Porsche’s 992 GT3 Is Delivered Track-Ready

The GT3 is the closest thing Porsche makes to a racecar while remaining road-legal. It’s a no-frills version of the tamer 911 models such as the Carrera or Turbo. The GT3 emphasizes weight reduction, aerodynamics, tight handling; anything to make it faster around a track. The latest generation of 911, the 992, clocks an official lap time of 6:49.3 around Nürburgring Nordschleife, an impressive 24-second improvement over the previous generation of 911 GT3.

The 992 GT3 was introduced in 2021 and remains in production as of 2023. If trends continue, there will be a mid-model update, dubbed ‘992.2’, as seen in previous generations. There are a number of GT3 models besides the “base”, for example, the Touring and RS. Configurations and possibilities begin to compound when looking at the range of options and special editions for each model. Understandably, GT3 buyers may find themselves a little overwhelmed when researching prospective vehicles.

Here, we’ll take a look at the most important options to consider when buying a GT3 and hopefully make the topic a little less nebulous. First, a look at one thing that remains fairly consistent, the engine…

Quintessential Porsche Power

The GT3’s powertrain is about as ‘Porsche’ as it gets: a 4.0-liter naturally aspirated 6-cylinder, boxer of course. The flat engine produces 503 hp at 8,400 rpm and redlines at 9000 rpm – impressive revs for such a high displacement motor. Independent dyno testing has revealed it makes 200 hp (+/- 15) at only 4000 rpm. These are the kind of stats that get motorsports engineers like Gordon Murray excited, ‘40% of peak hp at only 4000 rpm’. And there is a good reason to get excited: the implication is that the 4.0L has a wide powerband that is able to pull the vehicle out of tight corners – fewer shifts required.

A normally aspirated engine fits the ethos of the vehicle. The onset of power is constant. Modulation of the accelerator results in predictable output. ITBs add to the experience with snappy throttle response and an unmatched induction sound. Let’s face it, none of these are staples of a turbocharged engine, which is why the NA 4.0L seems to be a perfect fit. Working in tandem with the redesigned suspension, the engine should produce an experience that caters to both novice and advanced drivers alike.

7-speed PDK or 6-speed Manual? The First Major Decision

For those less acquainted with the latest tech, the PDK is Porsche’s dual clutch transmission (DCT).  Porsche has been developing it in-house since the 1980s. This type of gearbox was first implemented in motorsport, and now with the kinks worked out, applied to road-going vehicles. Think of a normal paddle-shifted DTC from an OE, such as Getrag or ZF, but with racing pedigree.
The PDK for the GT3 is a 7-speed, rather than 8-speed. The removal of a gear results in a lighter gearbox, although still overall heavier than the manual.

Prospect GT3 owners arrive at a crossroad when choosing between a 7-speed PDK and a 6-speed manual-equipped vehicle. The choice of transmission will rule out certain models as only the GT3 Base and Touring have the option for either. Considerations need to be made on how the vehicle will be used.

The Reason to go with a PDK, or any modern DCT for that matter, is performance and drivability. From a dig, the PDK-equipped GT3 goes from 0-60 MPH in 3.4 seconds, compared to the 3.9 seconds seen in the manual. So, it’s undeniably faster, but many users also enjoy the drivability.

Yes, the PDK is faster, off the line; but 911’s aren’t built for drag racing. Are they? How much of a difference does it make when using them the way they are meant to be used– around a circuit. As mentioned, the GT3’s 4.0L has a broad powerband. With this in mind, think about your local track. How often will you have to change gears? Unless you are driving ‘Circuit de la Sarthe’, you will likely be in 3rd or 4th most of the time, maybe dipping into 2nd or advancing to 5th once per lap. Most don’t consider it, but a 6-speed may not hurt your lap times.

The Porsche 992 GT3 RS is only offered with a PDK. Only the GT3 and Touring have the option of manual or PDK. Because the 992 is currently in production, exact build numbers are yet to be released. Looking at North American production stats of the 991.2 GT3, we can gain some insight. When the option was presented, manual vs PDK was split about 55/45 in favor of manual. Considering the RS is only available w/ PDK and uptake of the 6-speed is generally lower in regions outside North America, 992 GT3s with a manual could be quite the minority; they are speculated to be found in as low as 25-35 percent of all vehicles produced.

With lower production, 6-speed 992s could become an interesting prospect for another crowd, the collector. Will it be a relic like the 993 GT2? Only time will tell.

Porsche’s masterclass in vehicular dynamics

A 500+ horsepower normally aspirated engine is great, but predictable for a car like this. The PDK gearbox is impressive, but not leaps and bounds ahead of other DCT transmissions. The area where Porsche is truly a step ahead of their competition is in handling. The engineers at Porsche took everything they had learned from developing LMP2 and GT Sport chassis and poured it into a road-legal vehicle.

Innovations in chassis designed scaled with the capabilities of computer simulations – using the virtual world for R&D takes much less resources than building and testing each iteration of a monocoque. However, it’s only intuitive to think that breakthroughs in unibody design would taper over the years. How much more improvement can be made in chassis design from generation to generation? Is there any improvement left to be made? Well, using the 991 vs 992 as a case study, the answer is: ‘a lot’.

The 991’s unibody only saw an 11 percent weight savings over that of the 997. In comparison, the 992’s body is nearly 25 percent lighter than the 991’s. Weight saving has been found by replacing steel with aluminum or altogether eliminating redundant material from the design. Compared with the 991’s chassis, mild steel has been reduced by 37 percent. This doesn’t come at the cost of rigidity, or moreover safety. In fact, the design has better torsional stiffness than previous generations. High strength steel is applied to areas where it matters most, making the unibody stiff under high g-force cornering, but also safe in the event of an accident.

A first of its kind can be found in the 992’s front suspension – Porsche decided to go with a double wishbone over the typical McPherson strut. Previously, only 911 racecars used this type of setup. Porsche affirmed that this change will give the tires a better, more consistent contact patch through corners, making the vehicle feel gentler and more predictable. Enthusiasts have indicated that this change might only be felt by the most experienced drivers. Still, it is reassuring to know you own a machine with a high skill ceiling, capable of being grown into.

Deceleration is half the battle in setting fast lap times. Front brake rotors see a modest size increase from previous to current generation: 390mm to 408mm, the rear remains 380mm. Keep in mind larger rotors mean more sprung weight, something Porsche looks to mitigate. 408/380mm are hefty rotors as is, to optimize brake performance, efforts were put into brake cooling. Two channels promote constant airflow to the front brakes, one of which applies air to the caliper while the other targets the friction surface of the rotor.

For those seeking the best of the best, an option for Porsche Ceramic Composite Brake (PCCB) is available. This doesn’t just change the rotor material from steel to ceramic, as the name implies. Rather it’s a holistic brake upgrade package using different calipers, pads and hardware.

The rotors are around 50 percent lighter than their steel counterparts, despite being ever so slightly larger. In addition, carbon ceramic material is less susceptible to brake fade during the rigors of track driving. But it comes at a price. An $8.5K price tag makes the PCCB option the single most costly, minus Paint to Sample options (more on this shortly).

How does the presence of PCCB impact resell? It should only add value, but the amount depends on the condition of the rotors. Replacement rotors cost around $15K… per axle. PCCBs can’t be replaced with OEM steel rotors because of the aforementioned difference.

A rational mind might think that a used GT3 needing new ceramic rotors would subtract from the value. However, aftermarket steel options are now available as a bolt-on replacement at a fraction of the cost – all while retaining the rest of the PCCB system.

Any color the customer wants…

… “As long as it is black”, are the famous words of Henry Ford. One hundred years later Porsche is making them a reality… the ‘any color’ part, that is. The Paint to Sample program allows buyers of a new vehicle to select any feasible color they can think of. Of course, Porsche isn’t a charity. Paint to Sample adds $14,750 while Paint to Sample Plus adds a whopping $37,180. Don’t worry, other choices are cheaper or even free.

There are three of each category of paint option, each with four options; ‘standard’, costing nothing extra; ‘metallic’, costing only $840; and ‘special’, $4,220.
In the used market, the most popular colors, such as Shark Blue, or neutral colors, such as white or GT Silver Metallic, will often demand higher prices. Bold, contemporary colors such as Racing Yellow or Ruby Star Neo (pink) appeal to a smaller audience, and as such result in a lower resale value. The PTS program creates an interesting opportunity for 992s to be delivered in iconic Porsche colors like Irish Green. This is likely the best way to see a return on investment for custom painted cars. Or, if you don’t care about resell, it’s a simple way to have a one-off 911.

GT3 Versions

We have looked at the ‘base’ GT3. There are a few model variants, each with its own flavor. For reference, the normal GT3 starts at $182,000.

Touring

The only difference between the Touring and Base GT3 is aero and appearance. The Touring features an electrically actuated rear wing that is normally tucked away. During spirited driving the wing will deploy to add downforce, helping to keep the vehicle planted. Both Touring and Base have the same MSRP. Performance is virtually identical. Unlike the 991, both are available in PDK or manual. The real difference comes down to aesthetic preferences. Do you like the fixed wing? Or prefer the tucked look?

GT3 RS

Rather than simple aesthetic differences, the RS, compared with the Base/Touring, has a laundry list of changes. Released in 2022, It features changed dynamics that make it look AND perform differently. With this comes a $225,250 price tag. To justify the cost, changes are made to the aerodynamics resulting in 1900 lbs of downforce at 120 mph. Most of this comes from the signature RS dynamic wing. All RS badged cars, regardless of color, proudly display ‘GT3 RS’ side decals that have become a staple of the RS line.

Under the hood, the same 4.0L flat engine is used, but with some tuning to make it produce 518 hp, 15 more than the others. The motor is internally identical, meaning the slight increase in power is likely a marketing exercise. Nevertheless, the RS sees a tangible increase in 0-60 at 3.2 seconds. This model is only available with a 7-speed PDK.
For an additional $33,520 buyers can add the Weissach package to their RS.

This package cuts weight with the use of titanium and carbon fiber in place of steel, aluminum and other composites. Lighter parts in the interior, exterior and engine bay result in a net reduction of 33 pounds, putting the RS more in line with the base GT3 while having active aero. The raw carbon fiber hood is the easiest distinguisher between a Weissach and a non-Weissach-equipped GT3 RS.

GT3 RS Tribute Edition

Finally, coming in at $314,000 is the GT3 RS Tribute Edition. Options available for this model are limited as the exact specs are mostly predetermined by Porsche. The exterior, for example, is wrapped in a black and white livery with green accents. RS Tribute insignia is nested all around the vehicle, showing the attention to detail Porsche put into this special project. Dials on the steering wheel give on-the-fly control to the driver, allowing for suspension adjustment, locking of the differential and traction control.

It is as close as you can get to a racecar while still sporting a license plate, and it looks the part. While 100% road legal, it will definitely grab the police’s attention – or anyone else for that matter!
With only 992 of these being built, could it become the ultimate collector’s piece?