Yet another 997 GT3 Tested!
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Yet another 997 GT3 Tested!
Heres another test for you guys.
What's new?
This is frustrating. First drive of the new 911 GT3 and it’s pouring down. The autostrada between Verona and Venice is a river; standing water licks up the wheelarches as we surge alongside a rusty barrier. Hardly the weather for a car with 409bhp, no stability control and what amount to cut racing slicks.
But who’s complaining? This latest 911 is sensational. Demonically fast. Viciously raw. Incredibly involving. Bellowingly loud. And, boy, does it grab attention. It’s not just the yellow paint or towering rear wing that has our fellow motorists in a spin – the whole car generates anticipation.
The GT3 started life as a limited-edition special in 1999, but it has become part of Porsche’s line-up. Like its predecessor, this second-generation model is aimed at track-day enthusiasts, and it’s offered with an optional Clubsport package including a roll cage, lightweight carbonfibre-backed seats, six-point harnesses, fire resistant trim and an extinguisher.
Engineered by Porsche Motorsport – the outfit responsible for the Carrera GT – it is a vastly different beast to your average 911. The styling changes – developed for racing homologation – are all about aerodynamics or cooling: there’s a deeper front bumper incorporating a splitter and an air vent ahead of the bonnet to draw heat away from the trio of front mounted radiators. At the rear, the extended bumper includes horizontal air ducts to expunge air from catalysts in the wheelarches. There’s also a new centrally mounted exhaust that’s claimed to reduce turbulence, and 235/35 ZR19 (front) and 305/30 ZR19 (rear) tyres on 19-inch alloys.
The 3.6-litre flat six is a development of the 1998 Le Mans-winning GT1’s powerplant. The four-valve-per-cylinder engine has been completely overhauled; the crankcase is the only carry-over from the old GT3. Highlights include titanium conrods, forged aluminium pistons, variable valve timing, a variable length manifold and dry sump lubrication. The engine produces 409bhp at 7600rpm –34bhp more than the last GT3 and a whopping 113.6bhp per litre (a standard Carrera packs a lowlier 90.4bhp per litre). At 1395kg, it weighs exactly the same as a standard 911 and 18kg more than the old model.
This is down to the decision to base the GT3 around the Carrera 4’s structure, which includes added stiffening in the front. The torsional rigidity of the bodyshell is claimed to be eight per cent better, while the heavily upgraded suspension is lowered by 30mm over the standard 911 Carrera and now comes with Porsche Active Suspension Management (PASM), which automatically varies the damping. Other changes include firmer springs, larger diameter roll bars (adjustable for track use) and tougher bushes.
What's it like?
From the moment you turn the key and hear the engine momentarily strain before firing in earnest, you are keenly aware just how much of a difference the lightweight engine components make. High-lift camshafts provide for a rather lumpy idle, but revs are the vital ingredient here. The GT3 gains and loses them with the friction-free abandon of a proper racing car. Keep your right foot buried and it gets pretty frenetic – at least on public roads. Acceleration in the first four gears is savage. It is only when you slide the gearlever up and across to the right to engage fifth that the intensity really begins to wane, by which time you’re well on the high side of 150mph.
The challenge is in extracting the performance. Getting the best out of the GT3 requires a fiercely single-minded approach – if you’re not nailing it up to the 8200rpm limiter, you’re nowhere near its limits. Yet for all that the GT3 is surprisingly tractable: although peak torque doesn’t arrive until 5500rpm, it will pull from 1500rpm in sixth gear without any unruly driveline antics.
The gearbox is a superbly precise six-speed manual. Porsche has also fitted the GT3 with traction control for the first time, alongside a diff lock with a 28 per cent ratio under power and 40 per cent on the overrun.
With a claimed 0-62mph time of 4.3sec, the new GT3 eclipses its
predecessor by 0.2sec. The really telling figure, however, is the
0-100mph time: it drops by 0.7sec to just 8.7sec. Top speed is only up a fraction, from 191mph to 193mph. With lift, the bane of the earlier GT3, now greatly reduced, stability has improved markedly.
There’s a rabid enthusiasm to turn-in, although Porsche says there have been no significant changes to the steering. The firm suspension, coupled with a larger footprint, heightens feel and feedback from the rack-and-pinion system; the weight and precision is wonderful, and with the variable-rate ratio you use less lock than in the old car.
Dry grip limits are massively high – too high to safely explore on public roads. Unfortunately, rain limited our track time and on standard Michelin Pilot Sport Cup tyres, we aquaplaned around with little reference to real-world handling. Traction is superb, however: with 62 per cent of its weight at the back, even in blinding downpours the traction control light wasn’t blinking.
On smooth roads, its inherent tautness gives the GT3 incredible immediacy and whip-crack responses. On rough bitumen, however, you’re fighting to point it in the intended direction. Thumb the PASM switch into Sport mode and it deteriorates further; you drive around surface imperfections rather than crashing and banging over them, and there’s plenty of tramlining under braking.
No concerns about the brakes themselves, though. The ventilated and cross-drilled discs are 350mm in diameter and gripped by six- and four-pot calipers front and rear. Ceramic units are an option.
Inside, it’s sumptuous, with lots of Alcantara and shiny aluminium-look highlights. Electric windows, central locking, airbags and remote boot release all remain, but the seats hug your body tight and are mounted lower than the standard items; the rear seats have been ditched to save weight. The options list is plentiful, including the Porsche Communication Management system that combines CD, sat-nav and telephone functions.
Should I buy one?
But no amount of optional equipment can make the GT3 seem anything other than raw. The new car might only be marginally quicker, but its all-round ability has taken a huge step forward. Now, if only Porsche would consider placing this engine and associated chassis tweaks in a lighter Cayman, we’d see some real cut-price fireworks.
http://www.autocar.co.uk/FirstDrive_Data.asp?RT=219357
http://www.autocar.co.uk/popups/gallery.asp?RT=219357
What's new?
This is frustrating. First drive of the new 911 GT3 and it’s pouring down. The autostrada between Verona and Venice is a river; standing water licks up the wheelarches as we surge alongside a rusty barrier. Hardly the weather for a car with 409bhp, no stability control and what amount to cut racing slicks.
But who’s complaining? This latest 911 is sensational. Demonically fast. Viciously raw. Incredibly involving. Bellowingly loud. And, boy, does it grab attention. It’s not just the yellow paint or towering rear wing that has our fellow motorists in a spin – the whole car generates anticipation.
The GT3 started life as a limited-edition special in 1999, but it has become part of Porsche’s line-up. Like its predecessor, this second-generation model is aimed at track-day enthusiasts, and it’s offered with an optional Clubsport package including a roll cage, lightweight carbonfibre-backed seats, six-point harnesses, fire resistant trim and an extinguisher.
Engineered by Porsche Motorsport – the outfit responsible for the Carrera GT – it is a vastly different beast to your average 911. The styling changes – developed for racing homologation – are all about aerodynamics or cooling: there’s a deeper front bumper incorporating a splitter and an air vent ahead of the bonnet to draw heat away from the trio of front mounted radiators. At the rear, the extended bumper includes horizontal air ducts to expunge air from catalysts in the wheelarches. There’s also a new centrally mounted exhaust that’s claimed to reduce turbulence, and 235/35 ZR19 (front) and 305/30 ZR19 (rear) tyres on 19-inch alloys.
The 3.6-litre flat six is a development of the 1998 Le Mans-winning GT1’s powerplant. The four-valve-per-cylinder engine has been completely overhauled; the crankcase is the only carry-over from the old GT3. Highlights include titanium conrods, forged aluminium pistons, variable valve timing, a variable length manifold and dry sump lubrication. The engine produces 409bhp at 7600rpm –34bhp more than the last GT3 and a whopping 113.6bhp per litre (a standard Carrera packs a lowlier 90.4bhp per litre). At 1395kg, it weighs exactly the same as a standard 911 and 18kg more than the old model.
This is down to the decision to base the GT3 around the Carrera 4’s structure, which includes added stiffening in the front. The torsional rigidity of the bodyshell is claimed to be eight per cent better, while the heavily upgraded suspension is lowered by 30mm over the standard 911 Carrera and now comes with Porsche Active Suspension Management (PASM), which automatically varies the damping. Other changes include firmer springs, larger diameter roll bars (adjustable for track use) and tougher bushes.
What's it like?
From the moment you turn the key and hear the engine momentarily strain before firing in earnest, you are keenly aware just how much of a difference the lightweight engine components make. High-lift camshafts provide for a rather lumpy idle, but revs are the vital ingredient here. The GT3 gains and loses them with the friction-free abandon of a proper racing car. Keep your right foot buried and it gets pretty frenetic – at least on public roads. Acceleration in the first four gears is savage. It is only when you slide the gearlever up and across to the right to engage fifth that the intensity really begins to wane, by which time you’re well on the high side of 150mph.
The challenge is in extracting the performance. Getting the best out of the GT3 requires a fiercely single-minded approach – if you’re not nailing it up to the 8200rpm limiter, you’re nowhere near its limits. Yet for all that the GT3 is surprisingly tractable: although peak torque doesn’t arrive until 5500rpm, it will pull from 1500rpm in sixth gear without any unruly driveline antics.
The gearbox is a superbly precise six-speed manual. Porsche has also fitted the GT3 with traction control for the first time, alongside a diff lock with a 28 per cent ratio under power and 40 per cent on the overrun.
With a claimed 0-62mph time of 4.3sec, the new GT3 eclipses its
predecessor by 0.2sec. The really telling figure, however, is the
0-100mph time: it drops by 0.7sec to just 8.7sec. Top speed is only up a fraction, from 191mph to 193mph. With lift, the bane of the earlier GT3, now greatly reduced, stability has improved markedly.
There’s a rabid enthusiasm to turn-in, although Porsche says there have been no significant changes to the steering. The firm suspension, coupled with a larger footprint, heightens feel and feedback from the rack-and-pinion system; the weight and precision is wonderful, and with the variable-rate ratio you use less lock than in the old car.
Dry grip limits are massively high – too high to safely explore on public roads. Unfortunately, rain limited our track time and on standard Michelin Pilot Sport Cup tyres, we aquaplaned around with little reference to real-world handling. Traction is superb, however: with 62 per cent of its weight at the back, even in blinding downpours the traction control light wasn’t blinking.
On smooth roads, its inherent tautness gives the GT3 incredible immediacy and whip-crack responses. On rough bitumen, however, you’re fighting to point it in the intended direction. Thumb the PASM switch into Sport mode and it deteriorates further; you drive around surface imperfections rather than crashing and banging over them, and there’s plenty of tramlining under braking.
No concerns about the brakes themselves, though. The ventilated and cross-drilled discs are 350mm in diameter and gripped by six- and four-pot calipers front and rear. Ceramic units are an option.
Inside, it’s sumptuous, with lots of Alcantara and shiny aluminium-look highlights. Electric windows, central locking, airbags and remote boot release all remain, but the seats hug your body tight and are mounted lower than the standard items; the rear seats have been ditched to save weight. The options list is plentiful, including the Porsche Communication Management system that combines CD, sat-nav and telephone functions.
Should I buy one?
But no amount of optional equipment can make the GT3 seem anything other than raw. The new car might only be marginally quicker, but its all-round ability has taken a huge step forward. Now, if only Porsche would consider placing this engine and associated chassis tweaks in a lighter Cayman, we’d see some real cut-price fireworks.
http://www.autocar.co.uk/FirstDrive_Data.asp?RT=219357
http://www.autocar.co.uk/popups/gallery.asp?RT=219357
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