At the back of the car, Porsche installed an Easter Egg with the vents above the engine. There are nine slats to the left and to the right of the twin, vertical, third brake lights. Thus, you may spell 992, which is the generation of this 911 GTS. Subtle enough for common people, a reason of proudness for brand's aficionados.
Porsche offers some unusual packages for the GTS. Apart from the standard weight reduction kit that removes some of the sound-deadening materials, it offers an even further weight reduction package. Apart from the 55 kg (110 lbs) saving, it includes the active rear steering and a steeper angle for the rear wing. DeMuro points out that these are not weight-saving solutions, but Porsche knows its clients.
Moving to the engineering part of the car, DeMuro noticed that the owners wouldn't be able to see the car's engine. There is a lid in the back, which reveals a couple of fans and some filling caps for vital fluids. For some, that might be sacrilege, as he points out. One interesting feature of the 992 GTS is that it comes with a standard seven-speed automatic (dual-clutch) gearbox, but Porsche added the manual transmission as a no-cost option. Also, a standard feature is the Porsche Adaptive Suspension Management (PASM), which lowers the car by 0.6" (10 mm) when compared to the Carrera S.
Sure, if someone is looking for a daily-driver, yet a track-ready vehicle, the GTS is a far better option than the Carrera S or the GT3. While the former is packed for comfort, the latter is too stiff for regular roads. Depending on where you live, this might save you from pains in the neck and the lower back.
The version tested by Doug DeMuro has the coupe bodywork, which is the best for both track and drive, and it starts at around $138,000, including taxes, without options. Sure, Porsche offers the same 473 hp powerplant from the GTS also in the convertible or the targa versions.