With the drive mode selector on the steering wheel ticked to Sport Plus – a fixture of the now-standard Sport Chrono package – the 911 Targa GTS applies power with effortless fluidity up and down these backroads. Off the highway, the hilly roads north of Atlanta open up and allow me to put that power down more gratuitously. And if you want an extra boost, press the Sport Response button on the steering wheel for a burst of maximum power for up to 20 seconds. Horsepower peaks at 6,500 rpm, but there's still plenty of pull all the way up until the tachometer bounces off the 7,400 rpm redline. Maximum twist arrives between 2,300 rpm and 5,000 rpm – with no discernible lag – which helps the GTS scoot to 60 in 3.3 seconds with the PDK equipped. Unsurprisingly, the Porsche 911 GTS' six-cylinder is sublime. And there are a few minor mechanical tweaks elsewhere that give this model its extra oomph. Engineers instead pumped the boost figure from 16.0 in the base Carrera to 18.6 here. Unlike in the 991.2 GTS, Porsche didn't tweak the turbo size. Those power figures represent an improvement of 30 hp over the 992 Carrera S and 23 over the outgoing 991 GTS. ![]() That setup is plenty to get this car up to speed on Atlanta's Interstate 85 before traffic hits. It's all paired to Porsche's lightning-quick, eight-speed PDK, and as mentioned, standard all-wheel drive. Uncorking the Targa's twin-turbocharged 3.0-liter flat-six out of Porsche HQ and onto the adjacent highway, there's a gratuitous 473 horsepower and 420 pound-feet at my right foot. So with the top fully dropped, I tick the drive mode selector to Sport and set off. But Porsche is quick to remind me to only remove or apply the roof when static, otherwise, the large rear fixture acts as a mechanical parachute. Watching the window fixture jut up from the body and lock into place is like observing a real-life Transformer in action. Nonetheless, the inside of this car remains a wonderful place to sit.Ī long hold of the roof removal button just behind the shifter lifts the rear hatch and stows the fabric roof neatly below it. The only obvious GTS upgrades are the embroidered logos in the headrests and the appropriately marked side stills. ![]() The cabin of this model doesn't stray far from the basic 911 formula either, featuring a carefully crafted mix of black leather on the steering wheel and seats, with Porsche Race-Tex dotting the dash and door panels, and aluminum fixtures elsewhere. ![]() While the styling here is still more subdued than that of the wild and winged GT3 or even the Turbo model, the GTS has a unique sharpness that separates it from the standard Carrera. There's also a black “GTS” sticker on each of the door panels, in case you forget, and all of it is customizable. Visually, all GTS models wear the same black accents along the grille, within the light fixtures, atop the badges – and on the Targa model – even on the C-pillar. Porsche equipped this Targa model with nearly every bell and whistle, as an example of what $193,000 will get you (including $1,350 in fees): 18-way Adaptive Sport seats, 21-inch Spyder RS wheels, Porsche Dynamic Chassis Control, a front axle lift, an eight-speed PDK, and as standard on all Targa models, 4S all-wheel drive. With the sun shining over downtown Atlanta, I jumped in the Targa first to enjoy as much top-down time as the weather would permit.
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