Porsche Index: 997 GTS

The GTS was a fine send off for the 997 generation, and eight years on it’s more desirable than ever. Total 911 presents the full dossier

The most sought-after GTS model among enthusiasts, here’s your complete dossier

History of the 997 GTS

Porsche is hardly shy when it comes to celebrating the 911, and it certainly knows how to tempt buyers with something extra special, but how to celebrate the demise of one of the most respected generations of all? The answer was the GTS, and even the quickest perusal of the spec sheet reveals an enticing confection. Tempting enough, in fact, for a manual

Coupe with low mileage to set you back in the region of £70,000 today according to Greig Daly from RPM Technik and RSJ’S Darren Street. To put that in perspective the Coupe cost £77,000 at its 2010 launch and, really, prices only ever dipped as low as £50,000 back in 2013. Based on the widerhipped shell of the Carrera 4S, Porsche added a Sport Design front apron with a blackpainted lower edge that extended to the sills and rear bumper. 19-inch RS Spyder centre-lock wheels were standard, while low-key GTS logos completed a look that was both subtle and effective. The same could be said of the cabin, the ambience managing to be both tasteful and clearly a notch up on the standard Carrera – an effect that was entirely fitting for a special 997. Black instrument faces and stainless-steel sill trims looked terrific, the rear seats had gone, saving 5kg, and just about every surface had seen the liberal application of Alcantara.

There was plenty of standard equipment, too, including climate control, Sound Package Plus and the PCM system, although naturally there was scope to enrich this further if your pockets were deep enough. It looked and felt superb, but what of the mechanical specification? Well, it was suitably impressive, thanks to the adoption of the Powerkit that boosted the output of the 3.8-litre flat six to 408hp. That arrived at a deeply sonorous 7,300rpm and was backed by 420Nm of torque, the same as the Carrera S but spread across a wider rev range. Transmission options were the familiar sixspeed manual or seven-speed PDK (an

extra £2,500), the latter gaining a launch-control function if Sport Chrono Package Plus had been specified. A manual Coupe despatched the 0-60mph sprint in 4.6 seconds – it was swifter still with PDK – and the electronics called time at 190mph. Porsche didn’t stop there, specifying the GTS with Porsche Stability Management (PSM) and Porsche Active Suspension Management (PASM), with a firmer, lower, limitedslip differential-equipped PASM Sports set-up optional. Beefier brakes featured larger, thicker discs, while anyone planning track use could delve deeper into the options list and their bank account for (largely unnecessary) PCCB carbon ceramic items. Oh yes, and you could have all of the above as a Cabriolet if you preferred.

The only major change arrived in July 2011 when the four-wheel drive C4 version was added to the mix, the electronically controlled system featuring Porsche Traction Management that apportioned torque via a multi-plate clutch, and included a limited-slip differential at the rear. Aside from an additional 60kg and a red reflector between the rear lights that told onlookers you’d chosen your GTS with all-weather abilities it was the same as the C2, just a little pricier, with Coupe and Cabriolet costing £83,145 and £90,024 respectively.

What’s it like to drive?

In a word: brilliant. Boasting a ‘best of’ specification from the Carrera range with some unique features thrown in, the GTS feels incredibly special from behind the wheel. Its chassis is focused yet not uncompromising on rickety British B-roads, with a sharpness about its nose lacking elsewhere among 997 Carreras. The steering system too is marvellous, it showing almost GT levels of directness, with plenty of communication feeding back through the wheel.

The 997 GTS possesses razor-sharp throttle response and the extra 23hp is most keenly felt in the top end of the tacho, rewarding a driver that hunts for the redline before upshifts.

Don’t expect this to have Gt3-like handling though; push on and you’ll realise the GTS is much softer, which makes it ideal for fast road driving.

Before you buy

The Gen2 997 has earned a reputation for reliability and the quality of its build, and that’s as true for the GTS as it is for any other variant. But, as the years and miles slip by – the last examples are now six years old – you’ll want to be certain that previous owners have looked after the car as you’d expect. A thorough investigation of the service records should reveal an unimpeachable history from an OPC or specialist.

It’s still worth investing in an interrogation of the ECU, looking for evidence of over-revs and to ensure that mileage records tally. There are discussions about the potential for the DFI engine to suffer from coking of the valves, but it appears no more of an issue than with other direct-injection units. A quick check of the oil/brake vacuum tandem pump is worthwhile, as casing corrosion means a replacement costing £600 or so. Unless abused during track outings the manual gearbox shouldn’t be suffering any woes, but bear in mind that clutch replacement is around £1,200 at a specialist. PDK ’boxes will require an oil change after six years. Costing just over £100, ensure it hasn’t been missed on the earliest cars.

When it comes to brakes there’s the usual warning about the eye-watering cost of PCCB replacement, so think about whether this is worth the risk. The steel items are more than up to the task, although they can suffer from corrosion on the inner faces of the discs (especially on lightly-used examples). Expect a nighon £1,500 bill for replacing all four along with pads, so check carefully if you’re buying privately. By the same token it’s worth ensuring that the suspension is in good health, so consider a specialist inspection before parting with any money. The cost of refreshing tired bushes and joints will soon add up, while PASM dampers are £500 each. You’ll certainly want to avoid any damage to those gorgeous centre-lock rims – budget £1,700 to replace one – and if you’ve any suspicions about odd tyre wear then spend £250-300 on a geometry check to discover the root cause.

As for the exterior, well it ought to be perfect. There certainly shouldn’t be any hint of corrosion, so it’s really just a case of checking the history for accident repairs and looking for evidence of localised stone chip rectification. Exterior parts are predictably expensive – a new headlight setting you back almost £1,000 and the Sport Design front bumper £2,600

– so be wary of damage. If you’re tempted by the Cabriolet be sure to examine the condition of the roof itself (£2,600 including the liner) and the optional aluminium hard top. Replacing the latter is £5,200 before painting.

The cabin is where the 997's top-notch quality really paid off. Aside from the lightest of wear and perhaps some smooth Alcantara trim there shouldn’t be anything amiss, so walk away from anything remotely scruffy. Naturally, you’ll want to ensure that everything works – especially the climate control, which suffers from the usual issue of corroded condensers – and ask whether the PCM3 system has been updated to accept full postcodes.

Investment potential & ownership experience

When it comes to values the GTS has proved to be something of a slow burner in the world of 911s, although if you still own one that you bought new the current values should prove pretty heartening. Having dipped to around £50,000 to £55,000 back in 2013/2014 it’s been rising gently ever since, and appears to have stabilised at current levels. From here on it’s reasonable to expect more of the same, with modest increases over the next few years, although as Greig Daly points out GTS values can be governed to some extent by what happens to the 997 GT3. Rises there make the car here even more attractive, with a predictable effect on prices. Although not exceptional the future looks sound for the moment, so there shouldn’t be any concerns if a GTS appeals, which it certainly should. An example that’s been looked after should prove painless to own, and when you combine that with superb quality and dynamics – not to mention an element of rarity – you are left with a very desirable ownership proposition indeed.