Porsche 991.2 Carrera GTS buyer’s guide

How do the Porsche 991.2 Carrera models drive?

“We find buyers really like them,” says Greig Daly of RPM Technik. “Throttle response is brilliant and the extra torque potentially makes a GTS quicker in daily driving than a GT3. The 9A2 engine doesn’t need lots of revs to feel fast.”

Rob Langley of Harbour Cars thinks the quieter twin-turbo motor delivers “a bit less passion” than its naturally aspirated forebear. “You notice less difference in the engine’s soundtrack if a sports exhaust is fitted, too.” 

Subjectively, Rob also thinks the gap between the Carrera and Carrera S feels narrower than in previous cars: “The S is no longer the default choice and the market seems to reflect that. With the first-gen 991, we might see a ratio of five-to-one in favour of the Carrera S. Here, there is more like a 50:50 split in terms of cars offered for sale.”  

The GTS is widely regarded as the pick of the ‘regular’ 991.2 range and was greeted with enthusiastic reviews when new. Driving a C2 GTS for Total 911 magazine, Lee Sibley said: “In many ways it’s the consummate, all-rounder modern 911, equally adept at fast road or track driving, while also able to offer supreme comfort and compliance when called upon.”

Curtis Moldrich reached a similar conclusion in CAR magazine: ‘The Carrera 4 GTS is the ideal all-round 911. Its bag of tricks gives you accessible, astonishing performance on the right road – but its price tag and comfort levels make it a little more acceptable for everyday use than a GT2, GT3 or Turbo.’.

The new Carrera T – not available in the 991.1 generation – also earned plaudits from the press. Writing for Total 911 magazine, Kyle Fortune said: ‘Not that the Carrera is lacking in agility, it’s just that the T winds up the intensity, adds sensation and sharpens the response. It is subtle enough that in isolation you might miss it, but driving the Carrera and Carrera T back-to-back is indicative of the cumulative effect of the T’s differing specification – and fairly resoundingly, too’. 

The choice between two- and four-wheel drive, and between a stick or paddles, is largely down to personal preference. That said, the notchy seven-speed manual in the 991.2 isn’t Porsche’s finest transmission and the vast majority of buyers opted for a PDK gearbox. “Interestingly, the manual ’box doesn’t command a premium, despite being much rarer,” notes Rob. 

As for the Coupe, Cabriolet and Targa body styles, a Coupe is the purist’s choice, while the stylish, retro-look Targa arguably offers the best of both worlds. A 135kg weight penalty inevitably blunts its dynamic performance, however.

Porsche 991.2 Carrera models: evolution of tech

The major shift for the 991.2 could be found aft of its rear axle. Instead of the 3,436cc naturally aspirated flat-six previously found in 991 Carrera models, the facelifted car featured a completely new 2,981cc twin-turbocharged engine. Offered in various outputs, from 370hp in the Carrera to 450hp in the GTS, it provided a 20hp power increase across all derivatives.

In truth, the engine-swap was prompted not by a desire for more performance, but by ever-tightening emissions legislation. Porsche claimed the new 9A2 used 12 percent less fuel, although its efficiency gains were slightly offset by increased weight. A 991.2 Carrera tips the scales at 1,430kg, compared to 1,380kg for the 991.1 it replaced.

Telling the two 991 generations apart requires an expert eye. The biggest tell-tale for the newer car are its four-point daytime running lights, set within the headlamps in a style similar to other Porsche models. Move to the back end and you can also spot vertical (rather than horizontal) slats on the engine lid, redesigned ‘3D’ tail lights and air ducts at the outer edges of the rear bumper, plus red reflector strips that extend around the sides of the car. 

Under the skin, PASM adaptive dampers now came as standard, the PDK gearbox was upgraded and the Carrera 4’s all-wheel-drive system went from a mechanical setup to being electro-hydraulically controlled. Carrera S models also gained Porsche’s new torque vectoring system (PTV), along with roll-stabilising chassis control (PDCC). 

Inside, the 991.2 sported a new steering wheel with aluminium trim and – depending on the options chosen – a rotary drive mode selector inspired by the 918 Spyder. The Porsche Communication Management (PCM) seven-inch touchscreen media system was upgraded to software version 4.0, bringing Google Earth navigation and Apple CarPlay for the first time. “It’s a real sweet-spot for tech, combining proper physical buttons with easy connectivity,” says Rob from Harbour Cars. “Being able to simply plug in your phone instantly makes the 991.2 feel more modern.” 

What to look for when buying a Porsche 991.2 GTS and Carrera

These are still relatively new cars and some examples will still be under warranty. Nonetheless, it’s reassuring to hear our 9WERKS Approved specialists reporting typically robust Porsche build quality thus far. 

One thing to be wary of is modified cars. “The turbocharged 9A2 is much easier to tune and it responds well to remapping,” explains Greig from RPM Technik. “A remap and new exhaust back box could elevate a Carrera S from 420hp to 500hp. And the GTS can be tuned to 600hp without any internal work needed on the engine.”

Rob Langley says the 991.2 Carrera T is the most likely candidate for aftermarket tuning, due to its ‘junior GT3’ billing and relatively modest 370hp output. In all cases, be aware of what you are buying, plus the potential implications for reliability, insurance and any warranty claims.

The two potential problem parts highlighted by our experts are the water pump and turbo actuators. Check for water leaks underneath the car when the engine is warmed up, then go for a drive. If the flat-six isn’t boosting smoothly, an actuator could be seized – and the only remedy is to replace the entire turbocharger. On a GTS, which uses larger blowers than other Carrera variants, that could mean a bill of £7,000 per side.  

On your test drive, also check the PASM suspension works properly, firming up in the sportier drive modes without any creaks or knocking noises. It’s worth ensuring the active rear spoiler rises to the occasion, too. It should pop up at 79mph, but if you don’t have German autobahn to hand (ahem) you can activate it via a button on the dashboard. 

Other areas to check include the brakes – particularly the fiercely expensive optional PCCB carbon-ceramic discs – and tyres, which should be N-rated premium rubber. Needless to say, don’t buy without a fully stamped service history and a folder full of receipts. There are plenty of 991.2 Carrera models available, so you can afford to be picky.

Above all, we recommend buying from either a Porsche main dealer or a recognised marque specialist such as RPM Technik or Harbour Cars. Your chosen 911 will be professionally inspected, including a PIWIS diagnostic check for fault codes and engine over-revs, and any issues will have been rectified. Plus, it will be sold with a comprehensive warranty, and we wouldn’t recommend buying a 991.2 without one. For peace of mind, it’s certainly worth the premium over buying a car privately. Search the 9WERKS Marketplace to find your next Porsche now.

Porsche 991.2 GTS and Carrera models: the options worth having

Arguably, there are no ‘must-have’ extras on the 991.2  – even a bare-bones Carrera is still a very desirable car. That said, here are a few of the options you could consider.

PDK gearbox: The manual might be rarer, but both Greig and Rob think the dual-clutch PDK automatic is exceptionally well suited to the 9A2 engine. Most 991.2 buyers seemed to agree.

Sport Chrono pack: More than just a stopwatch on the dashboard, this offered a choice of four different drive modes, plus a maximum-attack Sport Response button. Launch control knocks 0.2 seconds off the 0-62mph sprint time for PDK-equipped cars, too.  

Rear axle steering: Improves manoeuvrability when parking and agility at higher speeds, although it’s certainly not essential for driving enjoyment.

PDCC chassis control: Again, this isn’t a deal-breaker for us. Its ability to mitigate body-roll is arguably more useful on an SUV such as the Cayenne than the low-slung 911. 

PCCB carbon-ceramic brakes: A £6,000 option when new, PCCBs are easily identified by their bright yellow callipers. Fade-resistance makes them ideal for track use, but the benefits are marginal on the road.

British Legends Edition: A trio of Carrera 4 GTS special editions created to honour Le Mans winners Richard Attwood, Derek Bell and Nick Tandy. Unlike many limited-run 911s, they don’t seem to have appreciated in value. At least, not yet…

Porsche 991.2 Carrera 2 GTS: technical spec

Years produced: 2017-2019

Engine: Flat-six, 2,981cc, twin-turbocharged

Power: 450hp @ 6,500rpm

Torque: 550Nm @ 2,150-5,000rpm

Compression ratio: 10.0:1

Transmission: 7-speed manual or 7-speed PDK auto

Suspension – Front: MacPherson struts, coil springs Rear: Multi-link, coil springs

Wheels and tyres – Front: 9×20-inch, 245/35/ZR20 Rear: 12×20-inch, 305/30/ZR20

Length: 4,245mm

Width: 1,852mm

Weight: 1,450kg

0-62mph: 4.1 sec

Top speed: 194mph

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