The Porsche 911 (992) GT3 at a glance
Better gasoline than electricity
Car manufacturers from near and far are currently outbidding each other in the almost daily presentation of new electric cars. The background noise is clearly audible: it seems that e-cars can no longer be stopped. In Stuttgart Zuffenhausen, as usual, you see things a little differently, even if Porsche, as an alibi function, brought the electric Taycan onto the road.
The Swabians only get really touching when it comes to six-cylinder boxer engines. They prefer those without turbocharging. Then the men and women at Bilster Berg stand like small children in front of their newly created toys. The 375 kW / 510 PS (combined fuel consumption: 13.3-12.4 l / 100 km; combined CO2 emissions: 304-283 g / km²) racer is explained with great attention to detail before the first drive, and the technical refinements are celebrated as if they could you can use it to fly to the moon.
Already turned the price screw in advance
At this point in time, the only thing that is certain is that Porsche corrected its price upwards even before the launch of the new GT3. It’s not a long way from 167,518 euros to 170,969 euros, but with the difference to the predecessor, which was once offered from 152,146 euros, you could also afford a VW Polo and special equipment. It is a popular saying that it costs fun and a GT 911 has never been a cheap pleasure.
The sportiest offshoot to date in the 992 program should first prove on the racetrack that it could be worth the money. After all, it wasn’t designed for anything else. Normally you have to put all your senses together at this point to get a head start on the previouswhich I last drove as an RS variant a good year ago) truly to experience.
Amazing driving dynamics
Not so with the 992 GT3. It amazes even at temperatures close to freezing and with still cold UHP tires from the first corner. Thanks to the double wishbone front axle construction adopted from the Le Mans class winner 911 RSR, the pitching and rolling movements of the 1,418 (manual transmission) to 1,435 kilograms (PDK) heavy vehicle were further reduced, and the influence of disruptive lateral forces was indeed noticeably minimized .
The front axle reacts to steering commands even more willingly and lightly than on its predecessor. The revised LSA five-link rear axle with new shock absorbers and the rear axle, which is now also steered up to 2.0 degrees, also ensure that the rear of the GT3 does not lead an unpredictable life of its own.
PDK with a real selector lever
Shot over the mousetrap into the stone wall, it has already pushed many a sports car out of a curve. You can of course continue to manage this – the new GT3 makes it easier for you to return to the pit lane, not least thanks to the sensitive control systems. From the top of the Bilster at the latest, the 510 hp 4.0-liter six-cylinder vacuum cleaner comes into action. You can chase it – just like old school – over the maximum power of 8,400 tours up to 9,000 revolutions, whereby it sounds as if there are neither gasoline particle filters nor noise emission regulations. Its throttle response is almost digital, and the willingness to turn for a naturally aspirated engine is still inspiring.
The built-in 7-speed dual clutch transmission has meanwhile been taken over from the predecessor 991.2 and offers a wide specialty in addition to lightning-fast gear changes. Since there is still a mechanical connection between the control unit and the transmission, the tried and tested selector lever has also made it back into the GT3. Visually, it can hardly be distinguished from the 6-speed manual transmission, which is available at no cost.
Hand switch for purists
Porsche then sends me to the surrounding area with the handset to experience the normal road qualities of the new. Once the coordination between the clutch and accelerator pedals has been internalized, it is difficult to choose between the two transmissions due to their qualities. The manual gearshift is more puristic, honest (and a few pounds lighter). For the last bit of speed on the racetrack, the PDK is always preferable.
On the sometimes pitifully poorly paved roads around Bad Driburg, however, the new Porsche GT3 continues to reveal that it is not a simple Sunday cruiser. Both hands should be on the steering wheel so that the 510 bolide does not go its own way prematurely. The chassis set-up shows here, above all, wooden commitment.
Meanwhile, the sports car manufacturer gives 3.4 to 3.9 seconds for the standard sprint from zero to 100 kilometers per hour. The top speed is reached at 318 (PDK) or 320 km / h (manual transmission).
No assistants, but an auto-lift function
Porsche connoisseurs will find their way around immediately with a view of the interior. The full shells with strong lateral support are well known, as is the Alcantara valance and the now very digital instrument landscape. As an innovation, the new modern information overkill can be reduced to the essentials in track mode.
Incidentally, the Sport Plus mode has had its day. It is replaced by the aforementioned race track mode, which, like the normal sport mode, can be configured according to individual needs. The fact that Porsche does not offer extended driver assistance, but instead a programmable auto-lift function in the 992 GT3, can be rated positively in the old-school sense. You should only lend a hand on the steering wheel if you inadvertently operate some vehicle functions in the heat of the moment.
First conclusion
The 992 is 17.5 seconds faster than the 991.2 GT3 on the Nürburgring Nordschleife. Everyone can see for themselves how this succeeded, as the technical advantage is really noticeable from the first meter. The new GT3 thus remains the finely-cutting scalpel among sports cars, which has been sharpened again in the right places. It is in the nature of things that its uncompromising style is at the expense of suitability for everyday use. In terms of price, Porsche fishes from around 171,000 euros but definitely at the upper end of the price range for potential buyers.
Those who want even more sportiness at the end of the day wait for the RS variant. A more discreet touring model without a hanging rear wing is also to be offered again. (Text and image: Thomas Vogelhuber | Additional images: Porsche)