Porsche 911 GT3 (2022) Launch Review

Powered by a 375-kW naturally aspirated flat-6 that screams all the way to 9 000 rpm, the new 992-generation GT3 is not only available with a manual ‘box (a rarity in day and age) – it’s technically more closely related to the Porsche brand’s motorsport efforts than ever before. Could this be the best sportscar on the planet?

What’s new with the 992 GT3?

Ever since the first (996-generation) GT3 exploded onto the sportscar scene back in 1999, it has consistently delivered the purest 911 driving experience for successive generations of the Zuffenhausen-based firm’s iconic sportscar. Granted, if you explore the alternatives to the GT3 in the vast 911 line-up, you can find ways to go more hardcore (RS) or even faster (Turbo, GT2), but when it comes to delivering driving thrills, engagement… exhilaration, then I’d argue the GT3 represents the best of Porsche, distilled into a single machine – and it has successfully portrayed that role from day one.

For those reasons, a new GT3 is always something to look forward to and, as we head into a future of electrified motoring, cars that are as unbridled as this are going to become increasingly rare. Perhaps, knowing this, Porsche has gone all out to make the 992-generation GT3 more of a sizzler than ever before…

That said, when you first look at the headline numbers (375 kW, 470 Nm, 0-100 kph in a claimed 3.4 sec), it may appear that not much about Porsche’s free-breathing hard charger has been changed for the 992-iteration. After all, those peak outputs only represent a 7-kW rise in power, a nominal 10-Nm hike in torque, and the 0-100-kph time is identical to that of its predecessor. But underestimate the new GT3 at your peril. This car has lapped the Nurburgring in under 7 minutes – a full 17 seconds faster than its already-brilliant predecessor. Clearly, then, some gains have been made… somewhere.

In developing the latest iteration of the GT3, Porsche worked more closely with its motorsport division than ever before, and so the focus fell on weight reduction, airflow management, improved braking ability, suspension tweaks and, in particular, faster, more direct steering. Has Porsche succeeded in delivering yet another cracking 911 GT3? Let’s find out.

What’s this? A manual-shift Porsche?

The last time I drove a Porsche GT model that was equipped with a manual transmission, well, um, I still had hair. And so, as I slid into the oh-so-snug carbon seats of the new GT3 and spotted its stubby gear lever, my mind initially struggled to fathom what I was looking at. The carbon seats, by the way, are part of the “free” optional Clubsport Package (which includes a roll-cage), but the catch is that the seats cost R86k. Never mind, if you’re going to be spending more than R3.1 million on a hardcore sportscar, then R86k for great-looking seats, which happen to do exactly what they’re supposed to, will probably not be too much of a stretch. I’m 1.8-metres tall and found a great driving position (height adjustment is electric) and the steering column offers generous rake/reach adjustment.

At first glance, the cabin and fascia look much the same as those of other 992-generation 911 derivatives, but, of course, there are some subtle differences, particularly when you start playing around with the digital displays and switch between drive modes (in Track mode, the shift-indicator light arrangement is particularly striking). Speaking of the latter, there is a small dial on the steering wheel that allows you to quickly change from “Normal” to “Sport” or “Track” drive modes.

When you turn the ignition key, the GT3’s dry-sump 4.0-litre flat-6 motor barks into life and settles into quite a raucous idle. With Sport mode selected, the roaring exhaust and auto-blip boxes are pre-ticked to ensure the fullest extent of aural entertainment. It’s worth noting, however, that according to Porsche, no “sound engineering” had to be done with the GT3 – it just happens to sound, in a word, fantastic… Then again, there are continuously adjustable flaps in the exhaust system, which probably provide “additional nuances” to the soulful mechanical soundtrack.

The engine is pretty much the same as the unit used in the 911 GT3 R racing cars and features half a dozen individual throttle valves. A new lightweight stainless steel exhaust system saves 10 kg compared with the exhaust fitted to the GT3’s predecessor.

The smooth and the rough

As I edge out of the parking area, I’m relieved when I recall mention of the new auto-nose lift function – this system kicks in at lower speeds when the car recognises potential speed humps and comparable obstacles. It works a treat and allows me to concentrate on getting used to the clutch modulation – the leftmost pedal takes quite high, as a matter of fact.

There’s more to get used to when driving on “normal” roads. The car’s suspension is very stiffly-sprung… it’s so unyielding, in fact, that it reminds me of the ride qualities of older-generation 911 RS models. Suffice to say the GT3 doesn’t really like traversing patchy road surfaces, quick camber changes and bumpy sections. Porsche says the front axle’s spring rates are double as stiff as before and, when you’re travelling quickly over bumps, any movement of your hands on the ‘wheel is translated into action, which can make the car feel quite “darty” and intimidating. Within the first 10 km, I tell my co-driver that this GT3 feels closer to an RS than ever before. That’s not a criticism, just an indication of what Porsche’s goals were when it developed this car. I can only imagine how hardcore the new RS will be…

Finally, in a section of road with no traffic and a good surface, I plant my right foot. The flat-6 howls into action, the intensity (and loudness) building towards that 9 000rpm redline. Just before the needle touches the 9, I grab 2nd – the ‘box has a lovely short-throw, and solid, precise action – and the razzmatazz starts again. Gosh, I can’t recall the last time I drove a car that sounded this good and loud!

New front suspension

This is also one of those cars that gets better the more you wring its neck. It likes to be hustled. The steering is quite simply the most lively, most direct and most engaging setup I’ve experienced in a modern-day sports- or supercar. The only car I can recall that offered similar levels of steering “interactivity” was the McLaren 720S. For a rear-engined, rear-wheel-drive car to turn in with such alacrity and precision as the 911 GT3 is quite an engineering feat. No surprise, then, that the front axle is probably the single biggest difference between the 992-generation GT3 and its predecessors…

For the first time, the GT3 uses a double-wishbone front suspension set-up inspired by similar systems used in the marque’s motorsport cars. According to Porsche, the new configuration offers higher camber stiffness under high compression conditions and provides more constant support for particularly the outside wheel during hard cornering. Furthermore, the double-wishbone front axle eliminates the disturbance from lateral forces on the shock absorbers during cornering.

As we continue our blast on a particularly lovely piece of road (with some really challenging bends), the traction and grip provided by the chassis are particularly evident. At the rear, there is a multi-link axle with additional ball joints (providing a more precise connection to the body) that further contribute to the feeling of “directness”. It’s worth noting, as well, that both the front and the rear axle’s camber and anti-roll bar stiffness levels can be adjusted to find the ideal set-up for serious track work. Helper springs are fitted to ensure the GT3 stays in touch with terra firma, even when it’s bounding over crests.

To be honest, the full range of the GT3’s handling abilities would be best explored on a race track, because those limits are exceptionally high. During our (admittedly enthusiastic) drive, it was clear, however, that the GT3 possesses incredible grip and the lack of body roll or pitching are massively confidence-inspiring.

Big aero and weight-saving gains

Porsche says that even in standard trim, the new GT3 has 50% more downforce than its predecessor and, if you make full use of all the various adjustable bits of aero (front diffuser, rear wing), downforce can be up to 150% higher than before. That’s astonishing. You can approach corners with vast speed, scrub off some pace with the help of the enlarged brakes (408mm front discs as standard), precisely place the car in a corner, and start leaning on the throttle very early (there’s so much traction!) Our test unit was further equipped with carbon-ceramic brakes, which might be worth considering if you’re going to be using your car at the track quite often. The GT3 runs mixed rubber, with 255/35 ZR20s at the front, and 315/30 ZR21s at the rear. Both the front and rear tyres are 10mm wider than before.

The GT3 has also been lightened in several areas. According to Porsche, even one unnecessary kilogram is one too many. Therefore, the GT3 has lightweight glass and even a special LiFePO4 starter battery. Also aiding in weight reduction is the use of CFRP (carbon-fibre reinforced plastic) for the bonnet, rear wing and spoiler. As an option, the roof can also be replaced with a CFRP unit.

Manual or PDK?

And what, ultimately, of that manual ‘box? Well, it’s a 6-speed gearbox and not that odd Porsche 7-speeder, because the company wanted to save weight. I’d say that if you’re going to be using your 911 GT3 mainly for the track, then the manual could be a good (certainly exciting) choice – the engagement levels are just off the charts. But it does contribute to making cruising a bit of a chore. A seventh gear would definitely have helped to make the cabin a calmer place when you’re not driving in a manner that your life depends on it.

Besides, the 7-speed PDK is a wonderful thing too; it delivers crisp, clean shifts at the flick of a paddle (I just wish the paddles felt a bit more “substantial”). And then, when you’re not blasting up a mountain pass and you are just cruising back home, it facilitates a far more relaxing experience than the manual…

Porsche 911 GT3 Pricing

All versions of the 992-generation Porsche GT3 have the same price (R3 109 000, as of 1 March 2022), irrespective of whether you choose the 6-speed manual or the 7-speed automatic (PDK). In fact, even the Touring variant (also offered in manual and PDK), which only loses some of the extreme aerodynamic addenda, is offered at the same price.

Summary

If you’ve read this far, then you probably know what I’m going to say – JUST BUY IT! Seriously, however, if pure driving thrills are what you’re after, then the new 911 GT3 simply has to be on your radar. And here’s the thing about GT3s… they’re built tough. You can drive these cars as they are meant to be driven and, provided you follow the maintenance procedures, they almost never go wrong. They’re not temperamental, provide the same (or even heightened) thrills as exotics that cost much more and, when the time comes, you’re unlikely to struggle to find a buyer for it, so residuals are likely to be strong.

With the 992-generation GT3, Porsche has dialled the rawness, the loudness, the sheer exhilaration factors up to ten. In fact, for those GT3 customers who liked the “duality” of previous generations of the derivative, the new car might come as something of a shock. It’s much more of an “RS experience” than ever before.

Given the direction in which the automotive world is moving, raw and emotional cars such as the 911 GT3 are going to become increasingly scarce and coveted. Porsche has ensured that the GT3 version of its (992) 911 will be remembered. It won’t be the last GT3, but this feels like a statement car, a high-water mark for driver engagement that Porsche itself might never match again. It’s a magnificent machine.

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