A Brief History of Porsche 911 GT3:
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- Porsche 996 911 GT3 — the Dawn of the Perfect Driver’s Car (Part 1)
- Porsche 997 911 GT3 — a Race Car for the Road, Perfected (Part 2)
- Porsche 991 911 GT3 — Bridging the Gap Between Motorsport and Road Driving (Part 3)
- Porsche 992 911 GT3 – The Purest 911 Yet (Part 4)
Porsche’s 911 GT3 lineup of hardcore racing-spec sports cars is one of the most sought-after models among enthusiasts today. However, this wasn’t always the case. Throughout this four-part series dedicated to the legendary Porsche Gran Turismo sports car, we’ll discuss everything there is to know about the 911 GT3, starting way back in 1999 when Porsche used the “GT3” moniker for the first time.
The 996 is not only unique for being the first 911 to have a GT3 variant but also revolutionized the 911, changing a handful of fundamental things that, up until that point, defined the model. Some might even argue the GT3 nameplate saved the company and kept it afloat through some of the most harrowing economic crises.
But I digress.
Let’s focus on where it all started for the time being; the 996 generation GT3 that paved the way for great things to come.
Background
The late 90s were a critical time for the 911 and even for Porsche as a company. Economic threats were looming as emission regulations were increasingly stricter globally. At the end of the 993 product cycle, Porsche had to make an extremely tough decision: keep up with the familiar air-cooled engine setup or develop a more modern water-cooled power unit.
Choosing wasn’t that simple since most Porsche purists and loyalists of the brand saw the air cooling system as a defining characteristic. Indeed, it contributed immensely to the vehicle’s character, and replacing it could’ve been considered as blasphemous. If you still don’t get how big of a deal this was, let’s say it can be regarded as the modern equivalent of Lamborghini opting for a fully-electric powertrain instead of its usual fire-breathing V12 engine.
Nonetheless, since there wasn’t much room left for improvement in the old engine, Porsche had to reluctantly settle for a water-cooled unit for the 996 series. As expected, this decision upset scores of enthusiasts worldwide; still, Porsche was struggling to survive as a company, and the bitter truth is, if it hadn’t made the move then, the 996 could have very well been the last 911 to ever come out of Zuffenhausen.
Porsche 996 911 GT3
Porsche launched the 996 model range in 1998 with a few run-of-the-mill Carrera variants, while the mighty GT3 wasn’t available until a year later. The new name aside, this wasn’t the first time Porsche had developed a lightweight racecar-for-the-road version of a regular 911 for driving enthusiasts. Even the 993 saw a similar variant with a different name, though the racing philosophy was the same.
In addition to the significant engine cooling change, the 996 brought the 911 more in tune with modern cars. It also came with a brand-new chassis architecture, distinct from all previous 911s.
996.1 GT3
The first-ever 911 GT3 came with a naturally aspirated version of Porsche’s power unit in its famous GT1 racecar. The 3.6-liter water-cooled flat-six engine had an integrated dry-sump lubrication system and, of course, instead of a belt-driven fan, the engine kept cool by pumping water through the radiator into the cylinder banks using individual water jackets. The new engine was hard to beat, especially after looking at its many achievements, including a win at Le Mans in 1998 in its turbocharged avatar.
High-Revving Masterpiece
The new engine was famously called the “Mezger” by racing enthusiasts after the legendary power unit genius Hans Mezger. The 11.7:1 compression ratio resulted in a high-revving punchy flat-six engine producing 355 hp at 7,400 rpm and 284 lb-ft of torque at 5,000 rpm. Power went the rear wheels via a six-speed manual transmission borrowed from the infamous 993 GT2.
Thanks to lightweight titanium connecting rods, the engine had an astonishingly high 7,500-rpm redline. Furthermore, an equally light flywheel meant you could reach the redline in the blink of an eye. These modifications over the standard Carrera 996 made the GT3 much more fun to drive and responsive.
No need to say that what it lacked in character because of the shift to a water-cooled system, the 996 GT3 more than made up for in performance.
Improved Handling
But naturally, all the power in the world is useless if you can’t figure out a way to put it on the road. As you would expect, Porsche had thought about this; the GT3 came with a completely reworked suspension, front and back. The long list of modifications included adjustable anti-roll bars, adjustable dampers, and firmer springs on all fours. To ensure the joints could handle the extra forces, the boffins in Stuttgart even strengthened the wheel bearings. Also, the GT3 sat lower to the ground by around 30 mm compared to regular 996s. As a result, the GT3 was much more agile in corners, despite being marginally heavier.
Stopping power came courtesy of four-pot brake calipers milled out of one single aluminum block. Even the softest press of the brake pedal and these calipers would grab onto the 13” cross-drilled ventilated discs for dear life and help you lose momentum quickly.
Long story short, the 996 911 GT3 was nothing short of transcendent, and it’s a shame Porsche didn’t sell it in the US. But don’t be disheartened; you can still find one if you look hard enough — it will cost you, though.
996.2 GT3
2002 MY onwards, Porsche updated the entire 996 lineup, making way for the 2004 GT3. And unlike the previous Gran Turismo model, this one was officially available in the United States. Yay!
Even More Power
The new car received many updates inside and out, but the most prominent were the aesthetic changes. It used the same 3.6-liter race-derived boxer engine, now tweaked to produce an extra 26 hp, for a total of 381 hp. However, Porsche was conservative with its power figures at the time, and several independent dyno runs found the power output to be slightly above the 400 hp mark.
The suspension hardware was pretty much unchanged with lower wishbones and McPherson struts for the front axle and multilink parallel wishbones at the rear. The Gen2 GT3 improved the already stellar driving experience as the altered engine mapping meant more mid-range torque.
Enhanced Braking System
The braking system is another aspect where Porsche didn’t hold back; the front was now equipped with larger front rotors and six-piston calipers, while the rear had four-pot units. Still, the most significant upgrade was the optional carbon-ceramic brake discs, improving braking performance and significantly reducing fade. These new brakes played a substantial role in dramatically improving lap times compared to Gen1 GT3s.
Gen2 GT3s were sold in the US for around $100,000 when new. However, you’d be hard-pressed to find one today for anywhere near that figure; during the last few months, demand for classic Porsches has grown increased dramatically. These days, a well-kept 996.2 GT3 with 5,000-10,000 miles on the clock will cost you close to $200,000.
996 GT3 RS — the Racecar for the Road
Before the Gen2 GT3 came along in 2004, Porsche also launched a radical new GT3 RS variant in 2003. The “RS” moniker stood for Rennsport, or “Racing” in English. The GT3 RS came with an identical powertrain setup to the Gen2 model but went to crazy lengths to shave every possible ounce from the car to make it feel at home on a race track. From lightweight plexiglass windows to specific carbon fiber components, including the hood and enormous rear wing, Porsche was able to shave off 20 kg (44 lbs) from the standard GT3 trim — not bad, right?
Porsche also made elaborate efforts to improve the car’s suspension setup for a better track experience. The RS got stiffer mounting points and adjustable front & rear control arms. It also sat 0.1″ (3 mm) lower than the already pretty-low GT3 and had ceramic brakes fitted as standard. On the other hand, the GT3 RS also had no traction control whatsoever, making the driving experience quite unforgiving — it’s fast but definitely not for amateurs.
Unfortunately, over the two years it was produced, Porsche only sold 682 units worldwide, and none of them were delivered to the US. So, be prepared to spend well over $200,000 if you are looking for a low-mileage model.
What to Look Out for When Buying a 996 911 GT3
Despite featuring an early water-cooled engine, type-996 GT3s are pretty bulletproof when it comes to reliability. You would have to be pretty unlucky for a 996 GT3 to leave you with a massive repair bill.
In any case, make sure to look for a clean example with a service history. Look for any known engine damage, and just to be safe, get a certified mechanic to have a look first. When planning on buying a high-mileage car with significant track time, watch out for wear on consumables like brake pads, discs, tires, and related equipment. Finally, once you buy it, look after the car properly. These are not your regular run-of-the-mill cars and should be considered as nothing short of collectibles — if you are lucky enough to have one, make sure to give it the dedication it deserves.
Last Words
What started as a homologation exercise to satisfy the FIA’s requirements and participate in the GT3 Cup series quickly turned into one of Porsche’s most coveted products to date. The 996 GT3 was the start of a glorious lineup to come, each better in every way than the one before.
Old school Porsche purists may not consider it as a “real 911,” but even today, the 996 911 GT3 remains in demand all across the globe as newer track-oriented sports cars become more expensive and stringent emission regulations make them lose some of their original shine. Its growing popularity is made quite evident by the booming prices, so if you have got your eye on one, consider this article a sign!
Gallery: Porsche 996 911 GT3
