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WHO MAKES THE ULTIMATE SPORTS CAR: <\/span>BRITAIN <\/span><\/span>OR <\/span>GERMANY?<\/span><\/span>
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Porsche’s hybrid 911 Carrera GTS goes head-to-head with the Aston Martin Vantage. This will be the closest contest yet in a long-running rivalry, but there will be only one winner<\/p>\n
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Words<\/b><\/span> Ben Barry
<\/span>Photography<\/b><\/span> Jordan Butters<\/span><\/p>\n[\/et_pb_text][et_pb_text module_class=”text-with-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
When Aston Martin launched its new Vantage last year, it declared it \u2018the definitive front-engine, rear-wheel-drive sports car\u2019. It\u2019s a confident assertion, if one that left a significant caveat for the Vantage\u2019s arch rival, the Porsche 911 \u2013 arguably the definitive sports car full stop and one that places its engine where an Aston owner expects to find tailored luggage.<\/p>\n
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Now Porsche has launched a new 911 Carrera GTS, which arrives as part of a midlife refresh for the 992-generation 911. We\u2019ve come to some great driving roads in Wales to see how it compares with the Aston.<\/p>\n
Mostly this latest 911 update follows Porsche tradition by honing the time-honoured two-plus-two, rear-engined flat-six template, but when I accelerate in the 911 Carrera GTS, it\u2019s obvious the evolutionary exterior disguises far greater progress under the skin.<\/p>\n
This isn\u2019t only because its 534bhp feels incredibly strong \u2013 which it very much does \u2013 but because synaptic throttle response combines with midrange urge like you wouldn\u2019t believe. When you drive it there’s no way could you mistake it for the previous model.<\/p>\n
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‘The Aston shuns hybridisation entirely, but it\u2019s a very significantly altered car‘<\/strong><\/span><\/p>\n[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/02-Aston-cornering.jpg” title_text=”02 Aston cornering” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
It\u2019s all down to the new T-Hybrid system, which comprises a new 3.6-litre flat-six engine boosted by both a permanently excited synchronous motor in the standard eight-speed dual-clutch transmission (it adds 53bhp\/111lb ft), and another squeezed in the single turbocharger that adds up to 15bhp and eliminates lag.<\/p>\n
So far unique to the GTS, the T-Hybrid powertrain gives the GTS both a more distinct personality and a greater performance advantage than ever before over its also-new Carrera and Carrera S siblings, which evolve the previous 3.0-litre twin-turbo engine for 395bhp and 473bhp respectively.<\/p>\n
The Aston shuns hybridisation entirely, but it\u2019s a very significantly altered car compared to the 2018 car it’s based on \u2013 outside, inside, underneath\u2026 everywhere.<\/p>\n
The lines are tauter, the haunches more muscular (the track is 30mm wider), the details more jewel-like from the blade-style front grille to the matrix LED headlights and 21-inch alloy wheels, and the classic Aston Martin beauty that got a little lost last time round is very much restored. Every panel bar the roof and doors is new.<\/p>\n
In stunning Podium Green, the Aston makes the 911 in Ice Grey German look rather plain. Then again the Vantage, priced at \u00a3165,000, is considerably more expensive than our rear-drive Carrera GTS, at \u00a3132,600. To think there was only \u00a310k in it when the GTS first landed in 2010.<\/p>\n
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‘A central starter button invitingly pulses red, and when I press it the Mercedes-AMG 4.0-litre twin-turbo V8 erupts’<\/span><\/p>\n[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
Inside, the Aston works hard to justify its premium. I slot down onto comfortable, low-set sports seats and I’m faced by a much-improved dashboard. The previous attempt looked like a middle-aged man bursting out of his sixth-form shirt. That’s been replaced by something leaner, sharper and altogether more convincing.<\/p>\n
Complementing traditional Bridge of Weir leather is a more orderly centre console with a mix of capacitive switches and machined rollers for functions that should be operable without looking on the move. Twin 10.25-inch infotainment screens running Linux software replace the previous and pretty woeful Mercedes-Benz hand-me-downs. There are wobbles here and there \u2013 small typefaces, some workmanlike graphics \u2013 but it is a huge upgrade and a pleasant environment.<\/p>\n
A central starter button invitingly pulses red, and when I press it the Mercedes-AMG 4.0-litre twin-turbo V8 erupts like a riotous Bullingdon Club dinner.<\/p>\n
This always was a strong motor, but it\u2019s been massaged up to 656bhp \u2013 a 30 per cent increase \u2013 with 15 per cent more torque at 590lb ft from 2750rpm, all of which flows to 325-section rear tyres like water through a fireman\u2019s hose. A seven per cent lower final drive compounds the extra power, encouraging the Vantage to tear through its eight ratios with even greater vigour.<\/p>\n
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There is a little lag if you look for it but the overwhelming sensation is of a car defined by its rich surplus of performance and never-ending surge of acceleration. The midrange is stuffed full of flexible torque, and while peak power at 6000rpm doesn\u2019t sound particularly generous, the reality is the Vantage always feels hungry to keep pulling. The soundtrack perfectly suits this character \u2013 a deep, cultured V8 growl like a hot rod gone to elocution lessons. It has speed and personality in spades.<\/p>\n
The auto gearshifts have a slightly soft edge, which keeps the Vantage\u2019s hard-working rear end settled when you\u2019re really pulling through the gears at peak revs, and the refinement underplays just how prompt these shifts actually are. Keep your foot in, pull at the paddles and you\u2019re subject to a constant loop of linear performance.<\/p>\n
To help deal with the extra power, there\u2019s a claimed seven per cent more torsional rigidity for the bonded aluminium platform, new Michelin Pilot Sport 5S tyres, Bilstein DTX dampers and new Active Vehicle Dynamics chassis control software to better coordinate everything that feeds into the driving experience \u2013 powertrain, chassis, steering, safety aids, the lot.<\/p>\n
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‘It\u2019s certainly a high bar, but then it needs to be when it’s in company with a 911.’<\/span><\/p>\n[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
The Aston is very nicely balanced, in large part thanks to its V8 being pushed far back in the nose and the transaxle putting the weight of the gearbox between the rear wheels, not next to the driver\u2019s feet. It might have 1605kg (dry) to lug about, but it just pivots around you, trimming its line in tune with your right foot and steering inputs.<\/p>\n
Flow the Vantage into a corner and the steering combines bright response with a natural, cool sort of precision. Its body is nicely controlled, and there\u2019s strong grip from the front axle and a rear that settles in one clean movement immediately after. Calm the Aston down on just a breath of throttle at the apex and its e-diff palpably tightens, a little nod and a wink that you\u2019re free to steer it on the throttle.<\/p>\n
Traction is actually very good given so much torque is available so low down, but multi-stage traction control lets you push beyond it, gradually dipping a toe in the water to discover the Vantage is really quite benign when its rear tyres start to smear.<\/p>\n
The Aston\u2019s ride can fuss over pock-marked surfaces and it can start to unravel where roads buck and heave \u2013 the damping toughens up in response and it all becomes a bit of a rodeo \u2013 but overwhelmingly this is a fluid, intuitive, playful car to hustle.<\/p>\n
It\u2019s certainly a high bar, but then it needs to be when it’s in company with a 911.<\/p>\n
[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ module_class=”img-col-v1″ _builder_version=”4.20.4″ _module_preset=”default” custom_padding=”20px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” custom_padding=”0px||20px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/03-Aston-exterior-detail.jpg” title_text=”03 Aston exterior detail” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row column_structure=”1_2,1_2″ use_custom_gutter=”on” gutter_width=”2″ _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”1_2″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/04-Aston-rear.jpg” title_text=”04 Aston rear” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][et_pb_column type=”1_2″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/05-Aston-seats.jpg” title_text=”05 Aston seats” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”car-img-caption” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”-15px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
Aston Martin, unsurprinsgly, doesn’t lose any points in the style stakes<\/p>\n
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You sit lower down in the Porsche\u2019s near-perfect driving position, the cabin architecture ahead simple enough to be rendered in a few pen strokes, but with a kind of technical, three-dimensional clarity to its bold surfaces that brings far more visual interest. Driving modes are intuitively accessed via a dial on the steering wheel or toggles on the dash (the Aston is almost as good), and this car\u2019s alcantara-wrapped steering wheel, optional \u00a34622 sports seats and lack of plus-two rear seats (which are now a no-cost option) all do their best to trick me into thinking I\u2019m driving a GT3. This thought actually recurs throughout the drive.<\/p>\n
My gripes are limited to the (very good) infotainment being buried too deep in the dash and that the sports seats have fixed backs, so I can\u2019t indulge my usual highly reclined driving position, but this is a superb driving environment.<\/p>\n
Press a rather uninspiring button and the new motor starts with a deep, mechanical rumble rather than a whizzy hybrid hum. Easing around town, the only suggestion that the new 3.6-litre motor is hybridised is its keenness to cut out every time I coast towards a junction. This happens so often you might wonder if a zero-emissions mode wouldn\u2019t have been better, but the T-Hybrid system has no plug-in hybrid or even series-parallel functionality like a Prius \u2013 the official bests of 26.9mpg and 239g\/km CO2 suggest as much.<\/p>\n
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‘Even driven gently, the 911 is a tactile delight \u2014 its steering is perfection’<\/span><\/p>\n[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/09-Both-cars-moving-Porsche-in-front-rear-tracking.jpg” title_text=”09 Both cars moving, Porsche in front, rear tracking” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
Instead T-Hybrid\u2019s purpose is to massively boost performance and preserve the 911 driving experience while keeping it on the right side of ever more stringent emissions regulations. (If you want to keep the engine burbling full-time, simply selecting Sport Plus mode does the trick.)<\/p>\n
Porsche has used just a tiny 1.9kWh battery over the front axle to power the system \u2013 it\u2019s almost a quarter of the size of those in performance hybrids from Ferrari and McLaren, which can run emissions-free, and it helps trim the total weight increase to just 50kg, for 1595kg all in. Boot space is unaltered from a regular Carrera\u2019s 132 litres too.<\/p>\n
Even driven gently, the 911 is a tactile delight. Its steering is perfection, all precision detail and consistency, with the clarity of response that comes from having so little weight over the front axle. On standard adaptive dampers and 10mm lower suspension, it also just glides over any surface you throw at it \u2013 the ride is good for any car, never mind something so sporting and certainly better than the Aston\u2019s. At a cruise, the only complaint is road noise, a familiar 911 bugbear.<\/p>\n
[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/18-Action-with-Armco.jpg” title_text=”18 Action with Armco” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row column_structure=”1_2,1_2″ use_custom_gutter=”on” gutter_width=”2″ _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”1_2″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/14-Porsche-rear.jpg” title_text=”14 Porsche rear” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][et_pb_column type=”1_2″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/16-Porsche-interior-detail.jpg” title_text=”16 Porsche interior detail” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content”][et_pb_column _builder_version=”4.20.4″ _module_preset=”default” type=”4_4″ theme_builder_area=”post_content”][et_pb_text module_class=”car-img-caption” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”-15px||||false|false” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″]<\/p>\n
A stunning car. A stunning drive.<\/p>\n
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But when we thread up into the hills, the GTS really comes into its own. Whether I\u2018m easing into the throttle exiting hairpins or pinning it on a straight, the e-motor-boosted turbo is transformative, dialling out the lag of earlier blown Carreras for a far more direct connection between request and response.<\/p>\n
It\u2019s a much more naturally aspirated kind of character, plus there\u2019s a newfound fury to the delivery towards peak revs and a likeably darker flavour to the classic flat-six soundtrack too.<\/p>\n
With so much of its weight over its rear axle, the 911 has always been synonymous with huge traction, but the GTS\u2019s extra performance, 450lb ft torque and instant response now gives the rear rubber a proper work-out \u2013 especially in the greasy conditions we\u2019re testing in.<\/p>\n
It means there\u2019s more logic in specifying all-wheel drive for your Carrera than ever before, but the flipside is the rear-drive model we\u2019re testing is fabulously malleable. Roll it fast into a curve and it feels not only lighter than the Aston, but clearly packages its weight lower in its chassis too. It settles assuredly, with the definition from its steering and intuitive balance telling you exactly how much grip is left in reserve \u2013 then it\u2019s simply your call whether you lean into the grip or push a little further. (The 911 doesn\u2019t have adaptive traction control like the Aston, but its midway setting provides enough slack to lean into the throttle and bring the rear end a little into play.)<\/p>\n
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‘It feels like Porsche is holding back the GTS to protect the GT3’<\/span><\/p>\n[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/13-Porsche-cornering.jpg” title_text=”13 Porsche cornering” align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
Porsche has specified 10mm wider rear tyres at 305\/35 ZR20, but left the fronts unchanged at 245\/35 ZR20 \u2013 a potential recipe for extra understeer. But rear-wheel steering, now fitted as standard, overcomes that. In fact the rear-steer is integrated so seamlessly I struggle to sense it working. Nor am I aware of that extra weight.<\/p>\n
It\u2019s a fabulously interactive drive, so much so that it feels like Porsche is holding back the GTS to protect the GT3 \u2013 PDK gearshifts are quick but could snap in more convincingly, and the flat-six feels good to run beyond 7500rpm. By design, this isn’t the ultimate 911 \u2013 but that doesn\u2019t stop it giving the Aston a very tough time.<\/p>\n
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Verdict<\/h3>\n
[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800||on|||||” header_2_text_align=”center” header_2_font_size=”40px” custom_padding=”10px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
Almost too close to call… almost<\/h2>\n
[\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/19-Front-three-quarter-action.jpg” title_text=”19 Front three quarter action” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
The British car has the more beautiful design, a greater depth to its personality and the more characterful engine, and it is deeply, deeply impressive to drive, even when pushed very hard. Its fusion of grip, agility and adjustability is particularly engaging.<\/p>\n
The Porsche is more affordable and more frugal, its handling benefits from having less weight packaged lower down, it rides better and has the more exploitable chassis to hustle, with a verve and malleability that the Aston gets close to but can\u2019t quite match. The T-Hybrid powertrain is also a triumph, bringing a new dimension to the Carrera experience with almost none of the drawbacks of most hybrid systems.<\/p>\n
Two great sports cars to choose from, then, but it\u2019s the Porsche 911 GTS that ultimately gets our nod.<\/p>\n
[\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row module_class=”facts-figures” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/17-Porsche-panning.jpg” title_text=”17 Porsche panning” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_font=”|800||on|||||” text_orientation=”center” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
Facts & Figures<\/span> | Porsche 911 Carrera GTS<\/p>\n[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_font=”|700|||||||” header_3_font=”|700|||||||” header_3_text_align=”center” header_3_text_color=”#4484c6″ custom_margin=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
Data<\/h3>\n
[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_orientation=”center” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
Price<\/b> \u00a3132,600 (\u00a3145,543 as tested)
Powertrain<\/b> 3591cc 24v turbocharged flat-six plus 53bhp e-motor, eight-speed PDK dual-clutch gearbox, rear-wheel drive
Performance<\/b> 534bhp @ 6500rpm, 450lb ft @ 1950rpm, 3.0sec 0-62mph, 195mph
Weight<\/b> 1595kg (DIN)
Efficiency<\/b> 25.7-26.9mpg (claimed), 12.3mpg (tested), up to 373-mile range (claimed), 171-mile range (tested), 239g\/km CO2
Length\/width\/height<\/b> 4553\/2033\/1301mm
Boot capacity<\/b> 135 litres<\/span><\/p>\n[\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row module_class=”facts-figures” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_code _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″]<\/p>\n
\t![\"\"](\"https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/04\/star.png\")
\t\t\t\t<\/div>\n[\/et_pb_code][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/07-Aston-panning.jpg” title_text=”07 Aston panning” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_font=”|800||on|||||” text_orientation=”center” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
Facts & Figures<\/span> | Aston Martin Vantage<\/p>\n[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_font=”|700|||||||” header_3_font=”|700|||||||” header_3_text_align=”center” header_3_text_color=”#4484c6″ custom_margin=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n
Data<\/h3>\n
[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_orientation=”center” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
Price<\/b> \u00a3165,000 (\u00a3210,185 as tested)
Powertrain<\/b> 3982cc 32v twin-turbocharged V8, eight-speed automatic, rear-wheel drive
Performance<\/b> 656bhp @ 6000rpm, 590lb ft @ 6000rpm, 3.5sec 0-62mph, 202mph
Weight<\/b> 1605kg (dry)
Efficiency<\/b> 23.3mpg (claimed), 10.2mpg (tested), 398-mile range (claimed), 175-mile range (tested), 274g\/km CO2
Length\/width\/height<\/b> 4495\/2124\/1275mm
Boot capacity<\/b> 235 litres<\/span><\/p>\n[\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row module_class=”brand-rundown” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_code _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″]<\/p>\n
\t\t\t\t\t![\"\"](\"https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2024\/04\/star-outline.png\")
<\/div>\n[\/et_pb_code][\/et_pb_column][\/et_pb_row][\/et_pb_section]<\/p>\n","protected":false},"excerpt":{"rendered":"
Porsche’s hybrid 911 Carrera GTS goes head-to-head with the Aston Martin Vantage. This will be the closest contest yet in a long-running rivalry, but there will be only one winner<\/p>\n","protected":false},"author":7,"featured_media":1654,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","_lmt_disableupdate":"","_lmt_disable":"","footnotes":""},"categories":[21],"tags":[],"class_list":["post-1653","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-feature"],"acf":[],"modified_by":"kschwarz","_links":{"self":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/1653","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/users\/7"}],"replies":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/comments?post=1653"}],"version-history":[{"count":6,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/1653\/revisions"}],"predecessor-version":[{"id":1685,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/1653\/revisions\/1685"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/media\/1654"}],"wp:attachment":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/media?parent=1653"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/categories?post=1653"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/tags?post=1653"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
<\/span>Photography<\/b><\/span> Jordan Butters<\/span><\/p>\n
[\/et_pb_text][et_pb_text module_class=”text-with-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
When Aston Martin launched its new Vantage last year, it declared it \u2018the definitive front-engine, rear-wheel-drive sports car\u2019. It\u2019s a confident assertion, if one that left a significant caveat for the Vantage\u2019s arch rival, the Porsche 911 \u2013 arguably the definitive sports car full stop and one that places its engine where an Aston owner expects to find tailored luggage.<\/p>\n
[\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
Now Porsche has launched a new 911 Carrera GTS, which arrives as part of a midlife refresh for the 992-generation 911. We\u2019ve come to some great driving roads in Wales to see how it compares with the Aston.<\/p>\n
Mostly this latest 911 update follows Porsche tradition by honing the time-honoured two-plus-two, rear-engined flat-six template, but when I accelerate in the 911 Carrera GTS, it\u2019s obvious the evolutionary exterior disguises far greater progress under the skin.<\/p>\n
This isn\u2019t only because its 534bhp feels incredibly strong \u2013 which it very much does \u2013 but because synaptic throttle response combines with midrange urge like you wouldn\u2019t believe. When you drive it there’s no way could you mistake it for the previous model.<\/p>\n
[\/et_pb_text][et_pb_text module_class=”car-pullquote-notac” _builder_version=”4.20.4″ _module_preset=”default” text_font=”|800|||||||” text_font_size=”22px” text_orientation=”center” custom_margin=”||5px||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n
‘The Aston shuns hybridisation entirely, but it\u2019s a very significantly altered car‘<\/strong><\/span><\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/02-Aston-cornering.jpg” title_text=”02 Aston cornering” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n It\u2019s all down to the new T-Hybrid system, which comprises a new 3.6-litre flat-six engine boosted by both a permanently excited synchronous motor in the standard eight-speed dual-clutch transmission (it adds 53bhp\/111lb ft), and another squeezed in the single turbocharger that adds up to 15bhp and eliminates lag.<\/p>\n So far unique to the GTS, the T-Hybrid powertrain gives the GTS both a more distinct personality and a greater performance advantage than ever before over its also-new Carrera and Carrera S siblings, which evolve the previous 3.0-litre twin-turbo engine for 395bhp and 473bhp respectively.<\/p>\n The Aston shuns hybridisation entirely, but it\u2019s a very significantly altered car compared to the 2018 car it’s based on \u2013 outside, inside, underneath\u2026 everywhere.<\/p>\n The lines are tauter, the haunches more muscular (the track is 30mm wider), the details more jewel-like from the blade-style front grille to the matrix LED headlights and 21-inch alloy wheels, and the classic Aston Martin beauty that got a little lost last time round is very much restored. Every panel bar the roof and doors is new.<\/p>\n In stunning Podium Green, the Aston makes the 911 in Ice Grey German look rather plain. Then again the Vantage, priced at \u00a3165,000, is considerably more expensive than our rear-drive Carrera GTS, at \u00a3132,600. To think there was only \u00a310k in it when the GTS first landed in 2010.<\/p>\n [\/et_pb_text][et_pb_text module_class=”car-pullquote-notac” _builder_version=”4.20.4″ _module_preset=”default” text_font=”|800|||||||” text_font_size=”22px” text_orientation=”center” custom_margin=”||5px||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n ‘A central starter button invitingly pulses red, and when I press it the Mercedes-AMG 4.0-litre twin-turbo V8 erupts’<\/span><\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n Inside, the Aston works hard to justify its premium. I slot down onto comfortable, low-set sports seats and I’m faced by a much-improved dashboard. The previous attempt looked like a middle-aged man bursting out of his sixth-form shirt. That’s been replaced by something leaner, sharper and altogether more convincing.<\/p>\n Complementing traditional Bridge of Weir leather is a more orderly centre console with a mix of capacitive switches and machined rollers for functions that should be operable without looking on the move. Twin 10.25-inch infotainment screens running Linux software replace the previous and pretty woeful Mercedes-Benz hand-me-downs. There are wobbles here and there \u2013 small typefaces, some workmanlike graphics \u2013 but it is a huge upgrade and a pleasant environment.<\/p>\n A central starter button invitingly pulses red, and when I press it the Mercedes-AMG 4.0-litre twin-turbo V8 erupts like a riotous Bullingdon Club dinner.<\/p>\n This always was a strong motor, but it\u2019s been massaged up to 656bhp \u2013 a 30 per cent increase \u2013 with 15 per cent more torque at 590lb ft from 2750rpm, all of which flows to 325-section rear tyres like water through a fireman\u2019s hose. A seven per cent lower final drive compounds the extra power, encouraging the Vantage to tear through its eight ratios with even greater vigour.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/06-Aston-interior-detail.jpg” title_text=”06 Aston interior detail” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n There is a little lag if you look for it but the overwhelming sensation is of a car defined by its rich surplus of performance and never-ending surge of acceleration. The midrange is stuffed full of flexible torque, and while peak power at 6000rpm doesn\u2019t sound particularly generous, the reality is the Vantage always feels hungry to keep pulling. The soundtrack perfectly suits this character \u2013 a deep, cultured V8 growl like a hot rod gone to elocution lessons. It has speed and personality in spades.<\/p>\n The auto gearshifts have a slightly soft edge, which keeps the Vantage\u2019s hard-working rear end settled when you\u2019re really pulling through the gears at peak revs, and the refinement underplays just how prompt these shifts actually are. Keep your foot in, pull at the paddles and you\u2019re subject to a constant loop of linear performance.<\/p>\n To help deal with the extra power, there\u2019s a claimed seven per cent more torsional rigidity for the bonded aluminium platform, new Michelin Pilot Sport 5S tyres, Bilstein DTX dampers and new Active Vehicle Dynamics chassis control software to better coordinate everything that feeds into the driving experience \u2013 powertrain, chassis, steering, safety aids, the lot.<\/p>\n [\/et_pb_text][et_pb_text module_class=”car-pullquote-notac” _builder_version=”4.20.4″ _module_preset=”default” text_font=”|800|||||||” text_font_size=”22px” text_orientation=”center” custom_margin=”||5px||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n ‘It\u2019s certainly a high bar, but then it needs to be when it’s in company with a 911.’<\/span><\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n The Aston is very nicely balanced, in large part thanks to its V8 being pushed far back in the nose and the transaxle putting the weight of the gearbox between the rear wheels, not next to the driver\u2019s feet. It might have 1605kg (dry) to lug about, but it just pivots around you, trimming its line in tune with your right foot and steering inputs.<\/p>\n Flow the Vantage into a corner and the steering combines bright response with a natural, cool sort of precision. Its body is nicely controlled, and there\u2019s strong grip from the front axle and a rear that settles in one clean movement immediately after. Calm the Aston down on just a breath of throttle at the apex and its e-diff palpably tightens, a little nod and a wink that you\u2019re free to steer it on the throttle.<\/p>\n Traction is actually very good given so much torque is available so low down, but multi-stage traction control lets you push beyond it, gradually dipping a toe in the water to discover the Vantage is really quite benign when its rear tyres start to smear.<\/p>\n The Aston\u2019s ride can fuss over pock-marked surfaces and it can start to unravel where roads buck and heave \u2013 the damping toughens up in response and it all becomes a bit of a rodeo \u2013 but overwhelmingly this is a fluid, intuitive, playful car to hustle.<\/p>\n It\u2019s certainly a high bar, but then it needs to be when it’s in company with a 911.<\/p>\n [\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ module_class=”img-col-v1″ _builder_version=”4.20.4″ _module_preset=”default” custom_padding=”20px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” custom_padding=”0px||20px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/03-Aston-exterior-detail.jpg” title_text=”03 Aston exterior detail” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row column_structure=”1_2,1_2″ use_custom_gutter=”on” gutter_width=”2″ _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”1_2″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/04-Aston-rear.jpg” title_text=”04 Aston rear” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][et_pb_column type=”1_2″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/05-Aston-seats.jpg” title_text=”05 Aston seats” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”car-img-caption” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”-15px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n Aston Martin, unsurprinsgly, doesn’t lose any points in the style stakes<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n You sit lower down in the Porsche\u2019s near-perfect driving position, the cabin architecture ahead simple enough to be rendered in a few pen strokes, but with a kind of technical, three-dimensional clarity to its bold surfaces that brings far more visual interest. Driving modes are intuitively accessed via a dial on the steering wheel or toggles on the dash (the Aston is almost as good), and this car\u2019s alcantara-wrapped steering wheel, optional \u00a34622 sports seats and lack of plus-two rear seats (which are now a no-cost option) all do their best to trick me into thinking I\u2019m driving a GT3. This thought actually recurs throughout the drive.<\/p>\n My gripes are limited to the (very good) infotainment being buried too deep in the dash and that the sports seats have fixed backs, so I can\u2019t indulge my usual highly reclined driving position, but this is a superb driving environment.<\/p>\n Press a rather uninspiring button and the new motor starts with a deep, mechanical rumble rather than a whizzy hybrid hum. Easing around town, the only suggestion that the new 3.6-litre motor is hybridised is its keenness to cut out every time I coast towards a junction. This happens so often you might wonder if a zero-emissions mode wouldn\u2019t have been better, but the T-Hybrid system has no plug-in hybrid or even series-parallel functionality like a Prius \u2013 the official bests of 26.9mpg and 239g\/km CO2 suggest as much.<\/p>\n [\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ module_class=”img-col-v1″ _builder_version=”4.20.4″ _module_preset=”default” custom_padding=”20px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” custom_padding=”0px||20px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_text module_class=”car-pullquote-notac” _builder_version=”4.20.4″ _module_preset=”default” text_font=”|800|||||||” text_font_size=”22px” text_orientation=”center” custom_margin=”||5px||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n ‘Even driven gently, the 911 is a tactile delight \u2014 its steering is perfection’<\/span><\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/09-Both-cars-moving-Porsche-in-front-rear-tracking.jpg” title_text=”09 Both cars moving, Porsche in front, rear tracking” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n Instead T-Hybrid\u2019s purpose is to massively boost performance and preserve the 911 driving experience while keeping it on the right side of ever more stringent emissions regulations. (If you want to keep the engine burbling full-time, simply selecting Sport Plus mode does the trick.)<\/p>\n Porsche has used just a tiny 1.9kWh battery over the front axle to power the system \u2013 it\u2019s almost a quarter of the size of those in performance hybrids from Ferrari and McLaren, which can run emissions-free, and it helps trim the total weight increase to just 50kg, for 1595kg all in. Boot space is unaltered from a regular Carrera\u2019s 132 litres too.<\/p>\n Even driven gently, the 911 is a tactile delight. Its steering is perfection, all precision detail and consistency, with the clarity of response that comes from having so little weight over the front axle. On standard adaptive dampers and 10mm lower suspension, it also just glides over any surface you throw at it \u2013 the ride is good for any car, never mind something so sporting and certainly better than the Aston\u2019s. At a cruise, the only complaint is road noise, a familiar 911 bugbear.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/18-Action-with-Armco.jpg” title_text=”18 Action with Armco” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row column_structure=”1_2,1_2″ use_custom_gutter=”on” gutter_width=”2″ _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”1_2″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/14-Porsche-rear.jpg” title_text=”14 Porsche rear” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][et_pb_column type=”1_2″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/16-Porsche-interior-detail.jpg” title_text=”16 Porsche interior detail” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][\/et_pb_column][\/et_pb_row][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content”][et_pb_column _builder_version=”4.20.4″ _module_preset=”default” type=”4_4″ theme_builder_area=”post_content”][et_pb_text module_class=”car-img-caption” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”-15px||||false|false” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″]<\/p>\n A stunning car. A stunning drive.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n But when we thread up into the hills, the GTS really comes into its own. Whether I\u2018m easing into the throttle exiting hairpins or pinning it on a straight, the e-motor-boosted turbo is transformative, dialling out the lag of earlier blown Carreras for a far more direct connection between request and response.<\/p>\n It\u2019s a much more naturally aspirated kind of character, plus there\u2019s a newfound fury to the delivery towards peak revs and a likeably darker flavour to the classic flat-six soundtrack too.<\/p>\n With so much of its weight over its rear axle, the 911 has always been synonymous with huge traction, but the GTS\u2019s extra performance, 450lb ft torque and instant response now gives the rear rubber a proper work-out \u2013 especially in the greasy conditions we\u2019re testing in.<\/p>\n It means there\u2019s more logic in specifying all-wheel drive for your Carrera than ever before, but the flipside is the rear-drive model we\u2019re testing is fabulously malleable. Roll it fast into a curve and it feels not only lighter than the Aston, but clearly packages its weight lower in its chassis too. It settles assuredly, with the definition from its steering and intuitive balance telling you exactly how much grip is left in reserve \u2013 then it\u2019s simply your call whether you lean into the grip or push a little further. (The 911 doesn\u2019t have adaptive traction control like the Aston, but its midway setting provides enough slack to lean into the throttle and bring the rear end a little into play.)<\/p>\n [\/et_pb_text][et_pb_text module_class=”car-pullquote-notac” _builder_version=”4.20.4″ _module_preset=”default” text_font=”|800|||||||” text_font_size=”22px” text_orientation=”center” custom_margin=”||5px||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n ‘It feels like Porsche is holding back the GTS to protect the GT3’<\/span><\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/13-Porsche-cornering.jpg” title_text=”13 Porsche cornering” align=”center” _builder_version=”4.20.4″ _module_preset=”default” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n Porsche has specified 10mm wider rear tyres at 305\/35 ZR20, but left the fronts unchanged at 245\/35 ZR20 \u2013 a potential recipe for extra understeer. But rear-wheel steering, now fitted as standard, overcomes that. In fact the rear-steer is integrated so seamlessly I struggle to sense it working. Nor am I aware of that extra weight.<\/p>\n It\u2019s a fabulously interactive drive, so much so that it feels like Porsche is holding back the GTS to protect the GT3 \u2013 PDK gearshifts are quick but could snap in more convincingly, and the flat-six feels good to run beyond 7500rpm. By design, this isn’t the ultimate 911 \u2013 but that doesn\u2019t stop it giving the Aston a very tough time.<\/p>\n [\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row module_class=”final-reckoning” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_divider color=”#000000″ divider_weight=”3px” module_class=”divider-thin” _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”||5px||false|false” custom_padding=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”][\/et_pb_divider][et_pb_text module_class=”rundown-ranking” _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|600|||||||” header_2_text_align=”center” header_2_text_color=”#d19707″ header_2_font_size=”36px” header_3_font=”|700||on|||||” header_3_text_align=”center” header_3_text_color=”#d19707″ header_3_font_size=”20px” custom_margin=”0px||0px||false|false” custom_padding=”0px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” header_2_font=”|800||on|||||” header_2_text_align=”center” header_2_font_size=”40px” custom_padding=”10px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/19-Front-three-quarter-action.jpg” title_text=”19 Front three quarter action” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n The British car has the more beautiful design, a greater depth to its personality and the more characterful engine, and it is deeply, deeply impressive to drive, even when pushed very hard. Its fusion of grip, agility and adjustability is particularly engaging.<\/p>\n The Porsche is more affordable and more frugal, its handling benefits from having less weight packaged lower down, it rides better and has the more exploitable chassis to hustle, with a verve and malleability that the Aston gets close to but can\u2019t quite match. The T-Hybrid powertrain is also a triumph, bringing a new dimension to the Carrera experience with almost none of the drawbacks of most hybrid systems.<\/p>\n Two great sports cars to choose from, then, but it\u2019s the Porsche 911 GTS that ultimately gets our nod.<\/p>\n [\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section][et_pb_section fb_built=”1″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_row module_class=”facts-figures” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/17-Porsche-panning.jpg” title_text=”17 Porsche panning” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_font=”|800||on|||||” text_orientation=”center” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n Facts & Figures<\/span> | Porsche 911 Carrera GTS<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_font=”|700|||||||” header_3_font=”|700|||||||” header_3_text_align=”center” header_3_text_color=”#4484c6″ custom_margin=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_orientation=”center” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n Price<\/b> \u00a3132,600 (\u00a3145,543 as tested) [\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row module_class=”facts-figures” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_code _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″]<\/p>\n [\/et_pb_code][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/8\/2025\/01\/07-Aston-panning.jpg” title_text=”07 Aston panning” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_font=”|800||on|||||” text_orientation=”center” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n Facts & Figures<\/span> | Aston Martin Vantage<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_font=”|700|||||||” header_3_font=”|700|||||||” header_3_text_align=”center” header_3_text_color=”#4484c6″ custom_margin=”||0px||false|false” global_colors_info=”{}” theme_builder_area=”post_content”]<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” text_orientation=”center” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” global_colors_info=”{}” theme_builder_area=”post_content” hover_enabled=”0″ sticky_enabled=”0″]<\/p>\n Price<\/b> \u00a3165,000 (\u00a3210,185 as tested) [\/et_pb_text][\/et_pb_column][\/et_pb_row][et_pb_row module_class=”brand-rundown” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}” theme_builder_area=”post_content”][et_pb_code _builder_version=”4.20.4″ _module_preset=”default” custom_margin=”0px||||false|false” custom_padding=”0px||||false|false” hover_enabled=”0″ global_colors_info=”{}” theme_builder_area=”post_content” sticky_enabled=”0″]<\/p>\n [\/et_pb_code][\/et_pb_column][\/et_pb_row][\/et_pb_section]<\/p>\n","protected":false},"excerpt":{"rendered":" Porsche’s hybrid 911 Carrera GTS goes head-to-head with the Aston Martin Vantage. This will be the closest contest yet in a long-running rivalry, but there will be only one winner<\/p>\n","protected":false},"author":7,"featured_media":1654,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","_lmt_disableupdate":"","_lmt_disable":"","footnotes":""},"categories":[21],"tags":[],"class_list":["post-1653","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-feature"],"acf":[],"modified_by":"kschwarz","_links":{"self":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/1653","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/users\/7"}],"replies":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/comments?post=1653"}],"version-history":[{"count":6,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/1653\/revisions"}],"predecessor-version":[{"id":1685,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/posts\/1653\/revisions\/1685"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/media\/1654"}],"wp:attachment":[{"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/media?parent=1653"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/categories?post=1653"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/flatplanplus.io\/car\/wp-json\/wp\/v2\/tags?post=1653"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}Verdict<\/h3>\n
Almost too close to call… almost<\/h2>\n
Data<\/h3>\n
Powertrain<\/b> 3591cc 24v turbocharged flat-six plus 53bhp e-motor, eight-speed PDK dual-clutch gearbox, rear-wheel drive
Performance<\/b> 534bhp @ 6500rpm, 450lb ft @ 1950rpm, 3.0sec 0-62mph, 195mph
Weight<\/b> 1595kg (DIN)
Efficiency<\/b> 25.7-26.9mpg (claimed), 12.3mpg (tested), up to 373-mile range (claimed), 171-mile range (tested), 239g\/km CO2
Length\/width\/height<\/b> 4553\/2033\/1301mm
Boot capacity<\/b> 135 litres<\/span><\/p>\n\t\t\t\t<\/div>\nData<\/h3>\n
Powertrain<\/b> 3982cc 32v twin-turbocharged V8, eight-speed automatic, rear-wheel drive
Performance<\/b> 656bhp @ 6000rpm, 590lb ft @ 6000rpm, 3.5sec 0-62mph, 202mph
Weight<\/b> 1605kg (dry)
Efficiency<\/b> 23.3mpg (claimed), 10.2mpg (tested), 398-mile range (claimed), 175-mile range (tested), 274g\/km CO2
Length\/width\/height<\/b> 4495\/2124\/1275mm
Boot capacity<\/b> 235 litres<\/span><\/p>\n\t\t\t\t<\/div>\n