As in the 991 GTS, rear-axle steering is available as a $2,090 option. This will steer the rear wheels in the opposite direction as the fronts are facing while traveling up to 31 mph and in the same direction at speeds over 50 mph, thus increasing agility and stability.
The GTS shows it is super serious about this performance thing by copping its entire braking system from the 911 Turbo. Six-piston calipers in the front clamp down on massive 408mm by 36mm rotors (that’s a whopping 16 inches for those metrically challenged), while four-piston calipers take care of the rear 380mm by 30mm rotors. As always, Porsche Ceramic Composite Brakes (PCCB) are available as a $9,870 option. The Turbo brake system needs Turbo-type wheels to clear the calipers, so the GTS comes with the forged, satin black 20-inch front and 21-inch center-lock wheels virtually identical to the Turbo S as standard.
For those truly committed, Porsche offers an optional Lightweight Package that includes lightweight glass, a lightweight battery, a further reduction of sound deadening material, removal of the rear seats and rear floor mats, reprogramming for the rear spoiler which gives it a maximum tilt angle that is four degrees more than the Carrera models, and optimized underbody paneling for improved aerodynamics (which I am told actually produces front downforce for the first time on a GTS, as opposed to just a reduction in lift). The package also includes rear-axle steering. All of this adds up to a weight savings of a not-unsubstantial 55 pounds.
So that’s all well and good, but how does all that add up to what is arguably the best of all 911 variants? How does it hit that sweet spot? Let me pontificate for a moment.