Porsche 911 GT3 Pack Touring: one of the best sports cars in the world

It can be difficult for a neophyte to navigate the Porsche range. The 911 is available in around twenty variants, all sharing the same inimitable silhouette that has made the German sports car identifiable since 1963. At first sight, the GT3, with its power of 510 hp, seems to be placed halfway between the GTS (480 hp) and the Turbo (580 hp). But to stop at the cavalry of the six-cylinder flat does not make it possible to detect the true specificity of the 911 GT3. In a range almost entirely converted to turbo since 2015, it is the only one to keep an atmospheric engine. This is what really makes it a model apart within the range. The philosophy of the Porsche 911 GT3 has always been that of a road-legal racing car. With the Touring Pack that equips our test copy, the line devoid of a prominent fin hides the play of this radical sports car, adding a certain elegance.

Technically, the differences between the Porsche 911 GT3 and the other versions of 911, which rely heavily on versatility, are numerous. Truly, the flat-six that powers the GT3 is a racing engine, shared with the 911 GT3 Cup. With a displacement of 4.0 liters, it has dry sump lubrication while its red zone reaches peaks at 9,000 rpm. Admittedly, it has direct injection and two particulate filters. But that did not prevent Porsche engineers from developing the stainless steel exhaust line like organists. Once the valves are open (which is automatic in Sport or Track mode), the sound soars towards the treble in a bewitching way, almost like on a Formula 1. The range of this block is perhaps a little less rich and complex than on the previous generation, but few manufacturers manage to always ensure such a symphony despite current noise and pollution standards.

Almost reasonable numbers, but supercar feels

The Porsche 911 GT3 reconnects with a forgotten auditory pleasure, and it also has the good taste not to adopt too effervescent mechanical management. The 470 Nm of torque are progressively dispensed with, the long stroke of the accelerator pedal, with a perfectly linear map, allows the engine impulses to be dosed with finesse. Thanks to its supersquare dimensions (102 mm bore, 81.5 mm stroke), the flat-six appears totally devoid of inertia and he climbs the towers with greed and energy. Porsche announces an acceleration from 0 to 100 km/h in 3.4 seconds and from 0 to 200 km/h in 10.8 seconds. Compared to supercars that rely on astronomical figures, the power appears almost modest on paper, but the thrill that runs through the spine when accelerating is the sign of an exceptional model.

The thrust is barely interrupted by the lightning-fast dual-clutch gearshifts. Different from that of the other 911s (it has only seven reports against eight, for more lightness), it is even more reactive. A flick of the paddles results in an instant reaction. In automatic mode, it convinces with its relevant management. In manual mode, it has the good taste not to pass the higher gear at the start of the red zone. This transmission is so efficient and pleasant that the manual gearbox offered as an alternative is to be reserved for the most purists.

Sure, the 911 GT3’s engine is fantastic, but it’s not everything. This sports car communicates with its pilot as few cars can do. It must be said that Porsche did not do things by halves. Whereas, until now, all 911s had remained faithful to a McPherson-type front axle, this new GT3 adopts a double-wishbone train, directly from the competition. The old version (Type 991) was already distinguished by its precision, this new generation (Type 992) raises the bar even further. The steering, totally devoid of play around the midpoint, manages to completely annihilate the typical imbalance of the all-at-rear architecture of the 911, which gives the feeling of a nose that is too light. The biting feeling of the front axle is reinforced by the variable-pitch rack, already quite direct in the central part (14.2:1), and which increases as you turn the steering wheel, to reach a ratio of 11.2:1. This is combined with a four-wheel steering chassis, with a rear axle capable of turning up to 2°. All this obviously contributes to agility. But what is most remarkable is that the feeling of the direction and the reactions of the chassis are perfectly clear. A challenge, with such artifices! The only slight gripe is with a few bumpy rides in the steering wheel, but in perfectly reasonable extremities.

The Porsche 911 GT3 is a race car for the road

Thanks to its clear steering and its intoxicating mechanics, the Porsche 911 GT3 manages to give pleasure from the lowest speeds. This testifies well to the ambivalence of the 911, which on the contrary knows how to be effective and sanitized in the 4S version. Despite this, the GT3 is a real push-to-crime. Easy and communicative, it pushes its driver to always up the pace. Michelin Pilot Sport Cup tires provide abundant adhesion, while maintaining progressive reactions. The time when the 911 could surprise their driver with their large rear overhang mass is well and truly over. The damping, with firm support, swallows the bumps in a staggering way without destabilizing the trajectory in the least. This 992 GT3 twirls from tight bends to long bends with absolute confidence, even with all aids disconnected, and delivering orgasmic sensations.

All the same, you have to know how to keep reason. Certainly the braking has an inexhaustible bite, capable of stopping the 1,435 kg of this 911 in extremely short distances. But it is so effective (even with the simple standard steel discs) that the slightest variation in grip can significantly lengthen the stopping distance. On the road, the 911 GT3 reveals its potential. But it is only on the circuit that it is possible to fully exploit it. Even this elegant Pack Touring version with its civilized look turns out, in practice, to be a formidable track rider.

Usable on a daily basis, with limited comfort

Daily driving in a Porsche 911 GT3 Pack Touring is not impossible. Already because the management of the automatic transmission in Normal mode turns out to be rather soft and livable, even in town. There is little more than the absence of rampage (the car advances alone at low speed when you release your foot from the brake) to remind us that this is not an ordinary 911. Then, the consumption turns out to be almost reasonable: for such a model, the average of 15 l/100 km recorded during our test is not excessive. In flowing driving, we can stick to around 12 l/100 km, a value similar to those of the 911 with turbo engine. And the figures fly less quickly in sporty driving… It would be wrong to forget the virtues of naturally aspirated engines.

There are some tradeoffs, however. Already, the 911 GT3 is a strict two-seater, even with the Touring Pack. This gives a knife edge to the traditional versatility of the 911, which can usually count on its 2+2 architecture. Then, the catalog of options is more limited than on other 911s, especially with regard to personalization. If we stick to the official program, the interior is uniformly black and the color chart more reduced than on the Carrera. All fantasies are obviously possible, but charged at a high price, since you have to go through the Porsche Exclusive Manufaktur personalization program to choose the color of the smallest detail. Certainly, with a price of 182,167 euros (with or without Touring Pack), GT3 customers will not be reluctant to afford some additional extras. Nevertheless, if the price seems high in absolute terms, it seems almost reasonable given the sensations provided by this fantastic sports car. Definitely the best of the 911s.