Equipment
Boeing helps Callaway design aerodynamically-sound XR16 drivers
In the current driver market, golf equipment companies have a tall task — make drivers that are even longer and more forgiving than the ones currently available. Making things more challenging is that two very important factors in driver design, aerodynamics and forgiveness, have a somewhat inverse relationship; a longer crown improves forgiveness, but it is also generally less aerodynamically sound.
The major issue is that as a driver head moves through space, air wants to leave the crown as it passes over the face. That increases drag and decreases club head speed, a bad thing for distance. For Callaway, solving this problem meant working with aerodynamics experts at Boeing — the world’s largest aerospace company, which designs and engineers jets, spacecrafts and planes for NASA and the U.S. Air Force.
Related: What you need to know about Callaway’s XR16 and XR16 Pro fairway woods.
So the people who typically design wings to help airplanes fly through the sky were assigned the task of helping design golf clubs that make golf balls fly farther. The result was Callaway’s new XR16 and XR16 Pro drivers.
Turbulence from the raised crown makes airflow “stick” to the surface.
The new crown design on Callaway’s XR16 drivers features raised portions of titanium just behind the top line that help keep airflow tight to the surface, thus reducing drag and allowing golfers to swing the club head faster on the downswing into impact.
A close look at the crown of the XR16 driver head.
The aerodynamic improvements also allowed Callaway to stretch out the crown of the XR16 drivers, raising moment of inertia (MOI), a measure of a club’s forgiveness. The combination makes the XR16 drivers faster and more forgiving.
Changes inside the head include improvement to Callaway’s R-Moto technology, which debuted in Callaway’s Big Bertha Alpha 815 drivers. R-Moto is a supportive rib structure that allowed engineers to make the XR16 driver faces 9 grams lighter and 19 percent thinner than their predecessors. The result is more ball speed, regardless of where shots are contacted on the face, along with better launch conditions.
A look at the crown of the XR16 Pro driver, with a slightly different design than the XR16.
Another weight-saving tactic from Callaway was implementing a lighter, 8-1-1 Titanium body. It offered 2 more grams of discretionary weight compared to the original XR drivers, and while that doesn’t sound like a lot it can make the difference between flying a fairway bunker and being plugged in its lip.
Callaway XR16 Driver
Compared to the XR16 Pro driver, the XR16 has a bigger, deeper footprint for more forgiveness. The 460cc driver comes stock with a Fujikura Speeder Evolution 565 shaft, and several other premium shafts are available at no upcharge.
- In stores: January 29
- Lofts: 9, 10.5 and 13.5 HT options
- Price: $349.99
Callaway XR16 Pro Driver
The XR16 Pro is designed for better golfers. It’s lower spinning than the XR16, creating a more penetrating trajectory because of its lower CG and deeper-faced, 450cc club head. It comes stock with a Fujikura Evolution II TS 665 shaft, but several other premium shafts are available at no upcharge.
- Comes to retail: January 29
- Lofts: 9 and 10.5 degrees
- Price: $399.99
See more photos of the XR16 and XR16 Pro drivers, as well as comparison pics.
In a golf world where players are looking to eke out every yard possible, usually by lengthening their drivers to add clubhead speed, there’s one player at the PGA Championship who’s going in the opposite direction. In fact, for Rickie Fowler, his goal off the tee is not about gaining extra distance or yards north to south, but rather about shrinking the misses from east to west.
Ahead of the PGA Championship and the week prior at the Truist Championship. Fowler mentioned to Cobra Tour Rep Ben Schomin that the driver didn’t quite swing feel the same as everything in the bag. As a result, and with Schomin’s suggestion to try and sync everything up with the big stick, Fowler decided to test out a shorter length shaft.
“He’s been at 45 (inches), and he’d been at 45 for a few weeks, 44 1/8 (inches) is really is where he is been living really for the most part, for the last couple of years, and is where he is been comfortable,” Schomin told GolfWRX. “It just felt like it was a little long and loose on him.”
Interestingly, Fowler ranks 40th in Driving Accuracy this year on the PGA Tour. It’s his most accurate season with the driver since the start of the decade. But sometimes for players, feel is more important than statistics.
“It was really more of a trying to get the swing to feel the fluidness from club to club to club to try to get it to feel the same,” Schomin added. “And so we took it down to 43 and a quarter, and it was a touch of a ball speed loss, just based on that overall club head speed. But honestly, he squared it up probably a little better. The right miss wasn’t nearly as far. So really, overall down-range dispersion tightened up a fair amount, and he felt confident in swinging it.”
The change in length had Fowler’s caddie, Ricky Romano, beaming at how well he had driven during Tuesday’s practice round at Aronimink. So much so, he was asking Schomin not to suggest changes anymore.
Fowler’s shaft-shortening is one of a few driver adjustments he’s made this season, and to Schomin’s credit, it’s thanks to the fact that he and the rest of the Cobra team had Fowler fit very well into three of the four heads in the Cobra OPTM lineup.
“He had three distinct drivers and the biggest decision was trying to decide which worked best at that time,” Schomin told GolfWRX previously. “He’s played the majority of the season with OPTM X, but has also played a couple of tournaments with OPTM LS. His overall driving stats have been good.”
At the RBC Heritage earlier this spring, Fowler switched drivers, changing from his Cobra OPTM X and into the Tour, low-loft Max K model that Gary Woodland used to win just a few weeks prior.
Now for the PGA Championship, Fowler’s back in the X head, but still using the UST Mamiya LIN-Q PowerCore White 6TX shaft, just a little bit shorter.
“Will he stay there? I’m not sure,” Schomin added. “Could we end up say at like 43 and 7.5 (of an inch). If it’s giving him the same feel of consistency through the bag, then I think we might end up just a touch longer. But if he likes where he is at, he’s confident where he is at, that’s really all that matters.”
If there’s more testing, though, just don’t tell his caddie.
What you need to know: As is customary for the Fairhaven-based company, Titleist officially announced today that its GTS drivers are headed to retail, following a successful tour release. The GTS2, GTS3, and GTS4 drivers will be available in golf shops June 11.
Since debuting at the Texas Children’s Houston Open, the new GTS lineup has quickly gained traction on the PGA Tour, with more than 50 players already making the switch to a GTS2, GTS3, or GTS4 driver. Among them are Justin Thomas and Jordan Spieth.
Justin Thomas’ Titleist GTS2 driver (Greg Moore, GolfWRX)
According to Titleist, the GTS series builds upon the performance foundation established by the GT Series, while introducing several major technological advancements, including a new Split Mass Frame construction, refined aerodynamics, and an updated Speed Sync face design.
2026 Titleist GTS drivers: What’s new, key technology
Split Mass Frame and thermoform body
At the center of the new GTS lineup is a redesigned internal structure: the Split Mass Frame. This technology works with a full-thermoform body made from Titleist’s Proprietary Matrix Polymer (PMP), a lightweight composite that enables engineers to reposition mass more efficiently throughout the head. Compared to the previous GT generation, GTS drivers feature nearly double the PMP material, increasing from 13 grams to 26 grams, while maintaining the sound and feel preferred by better players.
The weight savings from the thermoform construction allowed Titleist engineers to strategically separate mass placement inside the head. Specifically, more weight is pushed rearward to improve stability and forgiveness, while additional mass is positioned low and forward to optimize speed, launch, and spin.
In short, golfers are able to maintain ball speed and consistency across both centered and off-center strikes.
Faster aerodynamics
Titleist also refined the aerodynamic shaping of the GTS heads to help players generate more clubhead speed.
The tails of the new GTS2 and GTS3 heads have been raised compared to previous models, helping airflow stay attached to the crown and sole longer during the swing. According to Titleist, the improved airflow reduces drag and increases speed without affecting launch conditions or center of gravity placement.
Typically, aerodynamic gains can compromise forgiveness or launch characteristics, but the weight savings from the Split Mass Frame allowed engineers to preserve preferred CG locations.
New Speed Sync face
The new Speed Sync Face design is engineered to improve ball speed retention across a larger portion of the face. A reinforced perimeter structure helps maximize face deflection and COR on centered strikes, while the upper portion of the support ring is opened up to increase speed on high-face impacts, a common strike location for many golfers. The face also features a variable thickness design to preserve speed and performance across a wider impact area.
Expanded adjustability
Each GTS model includes a dual-weighting system to fine-tune launch, spin, and shot shape more precisely than previous generations. GTS2 uses interchangeable forward and aft weights, while GTS3 and GTS4 combine a rear weight with an adjustable forward track weight system.
Tour-inspired face graphics
The new lineup features redesigned high-contrast face graphics to improve alignment and framing at address, according to Titleist. Sharp visual lines are designed to make it easier to center the golf ball and to perceive loft more easily at setup.
Additional model details
GTS2
- The GTS2 is the most forgiving model, designed for golfers seeking maximum stability and consistent speed across the face.
- It produces high launch with mid spin and features a larger, confidence-inspiring profile behind the ball.
- Standard weighting includes an 11-gram forward weight and a 5-gram rear weight, with additional fitting configurations available.
GTS3
- The GTS3 is aimed at players who want more control over launch, spin, and shot shaping.
- Compared to GTS2, the GTS3 offers lower launch and spin while featuring a more compact profile and deeper face design preferred by many stronger players.
- The head features an adjustable forward-track weight system to further fine-tune center of gravity placement.
GTS4
- The lowest-spinning option in the lineup, GTS4 is built for golfers looking to reduce excessive spin and maximize total distance.
- Unlike previous “4” models from Titleist, the new GTS4 features a full 460cc profile that improves forgiveness and stability while retaining its low-spin DNA.
- Like GTS3, it includes a forward track weighting system for precise fitting adjustments.
What Titleist says
“When we talk about driver design, it’s never about the one feature or benefit — it’s about all of them,” said Stephanie Luttrell, Titleist’s Senior Director of Metalwood R&D. “Ball speed, forgiveness, spin stability, adjustability, exceptional sound and feel… these are all attributes that golfers care about. It’s our job to design a lineup that elevates performance across the board without sacrificing in key areas, and we feel we’ve done that with GTS.”
“We know that forward CGs drive speed with great launch and spin characteristics, but you need to be able to do that with an inertial stability that still preserves ball speed, launch and spin consistency on off-center hits,” Luttrell said. “We’ve never before been able to hit these CG positions and inertia properties at the same time, and we’re achieving that because of GTS’ construction.”
Club Junkie’s take
I feel like every time there is a new Titleist wood release, I figure they can’t outdo their previous driver. And every year, I am wrong and impressed with the performance. The GTS fits right into that narrative again, as I didn’t know where Titleist could go from GT, but they pushed the limits again, and my fitting proved the smart people there found ways to improve.
My past four Titleist drivers have been a 2 series as my swing typically requires a little height, spin, and forgiveness so I figured I would just get a new GTS2 and be on my way. During the fitting, I was impressed by the new GTS construction, its added PMP material, and the advanced adjustability on each model. My fitter, Joey, got to work putting together a GTS2 and we started there. The launch and spin were great, and the consistency on misses was very tight. My average ball speed with the GTS went up a little bit as the new Speed Sync face creates more speed away from the center.
Joey then built up a GTS3 in 11 degrees, but I figured this wouldn’t have the stability I needed for tight dispersion on my miss hits. That thought was quickly erased after a few shots, and I really liked the more center start line and reduced draw on the misses I was seeing. We tried a few different settings and shafts to dial in the details in order to get the best fit. Having a forward and rear weight in the head allowed Joey to set up the GTS3 with a heavier rear weight to keep the launch and spin up, while the Sure Fit hosel set flat created a more center start line for me. My misses were not nearly as far left, and I was really impressed with the consistency on the spin and launch when I didn’t hit it in the center.
Titleist again created a wood line in GTS that delivers improvements over previous drivers while keeping the traditional look and feel you expect. More adjustability, better off-center speed, and 3 drivers that are playable over a wider range of players should make these extremely successful in fittings.
Pricing, specs, availability
GTS2 lofts: 8, 9, 10, 11 degrees (RH/LH)
GTS3 lofts: 8, 9, 10, 11 degrees (RH/LH)
GTS4 lofts: 8, 9, 10 (RH/LH)
Featured shafts
- Project X Titan Black
- Mitsubishi Tensei 1K White
- Mitsubishi Tensei 1K Blue
- Mitsubishi Tensei 1K Red
Premium shafts
- Graphite Design Tour AD DI
- Graphite Design Tour AD VF
- Graphite Design Tour AD FI
Available for fittings and pre-sale now.
In golf shops worldwide beginning June 11.
Price: $699 (standard), $899 (premium)
Titleist has today introduced its new GTS2 and GTS3 fairways.
Lower and deeper center of gravity (CG) positions, new adjustable heel-toe weights and advanced clubface innovations drive total performance in the two tour-proven models.
- Tour-inspired polished clubfaces: To help players see more of the clubface at address.
GTS2 Fairway
The new GTS2 fairway is designed with a shallower face and a larger profile than GTS3, ideal for players with more sweeping deliveries with their fairway metals.
GTS2’s new face height, inspired by tour feedback, was designed shallower than the prior generation GT2 model and more in line with the GT1 fairway. Each loft in GTS2 leverages a shallower profile except for the 13.5-degree, which maintains a slightly taller face.
With its new dual-weighting system, the ‘2’ model now has heel-toe CG adjustability.
Lofts: 13.5, 15.0, 16.5, 18.0, 21.0
Dual-weight system: 11-gram weight in heel, 5-gram weight in toe (standard)
GTS3 Fairway
The new GTS3 fairway is designed with a deeper face and a more compact profile, ideal for players who hit down on the golf ball more with their fairway metals.
New to the GTS3 family is a 21-degree offering, giving players two distinct profiles in Titleist’s 7-wood loft.
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ButchT
Mar 8, 2017 at 11:15 am
Dont try to confuse me with facts – it is fun to buy new clubs. Its like a second marriage, a triump of hope over experience!
lewis
Jan 8, 2016 at 4:06 am
Had a 10.5 tour issue pro driver in hand last night. It look and sat amazing. Didnt get a chance to hit it however the Pro who had it was loving it.
Dumbo
Jan 7, 2016 at 4:45 pm
Total farse. How many yards can you gain if you don’t hit center due to aerodynamic improvements? ZERO. Even if you do hit dead center at 115mph ss, can callaway empirically prove an increase in yardage vs. this same driver with these turbulators? What would that number be? 1 yard? 5?
EKR
Jan 7, 2016 at 10:35 pm
The Farce is strong with that one
dan360
Jan 7, 2016 at 1:28 pm
Ah Callaway…another attempt to recycle technology with a fancy big name to operate as best supporting actor.
Remember the Ruger Titanium?
Remember the Lamborghini carbon fiber?
Now the Boeing ‘turbulators’?
What’s next?
cb
Jan 6, 2016 at 5:06 pm
so callaway went to an aerospace company and found out turbulators help with club head speed, but ping found this out completely in house and a couple years ago. wonder which company is more revolutionary…
Steve
Jan 7, 2016 at 8:42 am
But can say it was developed by experts at Boeing? These guys make planes, PLANES! How dare compare it to a Ping.
Gareth
Jan 6, 2016 at 3:52 pm
To be fair, I own an x2 hot pro after the xhot. Can’t hit anything better than that, tried the XR, big Bertha etc, I actually bought one as a spare!!
Everyone finds THE driver that suits then eventually. don’t agree that these drivers outplay predecessors by 10 yards, only people find a head and a shaft that suit the swing more, due to readily available custom fitting?!!
fp
Jan 6, 2016 at 12:15 pm
Looks like a Ping, hits like a Ping, sounds like a Ping
Barry S.
Jan 6, 2016 at 12:07 pm
I have a prototype driver head designed by an iconic long driver who has passed. The head is F-17 aerodynamic and makes the new XR look like a Model T in comparison. Would love to show it to Taylormade or Callaway but from what I’ve heard they would probably steal the design and leave me high and dry.
Busty McGoo
Jan 6, 2016 at 10:05 am
So does this mean we’re officially done with the whole sliding weights bs they’ve been pushing for the last couple of years?
Numb-E
Jan 7, 2016 at 3:51 am
Different model entirely.
Busty McGoo
Jan 7, 2016 at 12:27 pm
I can see that it’s an entirely different model. Thus my question. If the sliding weights thing is so damn good, why didn’t the designers integrate sliding weights into into this model too? Or does that come later after they’ve convinced a lot of people to buy this model?
All these tech ‘advancements’ just make it more clear than ever, companies have hit a wall with current technology. Maybe PXG found something new recently, but has anyone actually seen their scores improve because they switched to the newest and latest driver? Also, have you actually tracked the distance of every drive to know you’re getting something more than you were before?
EKR
Jan 7, 2016 at 10:39 pm
Different model entirely. One line for adjustable weights, the other with a simpler set up.
For me, when I all of a sudden hit over a bunker I used to go into on a regular basis with the same swing same tee box same ball within the last 3 to 4 years in the same condition at the course, then yes I’m definitely getting something more.
Steve
Jan 6, 2016 at 8:36 am
This is it the final piece to my perfect golf swing. I was always telling everyone that my drivers werent aerodynamically enough and I was right. This driver is the break through I have been looking for. It has raised pieces that reduce drag, this is awesome. Should I buy this one or wait for the one with wings to be released? These guys keep raising the bar everytime.
ron
Jan 6, 2016 at 10:25 am
haha. nicely done.
Chuck
Jan 6, 2016 at 12:11 am
Tell that boy to ease up
christian
Jan 5, 2016 at 9:59 pm
I had a Vega DAF (Dual Air Flow) driver yeears before the other major OEMs thought about aerodynamics..Vega bought the airflow patents from Makser, the real pioneers of modern aerodynamic driver design. Remember many of my buddies teased me about the Vega claims, now they talk themselves blue about turbulators etc etc
Frank McChrystal
Jan 5, 2016 at 6:32 pm
True that.
Max
Jan 5, 2016 at 6:10 pm
Callaway making some great stuff in the past 3-4 years.
Love the looks and styling of all of their clubs lately.
moses
Jan 5, 2016 at 3:14 pm
What’s that good for? Maybe .25 mph at 100mph clubhead speed for about half a yard?
Anywho keep em coming!!! More drivers to buy for $150 at the end of the product cycle. 🙂
MP
Jan 5, 2016 at 2:26 pm
I played 4 drivers last year (M1, ALPHA, G30, D13) and they all had different characteristics, shafts and science behind them. Every time i switched i would hit the new driver long and straight. After a few weeks i was hitting it just like the old driver. Not sure i buy into all this science but i love tinkering even though i see very little benefit in the long term. My golfing buddy plays a 2009 Cleveland with very little science incorporated to its design and he hits it longer and straighter than any driver i have played. We both play to a 13 handicap with swing speeds around 106 mph.
Numb-E
Jan 7, 2016 at 3:53 am
Totally useless non-technical post, but do go on
Rob
Jan 5, 2016 at 1:53 pm
“It offered 2 more grams of discretionary weight compared to the original XR drivers, and while that doesn’t sound like a lot it can make the difference between flying a fairway bunker and being plugged in its lip.”
Sorry but no, 2 grams won’t make that kind of difference. Sorry but 2 paper clips worth of weight just can’t cause that much change.
Numb-E
Jan 7, 2016 at 3:53 am
Actually, it does.
Chuck D
Jan 5, 2016 at 1:45 pm
Callawaybulators!! Welcome to da party pal! I can’t imagine how much pressure the modern day club designer must be under.
Desmond
Jan 5, 2016 at 5:59 pm
Isn’t that “Callabulators”?
joe
Jan 5, 2016 at 1:09 pm
Callaway, the new TaylorMade.
Desmond
Jan 5, 2016 at 5:58 pm
It’s once per year. Last year, same time, the XR Series made its debut replacing the X2Hot.
Mat
Jan 5, 2016 at 12:18 pm
I spy Turbulators…
Chuck Hahn
Jan 5, 2016 at 11:29 am
A new driver from Callaway, I’m shock I tell you!!!
Leon
Jan 5, 2016 at 11:18 am
Great. Three months later, they will release another driver with design aided from Aliens on Mars
Desmond
Jan 5, 2016 at 7:13 pm
Next drivers are due in late August if the trend remains…
t-ball
Jan 6, 2016 at 11:09 am
I agree ! Seems Callaway, and Taylormade. are both on a ” New driver every 6 months ” cycle.
Mat
Jan 5, 2016 at 10:57 am
Will the increased lift help top the ball better?
Desmond
Jan 5, 2016 at 9:59 am
And I thought the XR Drivers of 2015 were too light! Wow. At least they got rid of the Project X shaft. Not a fan. The Fuji is a better shaft.