MotorTrend was fortunate enough to be one of the first to review the new Porsche 911 (998) GT3, which is due in South Africa later this year. Here’s what they had to say…

It’s the sound that hits you first. Roll into the throttle at 2000rpm and rising above the raspy whir behind is a single sonorous wail — like the bass notes belted out by the Wagner tubas of Der Ring des Nibelungen.

This Wagnerian tone lasts for only a second as the rapidly soaring engine speed leans out the brassy resonance and elevates the pitch to that familiar flat-six howl. But this is no normal Porsche 911, this is the 2010 GT3 — the purest evolution of the breed.

As in versions past, the GT3 badge means normally aspirated power and a heavy focus on racing — a tradition Porsche does not take lightly.

Just look at the intensive give and take that went into the 2010 GT3’s engine development. Displacement jumps from 3.6 to 3.8 liters via enlarged cylinder bores (100mm to 102.7mm) that require steel liners weighing 3.5 kilograms more than the previous version. Stricter European emission standards demanded a more sophisticated version of VarioCam, Porsche’s adjustable intake and exhaust camshaft system. This added another 2 kilograms, yet Porsche claims the 2010 GT3’s entire engine weighs 1 kilogram less the previous version.

To achieve such a feat, no part of the powertrain was left untouched, save the crankcase. The seven oil pumps of the dry sump lubrication system were put on a strict diet as were the air-con compressor and dual mass flywheel. Forged pistons, titanium connecting rods, hollow camshafts, and special lightweight valves and cup tappets not only reduce mass, they allow for a maximum engine speed of 8250rpm — 100rpm higher than the previous GT3.

Then there is the complex exhaust system; though composed of a complicated arrangement of fan-type manifolds, boxy catalytic convertors, and presilencers connected via ECU controlled butterfly valves to a single transverse mounted muffler, the system weighs 1 kilogram less than the older system on the previous GT3. What’s more, the new system significantly reduces back pressure and adds 20Nm of performance (and that deep bass roar) at the push of a dash mounted sport button.

Net result of all of these improvements? A claim few manufacturers can make; despite jumping 200cc, the GT3 still puts out roughly 85 naturally aspirated kilowatt per litre — 324 kilowatt at 7600rpm and 429Nm of torque at 6250rpm.

The bragging rights don’t end there. Outside of the engine bay, every facet of the GT3 has been massaged in the name of speed and efficiency. Race-derived center lock wheels (8.5 x 19 in. front, 12 x 19 in. rear) save a total of 2.5 kilograms. The standard brake discs gain 29.9mm up front to 381mm in diameter, yet lose 1.18kg for the pair. Optional Porsche ceramic composite brakes lose an additional 4.5kg’s.

Above the bumpers and between the head- and taillights are horizontal, mesh covered air outlets. Two additional vertical vents on the rear bumper draw hot air out of the engine bay, cooling it two to three degrees, while two ram air scoops perched on the rear decklid force feed the air intake.

Frontal area and air flow beneath the car have been reduced via a 30mm drop in ride height, which also brings the front lip spoiler closer to the ground for additional aero gains. A wider race inspired rear wing — featuring 3.8 emblazoned sideplates — helps achieve downforce in excess of 90 kilograms.

So how fast is it? Porsche claims the GT3 will hit a top speed of 310km/h. During the press drive in Southern Germany, we easily saw in excess of 264km/h on a lightly crowded stretch of autobahn between Stuttgart and Munich. We also found the GT3 will nail 100km/h in 4.0 sec, 160km/h in 9.0 sec, and run the quarter mile in 12.2 sec at 186.7km/h.

Now numbers like these and a price tag starting at US$113,150 will no doubt draw comparisons to the two ‘it’ cars of late — the Corvette ZR1 and Nissan GT-R. Yes, those two are faster and cheaper, but such comparisons are fair to none of them.

Consider the GT3 the anti-GT-R. Unlike Godzilla, the GT3 will do nothing for you, yet everything you ask. There is no dual clutch transmission option, only a manual racing gearbox, lightly disguised for street use. This Getrag six speed requires hard, precise throws through tight gates because of steel synchros built for the demands of racing. Swappable gears allow for track-tailored transmission ratios. Try that in your GT-R.

Stomp on the throttle and you’re rewarded with windshield smearing acceleration — just like in the Nissan — except maintaining this momentum requires more than just a lead foot. You just have to shift it all the time, because it’s heaps more rewarding than thunking back a paddle.

In that regard you might think it offers a similar DIY (that’s Drive It Yourself) experience as the ZR1, but it’s more focused and articulate. Take the steering; though lighter than you might expect (especially vis–vis the brutish clutch and gearbox) the sensation feels natural and precise. Porsche engineers did not add in artificial heft in place of road feel.

Furthermore, the GT3’s traction and stability control systems are fully defeatable with the single touch of a button. Hit the SC button and a light comes on indicating stability control is off. Press the SC+TC button right next to it, and the horizon is completely yours — whether you charge headlong into it or find yourself backing in at full pucker.

Sure, the ZR1 and GT-R allow you to take your life in your hands in similar fashion — but clicking those switches requires some serious premeditation. The GT3’s 435 free revving thoroughbreds are not the same as the ZR1’s supercharged 638 stallions. Similarly, a 1400 kilogram rear driver with a penchant for oversteer is not the same thing as a 1770 kilogram, all wheel drive boost machine that understeers all day (until it instantly doesn’t).

Still, the Chevy and Nissan fanboys will gloat over the numbers and gloss over the more rewarding subjective elements — like GT3’s deliciously executed, Alcantara-swathed interior. They’ll scoff at exclusive extras only the GT3 offers, like Porsche Active Drive Mounts — magnetorherological engine mounts that stiffen according to engine load and soften over bumps.

And you know what? Stuttgart will remain blithely unconcerned. The last GT3 and GT3 RS sold roughly 5200 units worldwide, and Porsche has every intention of repeating that success.

Adapted from MotorTrend

The 2010 Porsche 911 GT3 is set to be another master piece of engineering from the worlds most profitable car maker. Apart from the brilliance of its engineering, what one gets from this car is the ethos of Porsche – race-bred technology and performance, designed for the road but engineered with the track in mind. The absolute efficiency of Porche itself is delivered through its 911 GT3 models, to produce an intuitive driving experience between man and machine.

A point in case is Porsche’s new PADM, or Porsche Active Drivetrain Mount. From the press release

…the new GT3 will be available with yet another option making the car even more suitable for the race track: new and highly innovative PADM (Porsche Active Drivetrain Mount) engine bearings. These special engine mounts recognise a particularly sporting, race-like style of driving, making the normally elastic engine suspension hard and particularly resistant. This retains all the motoring comfort of the GT3 in everyday traffic, while on the race track the car is not affected by any mass forces coming from the engine, as would otherwise be the case in fast bends and on winding tracks.

Power is up by 11kW over the 997 GT3 to 320kW, along with an improved zero to 100km/h time of just 4.1 seconds. Just like you’d expect from a new iteration of GT3, everything about the car is a little tighter, a little stiffer and a little more ventilated.

For full details see the official press release below, also take a look at the the first official video.

New Porsche 911 GT3: Top Performer on the Road with Ambitions on the Track

Official Porsche Press Release

Stuttgart. Dr. Ing. h.c. F. Porsche AG, Stuttgart, is adding yet another new model to the second generation of the 911 model series: the new GT3 even more powerful, faster, and refined than its predecessor.

In developing the most sporting and dynamic road-going 911 with a normal-aspiration power unit, Porsche has applied a wide range of know-how gained in motorsport. Indeed, this is precisely why the new GT3 is truly impressive not only on the road, but also on the race track.

The new 911 GT3 is making its world debut at the Geneva Motor Show on 3 March, with Europe-wide sales starting in May.

The 911 GT3 offers an even higher standard above all in two key areas: performance and driving dynamics. Now the proven six-cylinder naturally-aspirated power unit develops maximum output of 435 bhp (320 kW), up 20 bhp over its predecessor. This results first and foremost from an increase in engine capacity by 200 cc to 3.8 litres and from the improved gas cycle: now not only the intake, but for the first time also the exhaust camshafts are adjusted by VarioCam.

A further important point is that, through its upgraded power and performance, the boxer engine also offers a significant increase in torque at medium engine speeds, a benefit of particular significance in everyday motoring. Clearly, this also means a further improvement in performance, the new GT3 accelerating from a standstill to 100 km/h in 4.1 seconds and reaching 160 km/h in 8.2 seconds. Top speed is 312 km/h or 194 mph.

The second highlight in developing the 911 GT3 to an even higher standard was to further improve the car’s driving dynamics: For the first time the 911 GT3 comes with a particularly sporting variant of PSM Porsche Stability Management, offering the option to deactivate both Stability Control (SC) and Traction Control (TC) in separate steps. And to give the driver unrestricted, individual control over the driving dynamics of his car, these functions are not reactivated automatically even under the most extreme driving conditions, but only at the touch of a button.

The new GT3 offers even better grip and stability also at high speeds, specific modifications of the car’s aerodynamics increasing down-forces both front and rear to such an extent that the overall pressure pushing down the car is more than twice as great as on the former model. At the same time the new Aerodynamics Package gives the GT3 a brand-new look further accentuated by the new bi-xenon headlights, LED rear light clusters, as well as modified air intakes and outlets.

The active PASM suspension of the 911 GT3 enables Porsche’s engineers to make the springs and anti-rollbars somewhat stiffer yet again, thus ensuring even more precise handling in the PASM sports mode, while retaining appropriate roll comfort suitable for everyday use in the normal PASM mode. New, even lighter wheels in racing design with central locking and UHP (ultra-high performance) tyres now even featuring tyre pressure control round off the functional and visual enhancement of the GT3.

With driving dynamics and performance increasing to an even higher level, the brake system, following an old Porsche tradition, has been enhanced accordingly on the new 911 GT3. The brake discs now come with an even larger friction disc and an aluminium cover to reduce weight even further. Further improvement of brake ventilation, in turn, guarantees an even higher level of consistent brake power also over long periods. And as an option the GT3 comes as before with an exclusive version of PCCB ceramic brakes made specifically for this model.

Starting in autumn, the new GT3 will be available with yet another option making the car even more suitable for the race track: new and highly innovative PADM (Porsche Active Drivetrain Mount) engine bearings. These special engine mounts recognise a particularly sporting, race-like style of driving, making the normally elastic engine suspension hard and particularly resistant. This retains all the motoring comfort of the GT3 in everyday traffic, while on the race track the car is not affected by any mass forces coming from the engine, as would otherwise be the case in fast bends and on winding tracks.

Yet a further advantage is the car’s improved traction when accelerating from a standstill.

Another feature also new on the new model is the optional lift system for the front axle able to raise the ground clearance of the car for driving on bumpy surfaces or steep gradients – for example into an underground garage – at the touch of a button by 30 millimetres or almost 1.2”.

The Euro base price of the new GT3 is Euro 98,100, in Germany the retail price including value-added tax and specific national features is Euro 116,947. In the USA the GT3 will be at the dealership in October at a price of USD 112,200 (MSRP without taxes).