Porsche 911 GT3 (992.2) review

You know what it is. We all do. The first GT3 was launched over a quarter of a century ago and the formula remains pretty much the same. In short, it’s a 911 with a motorsport-derived engine, track focus and a wonderfully single-minded approach to pure driving excitement. This second generation of the 992 GT3 hones the formula still further but remains true to the concept.

The basics are that it’s a 911 with a 4.0-litre flat-six engine producing 503bhp and a slightly reduced 332lb ft (from 347lb ft). The GT3 accelerates from 0-62mph in 3.4 seconds (the Touring, which fits the manual gearbox as standard, 3.9s) and can reach 193mph (Touring 194mph).

That Vmax is down from the old car, which in manual form could hit 199mph, but there’s good reason for this. Porsche is fighting hard to keep the GT3’s spirit and its naturally aspirated engine alive, but as legislation becomes ever more restrictive they’re having to pull out all the tricks to maintain or marginally improve performance. Including an eight per cent shorter final drive ratio…

So, what else is new?

As ever, it’s all in the detail. The GT3’s engine gets camshafts from the RS with longer duration, the individual throttle valves have been further flow-optimised to increase cylinder filling (this alone would see around a 5bhp gain if it wasn’t for the much tighter emissions regulations) and there’s improved cooling.

On the suspension side the GT3 gets an aerodynamically sculpted and downforce-inducing front trailing arm (again from the RS) plus a lower pivot point, which improves anti-dive properties. For example, on a full emergency stop from 200kph the previous GT3 would dive 12mm at the front. With the new car that’s reduced to 6mm. Shorter bumpstops have also been introduced, increasing suspension travel but requiring a new RS-derived damper strategy that is said to enhance kerb striking abilities – or, of course, UK-spec potholes.

Porsche has also worked hard to keep weight as low as possible despite the fitment of new emissions controls (the exhaust has four cats and two particulate filters) and the general creep of updating to the new generation 992. The lightest outgoing GT3 was 1,418kg. That should have gone up to 1,439kg but careful scrutiny has seen an increase of just 2kg to 1,420kg.

Same power, almost the same weight, where’s the difference?

Take a look behind you. Yes, for the first time in its history, the GT3 is available with rear seats. Assuming you opt for the car in Touring spec (essentially, without the rear wing). But there’s more, because it’s also the first time a GT3 has been offered with a Weissach Pack (for the standard bewinged car) or Lightweight Pack (Touring). Let’s get really geeky and delve into exactly what this means…

So, the Weissach Pack is intended to shift the GT3’s focus even more in the direction of the racetrack. It consists of carbon fibre air blades at the front, mirror shells in the same material, a carbon fibre roof and end plates for the rear spoiler. Beneath the skin there’s more carbon fibre goodness – rear anti roll bars, drop links and shear panel. The interior also gets lightweight door panels, race-tex trim and carbon fibre door handles. The Weissach saves around 20kg.

But don’t think you’re done just yet. The GT3 can be specified in Clubsport spec at no cost, which includes a roll cage. However, the Weissach Pack can be upgraded from the £15,597 standard version to one including a carbon fibre roll cage. This ultimate Weissach configuration is £19,531. Complex, eh? Oh, let’s not forget the optional Magnesium wheels, which save a further 9.1kg for another £13,759.

The Lightweight Pack is similar in terms of the carbon fibre exterior and interior stuff, plus if you have stuck with a manual transmission you’ll also get the shorter gear-lever from the 911 S/T. One point of difference is that the Lightweight Pack includes the magnesium wheels. As well it should for £29,223. As you can see, a fully lightened GT3 with a couple more choice options could easily be knocking on the door of £200,000.

£200K! Ouch. It had better be good.

The GT3 is good. Very good. This is no huge surprise. Nor does it come as a particular shock that all these little differences seem to add up to a whole that is greater than the sum of its parts. On road or track, the GT3 delivers simply stunning agility, spooky body and wheel control, the most scintillating noise and razor sharp throttle response. Plus, the six-speed manual gearbox is perhaps the very best ever fitted to a road car and should you have a withered left leg and require PDK, that’s world class, too.

Our first taste is on the racetrack and the biggest change is just how flat the platform stays. The GT3 seems impervious to braking, acceleration or lateral forces and yet still communicates everything so clearly. Very often artificial active anti-roll technology is impressive but creates a sense of disconnect. By contrast the GT3 uses more traditional techniques to great effect and feeds the driver with precise, high quality information to extract the most from the chassis. There’s just so much grip and response and even attacking kerbs or overlapping the demands of braking and turning can’t upset its composure.

The manual ‘box is a stunner. The throw is short but not fragile or fussy, so there’s no fear of mistakes. In fact you can just throw changes at it as fast as possible. The optional carbon ceramic brakes (£9,087) are also fantastically powerful and progressive. Better still is that the balance is so neutral and adjustable. Yes, some of the old 911 driving techniques still work, but for the most part you can just drive the GT3 like any mid-engined car and enjoy much greater traction.

On the road more of the detail comes through. The new ‘automatic friction compensation’ for the steering creates a more linear, natural feel and takes away the slightly jumpy feeling of the last 992 GT3. The ride remains pretty tough compared to, say, the new GTS T hybrid, but the wheels seem to trace the road surface with more consistency and control. It really is a deeply impressive car.

Sounds superb, too. Despite all those cats and filters, the flat-six sounds rich and free-breathing and the way it rips around to the limiter is something close to life-affirming. We tried the PDK on the road and it’s note perfect every single time. However, with a car so much about interaction we’d still take the manual…

Is there anything not to like?

Well, it’s the first GT3 with ADAS. So yes. There’s something to hate. However, there’s a physical ‘Assist’ button on the dash and then it’s just a matter of hitting the touchscreen to disable the systems that pop up. It doesn’t take long but it’s still slightly irksome. Some people will lament the loss of the analogue clocks, too. But the digital dash looks great, mimics the previous cars and hasn’t descended into endless options and colours. You can choose to have the redline at 9,000rpm appear at top dead centre, though. Which is a neat old school race car-like touch.

The GT3 is still an incredible driving experience. It’s not quite as wild as the GT3 RS, nor does it simply ape the recent highly-prized S/T variant. Instead it goes its own way and, as a result, is arguably the more complete car.

It’s still razor sharp on the track but perhaps has a better balance of performance to grip than the downforce-obsessed RS, and it’s a bit more intense and controlled on the road than the deliberately more classical S/T. In truth neither really enters your mind when you’re dropped into the seat of the GT3. It’s completely absorbing, properly exciting and endlessly entertaining.

The UK’s bumpier, colder road surface might challenge the GT3 a little more than perfectly manicured Spanish tarmac, but we’d be amazed if its dynamic capabilities were fazed at all. The GT3 is one of those cars that always seems to be in its sweet spot.