Porsche 992 GT3: A pure pleasure – Test drives

Premium For GT3 fans, turbochargers and four-wheel drive sound about as enticing as a root canal without stunning. This is of course known in Zuffenhausen and thus continues with the pure doctrine: even the 992 GT3 gets a suction motor and rear-wheel drive!

Sometimes life is almost too good to be true. Like when you get to go on an exclusive date with a sports car that has not even been officially presented, on empty country roads around Porsche’s GT epicenter Flacht. Also present is the initiator, the test pilot for the day Andreas Preuninger.

No idea who he is? Today he is master of the Alcantara steering wheel but otherwise you can call him Mr GT. He has been the father figure of the GT series for twenty years and has pursued important issues, changed certain details but above all stuck to the essentials of the GT3, such as the suction engine.

Which throws us directly into the carbon fiber shell chairs. Behind us, it pant, howls, sucks and roars dry, just as you are used to and expect in a GT car from Zuffenhausen. There is no doubt that this is a free-sucking boxer sex. Not too loud, not too quiet and with extra spice at high revs.

Sound Engineering?

“We do not need that,” says Andreas. “Low weight is the GT3’s main focus. Only it enables the car’s performance and driveability and forces us to examine every single part of it. Is this particular detail needed? Can we drop it or do we have to change something? It really does not matter what is required , only we get an entertaining car in the end. “

Fake news: it looks like a manual shift lever but controls the PDK gearbox.

Stylish, light and comfortable shell chairs in carbon fiber.

This is one that gives the word dynamism a whole new meaning.

“A GT3 should be able to entertain its driver and communicate continuously, honestly and straightforwardly without a lot of small talk.” That’s one of Preuninger’s heart issues. “Of course, our Turbo is also an extremely competent machine, but to drive on the knife edge in the border area with the engine at full range, linear and childishly easy to dose all the way up to 9,000 rpm, you only get that with a suction motor.”

But it is also something other than the border area that attracts in a GT3. Andreas lets the 911 stretch a bit on a winding country road, of course within the framework of the traffic regulations (no joke!).

This is exactly what is cool about the new GT3. You can feel the intensity and enjoyment from the first meter, the car is razor sharp and alert already at a relatively low speed. “Our customers are on average 53 years old. They know exactly what they want.”

It is important to appease this affluent customer base, even if the increasingly strict emission requirements around the world make life more difficult for the lovely boxer six of four liters. Sound and emission requirements are rock-hard sparring partners.

But throwing in the towel is not really Porsche’s style. So far, every GT3 has won the match and the latest offspring from the GT series is no exception.

Gooseneck attachments improve the efficiency of the spoiler.

“Despite the particulate filter, the engine has now ten more horses and the weight has not increased even though the car has become larger. It is simply a matter of smart integration. For example, we use the particle filter as a muffler. “

Just look at the new front hatch which is made of carbon fiber and which offers the same pedestrian protection as the regular one including homologation.

The air emissions are also new and now suck even more hot air from the three radiators, which are more angled than before and which counteract the air flow under the car. The remaining air is directed towards the diffuser via the smooth underside. On the way there, NACA ducts divert some air to cool the gearbox.

Perhaps the most striking “detail” that distinguishes the GT3 from the rest of the 911 family is the colossal wing with gooseneck brackets where the blade attachment points have been moved to the top to make the underside as efficient as possible. After all, he is the one who manages the ground pressure.

New for GT3: the front cover is made of carbon fiber.

To achieve the perfect combination due to low air resistance and high ground pressure, the wing needs the help of the body or rather of the front curtain air curtains and the side skirts that direct the air towards the engine door. The whole car thus becomes an aerodynamic unit and not a heated sports car with a few spare parts in carbon fiber that look strange and do not add much.

“When you have to cope with so little power, you need all the more aerodynamics,” says Preuninger ironically. A bit of a joke and a bit of seriousness, but by today’s standards, 510 horses are really nothing to brag about.

At least not on paper. In reality, it all looks a little different. When the four-liter stove from the latest Speedster breathes through its new dampers and immediately and sensitively reacts to throttle regardless of speed, then the numbers no longer matter much.

GT3 does not have to make a fuss: no exhaust fumes, no excessively roaring engine noise.

Ceramic PCCB brakes save seven kilos. Behind the 410 mm large discs hide double triangle links.

Porsche’s latest GT3 stands for authenticity, efficiency and balance. “As a driver, you always want to know what’s going on between the tires and the asphalt, in the engine and with the brakes. Therefore, the characteristics of steering, throttle response and braking force are the same in all driving programs.”

The Brembo yoke now grips 408 mm steel plates. Simply durable, optimized hardware. Those who want to brake even better and at the same time save a few kilos can also upgrade to 410-millimeter discs in ceramic.

Included in the basic price, on the other hand, are lightweight parts such as a front hatch, engine hatch and spoiler in carbon fiber, thinner windows and a new exhaust system. The latter weighs only six kilos despite the particulate filter. Only an upgraded and modified chassis is missing, right? Non! GT3 stands here on its own two feet. The McPherson struts in the front have been retired in favor of double triangle links. “They are simply stiffer and more precise and always keep the front wheels where we want them,” explains Preuninger.

The dampers are also more sensitive than the predecessor, despite the fact that the latest GT3 has been gifted with harder springs and bearings. This is thus not a hard-boiled thoroughbred racer but rather an ultra-competent street car that shows where the cabinet should stand on the track. On the country road, the dampers filter unevenness reliably and efficiently while the front wheels convey information about the condition of the road.

The central body: the tachometer.

Of course, this is not achieved through a rock-hard chassis installation but rather with extremely careful fine-tuning. The steering has, for example, ten percent higher power steering than before, and thankfully the steering wheel is still round in the GT3.

At other manufacturers, they like to produce the sportiness of their cars with angular pretzels and screwed-down power steering, and call it sporty. Not at Porsche.

You can already feel the sensitivity, the balance and the incredible development work from the passenger seat. This is a racer, but a comfortable one because most customers will probably drive on public roads most of the time.

“GT3 is for life-lovers who want a sporty and entertaining car even in everyday life. Anyone looking for a rock-hard track racer can kindly wait for the RS model.”

The new GT3 also has a manual gearbox as standard, then with a mechanical instead of an electronically controlled differential lock and is again available as the slightly toned-down Touring model without a wing. Of course, you can also order cages and expensive shell chairs in carbon fiber that are nicer, lighter and unexpectedly more comfortable than the usual, fully adjustable comfort chairs.

Now there is really only one thing missing: To finally get a seat behind the wheel! We will return.

The GT series’ father figure for twenty years – Andreas Preuninger.

Source: Senaste nytt från auto motor & sport by www.mestmotor.se.

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