Porsche GT3 range in full Flacht

We travelled down to the picturesque Western Cape to sample the seventh iteration of the Porsche 911 GT3 recently.

The Porsche 911 is a vehicle that needs very little introduction, with over 1-million of them having been sold globally since the range was introduced in 1964. The GT models within the 911 range are a bit more exclusive, though, and the first GT3 was only introduced in 1999. For those unfamiliar with a GT3, it is a lightweight, back to basics version of the 911, with an emphasis on optimal lap times around the race track and increased driver involvement, both attributes that have made the GT3 one of the most desirable Porsche products within its portfolio.

As with many Porsche products, the progression of the GT3 models has been an evolution instead of a revolution throughout the seven GT3 models that have been introduced over the past 23 years. It all started with the 996 GT3, which evolved to the 996 II GT3, then the 997 GT3, the 997 II GT3, then the 991 GT3, followed by the 991 II GT3 and now on to the 992 GT3. We travelled to the Western Cape to have a go in the latest GT3 in both manual and PDK guise.

What’s new?

Porsche has changed quite a bit with the new GT3, with the big news being that for the first time ever, the GT3 has a double-wishbone front axle, dramatically improving the front-end of the car. Other changes include revisions to the 4.0-litre naturally aspirated flat-six engine which now has rigid rocker arms with interchangeable shims, creating a rigid valve train. Power and torque are up too, with a modest 7kW and 10Nm increase for a total of 375kW and 470Nm of torque, despite the fitment of two particulate filters to comply with new Euro 6d emissions regulations. The brakes are new too, with the steel versions now measuring 408mm up front while the carbon-ceramic items measure an impressive 410mm.Since the 992-generation 911 is generally heavier than the previous model, Porsche put the GT3 on a diet, with a lighter battery, lightweight glass throughout and a lighter exhaust system. For the first time, Porsche new offers the Touring version of the GT3 with the option of both the manual or PDK gearbox.

The rear wing is new too, with a ‘swan-neck’ mounting creating a dramatic look, while the Touring model again does without the large wing at the rear. Downforce is improved too, with a functional rear diffuser among other items helping generate between 50 to 150% more downforce than the previous model, depending on the settings selected. More bits of the car, such as the bonnet, rear wing and spoiler are now made from carbon fibre reinforced plastic (CFRP), while a CRFP roof is available as an option. Another option is the Clubsport package, which is a no-cost option and adds a roll bar being the seats, a six-point harness for the driver, a battery disconnect switch and a fire extinguisher. The caveat is that you need to specify the sportier seats to accommodate the package, which will set you back R86 000.

Nürburgring Nordschleife master

As much as lap times at the so-called ‘Green Hell’ are not a guarantee that a car will be brilliant to drive, it is deeply impressive that with such modest power gains and a similar kerb weight to its predecessor that this new model lapped the famed circuit in just 6:59.927, which is significantly faster than the previous model.

Driving GT3

There’s something special about any Porsche product that wears the GT badge, and in an era where turbocharging and electrification is the new status quo, driving something with a 4.0-litre naturally aspirated flat-six motor that revs to 9 000 r/min is even more spectacular. As much as Porsche has made a big deal out of the car’s ability to lap a circuit faster than ever, the GT3 is really more about the driving experience, and what an experience it is.

The aforementioned engine, when paired with either the seven-speed PDK or six-speed manual gearbox is an absolute sensation to drive. We found that setting the drive mode to ‘Sport’ and changing the dampers from ‘Track’ to ‘Sport’ works best for road driving. We tackled some phenomenal mountain passes in the Western Cape where the flat-six wail reverberated off of the cliff faces, adding to what was already a sensory overload.

Don’t for a second think that it is a quiet and comfortable GT with a sporty edge, though, there are clunks, mechanical whirrs and an incredibly stiff ride that really makes you feel like you are in a racing machine that just so happens to have navigation, a Bose stereo and some lovely leather bits. This is not a bad thing, in fact, just like the engine, the other sounds that the car makes all add to the GT3 experience.

When approaching a ribbon of tarmac, the car is so eager to turn in, no doubt a result of the new suspension set-up and rear-wheel steering. It goads you to go in faster, brake later, to chase the needle to the 9 000 r/min mark before either manually selecting the next gear yourself or allowing the car to do that for you, staring the symphony all over again. The GT3 defines what driving for fun is all about, providing an intoxicating blend of motorsport sounds, sharp dynamics and just about enough in the way of luxuries to make it truly usable.

Verdict

The world needs more cars like the GT3, more machines built for the sole purpose of providing driver enjoyment. When thinking about a GT3, regardless of the generation, it is not a physical car that springs to mind, but rather a sensation, a feeling, pure driving joy. If you have the means and are lucky to get an allocation, we would highly recommend one. We’ll have ours in Touring specification, with a manual gearbox, please.