Autodesk VRED Professional 2014 SR1-SP7

After spending a great week road testing a Porsche 911 Carrera 4 GTS we have promoted it to the top of the list of the seemingly endless variety of models offered in the 911 range.

Why? Because it works just as well as a daily driver as a weekend track car, has huge performance, makes the right noises if you select the Sport settings and looks just so right. Yet is reasonably priced for a supercar.

Reasonably priced in that its rrp is just $284,100. Perhaps not in everyone’s price bracket, but anyone on a halfway decent income can get into one.

On-roads have to be added to that figure, and Porsche pulls the usual German car makers’ trick of loading the base price with expensive options. In our GTS this included $7390 for the PDK dual-clutch transmission should you want that instead of a seven-speed manual (yes, seven-speed manual). It also had an alcantara black trim package ($8148), a powered black glass sunroof ($4990) and $2580 for parking sensors front and rear. Porsche even has the cheek to add $1090 to add DAB to the audio system.

Porsche 911 has the most recognisable side profile of any car on the planet. Nothing has changed in the latest edition, nor do we expect it to be altered in our lifetime. A bold statement? Perhaps, but give us a call in 2035 and see if you still want to argue!

What does change is the width of the 911. All GTS models, RWD and AWD, get pumped guards front and rear. These do a good job of highlighting the big wheels and tyres, the latter are 305 millimetres rear, 245 mm front.

Autodesk VRED Professional 2014 SR1-SP7

Our test car was finished in Rhodium Silver and while we have been complaining lately about there being too many silver cars on our roads, we are happy to make an exception of the Porsche colour. It was beautifully set off by black wheels with very visible red brake callipers inside them, there are also many black details in the various grilles.

Inside the 911 is a no-nonsense machine with a purposeful look – unlike the Porsche Cayenne we tested a few weeks back which had enough buttons on the centre console to bedazzle everyone but the tech heads.

The 911 has a large tacho taking pride of place directly in front of the driver, with a smaller speedo to the left and a matching dial the right that has modes for different displays. The big ventilation slots on the top of the dash add a purposeful look.

The flat-six engine sits well back in the 911, in the GTS it displaces 3.8 litres. It runs a high compression ratio of 12.5:1 to pump out 425 horsepower, 316 kilowatts of power at 7400 rpm. Torque is a delicious 440 Newton metres at 5600 revs. In any other car you might shake your head at needing these revs to get the best from the engine, but it’s more than acceptable to have the revs well up when driving a 911. In any case there’s still plenty of grunt at anything over about 2500 revs.


The Porsche Doppel Kupplung (PDK) transmission is a double-clutch seven-ratio unit that can controlled by steering wheel paddles.

Acceleration from rest to 100 km/h takes just 4.0 seconds (pity they couldn’t get it down to 3.9…) and the C4 GTS then powers on all the way to 287 km/h should you be on one of the unlimited road in the Northern Territory, or at a racetrack with a long straight.

Drive is to all four wheels, which is what the 4 stands for in the GTS’s title.

Now we come to the heart of the Porsche 911 Carrera 4 GTS. While black alloy wheels in wide guards and a stunning paint finish might be great fun it’s what this supercar feels like on the road that matters.

Firing up the big boxer six brings an immediate angry growl, with just a touch of the old air-cooled sound that somehow reminds of the air-cooled 911.

There’s virtually instant reaction to punching the throttle and the engine note increases in intensity as it spins its way up into the seven thousands. There’s steering control by way of the throttle if you’re going really hard. The feel through the wheel is excellent at all times.

The PDK transmission acts promptly to throttle input, particularly when the 911 is in its sports modes.

All-wheel-drive isn’t something you should test in road driving when the weather is fine, however it’s great to have it on standby when the weather turns nasty. When you do take a C4 on track days you will certainly feel the added benefits.

Boring as it may sound, we were impressed by the way the 911 handles day-to-day driving, the engine is unfussed and the PDK isn’t as grumbly at very low speeds as are some of its type.

Something about the feel of man-made suede (alcantara) in a sportscar brings a smile of satisfaction. Using the material on the steering wheel and seats, indeed almost the complete interior including the roof lining is a smart move and is probably worth the added $8148.

Porsche 911 Carrera 4 GTS has the sort of hard edge keen drivers love, it’s pretty affordable in supercar terms and we would certainly like one sitting on our driveway.


Carrera 3.4-litre two-door coupe – $208,200
Carrera 4 3.4-litre two-door coupe – $223,900
Carrera S 3.8-litre two-door coupe – $244,800
Carrera 4S 3.8-litre two-door coupe – $260,500
Carrera 2 GTS 3.8-litre two-door coupe – $268,300
Carrera 4 GTS 3.8-litre two-door coupe – $283,700
Targa 4 GTS 3.8-litre two-door coupe – $304,900
GT3 3.8-litre two-door coupe – $293,200
GT3 RS 4.0-litre two-door coupe – $387,300
Targa 4 3.4-litre two-door coupe – $249,600
Targa 4S 3.8-litre two-door coupe – $286,800
Turbo 3.8-litre two-door coupe – $366,100
Turbo S 3.8-litre two-door coupe – $444,500
Note: Prices do not include government or dealer charges. Contact your local Porsche dealer for driveaway pricing.

SPECIFICATIONS (Porsche 911 Carrera 4 GTS 3.8-litre two-door coupe)

Capacity: 3.800 litres
Configuration: Rear mounted, six cylinders horizontally opposed
Head Design: DOHC, four valves per cylinder
Compression Ratio: 12.5:1
Bore/Stroke: 102.0 x 77.5 mm
Maximum Power: 316 kW @ 7400 rpm
Maximum Torque: 440 Nm @ 5600 rpm

Driven Wheels: All wheel drive
Manual Transmission: Seven-speed
Automatic Transmission: Not offered
Final Drive Ratio: Not supplied

Length: 4491 mm
Wheelbase: 2450 mm
Width: 1852 mm
Height: 1296 mm
Turning Circle: 11.1 metres
Kerb Mass: 1450 kg
Fuel Tank Capacity: 68 litres
Towing Ability: Not recommended for towing

Front Suspension: MacPherson struts, coil springs, anti-roll bar
Rear Suspension: Multi-link axle, coil springs, anti-roll bar
Front Brakes: Ventilated Disc
Rear Brakes: Ventilated Disc

0-100 km/h Acceleration: 4.0 secs

Type: Petrol 98RON
Combined Cycle (ADR 81/01): 9.9 L/100km

Greenhouse Rating: 5.5/10
Air Pollution Rating: 7.5/10

Three years/unlimited km

About Ewan Kennedy

Ewan Kennedy, a long-time car enthusiast, was Technical Research Librarian with the NRMA from 1970 until 1985. He worked part-time as a freelance motoring journalist from 1977 until 1985, when he took a full-time position as Technical Editor with Modern Motor magazine. Late in 1987 he left to set up a full-time business as a freelance motoring journalist. Ewan is an associate member of the Society of Automotive Engineers - International. An economy driving expert, he set the Guinness World Record for the greatest distance travelled in a standard road vehicle on a single fuel fill. He lists his hobbies as stage acting, travelling, boating and reading.
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