The GT3 dot 2 update is here, and besides what appears to be a subtle nip-and-tuck, here's everything that changed compared to the outgoing model
by Khris Bharath on October 18, 2024, 12:30Outside of the track-focused GT2 and GT3 RS, the 911 GT3 is one of the most important Porsche race-bred models with license plates, and what better way to welcome a brand-new GT3 in the same week, than when Porsche themselves put out a press release celebrating 25 years of the revered nameplate? Enter the 992.2 Porsche 911 GT3 for the 2025 model year, and we’re not getting one, but two models including the wingless GT3 Touring. Now, I’ve been keeping tabs on the developments of the 992.2 GT3 with all the spy shots over the past few months. Porsche’s teaser from Monday didn’t give away much, but the profile with all the aero upgrades did seem to tie in with all those spy shots nicely.
But here’s the thing, for regular folks, this might just look like a nip-and-tuck affair, but for purists, a dot 2 update on any Porsche model is a big deal, as it gives Porsche an opportunity to address some of the issues based on customer feedback on the dot 1 model. The 991.2 for example was a pretty significant model, not just because of the performance upgrades that it brought over its predecessor, but also because Porsche listened to its fan base and reintroduced a manual. In fact, my biggest fear leading up to this launch was, if Porsche will take the hybrid route for the GT3 and drop the manual altogether. So I was curious to see what exactly has changed on the 992.2 and will the Porsche faithful be queuing up to put in a deposit at their closest dealership? Well, let’s find out.
Quick Overview Of The 911 GT3
With the introduction of the 992.2 GT3, the model line now spans eight models across four generations of .1 and .2 models. While the model has continually evolved over the decades with innovative features and performance upgrades, one thing that is core to any GT3, regardless of the model is aerodynamics and weight and it pays dividends on tracks like the Nürburgring. You can see how it has gotten consistently quicker.
Generation | Porsche 911 GT3 | Nürburgring Lap Time |
---|---|---|
996 | Porsche 911 GT3 (1999) | 7:56.33 minutes |
996.2 | Porsche 911 GT3 (2004) | 7:54 minutes |
997.1 | Porsche 911 GT3 (2007) | 7:45 minutes |
997.2 | Porsche 911 GT3 (2010) | 7:40 minutes |
991.1 | Porsche 911 GT3 (2014) | 7:25 minutes |
991.2 | Porsche 911 GT3 (2017) | 7:12.7 minutes |
992 | Porsche 911 GT3 (2021) | 6:55.34 minutes |
To give you some context about what has changed, here’s a quick refresher on the most recent model, the 992.1 GT3. As an all-new generation, Porsche didn’t mess around and threw the kitchen sink of track-tech at it. Gone were the MacPherson struts (not everyone was a fan of this), replaced with a double-wishbone front axle straight from their Le Mans racer (911 RSR).
They also gave the GT3 4.0-liter naturally-aspirated flat-six, a new engine code thanks to individual throttle bodies and other tweaks, bumping power, and efficiency. The aero got a major overhaul too, with a swan-necked rear wing and adjustable diffusers that generated up to 150% more downforce than before. Weight gain? Practically nonexistent – they somehow kept this beast under 3,200 pounds. Even the tires were insane – optional, track-legal Michelin Pilot Sport Cup 2 Rs for maximum grip. This was a seriously focused machine.
“The new 911 GT3 has become even more exhilarating and individual. We dug into a wealth of details and gave it many features that our customers wanted. This allows the GT3 to be adapted even more specifically to the purpose or preferences of the driver,” says Andreas Preuninger, Head of GT Cars.
For 2025, Porsche has doubled down on lightweight construction, ensuring both variants can carve up the canyon or race track with surgical precision. Nestled behind the familiar rear seats (yes, you read that right!) sits the same naturally aspirated 4.0-liter boxer churning out 510 horsepower and 331 pound-feet of torque, which are pretty much the same figures as the outgoing model. Torque figures are slightly lesser than before.
The big change though? The Weissach package for the first time, previously found on the GT3 RS models, makes its debut on the GT3. This option further elevates the track-focused experience with even more customization possibilities. The GT3 with Touring Package has something similar with the introduction of the Leichtbau package. Standard equipment gets a bump as well, with Porsche ensuring both GT3s come out of the box ready to dominate.
“On the track, the new 911 GT3 enables even better control because it holds even steadier and handles better on bumps and when driving over curbs thanks to the optimized damper tuning,” says brand ambassador Jörg Bergmeister. “
Porsche 992.2 GT3 Highlights
Updated Styling
The new 911 GT3 models feature a sharpened design in the front and rear as well as adapted aerodynamics. In both variants, the re-contoured front diffuser is similar to what we’ve seen in the spy shots, the refined shape of the spoiler lip and modified fins on the underbody increase downforce and optimize the airflow. Redesigned Matrix LED headlights like that on the base 992.2 Carrera, available on the 911 GT3 with an optional white accent ring, combine all the light functions of the 911 and eliminate the need for additional lights in the front apron. This enables an enlarged air inlet area and a clearly structured look. In the rear, the diffuser, air inlets, and rear lid have been redesigned. The rear wing of the 911 GT3 has new angled side plates.
Touring Package
Remember the clean lines of the classic 911? The GT3 Touring brings them back! This throwback option trades the standard GT3’s aggressive wing for a subtle spoiler with a gurney flap, preserving timeless elegance. Don’t worry, downforce stays in check thanks to a trick active aero setup. Inside, luxurious leather replaces Alcantara for a more GT feel. It’s pure Porsche: performance, pedigree, and a touch of old-school cool.
Lightweight design throughout
The 2025 911 GT3 prioritizes agility with a focus on weight reduction. New silver aluminum wheels slice 3.3 lbs off unsprung mass, while optional magnesium wheels (Weissach or Leichtbau packages) shave a whopping 20 pounds. A svelte 12-volt lithium-ion battery cuts another 9.0 pounds. In its lightest form, the 911 GT3 tips the scales at a feathery 3,130 pounds, primed for razor-sharp handling.
Suspension Revisions
Porsche’s new GT3 gets serious aero with teardrop-shaped front trailing arms. These slice through the air, generating downforce that pushes the front tires into the pavement at speed. How much? 88 pounds of downforce at top speed. But that extra grip wouldn’t mean much if the nose dipped under braking. Engineers lowered the front link’s ball joint to combat this "anti-dive," keeping the car balanced during hard stops. Sticky 20/21" tires are standard, with even stickier track options available for weekend warriors.
Eight percent shorter gear ratio
The latest 911 GT3 thankfully packs the 4.0-liter, naturally aspirated flat-six that meets stricter emissions with a complex dual particulate filter and quad-catalytic converter setup. Remarkably, Porsche maintains the same thrilling soundtrack despite these clean-air measures. Gains come from revised cylinder heads, more aggressive camshafts borrowed from the GT3 RS for a higher redline, and freer-flowing individual throttle bodies. An optimized oil cooler keeps things running smoothly. Peak output remains at 510 horsepower, translating to a phenomenal 7.6 lb/hp power-to-weight ratio in the lightest configuration.
Both the 7-speed PDK dual-clutch and 6-speed manual transmissions receive a final drive ratio 8% shorter than before, sharpening acceleration in both the standard GT3 and Touring package versions. With PDK, the new GT3 rockets to 60 mph in a blistering 3.4 seconds, topping out at 193 mph (manual: 3.9 seconds, 194 mph).
Innovative lightweight sports bucket seat
These CFRP shells shave weight while offering serious support. The standard kit includes power height adjustment, a removable headrest section for helmet clearance, and a three-stage heater (optional). Need back seats? Opt for the Touring package and the folding backrest makes climbing in easier. Otherwise, stick with the plush 18-way Adaptive Sports Seats Plus for ultimate comfort.
911 GT3 with Touring Package Rear seat system
The 992.2 911 GT3 Touring honors tradition with a classic rotary ignition. Alcantara buckets and an optional rear seat system are also available. Unfortunately, the analog central tach that you got in the old GT3 is gone and in its place, we find a digital cockpit, with a central rev counter taking center stage. Flick the "Track Screen" mode for a minimalist view of tire temps, fluids, and a shift light to guide your 9,000-rpm flat-six engine.
GT3 Weissach Package
Porsche cranks the customization knob on the new 911 GT3 with the Weissach Package. CFRP invades the rear axle, roof, wing, and even the mirror caps for serious weight savings. Race-Tex floods the interior, gripping the dash and seats for a track-focused feel. Lightweight door panels and magnesium wheels are on the options list, further shaving pounds.
GT3 Touring Leichtbau Package
Porsche brings the Leichtbau (German for "lightweight") package to the 911 GT3 Touring. Shedding pounds, the roof, stabilizer bar, coupling rods, and rear shear panel are crafted from CFRP (carbon fiber reinforced plastic). Lightweight forged magnesium wheels and doors further trim the fat. Manual-equipped models get the shorter 911 S/T gear lever, while a special "Leichtbau" plaque proudly sits by the shifter. This package brings serious weight reduction for the ultimate track-focused Touring.
Clubsport Package
Porsche’s no-cost Clubsport package transforms your 911 GT3 from canyon carver to weekend warrior. This track-ready upgrade throws in a bolted steel roll cage for added safety and a fire extinguisher to quell any potential pit lane drama. But don’t forget the lightweight buckets (optional, but mandatory for Clubsport) to keep you planted during high-g maneuvers.
“Particularly on winding country roads, you can clearly feel that the steering is even better tuned than its predecessor,” says Porsche brand ambassador Walter Röhrl.
GT3 992.1 Vs. 992.2
Specification | 992.1 GT3 | 992.2 GT3 |
---|---|---|
Engine | 4.0-liter naturally aspirated flat-6 | 4.0-liter naturally aspirated flat-6 |
Power | 510 horsepower | 510 horsepower |
Torque | 347 lb-ft | 331 lb-ft |
Transmission | 7-speed Porsche Doppelkupplung (PDK) dual-clutch automatic or 6-speed manual | 7-speed Porsche Doppelkupplung (PDK) dual-clutch automatic or 6-speed manual |
0-60 mph | 3.2 (PDK) - 3.7 (Manual) seconds | 3.2 (PDK) - 3.7 (Manual) seconds |
Top speed | 198 mph | 194 mph |
Drivetrain | Rear-wheel Drive | Rear-wheel Drive |
Curb Weight | 3,126 - 3,163 lbs | 3,130 - 3,243 lbs |
Starting Price | $161,100 | $222,500 |
Pricing Changes?
The outgoing 992.1 GT3 had a starting MSRP of $161,100 for the base non-touring manual model. The 992.2 GT3 will set you back $222,500, making it close to $60,000 more than the outgoing model. At this point, Porsche is yet to make the configurator for the 992.2 GT3 and GT3 Touring Package available, but you can order it by the end of the year.****
Will Used GT3s Go Up Or Down In Value?
Besides mileage and general maintenance, valuations also depend on other factors like production numbers and Porsche in particular, if any special options were selected. A GT3 after all is a track car, so how well it was or wasn’t looked after could ultimately determine its value. But with enthusiasts craving driving engagement over creature comforts, a shift towards older models from the 997 (the last 911 generation to feature the iconic Mezger engine) and 991 seems to be happening, owing to their compact size and old-school feel as opposed to the current crop of GT3s. The 996 for some obvious reasons (reliability, fried-egg headlights) and 991.1 for being PDK-only seem like outliers on paper, but they shouldn’t be dismissed.
As for the most recent 992.1, it came to market in the wake of the pandemic, and let’s just say that market conditions were less than ideal and artificially inflated. The chip shortages eventually led to a high-demand low-supply situation and as a result, even if you were lucky enough to secure an allocation, there was no way of getting away from the dreaded dealer markup (between $35-50k), which meant you were paying well over sticker. To give you an idea of how crazy things were, someone paid $257k for a PTS 992.1 with some tasty options. But even on the secondary market things were no different, and cars were routinely trading hands well over the 992.1 GT3’s base MSRP of $161,100. Thankfully the market has since cooled off.
Years of Production | Make | Model | Units Built |
---|---|---|---|
1999–2001 | Porsche | 996.1 GT3 | 1,868 |
2003–2005 | Porsche | 996.2 GT3 | 2,313 |
2006–2009 | Porsche | 997.1 GT3 | 2,378 |
2009–2011 | Porsche | 997.2 GT3 | 2,256 |
2013–2016 | Porsche | 991.1 GT3 | 1,318 |
2017–2019 | Porsche | 991.2 GT3 - PDK | 959 |
2017–2019 | Porsche | 991.2 GT3 - Manual | 1,835 |
I can’t confirm the exact production numbers of the 992.1 GT3, but a recent post on Rennlist shows that a total of 15,667 examples were produced, of which 5,328 cars were for North America. Ultimately, price trends will be determined by how the market absorbs this latest 992.2 GT3.
Porsche 911 GT3 (992.2 ) Vs. Competition
Based on price and performance, the Porsche 911 GT3 competes with a wide range of cars. You’ve got everything from the humble C8 Corvette Z06 to cars from exotic brands like the F8 Tributo and McLaren 750S. Here’s a quick look at some numbers.
Feature | Chevrolet Corvette Z06 | BMW M4 GTS | Mercedes-AMG GT R | Ferrari F8 Tributo | McLaren 750S |
---|---|---|---|---|---|
Engine | 6.2L naturally aspirated V8 | 3.0L twin-turbocharged inline-6 | 4.0L twin-turbocharged V8 | 3.9L twin-turbocharged V8 | 4.0L twin-turbocharged V8 |
Horsepower | 670 hp | 500 hp | 720 hp | 710 hp | 750 hp |
Torque | 659 lb-ft | 442 lb-ft | 590 lb-ft | 568 lb-ft | 590 lb-ft |
Transmission | 7-speed manual or 8-speed automatic | 7-speed dual-clutch automatic | 7-speed dual-clutch automatic | 7-speed dual-clutch automatic | 7-speed dual-clutch automatic |
Drivetrain | Rear-wheel drive | Rear-wheel drive | Rear-wheel drive | Rear-wheel drive | Rear-wheel drive |
0-60 mph | 2.8 seconds | 3.4 seconds | 3.2 seconds | 2.9 seconds | 2.8 seconds |
Top Speed | 189 mph | 190 mph | 197 mph | 211 mph | 204 mph |
Price | $110,100 | $143,700 | $162,900 | $280,000 | $308,000 |
*Disclaimer - information still being confirmed for accuracy
Khris Bharath
Khris is a Mechanical Engineer and a classic car aficionado, who adores his Jags, Alfas, and old-school American muscle cars. He keeps tabs on everything from super exotics like an old EB 110 to the latest from Lucid and geeks out on three-row family haulers. Formula One remains very close to his heart, and he diligently makes time to tune in for the Grand Prix on Sundays. Khris also loves his road trips and he prefers a stick shift over an auto. Read full bio