The anti-dive effect of that front suspension is quite noticeable under braking, and in either Normal or Sport mode, the damper settings are well-calibrated for bumpy back roads. It’s a supple ride, if not quite a magic carpet. On the highway, the Touring cruises well, although the engine can start to sound a little droning at a constant rpm. But the highway is not what the GT3 is optimized for.
Jonathan Gitlin
On a dusty or wet road, you need to be alert if you’re going to use a lot of throttle at low speed.
Jonathan Gitlin
Jonathan Gitlin
The GT3 Touring ditches the gooseneck rear wing for an active rear spoiler, like lesser 992-generation 911s.
Jonathan Gitlin
Porsche
I don’t know about you, but I think the car looks a lot better when the active spoiler is in the down position.
Porsche
The GT3 Touring ditches the gooseneck rear wing for an active rear spoiler, like lesser 992-generation 911s.
Jonathan Gitlin
I don’t know about you, but I think the car looks a lot better when the active spoiler is in the down position.
Porsche
On windy mountain roads, again in Normal or Sport, the car comes alive. Second and third gears are perfect for these conditions, allowing you to keep the car within its power band. And boy, does it sound good as it howls between 7,000 and 9,000 rpm. Porsche’s naturally aspirated flat-sixes have a hard edge to them—the 911 RSR was always the loudest race car in the pack—and the GT3 is no exception. Even with the sports exhaust in fruity mode, there’s little of the pops, bangs, and crackles you might hear in other sports cars, but the drama comes from the 9000 rpm redline.
Porsche asked us to keep traction control and ESC enabled during our drive—there are one-touch buttons to disable them—and given the muddy and dusty state of the roads, this was a wise idea. (The region was beset by severe flooding recently, and there was plenty of evidence of that on the route.) Even with TC on, the rear wheels would break traction if you were injudicious with the throttle, and presumably that would be the same in the wet. But it’s very easy to catch, even if you are only of moderate driving ability, like your humble correspondent.
After lunch, it was time to try the winged car, this time on the confines of the Ricardo Torno circuit just outside the city. On track, the handling was very neutral around most of the corners, with some understeer through the very slow turn 2. While a low curb weight and more than 500 hp made for a very fast accelerating car, the braking performance was probably even more impressive, allowing you to stand on the pedal and shed speed with no fade and little disturbance to the body control. Again, I am no driving god, but the GT3 was immensely flattering on track, and unlike much older 911s, it won’t try to swap ends on you when trail-braking or the like.
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