AUTO

Each year, all-new automotive innovations make their debut. Although some may say that the golden era of the automobile has passed us by, I’d disagree. To me, things are getting better all the time.

In parallel, every year that certain something about how a car connects with people is falling by the wayside. Unfortunately, it has become a casualty of progress.

There is a silver lining to this downbeat note, however. Certain automakers and specific models keep the spirit alive. It will be snuffed out in due time, but it seems that most manufacturers have gotten the memo and are ending the age of the internal combustion engine (ICE) on a high note.

This brings us to the Porsche 911. In production for nearly 60 years, the German manufacturer has been tweaking this model with each successive generation. All while keeping the charm and quirkiness that makes it one of the most involving and lovable sports cars on the market today. Although I have had the chance to experience the latest generation (992) before, I wanted to revisit its more sporting variant, the GTS.

Serving to bridge the gap between the Carrera S and Porsche’s famed GT models, the GTS is a more honed 911. But it’s not an all-out brute, which can be problematic if you want to daily drive the car in the New York tri-state region.

Surveying the test car — a Targa 4 GTS — it still boasts the traditional 911 shape but there’s been some changes to bring it in line with present day. Take, for example, the door handles that are now flush with the body panel. They present themselves to you when you click the unlock button. Or, how about the LED headlights and sweeping LED light bar around the car’s back side. Porsche loves evolutionary, small changes. After all, why fix something that isn’t broken?

My example was painted a stunning shade of green called Aventurine and paired with a cocoalike, dark brown leather interior. It oozed sophistication. While you can specify the car in a more flamboyant fashion, to me, this is exactly how the latest 911 should look. Subtle.

Additionally, the test vehicle continued its stealthier approach with a black targa bar, black badging, blacked-out exhaust tips and darkened engine grille slats. The icing on the cake though were its wheels, which are borrowed from the 911 Turbo S. Also painted black, this set featured 20-inchers up front and 21s out back.

Getting more acquainted in the chocolate-colored cabin, I found myself quite comfortable in the four-way sport seats. I do have to say, however, that these standard chairs are rather limited if you want to take an extended drive. That’s because there’s no lumbar support, thigh extender or ability to adjust the bolsters. Are they good seats that can heat and cool your tuchus? Yes. Should you get one of the other optional seats if you do long hauls? Absolutely. Elsewhere inside there’s a heaping of hide on the seats, dashboard and doors. The steering wheel and shifter were equipped with what Porsche calls RaceTex. Most folks know the suede-like fabric by its brand name, Alcantara.

What truly steals the show is the level of technology in this 911. Though Porsches are known to be the driver’s choice, the 992’s tech is just so brilliantly executed. From the 10.9-inch, high-definition screen located in the center stack to the two displays flanking the tachometer in the instrument panel, this is a significant departure from the Porsche of yore. Frankly, I like it. That’s because it all works in a relatively straightforward way and the software is fast. Over the years, that wasn’t always the case.

The only hang up is that the rather teeny steering wheel obscures the instrument panel’s aforementioned screens. So, you may find yourself playing peek-a-boo now and then. That’s the last thing you want to do as your revs build and speed increases.

Overall, so far, so good. To be honest though, we’re merely scratching the surface. That’s because you

When you spark the 3.0-liter, twin-turbo six-cylinder engine to life, it’s readily apparent this is not your run-of-the-mill car. That’s just the beginning. Because when you select the Sport Plus driving mode, everything gets just a bit more heightened.

Boasting 473 horsepower and 420 lb.-ft. of torque in this configuration, there’s a plentiful amount of power on tap. When equipped with Porsche’s PDK (dual-clutch) transmission, zero to 60 happens in a supercar quick 3.3 seconds. My tester was a bit slower off the line, however. That’s because it came with a seven-speed manual gearbox and, well, me. That meant zero to 60 happened in about 4.1 seconds. That said, it’s a much more involving experience.

If you just care about pure, unadulterated speed, stick with the PDK. But, if you get joy from connecting with an auto, you must go with the stick. And what a transmission it is. The shifter feels akin to a bolt-action rifle. It precisely snaps into each gear as you work your way through the gate. Speaking of which, it’s much narrower than I remember the 997’s being — it takes some getting used to. What I really like though is the weighting of the clutch pedal, which has some tension without being overkill. It’s just right, so you can feel the bite point.

While this all sounds good, there is one catch: You must be more exacting with your right foot as you go up the gears. That’s because the revs fall off a cliff while shifting, so, you must feather the throttle earlier. Additionally, if you turn off the rev-match function and work your way down the gears, you better nail the blipping of the throttle. Otherwise, you won’t be having a good time. Simply put, the 992 with a standard transmission demands greater precision from the driver. If you’re seeking a car with a do-it-yourself ‘box but you have a more carefree driving style, this may not be the ride for you as this 911 wants you to put the work in.

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Putting the 911 through twisties, you really do begin to appreciate the way Porsche engineered this sports car. This variant was equipped with all-wheel drive, which is fine if you want to have more of a “point and shoot,” experience. You can feed power through an apex and the traction is there, all day. Frankly, you need a track to reach the absolute limit of this car, as it’s that planted. Talk about giving the driver confidence to push it a bit. I must admit though, it almost feels too easy.

Personally, I like a livelier auto where the car squirms based on your inputs. If I were making a six-figure investment, I’d stick with a rear-wheel drive 911.

Additionally, thanks to the optional rear-axle steering, the heft of this particular 911 is minimized. Nearing 3,700 pounds, that’s getting porky among Stuttgart’s sports cars. Because of that, you do feel a touch of the weight when giving it a go. For example, in turns while at speed, you will feel the body lean a bit. Just a little reminder that while Porsche has done some remarkable wizardry on the 911, a rear-engine layout is only so capable. A mid-engined car, like the Chevrolet Corvette (C8), will corner flatter at the end of the day. Those demerits aside, it is a splendid thing to enjoy. On a perfect summer night, you hit a button and the power top stows away in seconds. By dialing up Sport Plus, the exhaust opens for a more pronounced soundtrack. The steering’s weighting is, honestly, perfection — it’s on the lighter side but direct. And, if you really want to, you can daily drive it in the vehicle’s normal settings without a problem. It is unquestionably the most refined 911 of all time, which means it is the most usable flagship P car.

Taking the Targa 4 GTS for a blast down Alpine’s Route 9W, I felt like I was in a Porsche commercial. Is it perfect? No. But, that’s why Porsche produces so many variants of the 911: You pick the one that works for you.

All said, what Porsche has achieved is a bit predictable. With the 992-generation car, it keeps the charm of the vintage 911 while significantly upping its technological prowess. The 992 gives you all the amenities and technology one has come to expect in 2022. To me, it’s clear the 911 continues to get better. I just don’t know how much longer the company will continue to produce a gasoline-powered 911.

From what I can tell, the horizon is nearby.