COMPARISON: Porsche 997 GTS vs 997 GT3

Which collectable 997-series model is the more prudent purchase and which is the more satisfying to drive? We line up fine examples of a GTS and a GT3 to find out.

Words: Wilhelm Lutjeharms

Images: Charles Russell

The nomenclature consists of three simple letters: G, T and S. During the past few decades, many sports car manufacturers have employed the GTS designation in naming selected models, so much so that the abbreviation has become synonymous with “sportiness”, but the value of the respective distinctions can vary dramatically.

Even Porsche is guilty of applying the GTS badge randomly; those letters have been used on race cars (the 904 Carrera GTS), as well as road cars other than the 911 (the 928 GTS and lately on Porsche’s SUV range, for example). As expected, when Porsche returned this particular badge to the 911 range in late 2010, a lot was expected of this new model. It was quite clear that Porsche aimed to bridge the gap between the sportier Carrera S and more track-oriented GT3.

The model is based on the Carrera S with the optional Powerkit, which, fortunately, also included the Sports exhaust system and, although this specific GTS has the classic rear-wheel drive configuration, it was clad in the wider body of the all-wheel-drive version. Besides, who could ignore the allure of those motorsport-inspired centre-lock RS Spyder wheels? It makes sense to weigh up the pros and cons of each model. Is it as straightforward as simply discarding the GTS and opting for the track-inspired GT3?

As I arrive at our rendezvous for the morning’s proceedings, the sight of two 997s is more than enough to justify that pre-sunrise alarm clock disturbance of around two hours ago. The cars’ owners are utter petrolheads, but their respective car collections are very different. However, parts of their car history and recent purchases do show some interesting similarities. Which model is the one to consider though, even if you factor in the discount of the GTS compared with the GT3?

I happened to have had a great run with a GTS press car on this very mountain pass, and getting behind the wheel again several years later brings back very exhilarating memories. The classical GTS Today, the interior of this GTS still feels rather modern. Given the dark Aqua blue metallic exterior finish, the lighter Sand beige full leather interior is a welcoming contrast and lifts the interior – especially on this crisp autumn morning – even more so compared to the usual dark interiors that seem to be most Porsche buyers’ preference.

There are only a few buttons above the gearlever that will be of consequence for this test. These include one for the Sports exhaust, which allows for a fruitier engine sound at the mere push of a button, followed by those to engage the Sport Plus driving mode and toggle the suspension settings respectively. As expected, I select Sport Plus first... I have a mountain pass in front of me, after all.

I pull away and immediately the car feels ready to be driven hard and to its limit. The PDK transmission keeps to its gear selection programme, but I override the electronic system by calling the steering wheel-mounted paddles into action. There is (what feels like) very little inertia in the engine. As I feed in the power through the throttle pedal the rev needle rises towards 3 000 rpm, then faster towards 5 000 rpm, but it is from here to the 7 400 rpm redline that the engine gives it best. Now the Sports exhaust really makes its voice heard as the hollow metallic sound permeates the cabin. It only further encourages you to pull on the right paddle and make the rev counter needle swing past 6 000 rpm again.

The optional carbon ceramic braking system feels quite effective, you can really lean on the anchors repeatedly. As this car has only 33 000 kilometres on the odometer, the cabin emits no notable creaks or rattles. But, apart from the engine delivery, what is an especially joyous experience is having all this feedback through the steering wheel, replete with its hydraulically assisted system. The steering wheel also points the car into the desired direction eagerly while those wide wheels and tyres (8.5x19-inches with 235/35/ZR19s front and 11x19-inches with 305/30/ ZR19s rear) provide copious amounts of grip. I’m impressed; the GTS is still a proper sports car, but also one that can be driven every day.

And the shape of the GTS is so true to the 911’s classic form – another reason why the owner likes this specific car so much. Time for the GT3 After parking the GTS at the foot of the pass, I settle myself into the GT3. For a moment, it doesn’t feel too different: it is also a 997-series model, but while the GTS is based on the second-generation 997, this is a Gen1 997 GT3.

The interior shows its age more than the GTS (it has fewer luxuries and features), but to the true driver that would matter little. There is a basic steering wheel devoid of the small displays that feature in the spokes of the GTS’s tiller. The centre console is less cluttered than that of the GTS too, and the Alcantara-clad stubby gearlever draws my attention almost as much as the double rear wing that looms in the views of the side and rear mirrors. And it has a manual gearbox – now that’s a rarity in a 911 these days! Excuse my enthusiasm, but a standard Gen1 997 GT3 had slipped through my fingers until today.

The moment I turn the key the GT3 produces a slightly wilder exhaust note than the GTS. A quick glance through the simplistic steering wheel reveals a rev counter that is marked all the way to an 8 400 rpm redline. I press the clutch and immediately notice that it is slightly heavier than a standard 911’s clutch action but, then again, you would expect that of a GT3. I try to pull away, but promptly stall the car. That’s rather embarrassing. I turn the key again as the owner walks over to me and says: “Don’t worry, it still happens to me!”

Once I pull away smoothly, I again savour the feedback, even at low speeds, through the steering wheel. It is probably something we are unlikely to ever experience on a 911 again. Every time I shift a gear I experience a form of euphoria... the GT3 is such an utterly wonderful car to drive. The short gearlever allows for snappy, direct and smooth gearshifts. It simply encourages you to pull or push it into the next gear to experience the upper echelons of the rev range or to execute a throttle blip before engaging a lower ratio.

• Find a classic Porsche to buy for yourself here.

The howling engine note never abates. Shift early (at 5 000 or 6 000 rpm) and the GT3 already offers a serious amount of pace. But, as I keep my foot flat and run the engine all the way past 8 000 rpm I’m starting to focus on the abundance of grip, the way that leading edge of the low front splitter darts into your desired direction while the white centre line of the asphalt dances beneath the apron.

At these high engine speeds, the motor is even more responsive and you can manage your pace with small inputs through the throttle pedal. It is such a thrilling and wholesome driving experience that if I had the money to buy the GT3, I would have handed it to the car’s owner shortly after I pulled into the lay bay. I let the engine idle a little and then switched it off. “Seems like you enjoyed it?” comments the owner. Yes, and how.

The winner? However, when the owners bought their respective cars (used, not new), the GT3 traded for exactly 50% more than the GTS. But now I can see why; the former does offer more to the discerning buyer/driver. It is without a doubt the more exciting, involving and focused car. An unsurprising result then? Well, hang on a minute… The GTS ticks more boxes than the GT3. It is better equipped and for some enthusiasts the clean and traditional 911 shape without the fixed rear wing will be more appealing than the motorsport-inspired front nose and an interior that is much more basic than those of more luxuriously trimmed models.

As an everyday proposition, the GTS is the clear winner. However, for those special drives once a week, or a drive you’ve promised yourself after you’ve successfully achieved an objective or finished a particularly arduous task during the weekend (or week!), I have to recommend the GT3. As we wrapped up the morning’s proceedings, the two owners swapped cars for the 30 km drive back home. The owner of the GTS had never driven a GT3 before and during the next 5 minutes he phoned me twice. He was immensely impressed by how great the car was, saying: “Wow, this is really something special, the engine is so strong and marvellous!” Ah, another 911 enthusiast convinced.

Specifications:

997 Porsche 911 GT3

Engine: 3.6-litre, flat-six petrol

Power: 305 kW at 7 600 rpm

Torque: 405 Nm at 5 500 rpm

Transmission: 6-speed manual, RWD

Weight: 1 395 kg

0-100 km/h: 4.3 seconds

Top speed: 310 km/h

997.2 Porsche 911 GTS

Engine: 3.8-litre, flat-six petrol

Power: 300 kW at 7 300 rpm

Torque: 420 Nm between 4 200 – 5 600 rpm

Transmission: 7-speed PDK, RWD

Weight: 1 420 kg

0-100 km/h: 4.6 seconds

Top speed: 306 km/h