant, an all-wheel-drive coupe with the PDK dual-clutch transmission, rockets to the benchmark in just 3.4 seconds. An adjustable sports exhaust comes standard, all the better to let the engine shout. Chassis changes begin with standard Porsche Active Suspension Management, which rides 10-20 millimeters (0.4-0.8 inches) lower than equivalent non-GTS cars; a new front fascia that improves downforce; a redesigned rear wing that also improves downforce; extra rear brake cooling ducts; and the 20-inch center-lock wheels from the 911 Turbo S. In fact, the rear wheels are actually half an inch wider than on the 580-hp Turbo S. The tighter packaging of the GTS’s engine allows for the extra width. Rear-wheel-drive models also wear the wider bodywork of the all-wheel-drive Carrera 4 models, increasing the car’s width by 1.6 inches – allowing for fitting those wider wheels and tires.
Shifting is a reward in its own right. Porsche’s manual transmission has strongly defined gates, and a light but thoroughly mechanical action that’s a joy to use. Only 37 percent of GTS buyers pick the manual, though, with the remainder electing the PDK dual-clutch transmission. Left to its own devices in traffic, it’s perfectly smooth and civilized. Dialed up to Sport or Sport+, the computers always pick the right gear for swift driving. And when you knock the shifter over into the manual-shift mode, the transmission completes gear changes almost before your fingertips leave the paddles. As to handling, well, the GTS grips for days. Barely a millisecond passes between me turning the wheel and the car digging into a bend. Dial the adaptive suspension up to Sport or Sport+ and the car stays supremely flat. The electric power steering manages to filter out noise and send only the most useful feedback – road surfacing, is the front end going light, etc. It’s more like a hushed conversation between friends than a shouting match at a party. Despite that capability, the car never feels aloof. Yes, it’ll devour open roads and whip through curving ones, but not without me working hard to extract the maximum speed. The GTS is very satisfying to drive briskly, and hugely thrilling when you do so. Aside from road performance, the 911 GTS is also extremely capable on a track.
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