The all-new 510PS Porsche 911 GT3 | GRR
This is the hotly-anticipated 2021 Porsche 911 GT3, the first Porsche Motorsport-fettled variant of the latest 992 series of 911s. You know the drill by now. This remains a concoction of well-loved ingredients, including a screaming naturally-aspirated flat-six, a manual transmission option and motorsport know-how from the world’s most successful endurance racers.
But while the best-loved bits of the platform remain present and correct, significant improvements have been made all around, especially with the aerodynamics and the suspension. Let’s break it down.
Before we get to all that, let’s talk power and performance. The 4.0-litre naturally-aspirated flat-six engine is a derivation of the unit that powered the last 991.2 GT3, albeit with the addition of two gas particulate filters. In spite of this, it still revs to 9,000rpm, the exhaust is lighter than the last-generation car and they’ve eeked out another 10PS (7.4kW) for a grand total of 510PS (375kW) and 470Nm (346lb ft). With the PDK transmission, it’ll crack 62mph in 3.4 seconds and go on to a top speed of 197mph (318kmh). Interestingly, if you get the manual, you’ll get an even higher top speed of 199mph (320kmh). That makes the 992 GT3 quicker than the last GT3 RS up top, though that might be a cheat fact given the RS is a downforce demon. Not that this new GT3 isn’t a downforce demon…
See, this is arguably the biggest design and aerodynamics step change in the history of the GT3, borrowing lots of modern motorsport knowhow, where in the past GT3s have been a bit of a case of “slap a wing on and set it loose”.
Now, for the first time, the underside is sealed, with the exhaust tips (and the rest of the system) now fully recessed into the bumper and above the diffuser. The single hood-wide vent at the front also makes way for two nostril cut-outs in the hood, which itself is now made of carbon-fibre. The biggest changes, however, are with the front bumper and the rear wing. Up front, the three inlets have been replaced with a single ‘mouth’ look with air curtain vents flanking. As for the wing? Gone are the traditional uprights in favour of motorsport-style swan-neck legs that arc over the wing itself, also now a carbon item. This cleans up airflow on the underside of the wing which contrary to what you might assume, is the most important area.
Add it all together and the results are… significant. Overall, there’s an approximate 50 per cent increase in downforce over the 991.2 GT3, all “without noticeably affecting drag coefficient”. The wing when set in its circuit-biased ‘Performance Position’ is said to contribute to a 150 per cent increase in downforce at 120mph. Crikey. Then there’s the suspension...
If ever there were an Achilles heel in a 911 GT3, it was the front end, specifically the way it likes to push when pressing on. Rear-steering and lashings of tyre width helped with the 991. Now, with the 992, the goal is to kill the washing 911 nose dead. For the first time an entirely new and bespoke double-wishbone front-end features which, along with the revised aero, comes courtesy of the 911 RSR racing car. The aforementioned rear-steering system is also revised, along with bigger and lighter brakes.
Throw all this, coupled with the new Michelin Pilot Sport Cup 2 R tyre – effectively a cut slick – and a weathered Porsche testing veteran Lars Kern at the Nürburgring and you get a scarcely-believable but allegedly repeatable 6-minute 55.2-second time on the old 12.8-mile track. On the new longer 12.9-mile track, it’s a 6:59.9. Remember when the million-pound 918 Spyder going under seven minutes was considered significant? Me neither. With those looks and these numbers, the GT3 is more racetrack refugee than ever before. All you need is the optional cage, a HANS device and a six-point harness and it’ll be near-on VLN-ready.
Of course, nothing racing in the VLN comes with cruise control, Apple CarPlay, a stylised digital instrument cluster, heated seats or various other creature comforts. On the inside, save for the seats borrowed from the 918 Spyder, the body-matched stitching and the GT3 badges, the GT3 is a 911. That’s to say well-equipped and nicely appointed: sporty but civilised in equal measure.
So how much will the new GT3 set you back and when can you have one? The new GT3 is available to order now for a starting price of £123,100. With a carbon roof and various other options, expect to pay closer to £140,000 and beyond. As ever, there will likely be decent demand for the new GT3 too so get your order in early. Oh, yes, there is probably a touring version on the way and no, we don’t know how they can possibly make the RS any more extreme or quicker either.