911 Porsche 2022 Review: GT3 Track Tests

Just when you think the sun is setting behind an internal combustion engine, Porsche delivers one of the best cars ever made. Not only that, it's naturally aspirated, revs to the stratosphere, can be mated to a six-speed manual transmission, and sits in the back of the latest and greatest seventh-generation version of the legendary 911 GT3.

Connect this Taycan to the back of the garage, this race car is now in the spotlight. And after an intense introduction, courtesy of a one-day session at Sydney Motorsport Park, it's clear that the petrol heads at Zuffenhausen are still in the game.

Porsche 911 2022: GT3 Touring Package
Safety Rating
engine's type	3.0L
fuel type	Premium unleaded gasoline
Fuel efficiency	—L / 100km
Landing	4 Places
Price from	$369,700

Is there anything interesting about its design? 9/10

You won't mistake the new GT3 for anything other than a Porsche 911, its iconic profile retaining key elements of Porsche's original 1964 Butzi.

But this time around, the aerodynamic engineers and Porsche Motorsport department are fine-tuning the car's shape, balancing overall efficiency and maximum downforce.

The most noticeable change to the exterior of the car is the large rear wing, suspended from the top by a pair of swan-neck mounts rather than the more traditional mounting brackets underneath.

You won't mistake the new GT3 for anything other than a Porsche 911.

An approach borrowed straight from the 911 RSR and GT3 Cup race cars, the goal is to smooth out airflow under the wing to counteract lift and maximize downward pressure.

Porsche says the final design is the result of 700 simulations and more than 160 hours in the Weissach wind tunnel, with the fender and front splitter adjustable in four positions.

Combined with a wing, sculpted underbody and a serious rear diffuser, this car is said to generate 50% more downforce than its predecessor at 200 km/h. Raise the angle of the wing to maximum attack for the pattern and this number rises to over 150 percent.

Overall, the 1.3 GT1.85 is less than 911m high and 3m wide, with forged center-lock alloy wheels (20" front and 21" rear) shod in heavy-duty Michelin Pilot Sport Cup 2 tires (255/35 fr / 315/30 rr) and double air intake nostrils in the carbon bonnet further enhance the competitive atmosphere.

This car is said to have 50% more downforce than its predecessor at 200 km/h.

Out back, like the monster wing, there's a smaller spoiler built into the rear and black-trimmed twin tailpipes exiting at the top of the diffuser without fuss. 

Similarly, the interior is instantly recognizable as a 911, complete with a low-profile five-dial instrument cluster. The central tachometer is analog with 7.0-inch digital screens on both sides, capable of switching between multiple media and vehicle-related readings.

Reinforced leather and Race-Tex seats look as good as they look, while dark anodized metal trim enhances the sense of freedom. The quality and attention to detail throughout the cabin is impeccable.

The interior of the 911 is easily recognizable.

Does it represent good value for money? What functions does it have? 8/10

Any car is more than the sum of its parts. Add up the cost of materials and you won't get anything close to the sticker price. Design, development, manufacturing, distribution and a million other things help get a car to your driveway.

And the 911 GT3 dials in some of those less tangible factors to the point that at $369,700 before road costs (manual or dual clutch), that's more than a 50 percent price increase over "entry level". 911 Carrera ($241,300).

One hot lap is enough to report a difference, although you won't find a "Stunning Drive" flag on the order sheet.

This is part of the fundamental design of the car, but to achieve this additional dynamism requires additional time and special knowledge.   

The 911 GT3 is a more than 50 per cent step up in price from the ‘entry-level’ 911 Carrera.

So, there’s that. But what about the standard features you might expect in a sports car nudging up towards $400K, and playing in the same sand pit as the Aston Martin DB11 V8 ($382,495), Lamborghini Huracan Evo ($384,187), McLaren 570S ($395,000), and Mercedes-AMG GT R ($373,277).

To help cool you off after (even during) a crazy day of racing, there's dual-zone climate control as well as cruise control, multiple digital displays (7.0-inch instrument x 2 and 10.9-inch multimedia), LED headlights, DRLs, and a tail. -headlights, power sports seats (manually adjustable forward and backward) in leather and Race-Tex (synthetic suede) combination trim with blue contrast stitching, Race-Tex steering wheel, satellite navigation, forged alloy wheels, automatic rain- touchscreen wipers, an eight-speaker audio system with digital radio, and Apple CarPlay (wireless) and Android Auto (wired) connectivity.

Porsche Australia has also collaborated with the factory’s Exclusive Manufaktur customisation department to create a 911 GT3 ‘70 Years Porsche Australia Edition’ exclusive to the Aussie market and limited to 25 examples.

And like the previous (991) generation 911 GT3, a relatively understated version of the Touring without spoilers is available. Detailed information about both machines here.

The 911 GT3 '70 Years Porsche Australia Edition' is exclusive to the Australian market and is limited to 25 units. (Image: James Cleary)

What are the main characteristics of the engine and transmission? 10/10

One of the unfortunate things about the 911-year evolution of the Porsche 57 is the gradual disappearance of the engine. Not literally... just visually. Forget opening the engine cover of the new GT3 and watching your friends' jaws drop. There is nothing to see here. 

In fact, Porsche has placed a large "4.0" lettering on the rear, where the engine no doubt lives, as a reminder of its existence. But the power plant hidden there is a gem worthy of an illuminated shop window.

Based on the powertrain of the 911 GT3 R race car, it is a 4.0-litre, all-alloy, naturally aspirated, horizontally opposed six-cylinder engine producing 375 kW at 8400 rpm and 470 Nm at 6100 rpm. 

It features high-pressure direct injection, VarioCam valve timing (intake and exhaust) and rigid rocker arms to help it hit 9000 rpm. A racing car using the same valve train accelerates to 9500 rpm!

Porsche has placed a large "4.0" lettering on the rear, where the engine no doubt lives, as a reminder of its existence.

Porsche uses interchangeable shims to set the valve clearance at the factory, solid rocker arms in place to handle high rpm pressure while eliminating the need for hydraulic clearance compensation.

Separate throttle valves for each cylinder are located at the end of the variable resonance intake system, optimizing airflow throughout the entire rpm range. And dry sump lubrication not only minimizes oil spillage, it also makes it easier to mount the engine lower. 

The cylinder bores are plasma-coated, and the forged pistons are pushed in and out by titanium connecting rods. Serious things.

Drive goes to the rear wheels via either a six-speed manual gearbox, or a seven-speed version of Porsche’s own ‘PDK’ dual-clutch auto transmission, and an electronically-controlled limited slip differential. The GT3 manual works in parallel with a mechanical LSD.

How practical is the interior space? 7/10

The 911 has traditionally kept a tricky trump card up its sleeve in the form of a pair of compact rear seats for a classic 2+2 configuration. Surprisingly comfortable for short trips of three or four, and just right for the kids.

But that goes out the window in the two-seat only GT3. In fact, tick the (no-cost) Clubsport option box and a roll bar is bolted into the back (you also pick up a six-point harness for the driver, a hand-held fire extinguisher and a battery disconnect switch).

So to be honest, this is not a car bought with an eye on everyday livability, but there is a storage box/armrest between the seats, a cup holder on the center console, and another one on the passenger side (make sure that cappuccino has a lid!) , narrow pockets in the doors and a fairly roomy glove box.

This is not a car bought with daily life in mind.

Formal luggage space is limited to the front trunk (or "trunk"), which has a volume of 132 liters (VDA). Enough for a couple of medium soft bags. But even with the roll bar installed, there's plenty of extra room behind the seats. Just make sure you find a way to bind these things.  

Connectivity and power runs to a 12-volt power socket, and two USB-C inputs, but don’t bother looking for a spare wheel of any description, a repair/inflator kit is your only option. Porsche’s weight-saving boffins wouldn’t have it any other way.

Будьте в курсе carsweekly guide newsletter

How much fuel does it consume? 7/10

Porsche's official fuel consumption figures for the 911 GT3 according to ADR 81/02 are 13.7 l/100 km urban and extra-urban for the manual transmission and 12.6 l/100 km for the dual clutch version.

In the same cycle, the 4.0-litre six-cylinder engine emits 312 g/km CO02 when combined with a manual transmission and 288 g/km when combined with an automatic transmission.

It's hardly fair to judge a car's overall fuel economy based on a clean circuit session, so let's just say if the 64-litre tank is filled to the brim (with 98 octane premium unleaded petrol) and the stop/start system is engaged, these economy figures are converted to a range of 467 km (manual) and 500 km (PDK). 

What safety equipment is installed? What is the safety rating? 7/10

Considering its dynamic capabilities, the 911 GT3 is like one big active safety device, its sharp reactions and on-board performance reserves constantly helping to avoid collisions.

However, there are only modest driver assistance technologies. Yes, the usual suspects like ABS and stability and traction control are present. There's also tire pressure monitoring and a reversing camera, but no AEB, which means cruise control isn't active either. No blind spot monitoring or rear cross traffic alerts. 

If you can't live without these systems, the 911 Turbo might be for you. This car is aimed at speed and precision.

If a strike is unavoidable, there are six airbags to help minimize injury: dual front, dual side (chest), and side curtain. The 911 has not been rated by ANCAP or Euro NCAP. 

Warranty and safety rating

Basic Warranty

3 years / unlimited mileage


guarantee

ANCAP Safety Rating

How much does it cost to own? What kind of guarantee is provided? 8/10

The 911 GT3 is covered by a three-year unlimited mileage Porsche warranty, with paint over the same period, and a 12-year (unlimited mileage) anti-corrosion warranty.

Falling behind the mainstream but on par with high performance players like Ferrari and Lamborghini though the Merc-AMG is five years/unlimited mileage. Coverage duration may be affected by the number of flights a 911 can travel over time.

The 911 GT3 is covered by a three-year Porsche unlimited mileage warranty.

Porsche Roadside Assist is available 24/7/365 for the duration of the warranty, and after the warranty period is extended by 12 months each time the car is serviced by an authorized Porsche dealer.

The main service interval is 12 months/20,000km. No capped-price servicing is available, with final costs determined at the dealer level (in line with variable labour rates by state/territory).

What is it like to drive? 10/10

Turn 18 at Sydney Motorsport Park is a tight turn. The final turn into the start-finish straight is a fast left turn with a late apex and tricky camber changes along the way.

Typically, in a road car, it's a mid-corner waiting game as you stay pretty power neutral before finally clipping the apex and applying the throttle, opening up the steering to prepare for descent past the potholes.

But everything has changed in this GT3. For the first time, it features a double-wishbone front suspension (taken from the mid-engined racing 911 RSR) and a multi-link rear suspension carried over from the last GT3. And this is a revelation. The stability, precision and crisp front end grip are phenomenal.

Hit the gas pedal harder than you think long before the T18 apex and the car just holds its course and rushes to the other side. 

Our track test session was in the dual-clutch version of the GT3 which features an electronically-controlled LSD, rather than the manual’s mechanical unit, and it does a phenomenal job.

The stability, accuracy and sheer grip on the front end is phenomenal.

Add in the ludicrously grippy, yet utterly forgiving Michelin Pilot Sport Cup 2 tyres and you have a sensational combination.

Of course, the 911 Turbo S is faster in the straight, reaching 2.7 km/h in 0 seconds, while the GT100 PDK requires a lazy 3 seconds. But this what is a precision tool with which you can cut through the race track.

As one of the hand racers who helped guide the day put it, “It’s the equivalent of a five-year-old Porsche Cup car.”  

And the GT3 is light at 1435kg (1418kg manual). Carbon Fibre Reinforced Plastic (CFRP)  is used to construct the front boot lid, rear wing and spoiler. You can have a carbon roof, too, for an extra $7470.

The stainless steel exhaust system weighs 10kg less than the stock system, all windows are lightweight glass, the battery is smaller, key suspension components are alloy, and alloy forged discs and brake calipers reduce unsprung weight.

Add in the ludicrously grippy, yet utterly forgiving Michelin Pilot Sport Cup 2 tyres and you have a sensational combination.

This effortless maneuverability and tight cornering is further enhanced by the four-wheel steering. At speeds up to 50 km/h, the rear wheels turn in the opposite direction to the front wheels by a maximum of 2.0 degrees. This is equivalent to shortening the wheelbase by 6.0mm, reducing the turning circle and making parking easier.

At speeds above 80 km/h, the rear wheels turn in unison with the front wheels, again up to 2.0 degrees. This is equivalent to a virtual wheelbase extension of 6.0 mm, which improves cornering stability. 

Porsche says the new GT3's standard Porsche Active Suspension Management (PASM) suspension system has "greater bandwidth" between soft and hard responses, as well as quicker response in this application. Although it was a track-only test, switching from Normal to Sport and then to Track was brilliant.

Those three settings, accessed by a simple knob on the steering wheel, will also tweak the ESC calibration, throttle response, PDK shift logic, exhaust, and steering.

Then there is the engine. It may not have the turbo punch that its rivals have, but this 4.0-liter unit delivers copious amounts of crisp, linear power from the stepper motor, hitting its 9000 rpm ceiling quickly, with F1-style "Shift Assistant" lights. their approval flashes in the tachometer.

The stainless steel exhaust weighs 10 kg less than the standard system.

The manic induction noise, and rasping exhaust note that so rapidly builds to a full-blooded scream are pretty much ICE perfection.   

The electromechanical power steering perfectly conveys everything the front wheels are doing with the right weight in the wheel.

That’s a big advantage of two wheels at the rear doing the driving, leaving two at the front just for steering. The car is beautifully balanced and steady, even when upset by clumsy braking or overly enthusiastic steering inputs. 

The seats are race car-safe yet comfortable, and the Race-Tex-trimmed handlebars are just about perfect.

Standard braking is ventilated steel rotors all around (408mm front/380mm rear) clamped by aluminum monobloc fixed calipers (six-piston front/four-piston rear).

The GT3 track screen reduces the displayed data to track information only.

Acceleration/deceleration in a straight line was one of the warm-up exercises during the test, and standing on the brake pedal to slow the car down from warp speed was (literally) surprising.

Later, lap after lap around the track, they lost neither strength nor progress. Porsche will put a carbon-ceramic setup on your GT3, but I would save the required $19,290 and spend it on tires and tolls.

And if you don't have enough support team to keep you informed from the pit wall, don't be afraid. The GT3 track screen reduces the displayed data to track information only. Parameters such as fuel level, oil temperature, oil pressure, coolant temperature and tire pressure (with variations for cold and hot tires). 

Driving the 911 GT3 around the track is an unforgettable experience. Let's just say that when I was told that the session would end at 4:00, I hopefully asked if it was morning. Another 12 hours of driving? Yes please.

At speeds above 80 km/h, the rear wheels turn in unison with the front wheels, again up to 2.0 degrees.

Verdict

The new 911 GT3 is the quintessential Porsche, built by people who know what they're doing. Equipped with a legendary engine, a brilliant chassis and fitted with finely tuned professional suspension, steering and brake hardware. It is excellent.

Note: CarsGuide attended this event as a catering manufacturer's guest.