قالب وردپرس درنا توس
Home / Technology / Porsche 911 GT3 review: strictly for converted

Porsche 911 GT3 review: strictly for converted

The Porsches 911 GT3 is a rare animal. The Veiversion (it is also available as a straight racing car) is the last non-turbocharged 911, and in fact the last road car that carries a Porsche brand that comes without turbo.

Power comes from an enlarged and particularly feisty version of the famous "boxer" six, with a 4-liter capacity and an ability to spin at 9000 rpm. It's important to anyone that the GT3 is available with an old-fashioned manual gearbox, which is not offered on the previous model.

Do not expect a saving to do it yourself. The six-speeder is a tailor-made device designed to cope with the enormous power and torque. The manual car is priced at $ 326,400, plus costs on the road, just the same as the version equipped with PDK dual-clutch gearbox. Spielet runs "dual-coupling transmission for the fastest lap times, manual gearbox for the purists". This points to the modern fact: the two-pedal version will always be more efficient and faster, but the manual generally more enjoyable.

The GT3 interior is as functional as you expect. The beautiful Alcantara-clad wheel with the red strip at the top has no buttons or rings. The optional sports bucket at the front is a little hard to get into, but keep everything in place when you're there.

  Few sports cars make it better to feel
Few sports cars make it feel better to feel "analog" than GT3.

Our car also had a roller cage where you might find rear seats and two sets of seat belts at the front: one six-point seat on each seat for track use plus conventional three-way belt to the road. The latter are very necessary: ​​it is almost impossible to get a decent three-fourths from the rear when they are merged with traffic if it is fixed by a rigid full harness.


These other belts were more than a minor inconvenience when it was necessary to cut off the large lower buckle in the harness when using normal belts. Comfortable? No. And I'm sure the big backwheel is a great thing to go into a 200km / t sweeper, but in regular traffic it shares the exact backside and makes it quite difficult to see a lot.

& # 39; Comfort & # 39; only in the name

When I picked up GT3, I was not in the mood for something so uncompromising. If I was not in the mood, my wife was even smaller then when we went for a later drive. She pointed out that it was ridden like an old one. I mentioned that we were in the comfort setting. In sport, it drives like an even older tractor, while the exhaust bumps and looks like it's permanently a few minutes past midnight on New Year's Eve. And of course, there is a need to hit the nose lifter for every decent sized speed match.

"Who would want to spend all the money," said the voice of reason, "on something as noisy and uncomfortable as this and why is there a cage in the back?"

  The GT3 interior is as functional as you expect , with an Alcantara-clad steering wheel without buttons or steering wheel.
The GT3 interior is as functional as you would expect, with an Alcantara-clad steering wheel without buttons or steering wheel.

"Men," I replied. "And in case you need to transport the chickens, very fast."

"Just stupid. Really, very stupid."

I chose to think she was talking about the car. Anyway, some people will never understand Porsches, especially 911, which of course has the engine exactly where it should not be: hanging over the rear axle.

When I was in the mood for GT3, it was just as nice as you would expect a top line of Porsche to be, even though I only used a small percentage of its abilities. You really need closed roads to get close to appreciate what it can do. With the previous model I managed to experience his many wonders on a race track. Not here, unfortunately. Not yet.

Analog Expertise

Yes, the GT3 is stiff moving, but even better to take advantage of the horrendous rear grip that comes from having the engine straight on the back. At times it feels like you're driving on glue, so hard you bake under the swing. You expect the inside of the front wheel to lift. It is not going to happen.

Many sports car manufacturers have recently tried to make the cars feel "analog". Few have succeeded better than here. Even the noisy cabin (it's modest soundproofing and it's not without its internal hugs and squeaks) serves to remind you every moment you drive a powerful machine. It's probably never driving you.

Revised aerodynamics apparently gives this car 20 percent more power than its GT3 predecessor without an increase in drag. There are lots of fast inclusions: adaptive suspension, rear wheel steering, torque vibration brakes and more. However, electronic devices do not override the driving experience. You can feel exactly what's happening underneath you and hang out if you want to without the childbirth systems notice (although you can not trick this nanny, she knows exactly what you do).

The official fuel economy is 12.7 L / 100 km on the combined cycle – that is, drive carefully in a laboratory. In the real world, I think I used about an eighth of a tank just thinking about going for a drive. Fuel economy is not what this car is about. It's also not a trunk, although it's comfortable how much you can fit your nose when you need it.

Tour de force

At the other end of the scale (almost) we sampled the 911 Carrera T. T can suggest a "targa", with a detachable roof panel or range-top "turbo". But in this case, T stands for "touring" and demonstrates that Porsche has so many variants in the 911 series it runs out of terms (it's also a GT3 Touring, for example).

T clamps into a narrow gap between the standard Carrera and Carrera S. At $ 238,400 plus costs and alternatives on the road, it's almost exactly halfway in price. The engine is the Carrera engine, but T has light glass, less soundproofing and other weight-saving tweaks. It also has a manual gearbox, in this case a seven speed.

Our car was very light yellow with a dark interior with bright yellow stitches and 911 written on the headrests in equally bright yellow. I'm not sure I needed it and I'm not sure that having a doorstep instead of proper handle, saves a lot of weight (that's part of a $ 6270 package).

T was certainly easier to live with than GT3 in everyday life, and almost as much fun. The "touring" reference is supported by a highly compatible trip. The gearbox was a pleasure, the car felt light and responsive, and once again fun. If you are anywhere near a race track, GT3 is of course the thing to have. And if the story is something to go on, the more extreme version will be better as an investment. But for pure pleasure on the road, T is a nice package.


  • Price $ 358,100 (Excl. Shipping Costs)
  • Engine 4 liters Horizontal Opposite Six (Gasoline)
  • Power / Torque 368 kW / 460 Nm
  • Fuel economy 12.7 L / 100 km (combined cycle)
  • C02 288 g / km

Source link