Porsche 991 911 GT3 — Bridging the Gap Between Motorsport and Road Driving (Part 3)

June 11, 2022

Daniel Ivan

Table of Contents

A Brief History of Porsche 911 GT3:

- 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)

With the 991 911 GT3, Porsche delivered one of the hottest and most refined sports cars ever made, more than capable of leaving its predecessors in the dust.

After two generations, the GT3 badge started to have a more vivid meaning, quickly becoming synonymous with straight-up hardcore versions of the regular 911. At least, that’s what we’ve learned so far in the previous episodes of this series discussing the 911 GT3 since its inception.

With the 996 GT3, Porsche had proved that its new water-cooled engine was quite capable of powering a super fun track-oriented sports car, without taking away its true Porsche DNA. The 997 GT3 later came out with more good news thanks to Porsche engineers managing to make this one even faster, more comfortable, and better-looking — which was not an easy task.

And yet, after seven years of blowing people’s minds and demonstrating how the soul of a racing car can be implemented in a road car, Porsche arrived with the 991 911 GT3, an even more radical model, impressive enough to make fans forget all about the previous two iterations.

This is its story.

Background

Porsche 991 911 GT3

If you were to park the 997 and 991 GT3 side by side, many would probably think they look quite similar. However, Porsche nerds would point out several differences, including the fact that the 991 is built on an entirely new platform. Moreover, the 991 GT3 is slightly lower, longer, and wider than its predecessor, and the body, now made almost entirely of aluminum, is also lighter. The RS model also went on a massive diet, adding a bunch of carbon fiber bits inside and out and a magnesium roof.

However, like the 996 and 997 GT3s, the 991 version still pretty much follows the same recipe — a hardcore two-seater, a naturally-aspirated rear engine, a rear-wheel-drive powertrain, and a big wing at the back. Also worth mentioning, there were two generations of the 991 GT3 – the 991.1 and 991.2, with the “.2” representing the facelifted model.

991.1 GT3

Introduced at the Geneva Motor Show 2013, the 991 GT3 was well-anticipated since the launch of the new 991 911 generation. Off the hook, this so-called 991.1 911 GT3 was nothing short of breathtaking. It caught the heart of many sports car enthusiasts (including myself) and automotive journalists as it hit every mark — simple as that.

Replacing the Mezger

Remember that the 997.2 GT3 had a beefier 3.8-liter flat-6 unit? That engine was brilliant enough that Porsche carried it in the 991 Carreras and GT3. However, the beloved Mezger unit was removed from the GT3’s picture and replaced with a 3.8-liter flat-6 with aluminum block and heads and direct fuel injection.

The new heart punches out 475 hp (45 ponies more than the 997.2 GT3) and a solid 324 lb-ft of torque. On top of that, thanks to the titanium connecting rods attached to forged pistons, it now revved to 9,000 RPM, which is basically superbike territory — Porsche and its engine tweaking magic, ladies and gentlemen.

These changes led to performance numbers never seen in any 911 with a GT3 badge before. Indeed, the 0-60 mph sprint now only takes 3.3 seconds and keeps going until 202 mph, good enough to run the quarter-mile in just 11.5 seconds, the fastest time ever recorded in a 911 GT3. It even smoked its predecessors at the Nürburgring Nordschleife, finishing the lap in 7 minutes and 25 seconds – a whole 17 seconds faster than the 997.1 GT3.

Adding PDK to the Mix

When Porsche got rid of the manual transmission in its new GT3, protests were loud and the disappointment was rather obvious. I mean, it’S not that hard to imagine that most enthusiasts wondered how such a track-focused car could not have a manual option. However, eliminating the stick-shift actually allowed Porsche to focus on perfecting its new 7-speed Porsche Doppelkupplung (PDK) double-clutch gearbox — arguably the most suitable transmission choice for the GT3.

Indeed, the PDK shifts seamlessly when cruising in normal mode, acting as a comfortable GT car. However, switch to Sport mode, and it speeds up the gear changes to a blinking fast 0.1 second. Better yet, this mode also turns on an aggressive track-focused algorithm keeping the engine as high in the rev band as possible.

You can, of course, still change those gears yourself via the paddle shifters behind the steering wheel. Doing that, you’ll soon realize the PDK box is designed to make you feel like a pro driver, as it’ll never miss a shift. Let’s be honest, no matter how good of a driver you are, we can safely say there isn’t a hand in the world that could shift as accurately, and as quickly, as this cleverly engineered transmission.

Electric Power Steering + Rear-Axle Steering = Winning Recipe

Now let’s address the elephant in the room: why switching to electric power-assisted steering (EPAS) was, in my opinion, actually a good thing for this new GT3 (and the rest of the 991 911 lineup, I suppose).

First off, although the electronically assisted 991 GT3’s steering does create a different sensation compared to the 997’s, it’s certainly not worse. Moreover, many feared Porsche’s new EPAS would corrupt the feedback received from the front wheels, making it hard to keep an eye on how much grip the tires provide or what kind of surface they are on, and while this is true to some extent, we shall not forget the plus side of the EPAS system.

Indeed, besides being lighter than the 997’s hydraulic, the EPAS gave the GT3 more steering flavors, as the weighting can now be modified. On the road, the steering feels lovely — it’s light and easy, and there’s a lot less tracking felt on cambered roads/potholes. Yet on the track, there’s more weight and feedback than at lower speeds, inspiring greater confidence to bite into those hard corners. Frankly, it’s a significant improvement over the lauded 996 and 997 GT3’s steering.

Moreover, the EPAS also allows the integration of Porsche’s rear-axle steering system derived from the matured 918 hypercar. Essentially, it’s an active rear-wheel steering system significantly improving the 991 GT3’s maneuverability. For instance, below 30 mph, the rear wheels can steer up to 2.8 degrees in the opposite direction of the front wheels so you can make those tighter turns. Meanwhile, over 50 mph, those rear wheels turn up to 1.5 degrees in the same direction as the front wheels, increasing the car’s stability in high-speed corners.

In short, thanks to both the EPAS and rear-axle steering system, Porsche has significantly improved the 991 GT3’s ability to change direction. The car now masters the steering characteristics of a race car and a GT car, which is a fantastic trait to have.

991.1 GT3 RS

Two years after Porsche launched the vanilla 991.1 GT3 model, it was time for its Rennsport sibling to arrive in 2015. The two may look very similar at first glance, but the differences aren’t as subtle as you may think.

A Bigger Heart

Porsche decided the RS version should have a different (bigger) engine from the “regular” GT3. Thus, it went for a 4.0-liter mill producing 500 hp and 338 lb-ft of torque. And although this engine’s maximum rev is 200 RPM short compared to the standard model (now reaching 8800 RPM max), those extra 25 ponies and 14 lb-ft of torque made a world of difference.

In addition, coupling that engine with the same foolproof PDK from the standard GT3 meant vastly improved performance. The 0-60 mph sprint takes a rapid 2.9 seconds, and the quarter-mile is completed in just 11.1 seconds. However, the top speed is slightly lower than the standard GT3 at 193 mph, but that’s because the RS has much more aggressive aerodynamics, creating more drag at high speed. Still, thanks to the larger spoiler and improved suspensions, the GT3 RS lapped the Nürburgring in 7 minutes and 20 seconds, 5 seconds faster than it’s tamer sibling.

The New Race-Car Bits Aren’t Just for Looks

Of course, those numbers wouldn’t be possible without a few upgrades over the standard GT3. For instance, to increase downforce, Porsche fitted the RS with a prominent front splitter, louvered front fenders, and a massive three-way adjustable rear wing. As a result, not only does it look the part, but the 991.1 GT3 RS also actually creates 728 lbs. of downforce at 186 mph.

Supporting those aero bits are fat, sticky Michelin Pilot Sport Cup 2 tires measuring 265/35-20 in front and 325/30-21 at the rear, providing excellent grip and rock-steady stability. Moreover, the RS was made to share a few characteristics with the 911 Turbo models, such as the wider body and air inlets behind the door handles to allow better breathing for the engine.

Intelligent Weight Saving Strategy

Porsche is obsessed with weight savings. Hence, compared to the standard GT3, the first 991 RS model went through a strict diet and lost a good 22 lbs. worth of body panels. Indeed, parts like the trunk lid, front fenders, engine cover, and spoiler were now made of carbon fiber. It even has a magnesium roof measuring just 1 millimeter thick, almost 2.5 lbs. lighter than the aluminum roof in the standard GT3.

Yet despite all that, the GT3 RS isn’t just some stripped-out race car. Sure, the door handle is now a strap rather than the regular aluminum one, and the seats have been switched for super-light carbon-fiber bucket seats carried from the 918 hypercar. Nonetheless, several road-oriented features like air conditioning, sat-nav, and a stereo system are still offered as options. There’s even a glove compartment and deep door pockets – everything you need to make it livable off-the-track.

991.2 GT3

In 2017, Porsche announced a facelifted 991.2. At this point, there was no denying that the 991.1 GT3 was already one of the most desirable sports cars on the planet. Even the sales number of the pre-facelifted 991 GT3 surpassed the 997.1 and 997.2 GT3 combined. So was it even possible to make the 991.2 an even better GT3?

Apparently yes — the refreshed model came with many upgrades, despite looking almost identical on the outside. But frankly, Porsche only made purists happy from here on out, as it carried everything great about the first-gen 911 GT3 and either improved on them or let them be.

Like an RS

Despite the brilliance of the previous 3.8-liter unit in the 991.1 GT3, that engine was suffering from significant reliability issues, costing Porsche a fortune in recalls and warranty extensions. Hence, Porsche’s decision to go for the 4.0-liter flat-6 from the first 991 GT3 RS for this facelifted GT3 model was spot on.

Better yet, the new power unit even received a refresh, including a stiffer crankshaft, a new pump for the lubrication system, a redesigned plastic intake manifold, and a new valvetrain, effectively increasing the rev limit by 200 RPM, and retaining the mesmerizing gear-changing experience at 9,000 RPM.

Thanks to the RS heart transplant, it can’t help but accelerate like one too. As a result, the 0-60 mph sprint now takes only 3.0 seconds, and the top speed goes up to 200 mph. Moreover, due to the newly redesigned rear spoiler increasing downforce by 20%, it was even able to beat the 991.1 GT3 at the Nurburgring by more than 12 seconds, finishing a lap in 7 minutes and 12.7 seconds — it’s never going to be good enough for you, huh, Porsche?

A Manual Gearbox Option, Finally!

Props to the Stuttgart carmaker for listening to what some of its consumers wanted — a manual transmission option in the GT3. It’s better late than never, and I’m glad Porsche got to test this 6-speed manual box first in the 911 R before offering it in the GT3 to make sure it was trouble-free.

If there’s anything to report, it’s the incredible feeling of finally changing gears yourself in the naturally-aspirated 500 hp grip monster — and since it’s a no-cost option, it won’t even cost you a dime. With such a high-revving engine and a true stick-shift, the driver becomes the maestro leading and directing the symphony coming out of it — I bet nobody even cares that it’s a tad slower than the PDK version.

Touring Package – Minus the Wing, Manual Only

Although the GT3’s true habitat is on a race track, Porsche knew most of its buyers would prefer to take this sports car to dance on twisty roads. And for those customers, it came up with the perfect GT3 package — the Touring variant.

In short, the GT3 Touring replaces the fixed wing on the back with a retractable spoiler from the Carrera GTS and is only available with a manual transmission. Basically, it’s the stealth-looking and slightly tamed version of the standard GT3, with a pinch slower 3.4 seconds acceleration time and 196 mph top speed.

However, it was hard to deny that the Touring was overall the more suited GT3 for the rest of us non-pro drivers, especially when there was no compromise on power.

991.2 GT3 RS

The standard 991.2 GT3 was undoubtedly an epic sports car, yet everyone had high expectations for the RS version, especially knowing this would be the last breed of the 991 GT3. Thankfully, Porsche loaded this facelifted GT3 RS with plenty of improvements, wowing the crowd when it debuted at the Geneva Motor Show 2018.

A Perfect Ending

To close the GT3 RS chapter on the “991” book, Porsche pushed its perfected 4.0-liter flat-6 from the standard model to squeeze out 520 hp and 346 lb-ft of torque, making it the most powerful GT3 RS thus far. As for the transmission, PDK was the only option here, but frankly, it’s the most capable and appropriate gearbox for this engine anyway.

Other parts were also changed to make this latest RS a better track performer. Besides applying the same weight-saving strategy from the previous RS, the whole car is now an inch wider than standard as it inherited its side skirts and rear spoiler from the track goddess GT2 RS. Not to mention, this one has ball joints on every single suspension component significantly improving stability when attacking corners at high speed.

So, as a result, 991.2 GT3 RS can now eat a chunk of lap times, evidenced by setting a blisteringly fast one of 6 minutes and 56 seconds around the Nürburgring. And for the record, that’s almost 17 seconds faster than the standard 991.2 GT3 and 22 seconds faster than the 991.1 GT3 RS — a truly remarkable achievement by Porsche.

Weissach Package – The Lightest of the Lightest

With the Weissach package, the car manufacturer went all out and made its GT3 RS as light as possible before handing it to the customer. And yes, the price tag makes you wonder why it charged more for giving you less. Still, this package was overall an important add-on to consider, especially when it shaves 40 lbs. off the already light car without making it any “less” of a car than before.

The changes were subtle but rather effective, like the unpainted carbon fiber trunk lid, roof, and spoiler, and some more carbon bits on the inside. There was also an option to have sick-looking magnesium wheels, exclusive to the Weissach package, probably enough to make you want one (I know I’m craving for one right now).

Last Words

It goes without saying that the 991 911 GT3 lineup consists of some of the best driver’s cars Porsche has ever made. And I think the point of this article isn’t just about how fabulous the new GT3 is on and off the track but also how Porsche consistently made the next GT3 better than the previous one.

More importantly, though, the third generation strengthened the meaning behind the GT3 badge — a superbly driver-oriented sports car that brings you joy both on the track and on your daily commute. And what about the RS badge? That just means a purely daily-drivable but still rather hardcore race car.