Testing the 911 Carrera 4 GTS on the Circuit

Recently, I participated in a driving event hosted by the magazine ‘911Days.’ The venue was Fuji Speedway, a track I have driven many times before during driving schools and other events.

This time, I brought out the early 991 Carrera 4 GTS. It’s the last naturally aspirated 3.8L engine Carrera combined with all-wheel drive in the GTS model.

While I’ve driven RR and mid-engine Porsches on circuits before, this was my first time with an AWD Porsche, so I deliberately chose this one.

In the pits, surrounded by various iconic Porsches, WRP-san helped adjust tire pressures and retighten bolts.

When the time came, we lined up in the pit lane, eagerly awaiting the green signal.

I raised the rear wing and switched on Sport Plus mode. First, I decided to drive in automatic mode on purpose.

During the familiarization laps, I had my younger daughter in the passenger seat, recalling the feel after a long time. She had been playing Gran Turismo until the day before and was excited, saying things like, ‘It’s just like the game!’ and ‘There are no cones on the course!’

Impressions on the Circuit

After dropping off my daughter, it was time to really push.

Warming up the tires, I took a light first lap. From the second lap, I gradually increased the pace, and by the third lap, I was running at full throttle.

The volume of the 3.8-liter NA engine in the GTS at full throttle is incredible. I was genuinely surprised, thinking, ‘Is it really this loud?!’ as I blasted down the straight.

The previous GT3 is loud at high revs, but the GTS matches it in volume. In fact, it felt even louder to me.

While the GT3 wins on the exhilarating high-rev scream, excitement, and sound quality, the GTS’s ability to deliver rich sound from mid-range revs is very satisfying, and it feels great accelerating out of low- and mid-speed corners. (Please enjoy this Twitter highlight video with headphones)

https://twitter.com/boxster_gts/status/1505447396624326665?s=21&t=Ahi5jtHur8Ld_6MZOTKZBA

The 981 Boxster GTS of the same era is also loud but tends to lose some clarity at the top end, whereas the early 991 GTS maintains its sound all the way through.

The top speed on the main straight measured by GPS was about 250 km/h.

There seemed to be room to push harder, but then came full braking. As expected, Porsche brakes are very controllable. Adjusting the brake pressure subtly, I steered toward Turn 1, and while applying half throttle until the car was straight, it felt more stable than I expected.

When the front starts to point toward the exit, I pressed the accelerator a little earlier. That’s the advantage of AWD. Unlike the usual 911, you can open the throttle a moment earlier without the rear getting twitchy, and the car exits the corner very stably.

From Coca-Cola Corner to 100R.

When driving a 981 Boxster GTS here, you definitely feel the body’s lack of rigidity, with a strong tendency for the rear to drift outward. But the Carrera 4 GTS consistently understeers and is very easy to control. You wouldn’t notice this on public roads, but at circuit speeds, the Carrera 4 tends to understeer overall.

I eased off the throttle slightly to put weight on the front, tucked in at the apex, and entered Advan Corner in second gear. The exit here is more stable compared to the 992 Carrera or 981 Boxster. While rough throttle inputs can cause loss of control, even a novice like me can confidently apply power.

Accelerating hard toward Dunlop Corner, I braked fully, dropped to second gear, and accelerated out in a straight line from the middle line. I tucked in at Turn 13 and headed toward the GR Supra Corner. From there to the final Panasonic Corner, rough throttle inputs are a no-go, but it’s still much easier to drive than RR or mid-engine cars.

In short, it’s less scary and less unstable.

Exiting the final corner, full throttle acceleration.

In Sport Plus mode, shifting near the redline feels a bit more jolting compared to the latest 992 PDK, but the gear changes are still quick.

Compared to the 992 and 981?

Passing the control line, the GPS lap time was slower than I expected. Of course, with 60 cars on track simultaneously, clear laps were impossible, but despite driving so stably and comfortably, the times didn’t improve much.

What does this mean?

I felt I was driving fast and stable, but the times didn’t reflect that. Maybe the older tires and the extra weight of AWD reduced cornering speed.

Comparing this to data from driving a 992 Carrera Cabriolet at Fuji Speedway, although conditions weren’t identical and it was mixed traffic, the 992 Carrera Cabriolet was about 4 seconds faster. The GPS top speed was 261 km/h for the 992 versus 254 km/h for the Carrera 4 GTS.

Comparing to the 981 Boxster GTS, the Carrera 4 GTS was about 1 second faster per lap, with the Boxster’s top speed around 244 km/h.

From this, it’s clear the Boxster is faster in cornering, and the 992 is overwhelmingly faster in both acceleration and cornering. The latest Porsches really are the best. Despite lower horsepower, the turbo power and latest chassis technology make them terrifyingly fast.

After several laps, the five-year-old Pirelli P-ZERO tires began to protest. As the tires faded, even the Carrera 4’s unbeatable stability started to show cracks. It began to slide unpleasantly in places, but being AWD, a little throttle input quickly restored the car’s balance. This feeling is different from previous Porsches.

Later, I did a second session and pushed harder. Unfortunately, I was blocked by slower cars and couldn’t get a clear lap, so I didn’t achieve the times I wanted, but it was a very educational day learning the differences between AWD, RR, and mid-engine layouts.

The Position of the Carrera 4 Series

When asked, “Is driving the Carrera 4 GTS on the circuit fun?” I personally find it a bit ambiguous.

From a fun perspective, I think RR and mid-engine cars are more enjoyable. Feeling the rear traction with a bit of nervousness and stabilizing the car with subtle throttle work is thrilling and fun.

Especially the GT3, which is much harder to drive and really tests your skill. It feels like you’re constantly being asked, “Can you handle this?” If you open the throttle roughly, the rear immediately steps out, and you need excellent weight transfer skills to control it. That’s what makes the GT3 so addictive on the circuit.

This time, I felt the Carrera 4 series is like a ‘cheat code’ on the circuit. It offers a lot of driver assistance, making it mentally easy to drive and forgiving of minor mistakes.

Therefore, I especially recommend it for beginners. Anyone can run consistent lap times with little variation and good stability. Also, on a wet circuit, the Carrera 4 series would be unbeatable.

However, those who prefer to engage in a dialogue with their car, wrestle it into submission, or advanced drivers will likely find RR or mid-engine cars more fun.

After all, the Carrera 4 series prioritizes street speed, comfort, and grand touring capability. It’s the polar opposite of the GT3 and lives up to being the turbo-powered younger sibling. This was my renewed impression after driving the Carrera 4 GTS at the event.