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ALISTAIR WEAVER: 2022 Porsche 911 GT3, Road Atlanta.
Today, we're going to do what no one, in the US at least,
has done so far.
We're going to push this $160,000 GT3
on a proper racetrack--
2.54 miles of Georgian heaven.
Now, for the first 20 seconds, I'm
just going to shut up, enjoy.
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[TIRES SCREECHING]
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In the future, we're going to tell our grandchildren
that this was peak internal combustion--
no turbo, no hybrid, just art.
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Before we get back onto the circuit,
let's discuss our charge.
The GT3 is really a car without an obvious rival.
Track-focused exotica from Italy or the UK cost
dramatically more.
And we're yet to see bonkers versions
of the mid-engine Corvette.
Philosophically speaking, the most obvious alternative
comes from the same camp--
the Cayman GT4, which Carlos track
tested for us a few weeks back.
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Sounds so good.
In the GT4, you get a flat-six mounted
in the middle developing 400 horsepower.
In the GT3, you get a four liter flat-six
developing 502 horsepower and located here in the derriere.
Now, Ferrari and even Chevy like to show off their engines
but Porsche not so much.
That's your lot.
You do, though, get to massage your ego
with this huge, comedic rear wing, which
will no doubt be a big hit down your local cars and coffee.
For the first time on a GT3, you get
what Porsche is calling these swan-neck uprights
or mounts if you like.
The idea is that you can smooth out
the airflow underneath the rear wing
compared with a more traditional mounting system.
You can also adjust it.
All you need is an Allen key.
And you can adjust the angle of attack
to provide more downforce at the rear
if you're heading out in the circuit, like we are today.
And to balance all that rear downward thrust,
you can also adjust the front end.
And there's lots of detailed aero work going on
underneath too.
The latest generation 992 911 is a bigger
car than its predecessor and absolutely huge compared
with 911's of old.
That's one of the biggest criticisms on the road.
But huge efforts have been made to keep the weight in line
with the old one.
The hood and rear wing are made of carbon-fiber-reinforced
plastic.
There's light-weight glass for the windows,
a skinny exhaust system, and even a new battery
that alone saves 22 pounds.
Never let it be said that Porsche's engineers don't
sweat the details.
I've driven every GT3 since the original 996 of the late 90s.
And this is definitely the most focused.
Honestly, I think it looks more like a GT3 RS
than a standard car.
I think it looks great as long as you're not
too self-conscious.
The only thing I don't like are these two-toned wheel rims.
I mean, imagine curbing those.
But, hey, they're an option anyway.
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It is properly humid in Georgia.
So apologies for the visual sweat bath.
They never let me run with the air conditioning on when
I'm filming--
so suffering for my art.
Anyway, back to the car and back to the interior.
This is pretty much standard 992 generation 911 fare.
But it has been enlivened by a few GT3 details.
First and foremost, the silly little electric-razor-styled
stick in the Carrera has been replaced by a much more
satisfying gear stick.
Now, this is actually the PDK.
Although, there is a six-speed manual
version and available as a no-cost option.
And if you get bored of the floppy paddles up here,
you can actually rock this lever to and fro
to change up and down, which I think is a really nice touch.
These fabulous carbon fiber bucket seats are a $6,000
option.
But they save a load of weight.
And apparently, more than 50% of GT3 buyers in the US
actually choose them.
But be careful on the burgers if you do.
What you still can't get, though, on a GT3--
even as an option, which I think is a real shame--
is rear seats.
Instead, you get a bunch of luggage space
to complement the useful "frunk."
As a two-seater, this is a really practical car.
You also get a ton of GT3 badges for your money.
We've counted 11.
And to be honest, we probably missed a couple-- again,
another huge win down cars and coffee.
If you'd like to know more about every 911--
or in fact, every car on sale today-- go to edmunds.com.
And if you want to cash off of your current car,
head to edmunds.com/sellmycar.
Let's get back to the action.
I really admire that Porsche isn't bothering
with the horsepower race.
It's dead simple-- 400 horsepower
for a GT4, 500 for a GT3, then likely 700 for a GT2
when it finally arrives.
Rivian is about to launch an electric truck that
will probably be faster in a straight line for half
the cash.
But frankly, who cares?
Porsche says this car will do 0 to 60 in 3.2 seconds.
And honestly, they tend to be pessimistic.
It is more than fast enough.
And as we found out when we drag raced a 340-horsepower Carrera
against a 760-horsepower Mustang GT500,
it's not how many ponies you've got as much
as how well they're trained and how you whip them into shape.
This is stable under braking, second gear
through this little chicane, changes direction so well.
Man, this is a full-on circuit.
It really is.
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6,000 RPM, 7,000; 9,000 RPM, 130 miles an hour, woo!
What a thing, breaking down hill.
I certainly think the chicane is coming up.
Flick left, flick right, back on the power, ease it in.
Oh, this thing sounds so good.
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The big change on this car compared to the old one
is Porsche have ditched the MacPherson strut suspension you
get on a normal Carrera and replaced it
with double wishbone.
Now, without wishing to get too geeky,
what that basically means is that you
get more front-end stability and a keener turn-in.
And believe me, it really works.
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Oh, man alive.
You can see by just how hot and sweaty I am,
this is a car that makes you earn it.
It's a physical car because it's so fast.
There's so much downforce.
There's so much lateral grip.
But why would you want to spend the best part of $200,000
on a car and it not be a challenge?
And what I like about this car is it's not intimidating.
This is a pretty hairy-- no, it's
not a pretty hairy racetrack.
This is a very hairy racetrack that, honestly, I
haven't driven before.
So there's a lot to take in.
It's a lot of car.
It's a lot of circuit.
But this thing feels like it's forgiving
of some of my mistakes.
And, yeah, as you push it harder and harder,
your margins reduce and reduce.
But for something with this much performance
and this much kind of motorsport intent,
it's a pretty forgiving tool.
And I like that.
We're also running on a Michelin Pilot Sport Cup 2 R tire.
Now, that is basically a track day tire.
Yes, you could drive it on the road.
It's road legal.
But Michelin reckons it's about two to three seconds
a lap faster around here than the standard Sport Cup 2.
But it is a track day special.
It's going to-- and if it rains, uh-uh.
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As you can see, I'm not really bothering
with the floppy-paddle gearbox.
It's actually so good at just doing its thing
on its own, which allows me to concentrate on the driving.
I mean, don't get me wrong.
I love a manual.
But if I was buying this as a track day tool,
I'd buy the PDK.
I really would.
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It's also really nice to drive a 911 at speed
with proper gear ratios.
It's not that stupid long between second and third
as it is in a normal Carrera.
These are beautifully spaced.
And they've actually dropped the overdrive eighth gear.
This is just a seven-speed box, beautifully spaced,
just wonderful.
Through the little sweeper, line it up, down the hill.
Hard on the brakes, feeding those carbon
ceramics, so stable.
This car has the optional ceramic brakes, which
are about a $9,000 option.
Now, not only do they provide massive stopping power,
particularly if you're out on a circuit like this.
But they also really reduce the unsprung mass which-- again,
without wishing to get massively geeky about it--
is basically what you want.
Just trust me on that.
All right, so-- oh, feed the throttle, feed the throttle.
Remember, it's still a 911.
This thing does give you lots and lots of confidence.
Take a bit of curve.
The steering is exquisite.
When these electrically hydraulic assistance
first came along, we all--
we all said how bad they were compared
to the old hydraulic systems you used to get in like a 997.
But my god, they've got better.
Just the confidence that it gives you,
it's just sensational.
Honestly, I'm having so much fun.
Some of that is just the noise.
When the world turns electric and this may
be the last GT3 we have, god, I'm going to miss this.
Sell the house, buy one.
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So that was a full-on day.
I'm pretty exhausted.
But what a day.
I think guys like me are going to talk
a lot in the next few years about this being
the last chance, the end of an era, enjoy it while you can,
all those cliches.
But honestly, with the GT3, it's probably true more than
of almost any other car.
If this is the last GT3 that Porsche ever produces,
then they've certainly gone out on a high.
They've really thrown the kitchen sink at it.
I used to talk at dinner parties when
you get asked that tedious question, what was the best
car you've ever driven?
I used to say 911 GT3 RS four liter.
But you know what?
I think this is even better.
$160,000 is MSRP.
Probably by the time you get the options you want on it,
it's over 180,000 if you can get one.
Honestly, I think these are going to change hands
for a lot more than that.
So what would I have?
Well, if I was a track day warrior,
I'd have this spec with a big rear wing and a PDK gearbox.
If I wanted one for the road, then I'd
probably wait for Touring and go with a stick.
But, hey, it'd be nice to have the choice.
What a day, epic really.
If you'd like to know more about every 911--
or in fact, every car on sale today-- go to edmunds.com.
If you want to cash off of your current car,
head to edmunds.com/sellmycar.
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