While Porsche refines the 911 GT3 formula with the 992.2, does it justify the $60k price hike over its predecessor?
by Khris Bharath on October 21, 2024, 12:30Porsche finally took the wraps off its 992.2 GT3 and GT3 Touring on Friday, and after months of speculation and that teaser image from last Monday, the final reveal seemed a bit underwhelming. Sure, dot 2 models in the Porsche world, unlike an all-new generation, are more about refining the formula based on customer feedback, and thankfully we still have the 4.0-liter flat-six and a manual on offer, but for a GT car, I was expecting more specific details along the lines of aero and engine updates or Nurburgring lap times.
For instance, before the latest Panamera Turbo S was revealed earlier this year, Porsche put out a press release about its record-breaking lap time around the Nordschleife. Unfortunately, we got nothing like that with the 992.2 GT3. Instead what we got was a minor nip-and-tuck affair at best. So what exactly has and hasn’t changed on this latest iteration of the Porsche 911 GT3? Let’s find out.
What You Can See
For the first time in the GT3’s 25-year history, Porsche showcased two models at launch, the standard 992.2 GT3 and the wingless 992.2 GT3 with Touring Package, or as I like to call it, the wingless GT3 and I’ve gone over everything that is new in-depth here, so I’m only going to focus on the changes between the 992.1 and 992.2 GT3 in this post. Now in terms of visual cues, what is obvious is the revised front end similar to what we’ve seen on the base 992.2 Carrera. The front bumper has been cleaned up and has an edgier design with integrated carbon blades. The turn signals in the front bumper have now moved into the most updated form of Porsche-four point HD-Matrix headlights was also something that I was expecting.
Viewed from the side, endplates on the standard GT3’s wing are slightly larger than before and seem to resemble that of the 911 GT3 RS. Also, lightweight forged magnesium wheels are now available on the GT3. They can reduce between 20 and 25 pounds of unsprung mass. Look closely and you’ll notice a slightly more pronounced aero blade in the front bumper. Besides these minor changes, the side profile remains largely the same as the 992.1 model.
At the rear as well, you get a revised bumper with that same edgy theme as in the front. The reflectors in the rear bumper now sit a lot higher and you have a near-verticle air-slat flaking them. Also, for the first time, you have lightweight packages in the form of the Weissach Package for the standard GT3 (more carbon fiber, mirror caps, doors, roof, hood, wing) and the Leichtbau Package for the GT3 Touring. Overall, there’s a lot more brightwork on the GT3 Touring as opposed to the standard GT3 with its blacked-out embellishments.
What’s New Inside
Step inside, and it appears that not much has changed, but there have been some crucial ommissions on the standard 911 GT3. The dash is straight out of the 992.2 Carrera but is now covered in Racetex, but the big change is just like with the Carrera, they’ve gone with an all-digital instrument cluster, which means no more central analog tachometer. Thankfully, the Touring model retains the Le-Mans style twist-style starter knob, instead of the push-button start of the 992.2 Carrera. As for the seats, there are now **18 adaptive sports seats with carbon backs.
Based on customer feedback, Porsche has also introduced a removable headrest to make it more ergonomic when you’re wearing a helmet. The Touring model also brings optional rear seats,** which weren’t available in the outgoing model. Also, a no-cost Club Sport package introduces a steel roll cage, whereas the Weissach Package gets you a carbon-fiber one. The was not available on the 992.1 GT3, and owners typically spent between $2,500 to $5,000 for this upgrade.
What You Can’t See
The two most significant changes when it comes to mechanical upgrades are to the front suspension revisions and eight-percent shorter gear rations. Now from what I’ve heard this was an area that needed work. I read about how the Porsche Faithful weren’t happy with the 992.1 adopting the double-wishbone setup. I’m not sure how Porsche’s new frontline ball joint to combat anti-dive can help with improving the ride quality, but a new tear-drop-shaped trailing arm improves downforce on the front axle by 88 pounds. But that’s the only major change up front.
Speaking of downforce or weight, Porsche did not get into any specifics about the revised wing, and looking at the specs, despite the introduction of the new lightweight packages, I don’t see much change in the curb weight either. Common Porsche. As for the powertrain, we thankfully still have the naturally-aspirated 4.0-liter flat six, but the numbers remain identical, leaving much to be desired. The only real change is in terms of emission compliance, which is not something that any enthusiast will be excited about.
Now in terms of product positioning, the GT3 Program’s design director Andreas Preuninger emphasized in an interview with Top Gear, stating that the new GT3 is leaning more towards the GT3 RS than ever before, whereas the GT3 with Touring Package is a more road-oriented model, that is 85% 911 S/T. Pricing also sees a pretty substantial jump, compared to before. How much? Nearly $60k more than the 992.1. With a starting MSRP of $222,500, you’re only $20k shy of the 911 GT3 RS, which really begs the question, are you willing to cough up the price jump based on what you’ve read so far, and this is before markups you’re even lucky to get an allocation.
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 |
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