The Popular 991 Model

Recently, the popularity of the 991-generation Porsche 911 has been steadily rising. The 991 is one of the 911s with a major difference between early and late models: the early models have naturally aspirated engines, while the late models are equipped with turbo engines.

This time, I had the opportunity to test drive a late-model 991 GTS. In fact, I had previously borrowed a late 991 GTS for about a week, and both my wife and I have reported on it in this blog, so please refer to those posts as well.

ポルシェ911 GTS（991後期）試乗 – 妻の日常使いレビュー

ポルシェ911 GTS（991後期）はGT3とどのくらい違うものなのか？

Today, I want to focus on the differences from my early GTS and the suspension differences compared to the unit I tested previously.

The Late 991 GTS

The test car was a stunning Miami Blue 911 Carrera GTS.

The exterior features badges and rear engine hood air intake slats painted in the same Miami Blue color. It’s equipped with PCCB brakes, and the interior has white stitching from the GTS Communication Package.

Notably, the choice to avoid red stitching here balances nicely with the yellow calipers of the PCCB brakes, which is quite tasteful.

What’s especially remarkable is that despite being a GTS, this particular car has the standard PASM chassis. From the late 991 onwards, the coupe GTS models come standard with the PASM Sport chassis, which lowers the ride height by about 1 cm. Most people choose the sport chassis for its looks, but this car retains the normal PASM chassis.

So, compared to my early GTS, the ride height is almost the same, with about three fingers and a bit of clearance at the front.

Previously, the late GTS I reviewed had the standard PASM Sport chassis, which was quite firm and somewhat unpopular with my pregnant wife at the time.

I remember thinking that if you want that level of performance, you might as well go for a GT3.

Same GTS, but…

When starting the engine, it wakes up with the usual roaring sound. Probably, the startup and idling sounds seem slightly louder on the late model compared to the early one.

As I gently pressed the accelerator and started moving, the first difference I noticed was the PDK control.

The owner also mentioned this compared to my early model, but the late model has a stronger creep effect, or in other words, the clutch engages at a lower RPM.

The early model feels like the clutch engages after the revs rise slightly, whereas the late model moves forward immediately.

Pressing the accelerator further and gaining speed, the ride comfort is clearly better. This is a distinct difference from the PASM Sport chassis I drove before.

Compared to that, the tire contact feels softer and more refined. Especially on smooth roads, the ride quality is excellent. Compared to the early model’s normal PASM, it’s quite similar but feels even more polished, seeming to smooth out unnecessary vibrations and shocks from the road.

Of course, on rough surfaces, there is some typical 911 sharpness, but even then, it shakes less than the sport chassis.

If you’re considering circuit driving, I’d definitely recommend the PASM Sport chassis, but for the character of the GTS as a “Grand Touring Sport,” this setup suits the car’s personality better.

Engine Differences

The late model’s 3.0-liter turbo engine produces 450 ps, about 20 ps more than the early GTS. However, when driving, the difference feels even greater.

Especially when the tachometer needle is in the left half, the difference is very noticeable accelerating in 2nd gear from low speeds. The late model delivers a strong acceleration G from the start, while the early model doesn’t quite match that.

The engine feel is very good. Turbo lag is minimal, and the torque buildup feels smooth without sudden surges, giving it a character somewhat like a large-displacement naturally aspirated engine.

This is closer to the Carrera engine in the 992 and seems quite different from the 991 late S engine.

Because there are fewer abrupt torque changes, you can smoothly modulate the throttle on Japan’s winding roads without much jerkiness. Of course, the absolute torque is high, so there are situations where it’s not practical to rev it like an NA engine, but I think you’ll rarely feel stressed by the engine’s character.

The engine sound is by no means quiet. It delivers a volume worthy of the GTS badge and really excites you. Compared to the early model, the early one has a bit more pressure and tonal build-up in the sound, but most people probably won’t have any complaints about the engine noise.

Also, compared to the 992 engine, mechanical noise is lower and the sound is a bit clearer, so you can think of it as a sound quality somewhere between the early 991 and the 992.

PDK Differences

The owner said after driving my early 991, “The PDK is different, isn’t it?”

Indeed, the PDK control differs. As mentioned earlier, the launch behavior is different, but more notably, the shift speed is different. Watching the tachometer needle during upshifts makes this clear — the speed at which the needle drops differs.

The late model’s tach needle drops sharply and quickly during shifts. The early model isn’t slow by any means, but the difference is definitely noticeable.

Incidentally, the owner said, “I wish the PDK shifted a bit more gently.” Although there’s no real shift shock, even in normal city driving, he felt, “It doesn’t need to shift that fast.” and thought a milder shift in everyday use would be better.

Handling Differences

Regarding handling, it’s clear that the late 991 is more refined and feels firmer than the early model. However, the change isn’t as dramatic as the shift from the 981 Cayman/Boxster to the 718 (982); it’s a milder evolution.

It’s more of a natural progression than a completely different car, with improved steering precision and overall stability.

On the other hand, because it’s a rear-engine turbo with high power, when tackling an uphill curve at the same pace as my early Carrera 4 GTS, the torque causes a slight feeling of front-end lightness, making me consciously ease off the throttle in places to maintain front-end grip.

This seems to be more about the difference between rear-wheel drive and all-wheel drive than early vs. late model, as I didn’t feel this as much in the early rear-wheel-drive model.

By the way, even when driving my 992 (rear-wheel-drive Cabriolet) the same way, I hardly feel any front-end lightness, so I think this is due to the 992’s superior chassis performance and control.

Early or Late 991?

Many people probably struggle with this question. Overall, the late model is definitely superior in performance. That’s clear.

Also, many will find the late model’s sharper rear design more attractive. Though they look similar, when compared closely, there are quite a few differences.

Then there’s the engine choice: turbo or naturally aspirated? I personally chose the early model not for performance reasons but because I love the feel of the NA engine.

So, there’s no absolute right answer. It depends on which you prioritize: performance, design, or feel, and what direction you prefer.

Even if you happen to choose the “wrong” one, I believe you won’t regret it with either of these two. Both are highly satisfying 911s without a doubt.