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After skipping the 2017 model year, Porsche reintroduced the 911 GT3 in 2018 with a new 4.0-liter naturally aspirated boxer-6 mill, putting out 500 horsepower and a 9000 rpm redline, with a manual making a comeback available as a no-cost option.
by MotorheadOne on September 7, 2024, 14:00Porsche’s 911 GT3 has long been the choice for driving purists seeking the ultimate road-legal track car. After being absent for the 2017 model year, it reappeared for 2018 with some crucial upgrades to improve its already-compelling racing pedigree. Gone was the 3.8-liter engine! A 4.0-liter naturally aspirated derived from the GT3 Cup racer motivated it with 500 ponies of might, capable of revving up to 9,000 rpm. A seven-speed PDK was standard, but a six-speed manual made a comeback for purists.
Exterior changes were subtle but effective, with a redesigned front fascia featuring larger air intakes for improved cooling. A new rear wing and diffuser optimized aerodynamics, while wider rear fenders accommodated larger wheels and tires. The GT3’s aggressive styling set it apart from the more understated Carrera models, yet remained more restrained than the range-topping Turbo and GT2 RS. It offered a two-seater interior with a driver-focused cockpit, sport seats, a 918-inspired steering wheel, and Porsche’s latest PCM infotainment system. While well-equipped, many lamented the lack of certain comfort features in the name of weight savings.
With a starting price of $143,600, the GT3 was the most expensive non-Turbo 911 in the lineup. It faced stiff competition from the $145,000 Mercedes-AMG GT C Coupe and the $175,490 Nissan GT-R Nismo. While the AMG offered a more luxurious interior and the Nissan boasted all-wheel drive, the GT3’s singular focus on driving purity and track prowess remained unmatched. If you’re looking for a used example, a pre-owned 2018 model usually starts from $154,000 and can reach as high as $290,000 – trading at more than double its original price for ones with lower mileage and a clean service good record.
- Engine specs, performance, and fuel economy
- Exterior design, changes, features, and dimensions
- Interior design, comfort, and features
- How good was the 991.2 GT3 in terms of handling?
- How reliable is the 2018 Porsche 911 GT3?
- Tips for used 991 Porsche 911 GT3 buyers
- Should you buy a used 2018 Porsche 911 GT3?
Engine specs, performance, and fuel economy
Porsche is no stranger to its high-revving, naturally aspirated flat-six engines, and the 2018 911 GT3 took this legacy to new heights. At the core of this track-focused machine was a 4.0-liter boxer-six mill derived directly from the 911 GT3 Cup race car. Designated as the MDG.GA, this larger displacement engine replaced the 3.8-liter unit found in the 991.1 GT3. Porsche claimed it was the most powerful naturally aspirated engine ever fitted to a road-going 911 at the time.
Making a staggering 500 horsepower at 8,250 rpm and 339 pound-feet of torque at 6,000 rpm, the engine was an engineering marvel. It featured a 13.3:1 compression ratio, titanium connecting rods, and a rigid valvetrain capable of spinning up to 9,000 rpm redline for a spine-tingling soundtrack. The linear power delivery and mean exhaust note from a sports exhaust system made every drive unforgettable. You could choose between a lightning-quick seven-speed PDK dual-clutch transmission or a six-speed manual gearbox at no extra cost.
Its performance figures were equally impressive. With launch control and PDK, it could rocket from 0-60 mph in just 3.2 seconds and complete the quarter mile in 11.6 seconds at 126 mph. Top speed was 198 mph with PDK or 199 mph with the manual. While some enthusiasts lamented the lack of a power upgrade kit to match the outputs of the Turbo models or GT2 RS, the GT3’s naturally aspirated engine defined purity and catered to the preferences of Porsche loyalists.
Even though numbers like 500 horsepower and 9,000 rpm sound interesting, the GT3’s engine specs were inferior to rivals. The Mercedes-AMG GT C’s 4.0-liter twin-turbo V8 was good for 550 horsepower and 502 pound-feet of torque, while the Nissan GT-R Nismo’s 3.8-liter twin-turbo V6 pumped 600 ponies and 481 pound-feet. However, the AMG GT C was 595 pounds heavier than the GT3, translating to a 0-60 timing of 3.5 seconds and a top speed of 196 mph. Although 758 pounds heftier, the GT-R Nismo took advantage of its 100 extra ponies to hit 60 mph in just 2.9 seconds.
| Engine specs | 2018 Porsche 911 GT3 | 2016 Porsche 911 GT3 |
|---|---|---|
| Engine | 4.0-liter boxer-6 | 3.8-liter boxer-6 |
| Transmission | 7-speed PDK/6-speed manual | 7-speed PDK |
| Power | 500 hp @ 8,250 rpm | 475 hp @ 8,250 rpm |
| Torque | 339 lb-ft @ 6,000 rpm | 325 lb-ft @ 6,250 rpm |
| 0-60 mph | 3.2 seconds (PDK) | 3.4 seconds |
| Top speed | 199 mph (manual) | 196 mph |
Exterior design, changes, features, and dimensions
Porsche gave the 991.2 GT3 a subtle yet effective refresh, emphasizing its track-focused nature. Compared to the 991.1, the front fascia featured larger air intakes for improved cooling of the radiators and brakes. A redesigned front spoiler lip and rear underbody panels optimized airflow, while lightweight polyurethane front and rear aprons increased stiffness for sharper turn-in response.
At the rear, a fixed carbon fiber wing sat 0.8 inches higher and further back than on the 991.1 GT3. This change generated approximately 20 percent more downforce – around 340 pounds at top speed. The wing’s angle of attack was also adjustable for track use. Wider rear quarter panels with large air outlets and a redesigned diffuser further enhanced aerodynamics and downforce.
Other distinguishing features included streamlined mirror casings with integrated LED turn signals, tinted LED taillights, and dual center-exit exhaust tips in black. You could choose from many standard, special colors and custom paint-to-sample hues. Bi-Xenon headlights were standard, with four-point LED headlights and Porsche Dynamic Light System (PDLS) available.
The car’s compact dimensions, with a length of 179.6 inches and a width of 72.9 inches, balanced stability and agility. The wider front and rear tracks (61.1 and 61.2 inches, respectively) provided a planted stance and excellent cornering grip. A 0.33 drag coefficient and 2.04 m^2 frontal area proved that its beauty was more than skin-deep.
The GT3 was praised for its purposeful styling, which differentiated it from lesser 911 models. The fixed rear wing, center-lock wheels, and large front air intake left no doubt about its track-bred pedigree. Some lamented the loss of the previous generation’s sleeker, less cluttered appearance, but most felt that the 991.2’s enhancements were worthwhile trade-offs for the increased performance they provided.
Key exterior highlights
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Bi-Xenon headlights with dynamic leveling and cleaning
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20-inch alloy wheels with summer tires
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20-inch 911 GR3 wheels (no cost)
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LED headlights in black with 4-point DRLs (optional)
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Bi-Xenon Headlights with Porsche Dynamic Light System (optional)
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LED Headlights Incl. Porsche Dynamic Light System (PDLS) (optional)
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Tinted LED taillights with a 3D look
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Metallic Color
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Special Color/Paint-to-Sample - Restyled front and rear fascia compared to the previous 991.1 GT3
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Larger front air intakes for improved cooling of the radiators and brakes
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Redesigned front spoiler lip and rear diffuser
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Carbon fiber rear wing mounted 0.8 inches higher and further back than 991.1 GT3
| Exterior specs | 2018 Porsche 911 GT3 | 2018 Mercedes-AMG GT C Coupe | 2018 Nissan GT-R Nismo |
|---|---|---|---|
| Wheelbase | 96.7 inches | 103.5 inches | 109.4 inches |
| Length | 179.6 inches | 179 inches | 184.6 inches |
| Width | 72.9 inches | 79 inches | 74.6 inches |
| Height | 50 inches | 50.7 inches | 53.9 inches |
| Curb weight | 3,153 lbs. | 3,748 lbs. | 3,911 lbs. |
Interior design, comfort, and features
The 2018 model year brought subtle refinements to an already driver-centric layout, emphasizing ergonomics and functionality. The dashboard layout was driver-centric, with button controls offering easy access and Porsche’s iconic five-pod instrument cluster with an integrated display behind the steering wheel. A 918-inspired leather-trimmed steering with a drive mode selector and paddle shifters offered a great feel to the hands and easy access to important functions.
Like previous generations of GT3s, the 991 generation featured a two-seater interior, making anything but practical for most buyers. Sliding into the interior, buyers were greeted by four-way Sport Seats Plus with thick bolsters and adjustable electric backrests, offering an upright posture and comfort during long drives. Porsche provided optional 18-way Adaptive sports seats with memory for more comfort, but heated seats were optional. Optional carbon fiber bucket seats were optional for sportier posture speeds and cutting precious pounds from the car. As you expect from 911s, the seats are less roomy.
Porsche didn’t forget about opulence in the GT3. Alcantara and leather upholstery adorned the seats, dashboard, and door panels, providing a premium feel without excessive luxury. Standard leather-trimmed interior surfaces, optional aluminum or carbon fiber garnishes in key interior spots, and a GT3 steering wheel elevated overall appeal.
The GT3 came equipped with a PCM infotainment system. The center was graced by a 7.0-inch touchscreen with Apple CarPlay, navigation, Bluetooth, etc. But, there wasn’t Android Auto – another major disadvantage, but not for all. An eight-speaker audio system with AM/FM and CD/DVD was standard, but audiophiles could outfit a Bose 12-speaker Surround audio system.
Of course, the GT3’s track-tuned suspension and noisy cabin made it less suited to long highway slogs than a standard Carrera. The firm ride and ever-present tire roar could grow tiresome on extended trips, and the lack of a standard front-axle lift system made navigating steep driveways challenging. With just 4.4 cubic feet of front trunk space, the tight cargo space was another major issue. Having no back seats, there was 13.6 cubic feet behind the front row.
Interior features highlights
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Two-seater interior for weight-saving measures
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4-way Sport Seats Plus with Race-Tex centers
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Leather upholstery
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918-inspired leather steering wheel
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Optional 18-way Adaptive Sport Seats Plus/carbon fiber full bucket seats
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Heated front seats
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Sport Seats Plus Backrest Shells in Leather ($1,870)
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GT3 sport steering wheel with manual transmission shift paddles
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Integrated track screen displaying performance data (tire pressure, g-force, stopwatch, water temperature, oil temperature, and pressure)
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Brushed aluminum/carbon fiber interior trim
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PCM infotainment system with a 7-inch touchscreen and Apple CarPlay
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AM/FM, CD/DVD player with 8-speaker audio system
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Bose 12-speaker Surround audio system
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Navigation with real-time traffic info, Google Earth imagery, and Wi-Fi
How good was the 991.2 GT3 in terms of handling?
Porsche’s engineers crafted the 991.2 GT3 into an even sharper precision instrument than its predecessor. The chassis featured a 1.2-inch lower ride height, stiffer springs and anti-roll bars, and dynamic engine mounts for unflappable composure. Rear-axle steering virtually shortened the wheelbase in tight corners, while Porsche Active Suspension Management (PASM) offered a choice of two modes for road or track.
Despite its track-focused setup, the GT3 rode remarkably well on the street. The dampers soaked up rough pavement and potholes in their normal setting, while Sport mode firmed things up for more spirited drives. Road noise was ever-present but never overwhelming, and the optional front-axle lift system prevented scraping the low nose on steep driveways. The electrically-assisted steering column delivered sufficient precision and feedback, while the rear-wheel-steering rotated the rear wheels up to 1.5 degrees in the same or opposite direction as the front wheels for extra high-speed stability or shortening the turning radius.
Aided by the wider front track and sticky Michelin Pilot Sport Cup 2 tires, the GT3 stayed planted at higher speeds. Unlike the Turbo models, the GT3 and the more expensive GT2 RS were rear-wheel-drive with a mechanical limited-slip differential promising more traction on prepped surfaces.
With 14.96 inches ventilated and cross-drilled brakes on four wheels assisted by six-piston front and four-piston rear calipers, braking performance was impressive, with virtually no fade even after repeated hard stops. The optional carbon ceramic brakes offered even greater thermal capacity for track work using 16.1 inches front and 15.3 inches rear carbon ceramic discs assisted by larger calipers. These brakes were more responsive, and reviewers noted a 60-0 mph braking distance of just 98 feet.
On winding roads, the GT3 felt alive and eager. Its compact dimensions and rearward weight bias encouraged rotating the car into corners, while the torque-vectoring differential and stability control systems allowed for balletic slides on the limit. However, many enthusiasts lamented the short wheelbase, which could make it unstable on rough surfaces. The firm ride and ever-present tire noise made it less suited to long highway drives than the standard Carrera. But, most agreed that the unfiltered driving experience and sheer capability more than made up for these compromises.
How reliable is the 2018 Porsche 911 GT3?
While the 2018 Porsche 911 GT3 and the 991 generation are often praised for their performance prowess, there are some reliability issues that potential buyers should be aware of. Despite Porsche’s reputation for building durable sports cars, the GT3’s high-performance nature and track-focused design have led to a few notable problems.
One of the most significant concerns has been the GT3’s naturally-aspirated 4.0-liter flat-six engine. The high-revving powerplant is known as the MDG.GA has been prone to catastrophic failures due to issues with the connecting rod bearings and finger followers. In response to these problems, Porsche offered an unprecedented 120,000-mile warranty to reassure buyers. While this coverage is comforting, it doesn’t negate the inconvenience and potential downtime associated with an engine failure.
Transmission and drivetrain issues have also plagued some owners. While the PDK dual-clutch gearbox is praised for its lightning-quick shifts, it has been known to experience clutch wear and overheating during track use. The rear differential and axles have also been susceptible to failure under the immense stresses of track driving.
Mechanical problems like premature wear of suspension components, brakes, and tires are common for GT3s that see regular track use. While these issues are not unique to the GT3, the high-performance nature of these parts means that replacements can be quite expensive. Electrical issues have also crept up in some GT3s, with owners reporting issues with the car’s complex electronics and infotainment systems. While these problems are often more annoying than debilitating, they can still be frustrating on a car of this caliber.
Tips for used 991 Porsche 911 GT3 buyers
When shopping for a used 991.2 GT3, prioritize a thorough pre-purchase inspection by a Porsche specialist. Check for signs of track abuse, accident history, and deferred maintenance. Review service records to ensure the car has been properly maintained, with regular oil changes, brake fluid flushes, and spark plug replacements.
Pay close attention to the condition of worn items like tires, brakes, and suspension components, as they can be expensive to replace. A well-maintained GT3 with a clean history and fewer owners is worth paying a premium for, as it can save you from expensive surprises down the road.
To keep your GT3 healthy for the long run:
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Follow the recommended maintenance schedule religiously
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Use high-quality fluids and parts approved by Porsche
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Warm up the engine properly before pushing it hard
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Allow the car to cool down before shutting off the engine after spirited driving
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Store the car in a clean, dry garage when not in use
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Weigh the pros and cons of GT3 ownership carefully
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Prioritize a thorough pre-purchase inspection
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Check for signs of abuse, accidents, and deferred maintenance
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Pay a premium for a well-maintained example with fewer owners
Should you buy a used 2018 Porsche 911 GT3?
For driving enthusiasts seeking an undiluted experience, the 991.2 GT3 delivered a compelling combination of raw performance and driver engagement. Its 4.0-liter naturally aspirated boxer-six and performance-tuned chassis made it a track weapon while being livable enough for weekend getaways. However, potential buyers should weigh the pros and cons carefully.
Compared to rivals like the Mercedes-AMG GT C and Nissan GT-R Nismo, the GT3’s single-minded focus on driving purity came with some compromises. The AMG offered a more luxurious interior, and the Nissan boasted all-wheel drive and a lower price tag. Yet for those who prioritized an analog experience, the GT3’s manual gearbox and 9,000-rpm redline were impossible to ignore.
As a used purchase, the GT3 could be a mixed bag. While its timeless design and thrilling performance made it a potential investment, the high-performance nature of its engine and track-focused suspension demanded meticulous maintenance and careful vetting of previous owners. For the right buyer, though, the rewards of 911 GT3 ownership were worth the challenges.
FAQs
What engine powers the 2018 Porsche 911 GT3?
The 2018 911 GT3 is powered by a naturally aspirated 4.0-liter flat-six engine derived from the 911 GT3 Cup race car. It makes 500 horsepower and 339 pound-feet of torque. Porsche offered a choice between a seven-speed PDK dual-clutch automatic transmission and a six-speed manual gearbox at no extra cost.
How fast was the 2018 Porsche 911 GT3?
With the PDK transmission and launch control, the 991.2 GT3 sprinted from 0-60 mph in just 3.2 seconds and offered a top speed of 198 mph. The manual version took 3.8 seconds and maxed out at 199 mph.
How is the 2018 GT3’s exterior different from other 911 models?
The GT3 features a more aggressive front fascia with larger air intakes, a redesigned rear wing and diffuser for improved aerodynamics, and wider rear fenders to accommodate larger wheels and tires.
What are some notable interior features of the 2018 911 GT3?
The GT3 offers a driver-focused cockpit with sports seats, a 918-inspired steering wheel, and Porsche’s latest PCM infotainment system. However, some comfort features are omitted for weight savings.
How much does the 2018 Porsche 911 GT3 cost?
Back in 2018, the starting price for the 2018 911 GT3 was $143,600, making it the most expensive non-Turbo 911 in the lineup at the time. Key rivals included the Mercedes-AMG GT C Coupe, which started at $145,000, and the Nissan GT-R Nismo, which was priced at $175,490.
The new Porsche 911 GT3
The new 911 GT3 with motorsport engine and even more performance
The Porsche 911 GT3 delivers motorsport-like performance, a systematic lightweight construction and an unfiltered driving experience. In the new generation of the radical 911, the connection between everyday driving and the racetrack is even more intense. At the heart of the latest enhancement beats a four-litre flat engine. The high-revving naturally aspirated engine with 368 kW (500 hp) is virtually a carbon copy of that in the thoroughbred 911 GT3 Cup racing car. The redesigned chassis with rear-axle steering and the systematic lightweight construction are specifically configured to convert the engine power into superior driving dynamics. An optional six-speed sports manual transmission is also available for the first time in addition to the standard Porsche PDK transmission.
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Engine: The four-litre naturally aspirated engine produces 368 kW (500 hp) and produces 460 Nm of torque. This represents an increase of 25 hp and 20 Nm in comparison to the predecessor model. Deliberately optimised for higher engine speeds, the six-cylinder engine can reach up to 9,000 rpm and is ideal for sporty driving.
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Performance: The weight-to-power ratio of 3.88 kg/kW (2.86 kg/hp) is almost at motorsport levels. The high-performance 911 can accelerate from zero to 100 km/h in 3.4 seconds. Its top speed stands at 318 km/h with PDK, and 320 km/h with manual transmission.
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Powertrain: The standard seven-speed PDK transmission is optimised for use on the track. If preferred, a lighter, manual six-speed transmission is available. Both transmissions are combined with rear differential locks (PTV Plus/PTV).
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Chassis: Optimised spring and damper tuning improves the lateral dynamics. The Porsche Active Suspension Management (PASM) shock-absorber system delivers the perfect balance of comfort and sportiness. The rear axle steering improves agility when driving around bends, while also ensuring stability when manoeuvring at high speeds.
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Design and aerodynamics: The carbon rear wing – a characteristic, iconic feature of Porsche GT sports cars – is situated 20 millimetres higher in the air flow than on the predecessor model, thus generating greater downforce. The front and rear ends have been aerodynamically optimised and are constructed from lightweight polyurethane to reduce weight.
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Interior: The GT sports steering wheel and Sports seats Plus with extended side bolsters deliver the true 911 GT3 driving experience. An optional Clubsport package – including roll cage, six-point racing harness and fire extinguisher – is also available.
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Infotainment: The Porsche Track Precision app, included as standard, is accessible via a smartphone and provides drivers with detailed performance data regarding lap times, for example. The PCM is connected to the Internet via the Connect Plus module – also delivered as standard – and offers access to Porsche Connect services.
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Production: The 911 GT3 is developed on the same racing track and manufactured on the same production line as the racing cars.
A 911 for the road and the race track: The new Porsche 911 GT3
The 911 GT3 is pure Porsche. It bridges the gap between motorsport and road driving, truly reflecting the core of the brand: successful on the race track, reliable in daily life. The new 911 GT3 strikes the balance like almost no other. This is all thanks to the completely new, six-cylinder naturally aspirated engine with 368 kW (500 hp), the high-speed engine concept, the revised chassis with near-motorsport tuning and the systematic lightweight construction. With a four-litre flat engine, the 911 GT3 generates its power using the same engine as the thoroughbred 911 GT3 Cup racing car. Developed on the same test track and manufactured on the same production line as the racing car, Porsche’s motorsport technology has once again been incorporated into a road-approved sports car. As a result, Porsche’s most successful GT sports car delivers an emotional mix of high performance and unfiltered driving feel.
The majority of GT drivers also like to take their sports cars for a spin on the race track, which is where the new 911 GT3 really comes into its own thanks to a weight-to-power ratio of 3.88 kg/kW (2.86 kg/hp). With a seven-speed double-clutch transmission (PDK) that has been specifically tuned for the GT3 as standard, the two-seater weighs in at 1,430 kg with a full fuel tank and can accelerate from 0 to 100 km/h in 3.4 seconds. It boasts a top speed of 318 km/h. For those who love pure unadulterated driving, Porsche also offers the 911 GT3 with a six-speed sports manual gearbox. This allows the high-performance 911 to sprint from 0 to 100 km/h in 3.9 seconds and reach a top speed of 320 km/h.
The chassis of the new 911 GT3 benefits from Porsche’s motorsport experience and has been re-tuned for even better driving dynamics. The two-seater sits around 25 millimetres lower than the 911 Carrera S. In addition to the further refined basic design, the chassis also boasts superior handling characteristics, thanks predominantly to the active rear-axle steering. Depending on the speed, the rear wheels turn either opposite to the front wheels or in the same direction, which improves agility and stability. Other features that improve the car’s driving dynamics include the dynamic engine mounts and the rear differential lock (Porsche Torque Vectoring, PTV/PTV+).
When it comes to its appearance, the 911 GT3 leaves little doubt as to its purpose. The dominant carbon rear wing emphasises the fact that the sports car’s form is determined by aerodynamics. The lightweight front end and front spoiler have been designed for a better air flow. The aerodynamic enhancement is also evident on the lightweight rear end with exhaust air openings and on the new diffusor.
High-speed racing engine producing 368 kW (500 hp)
At the heart of the new 911 GT3 beats a thoroughbred motor racing engine. The main development aims for the high-speed engine were performance and stability for heavy use on racing circuits. The naturally aspirated six-cylinder flat engine with four-litre displacement generates extremely dynamic power in the 911 RSR, as well as the 911 GT3 R and 911 GT3 Cup. The machine is the most powerful naturally aspirated direct-injection engine and has the greatest displacement that Porsche has ever produced for a six-cylinder flat engine on the road. It produces 368 kW (500 hp) of power and 460 Nm of torque. This represents an increase of 25 hp and 20 Nm when compared to the previous model with 3.8-litre displacement. The power curve peaks at 8,250 rpm, while maximum torque is achieved at 6,000 rpm.
The engine is characterised by its high-speed concept: The crankshaft spins up to 9,000 times a minute, which is truly extraordinary, even for a sports car engine. High engine speeds enable greater power output. To ensure precise gas exchange even at high speeds, the Porsche engineers developed “rigid valve control”. This means that the rocker arms are not supported on hydraulic balancing elements, but situated on axles. The correct valve clearance is set using replaceable shims in the factory, meaning no subsequent re-adjustment is required. The rigid valve drive also reduces friction losses.
The variable inlet and outlet camshaft control continues to be operated by the Vario Cam system as before. The electronic engine management system uses the variable valve control to regulate the valve timing depending on the engine speeds and load conditions. This enables high running quality and, above all, high performance and torque values throughout the speed range.
Another characteristic of the power output is the high compression ratio of 13.3:1. With its basic engine, the powertrain of the GT3 delivers all the features typical of motorsport engines. This includes the dry-sump lubrication with separate oil tank, titanium connecting rod, and redeveloped crankshaft with greater rigidity and enlarged bearing dimensions. A central oil feed ensures optimum oil supply to the connecting-rod bearing. Defoaming the oil using a centrifuge before feeding the oil into the separate oil tank is also an innovation and originates from motorsport.
Together with the sports exhaust system, the plastic variable intake manifold with two switchable resonance flaps ensures an efficient charge cycle. The benefit for the driver is the highly consistent power and torque application across the entire engine speed range – not to mention the thrilling sound.
Double-clutch transmission for the fastest lap time; manual transmission for the purists
For the first time, Porsche offers two transmission variants for the 911 GT3. For those who want to achieve the fastest-possible lap times, the Porsche Doppelkupplung (PDK) with seven gears is the perfect choice and is delivered as standard. Alternatively, the new high-performance sports car is also available with a manual six-gear transmission for no extra charge.
New GT sports manual transmission with six gears
A shorter shift lever, short shift paths, precisely engaging gears and six optimally-tuned gears: For the purists among the 911 GT3 drivers, Porsche has developed the new GT sports manual transmission with dual-mass flywheel. The transmission ratio of the six gears is precisely tuned to the power development of the engine and offers particularly sporty shifting characteristics. The automatic intermediate acceleration function ensures sporty gear changes when downshifting. It is activated via the SPORT button on the centre console, delivering highly dynamic shift operations from faster synchronisation of the gear wheels – ensuring an even more emotional driving experience on winding roads.
Unlike the PDK transmission, the manual transmission model transfers the power to a mechanically-controlled rather than electronically-controlled rear-differential lock (PTV) with locking values of 30/37 per cent (traction/overrun). Another advantage: The combination of manual transmission and mechanically-controlled differential lock weighs around 15 kg less than the PDK variant. This reduces the empty weight to 1,413 kg, thus increasing the weight-to-power ratio to 3.84 kg/kW (2.83 kg/hp). The high-performance 911 therefore sprints from zero to 100 km/h in just 3.9 seconds.
PDK designed for even faster lap times
The PDK is part of Porsche motorsport history. In 1986 and 1987, the Porsche 962 was the overall victor at Le Mans using a double clutch transmission. Today, the Porsche Doppelkupplung sets new benchmarks for standard sports cars. With millisecond gear changes and no interruption in traction, it ensures optimum acceleration figures while reducing fuel consumption.
The PDK is specifically tuned for the new 911 GT3. All seven gears are performance-oriented, with top speed being reached in seventh gear. The special electronic transmission control of the Intelligent Shift Program (ISP) ensures even more spontaneous and faster traction upshifts and downshifts in overrun. In PDK SPORT mode, downshifts are more aggressive when braking. When accelerating, the shift points are moved down.
With their precise pressure point, the gearshift paddles offer precise haptic feedback, even when wearing racing gloves. For drivers who use the gear selector to shift gears, the shift direction is the same as in a racing car: Pull back to shift up. Push forward to shift down.
Paddle Neutral: The PDK release function in the 911 GT3
The driving dynamics of a sports car driven to achieve the best lap times are also determined by the clutch. This is why the PDK has the “Paddle Neutral” function. If the driver pulls back on both gearshift paddles at the same time, the clutches of the PDK release, and the power delivery from the engine to the powertrain is interrupted. As soon as the driver lets go of the gearshift paddles again, the clutch re-engages at lightning-fast speed if PSM is deactivated. If PSM is activated, the clutch re-engages quickly, but less spontaneously.
Essentially, there are two advantages to this: If the car is understeering through a bend in wet conditions, for example, the driver can neutralise the handling by pulling back on the paddles, delivering extra cornering force to the wheels on the front axle. The second aspect concerns how the spontaneous application of propulsion force individual influences the driving dynamics. Using “Paddle Neutral” means that the vehicle rear can be deliberately destabilised when cornering dynamically in a similar way to using a traditional clutch with a manual transmission. “Paddle Neutral” can also be used for acceleration from a standstill. As with a vehicle with a manual transmission, the driver alone can determine the preferred acceleration characteristics using the clutch and gas pedal without any intervention from electronic powertrain and driving stability control systems.
For optimum power transmission on the road, the PDK in the 911 GT3 is combined with the Porsche Torque Vectoring Plus (PTV Plus), which incorporates an electronically-controlled rear differential lock with fully-variable torque distribution. The system brakes the inside rear wheel in a targeted manner to improve the vehicle’s steering behaviour and driving stability.
PSM specially tuned for GT sports cars
For the reasons above, PTV Plus complements Porsche Stability Management (PSM), which alters the driving dynamics through various interventions including selective wheel braking. As with the predecessor model, the vehicle stability system is also tuned for sporty driving in the new GT3. The PSM can be deactivated in two stages using the ESC OFF and ESC+TC OFF functions.
In the first deactivation stage, “ESC OFF”, the potential driving dynamics on race tracks are increased by deactivating the lateral dynamics control ESC. This allows the driver to deliberately destabilise the rear end of the 911 GT3 through bends using dynamic steering and/or the accelerator pedal. The longitudinal dynamics control functions tuned for sporty driving are retained in this driving mode. In the second deactivation stage, “ESC+TC OFF”, all driving dynamics control systems up to and including the anti-lock brake system are deactivated. This means the driver has full control and can drive entirely according to his or her preferred racing style.
Chassis
Motorsport chassis with rear axle steering
GT sports cars from Porsche have their own brand-specific spread of driving dynamics. They are at home both on race tracks like the Nürburgring and runway-style racing, delivering agility when the chassis is tested and stability at high speeds. The chassis of the new 911 GT3 has been built and tuned according to this motorsport philosophy. Compared to the previous model, the responsiveness of the spring/damper combination has been further optimised. Weight-saving integrated auxiliary springs on the rear axle ensure that the main springs remain under tension even after rapid and complete deflection – for example, after driving over the brow of a hill at high speed. Together with the rear axle steering as standard, the PASM adjustable damper system and the dynamic engine mounts, the re-developed motorsport chassis delivers further performance improvements.
The active rear-axle steering has long been a guarantee of excellent driving dynamics in high-performance 911 models. In the new 911 GT3, the steering angle of the rear wheels can be varied by up to 1.5 degrees in each direction via electromechanical actuators, depending on the speed. Below 50 km/h, the front and rear wheels turn in opposed directions, which enables particularly dynamic steering and even more agility around bends. Above 80 km/h, the wheels on both axles turn in the same direction, which increases stability at high speeds when changing lanes or manoeuvring.
PASM with two modes optimised for the road
The Porsche Active Suspension Management (PASM) variable shock-absorber system has also been specially tuned to the 911 GT3. There is a choice of two maps. Normal mode already offers high driving dynamics in changing road conditions and on uneven roads. With Sport mode, the driving dynamic potential of the new 911 GT3 is increased even further, particularly on even roads. Reducing the body movements to a minimum allows particularly precise and specific handling. The new 911 GT3 adopts the dynamic engine mounts from the predecessor model. They hold the engine more tightly to the body when cornering, thus eliminating unwanted effects of the engine mass on handling.
The revised UHP tyres (Ultra High Performance) also help achieve the potentially higher cornering speeds of the new GT 911. The 911 GT3 rolls off the production line on 245/35 ZR 20 tyres at the front and 305/30 ZR 20 tyres at the rear. The forged alloy wheels with central locking are silver-coloured as standard, and measure nine inches in width on the front axle and twelve inches in width on the rear axle. The Tyre Pressure Monitoring (TPM) system is included as standard and not only issues a warning in the event of gradual or sudden pressure loss, it also has a race circuit mode, which takes into account the lower air pressure of cold tyres at the start of the track session.
Option for day-to-day driving: Pneumatic lift for the front axle
As with the predecessor model, the new 911 GT3 also has a pneumatic lift system on the front axle offered as an option, which increases day-to-day usability by allowing the front of the body to be lifted by around 30 millimetres. This is possible at speeds of up to 50 km/h, and prevents damage to the body caused by an uneven road surface.
The standard brake system is designed for motorsport and includes aluminium monobloc fixed callipers with six pistons at the front and four at the rear. These grip the compound brake discs that have a diameter of 380 millimetres and aluminium brake chambers. The Porsche Ceramic Composite Brake (PCCB) system is also available as an option. With large brake discs measuring 410 mm in diameter at the front and 390 mm at the rear, the PCCB delivers even greater braking performance and resistance to wear.
Bodywork
Lighter with improved aerodynamics
Aerodynamics and weight are the two factors that dominate the development of the 911 GT3 body. The front and rear ends have been optimised according to these requirements. Both are constructed from lightweight polyurethane with hollow glass spheres and carbon fibre elements in order to reduce weight. The new rear lid, rear wing, and wing supports are made from carbon.
Large air intakes, typical of the 911 GT3, dominate the front view.
Along with the new lateral air blades, these large intakes to the left and right improve the cooling air supply. At the same time, the GT3 air outlet in front of the luggage compartment lid improves air flow to the central water cooler and increases aerodynamic downforce on the front axle. The air intake grilles on all cooling air intakes have a titanium-coloured coating. The wide front spoiler lip delivers additional downforce at the front axle.
The new 911 GT3 comes with Bi-Xenon headlights as standard, including dynamic range control and headlight washer system. LED headlights in black are available as an option. The LED direction indicators, daytime running lights and position lights have a sleeker design on the new 911 GT3, which adds additional sharpness to the contours. Overall, the front of the new 911 GT3 looks even more muscular and sporty.
GT characteristic feature: Carbon rear wing
At the rear of the 911 GT3, there is no mistaking that this is where power is transferred to the road. The most striking feature is the fixed rear wing with black sideblades. This is positioned around 20 millimetres higher than on the previous model, providing improved downward pressure on the rear axle. The rear lid, wing and wing supports are made from carbon and painted in the exterior colour. The central ventilation slot of the rear lid is positioned higher and is larger than the predecessor model, which further improves heat dissipation. The two black ram-air scoops on the rear lid ensure optimal air supply to the engine thanks to their dynamic pressure function. They are made from glass-fibre reinforced plastic (GFRP).
The redeveloped engine underbody panelling with enlarged surface area and four additional fins ensures additional downforce. The underbody panelling made of stamped aluminium sheet metal is shaped to rise toward the rear, thus acting as a diffusor. The plastic fins channel the air flow under the rear end, which further accelerates the air and amplifies the diffusor effect. This technology also originates from motorsport.
Compared to the 911 Carrera, the body is 44 millimetres wider in the area around the rear wheel housings. Lowering by an additional 25 millimetres further emphasises the width of the car. The central black twin tailpipes of the Sports exhaust system lower the visual focus point. The tinted LED tail lights have a very flush and three-dimensional design, further accentuating the horizontal lines.
Interior
Experience centre for exceptional driving dynamics
The interior of the new high-performance sports car is tailored for maximum driving experience. The GT sports steering wheel with a diameter of 360 millimetres originates from the 918 Spyder, and its height and length can be manually adjusted. The shift paddles for manual gear selection on the PDK have very short shift throws and exceptionally precise shift behaviour. Both the driver and passenger experience the dynamics in Porsche Sports seats Plus with enhanced seat side bolsters and mechanical fore/aft adjustment. The seat height and backrests are adjusted electronically. The seat covers are finished in black leather with a seat centre in black Alcantara. The headrests bear the stitched “GT3” logo in platinum grey. As the 911 GT3 is traditionally a two-seater, the seat pans in the rear are covered.
Porsche offers three additional seat variants for the 911 GT3. The adaptive Sports seats Plus boast electrical adjustment of all seat functions (18-way). The second option is sports bucket seats with folding backrest, integrated thorax airbag and manual fore/aft adjustment. The seat shell is made from glass fibre and carbon-fibre reinforced plastic, and the surface has a carbon-weave finish. The third variant is full bucket seats made from light carbon fibre-reinforced plastic in carbon-weave finish. The new seat covers have GT3 stripes and an embossed Porsche crest in the headrests. The bucket seats have an integrated Thorax airbag, electronic height adjustment and manual fore/aft adjustment.
As with the previous model, the new 911 GT3 is also offered with an optional Clubsport package. In addition to a roll cage with screwed attachments, the package includes preparation for a battery disconnect switch, a red six-point seat belt for the driver’s side, and a fire extinguisher with mount.
Porsche Track Precision app as standard
In addition to Porsche Communication Management (PCM) including an online nav-igation module with real-time traffic information, the standard equipment also in-cludes the Connect Plus module and the Porsche Track Precision app. The app en-ables 911 GT3 drivers to display, record and analyse detailed driving data on their smartphone. Lap times can be timed either automatically via a precise 10-Hz GPS signal in the PCM or manually using the operating lever of the optional Chrono Package, and compared on a smartphone. The app displays the driving dynamics on the smartphone in race track situations. In addition to sector and lap times, devia-tions from the set reference lap are also displayed. Graphical analyses of the driving data and a video analysis help the driver to improve driving performance. Record-ings, lap profiles and driver profiles can be managed and shared directly via a smartphone. Without the Chrono Package, precise lap times can be sent to the app using the laptrigger available from Porsche Tequipment. This can be positioned next to the start/finish line to automatically time lap times and send the data to the PCM and smartphone app.
Optional Chrono Package with performance display
In addition to the analogue and digital stopwatch in the dashboard, the optional Chrono Package also offers a performance display for displaying, storing, and evaluating measured lap times in the PCM. This provides the driver with information about the time and distance of the current lap, as well as the previous lap time and the times achieved so far. The fastest lap and the remaining fuel range are also displayed. Any lap routes can be recorded and reference laps can also be set.
Connected PCM with Connect Plus module
The standard Connect Plus module has an LTE telephone module with SIM card reader for maximum convenience and optimised voice quality, as well as wireless Internet access. This means WiFi-enabled devices such as laptops, tablets and smartphones can be connected to the Internet in the vehicle – all at the same time if required. A smartphone storage compartment in the centre console transfers the signal of the smartphone to the vehicle antenna, which saves the battery and optimises reception quality. The Connect Plus module also offers numerous Porsche Connect services.
The driver can control the standard Sound Package Plus with its eight loudspeakers and 150-watt performance via the PCM. The Bose Surround Sound system, specially designed for 911 models, is available as an option. The audio system delivers a total output of 555 watts and has twelve fully-active loudspeakers and amplifier channels, including a patented, built-in 100-watt high-performance subwoofer. The fully-active system design allows each individual loudspeaker to be optimally adjusted to the vehicle interior, transforming the 911 into a concert hall.
MotorheadOne
MotorheadOne is scouring the internet for the latest content coming from car manufacturers and enthusiasts. Trying to add value and perspective to the marketing and hype bias. Read full bio
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