Hits as 911 Sweet Spot
As in the 991 GTS, rear axle steering is available as an option at $ 2,090. This will steer the rear wheels in the opposite direction when the front wheels are turned at up to 31 mph and in the same direction at speeds above 50 mph, increasing agility and stability.
The GTS shows that it is very serious about this performance by copying its entire brake system from the 911 Turbo. The six-piston calipers up front rely on massive 408mm by 36mm rotors (which is a whopping 16 inches for those with metric issues), while the four-piston calipers take care of the rear rotors of 380 mm by 30 mm. As always, Porsche Ceramic Composite Brakes (PCCB) are available as an option for $ 9,870. The Turbo braking system needs Turbo-type wheels to clear the calipers, so the GTS comes with the 20-inch satin black forged front wheels and the 21-inch center-locking wheels virtually identical to the Turbo S in standard.
For those who are really committed, Porsche offers an optional lightweight package that includes lightweight glass, lightweight battery, further reduction of sound deadening material, removal of the rear seats and rear floor mats, reprogramming of the rear spoiler which gives it gives maximum lean angle that’s four degrees more than Carrera models, and optimized underbody panels for improved aerodynamics (which I’m told actually produce front downforce for the first time). on a GTS, as opposed to simply reducing lift). The set also includes rear axle steering. This all adds up to a sizable 55-pound weight savings.
So that’s all well and good, but how does it all add up to what is arguably the best of all the 911 variants? How does he touch this ideal place? Let me pontificate for a moment.