PORSCHE 911 [992] GT COUPE

The most extreme Porsche 911 can now be even more addictive. Jonathan Crouch takes a look at the latest GT3.

Ten Second Review

Twenty five years on from the 911 GT3's original launch, Porsche has subtly updated this, its wildest 911. The 4.0-litre naturally aspirated flat six engine is much as before but we're promised 'more sensation' with this careful 992.2-generation update. Along with a lightly evolved exterior look and a more digitalised cabin.

Background

When it comes to motorsport-tuned Porsche 911s, one version has always stood above all others, the GT3. Priced at the level of a 911 Turbo but with rear wheel drive and a race-ready manual gearbox option, the GT3 has long been the enthusiast's choice in this iconic model line. But of the many GT3 models we've had down the years, none represented a greater step forward than the '992' series version, first launched in 2021, then subtly updated in Autumn 2024 to create the car we're going to look at here. There are some detail engine updates, plus careful damper tuning and a range of styling evolvements, plus optional packages that make the car even more circuit-configurable. As before, the standard version delivers the usual uber-firm GT3 ride quality, which is why you might prefer the very slightly more road-ready 'Touring Package' GT3 model.

Engines and Tech Spec

The GT3-unique 4.0-litre normally aspirated flat six engine in play here has the same 510PS (450Nm) output as before, but gains revised cylinder heads, sharper camshafts (from the GT3 RS), improved oil coolers and new throttle valves with better flow. As previously, this GT3 can still be ordered with either a manual gearbox or a seven-speed dual clutch auto (though both transmissions have had their final drive shortened by 8%). The 0-62mph times remain at 3.9s and 3.4s respectively. The engine spins to 9,000 revs, you can hold 2nd gear at up to 80mph and it's all accompanied by wonderful combination of intake roar and valvetrain scream. There's nothing else quite like it. Most of the time you'll be in 3rd, which is a wonderfully wide-spaced ratio. For this updated model, Porsche says that it's re-tuned the dampers to enhance control over bumps and circuit kerbs. And the anti-dive system has been worked on to reduce forward pitch when braking. When this 992-era model was first launched, the big news with it was the inclusion of front double wishbone suspension (together with revised multi-link rear suspension), together programmed to make the four-wheel steering system work as Porsche wanted it to. That's helped circuit prowess but not roadgoing ride quality; the standard GT3 is still easily thrown about by bumps and cambers, sometimes somewhat disconcertingly. Which is why our preference would be for the GT3 'Touring Package' model, which is still stiff but a much better road car, particularly when specified with either of the more road-focused tyre packages that Porsche offers. As you'll know if you're a long-time GT3 enthusiast, drive is from the rear only, this variant spurning the heavy 4WD system from the 911 Turbo. So for traction through the corners, you rely instead entirely on a locking differential that works alongside the car's brake-based torque vectoring system. And talking of brakes, track-ready ceramic discs with urgent stopping power are standard - as they should be. Refinement has of course been sacrificed in the name of weight-saving for this track-focused variant, but there's a little less of a cruising din than on earlier generation GT3s we've tried. You really have to pay the extra for the optional front axle-lift system, otherwise speed humps and ramps are going to be a constant challenge.

Design and Build

You'd need to be very familiar indeed with the 992-series GT3 to spot the visual changes made to this updated model, offered as before only in Coupe form. There's a re-contoured front diffuser and redesigned Matrix LED headlights (which now eliminate the need for additional lights in the front apron). Which enables a larger air inlet area. At the back, the diffuser, air inlets and rear lid have been redesigned. And the rear wing has new angled side plates. Lightweight aluminium wheels (shod with grippier tyres) have reduced kerb weight by 1.5kg. Swap these for expensive magnesium wheels and you can save 9kg, reducing kerb weight to 1,420kg. Inside, there's the option of new lightweight bucket seats as an alternative to the usual 18-way-adjustable sports seats. Unlike the Carrera models, the 911 GT3 is not started with a button, but still has a rotary ignition switch. The option of a roll-over bar demonstrates the car's proximity to motorsport. The digital instrument panel in the centre supports the driver with a clearly structured display and control concept. Thanks to the contrasting colour scheme, the rev counter and stopwatch can be read in a flash. The "Track Screen" display mode reduces the digital displays to the left and right of the tachometer to key data on tyres, oil, water and fuel and indicates the optimal shifting time to the driver by way of a shift flash. If desired, the tachometer display can be rotated so that the cut-off speed of 9,000 rpm is at the 12 o'clock marking. New as part of this update is the option of a back seat in the Touring model. As before, under the bonnet, there's 132-litres of storage space.

Market and Model

As you'd expect, the 911 GT3 requires a minor lottery win for purchase; Porsche was asking £157,300 at the time of this 992.2 model's launch. For this updated model, the brand is offering various new equipment packages. The Weissach package makes the car even more individually configurable for use on circuits. With this, the anti-roll bar, coupling rods and shear panel on the rear axle are made of CFRP as are the roof, side plates of the rear wing, exterior mirror top shell, mirror triangle and the air blades in the front area. Additional leather and Race-Tex upholstery enhance the look of the interior. For the first time, the upper side of the dashboard on the 911 GT3 is accordingly covered in anti-glare Racetex. CFRP door handles and storage nets optimise the interior door panels for a lightweight design. A CFRP roll cage and magnesium lightweight forged wheels are available as options. For the 911 GT3 with Touring package, Porsche offers the Leichtbau package. Here, the roof is painted in the exterior colour, while the stabiliser, coupling rods and shear panel on the rear axle are made of CFRP. Lightweight magnesium forged wheels and lightweight door panels are also part of the package. In conjunction with the standard six-speed GT sports gearbox, the shortened gear lever from the 911 S/T is used. In front of the gear lever, a plaque with the inscription "Leichtbau" indicates the chosen package.For the '911 GT3 with rear wing'-spec, the Clubsport package for track use is available at no extra charge. It includes a bolted steel roll cage in the rear, a six-point harness for the driver and a hand-held fire extinguisher. The optional lightweight sports bucket seats are a prerequisite for this.

Cost of Ownership

To comply with the latest emission rules, this improved GT3 is fitted with two particulate filters and four catalytic converters. But of course it's still vastly expensive to run. Drive it as Porsche envisaged and of course you're not going to come anywhere near the 21.9mpg combined economy figure or 293g/km emissions claim (it's 292g/km for the 'Touring Package' version). Perhaps Porsche should monitor owners and invoke a compulsory buy back scheme if average economy tops 20mpg.... But seriously, this is never going to be a cheap car to run. A couple of track days will see off a set of the gumball Michelin Pilot Sport tyres (not helped by the fact that they're different sizes at each end). Insurance is a top of the shop Group 50 with some insurers deviously looking to load policies still further for cars fitted with roll cages. So you know that thing about 911s being affordable to run once you've got over the shock of the initial purchase price? Well it doesn't necessarily apply here.

Summary

Porsche says that this is a more 'exhilarating and individual' breed of 911 GT3 - in its standard form the best ever for track time and in the 'Touring Package' guise the best ever for road use. Take your pick. Either way, in terms of driving involvement, no other rival even comes close. You could pay two or three times what Porsche is asking here and easily end up with a supercar which wouldn't even see which way this GT3 went on a twisting race track. And, even in the slightly softened 'Touring Package' form you'll probably want, the race track is where this extreme 911 still feels most at home. If you've neither the time or the inclination to regularly take this car there, then we'd suggest that for you, a 911 GTS would be a better, more satisfying choice. But for a dedicated few, only a GT3 will do.