The 2022 Porsche 911 Targa 4 GTS is the best album of all the best features available in the 992 generation 911. GT3 Anyway, a naturally aspirated engine. Since its introduction in the 997 generation 911, the GTS model has become Cognosenti’s choice as a daily driver.
For the new GTS, the 911’s twin-turbocharged 3.0-liter horizontally opposed 6-cylinder produces 473 horsepower at 6,500 rpm and 420 pound-foot torque at 2,300-5,000 rpm. This is 30hp and 30lb-ft from the Carrera S and a whopping 94hp and 89lb-ft from the base Carrera. In the case of fancy, the GTS is only 29 hp down on the GT3 and the torque is significantly increased. Its low-end twist makes the GTS a great everyday driver.
What must be criticized for turbo engines is that they don’t offer as attractive a soundtrack as the naturally aspirated 911. The engine sounds like diesel when idle, but there is no sound when climbing the tachometer. Not a bad thing, but it’s also not the tingling sound of the spine provided by a free-breathing Porsche.
The 2022 Targa GTS is available either in an 8-speed PDK transmission (which remains the best dual clutch in business at Country Mile) or in a 7-speed manual as installed in my test vehicle. Porsche’s 7-speed stick isn’t something I’ve always liked-the first version of the 991 generation car was pretty uncomfortable-but the current iteration is a shortened gearstick with an accurate and notched shift. The 10mm and 7th gears that provide are really helpful in improving highway fuel economy. The 911 clutch isn’t what I describe as light, but it does provide smooth, progressive engagement without the hassle of traffic.
Like all Targa models, the GTS is only available in all-wheel drive. This isn’t my favorite as it’s like a 911 geek, but the GTS is so powerful that you won’t notice the extra weight of the front end. The amount of grip provided by the active torque vectoring AWD system is just staggering. This is highlighted by the sticky Pirelli P-Zero tires that come standard with the GTS and are mounted on the 20-inch front and 21-inch rear wheels borrowed from the 911 Turbo.
Brakes are most suitable for 911, and this GTS standard steel brake is no exception. They offer significantly better bite, better fade resistance, and significantly better feel and ease of modulation than PCCB carbon ceramic units. And because it’s not a $ 9,000 upgrade like the carbon setup, everyone wins.
The GTS trim is 10mm lower than the Carrera, and the Porsche Active Suspension Management System works as well as ever, providing superior body control without significantly sacrificing comfort. To do.
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It’s hard to dislike that Targa profile.
All the driver’s contacts, such as pedals, shifters and steering wheel, feel completely heavy and in place for maximum comfort and confidence at speed. The GTS steering is scalpel-sharp and heavy, and for electronically assisted steering, the level of feedback provided is commendable.
There’s a reason the 911 occupies its place in the Pantheon as a typical sports car, and the latest generation of GTS justifies it further. When you push it, it’s mercilessly fast, offering seemingly endless grip and making even the average driver feel heroic on the canyon road. But that’s not just what makes 911 great. What makes it legendary is its ease of use, practicality, and its quality. It does everything and does it really, really well.
Its practicality and ease of use are largely due to the excellent interior design that 911 has always provided. The Targa GTS is one of the most comfortable cars I can sit in, even at 6 feet and 4 inches, which is unmatched by any other sports car, and only provides 4.6 cubic feet of luggage space. Not. Located in Frank, but with bonus storage in the back seats.
The cabin is comfortable and beautifully appointed.
The material Porsche chose for the GTS trim is amazing. My test vehicle has a very gorgeous truffle-brown leather interior, as well as Alcantara studded with steering wheels, armrests, shift knobs, and a central storage compartment lid. There are no squeaks, rattling, or misaligned stitches, and everything feels like a perfect combination. The 911 feels like an incredibly high quality item. That opinion is supported by the fact that JD Power owners ranked first in many quality and satisfaction surveys.
The interior technology of 2022911 is amazing. The 10.3-inch screen of the Porsche Communication Management System is beautifully integrated into the 911 dashboard, is responsive, intuitive to use and has both features. Apple CarPlay And-finally, 2022- Android Auto Integration.
Like most German luxury brands, Porsche is all about a la carte options. That means you’re going to pay for everything you want, but decisively, you don’t pay for what you don’t want. With that in mind, my test vehicle option list is surprisingly short. There are no carbon bucket seats or leather bent slats. Instead, Porsche has spent money on the front axle lift system and Porsche Dynamic Chassis Control (PDCC) to improve the driving experience and make the GTS a more livable car.
Why get a Carrera Cabriolet when you can have this?
An unfortunate aspect of Porsche’s idea of a la carte options is that what is usually standard on cars at GTS prices (for example, safety) is not. For example, my test vehicle does not have adaptive cruise control. This is a $ 2,000 option. Or, if bundled with Lane Keep Assist, add $ 3,000 or more to the final tally. Is it a blunder? No, is it annoying? yes. Should these features be ponies? Also, yes.
Speaking of pony-up, that’s what you have to do if you want to play. The 2022 Porsche 911 Targa 4 GTS starts at a fairly spicy $ 158,150, including a $ 1,350 destination fee, and its price rises rapidly as you start adding creature comfort and performance merchandise. My reasonably optional test vehicle is retailed for a whopping $ 175,030.
Can you get a faster and more powerful car for significantly less money? Of course, these vehicles give up their unparalleled practicality and driving experience. That’s exactly what makes 911 special.