In relation to street-legal race cars, they don’t come much finer – or popular – than the Porsche 911 GT3.
We got here away from our first drive of the upgraded, 992.2-series version of the hardcore, rear-wheel drive, big-bore naturally aspirated boxer-powered coupe at Sydney Motorsport Park mightily impressed recently, as you possibly can read here.
After we drove the all-new 992 version several years ago, we called it the right track automobile and wondered how Porsche could improve it in future, but now it has. Here’s how.
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1. Two GT3s from day one
For the primary time ever, Australian buyers can choose from the usual GT3, and the GT3 with Touring Package from launch.
Porsche has streamlined global production in order that each models now arrive concurrently, eliminating the same old six-month (or more) delay for the Touring.
Mechanically, they’re just about an identical – same 4.0-litre flat-six, same double-wishbone front-end, same rear-wheel steering – but, philosophically, they’re worlds apart.
The winged GT3 stays the raw, track-honed purist’s tool. The Touring? It’s the identical automobile in a tuxedo: stealthier, more subtle, but no less serious underneath.
Each share the identical drivetrain and aero architecture, and each are priced at $449,100 before on-road costs.
2. The last naturally aspirated boxer six
The 992.2 GT3 continues with Porsche’s 4.0-litre naturally aspirated flat-six – a derivative of the 911 GT3 Cup race engine, hand-built on the Weissach GT line.
Outputs are rated at 375kW and 450 Nm, with peak power delivered at a spine-tingling 9000rpm.
That slight torque drop versus the 992.1 (down from 470Nm) comes courtesy of revised exhaust routing and stricter emissions reduction, which now sees two particulate petrol filters and 4 catalytic converters, but Porsche has offset it with improved throttle mapping and better mid-range responsiveness.
The 992.2 GT3 retains individual throttle bodies (but they’ve been optimised for higher flow to deliver razor-sharp pedal response), dry-sump lubrication (with a scavenge-stage oil pump for every cylinder bank), and a plasma-coated cylinder liner for reduced friction.
The newest GT3 also uses camshafts borrowed from the GT3 RS, which helps the engine maintain similar peak power despite significantly more stringent emissions hardware.
Nevertheless, the intake note is pure GT3 theatre – that hard-edged metallic howl that only a naturally aspirated Porsche can deliver.
3. Manual or PDK – same price, sharper response
Australia gets each gearbox options: the six-speed manual and seven-speed PDK dual-clutch automatic, each calibrated specifically for the GT3’s high-revving personality.
For 992.2, Porsche shortened the ultimate drive ratio by eight per cent. The result? Crisper in-gear acceleration and stronger response out of medium-speed corners – particularly noticeable from 60 to 160km/h.
The manual stays a mechanical masterpiece – short, direct throws with the form of weighting that feels engineered to the gram.
The PDK, meanwhile, has been further honed with faster shift logic in Track mode, aided by torque-fill refinement for smoother part-throttle transitions.
Each deliver the identical visceral connection and, crucially, they cost the identical – Porsche rewarding purists for sticking with three pedals.
4. GT3 Touring with rear seats – A world-first
That is the primary GT3 in history that may be ordered with optional rear seats.
Exclusively available for the GT3 with Touring Package, this optional rear-seat system transforms what was once a strict two-seater right into a genuinely dual-purpose sports automobile.
The seats themselves are trimmed to match the remaining of the cabin, and remain fixed-back to take care of safety compliance and rigidity.
It’s a subtle but significant change – Porsche’s acknowledgment that some GT3 owners actually need to use these cars every single day.
It makes the Touring not only a track automobile with manners, but a real grand tourer with race-car DNA.
5. Weissach Package now offered with the GT3 for the primary time
Long reserved for Porsche’s ultimate RS cars, the Weissach Package is now available on the 911 GT3 for the primary time.
For an additional $47,530, it brings functional motorsport-grade materials and weight savings throughout.
The anti-roll bar, coupling rods and shear panel on the rear axle are fabricated from carbon-fibre, as are the roof, side plates of the rear wing, exterior mirror top shell, mirror triangle, and the air blades within the front area.
As well as, there’s additional leather and suede-like upholstery. For the primary time, the upper side of the dashboard is roofed in anti-glare Race-Tex.
There’s also carbon-fibre door handles and storage nets on the door cards, while a carbon-fibre roll cage and magnesium lightweight forged wheels are optional.
It’s not only aesthetic – every component serves a dynamic purpose, enhancing responsiveness, stiffness, and the unmistakable Weissach visual drama.
6. Lightweight (Leichtbau) Package
Within the Lightweight package ($71,120 and only along side Touring package), the roof is painted in the outside color, and the stabiliser bars, coupling rods, and shear panel on the rear axle are carbon-fibre.
Lightweight magnesium wheels and light-weight door panels are also a part of the package.
Together with the usual six-speed manual, the shortened gear lever from the 911 S/T is added.
In front of the gear lever, a plaque is attached with the inscription ‘Leichtbau’, which indicates the package.
7. Aero and chassis refinements
While output stays constant, downforce and balance take a breakthrough.
The 992.2 GT3 advantages from a re-profiled front splitter and latest diffuser geometry, improving front-end stability at high speed.
Prolonged underbody fins produce smoother airflow and improved rear diffuser efficiency, while revised rear-wing endplates and angle-of-attack generate roughly 10 per cent more downforce and equivalent drag.
Chassis geometry has also evolved: Porsche’s GT department lowered the front lower control-arm pivot point, reducing pitch sensitivity and improving steering precision mid-corner.
Together, these tweaks yield a more planted front axle and cleaner cornering transitions – immediately noticeable in fast sweepers at Sydney Motorsport Park.8. Weight reduction at every corner of the automobile
Even minor details have been re-engineered to deliver lighter, faster response.
Forged aluminium centre-lock wheels are 1.5kg lighter in total, a 40Ah lithium-ion starter battery saves 4kg versus the previous AGM unit, and a composite engine cover and revised exhaust shielding trim more mass from the rear.
Combined with the Weissach and Lightweight options, the kerb weight now spans 1420-1435kg – remarkable given the automobile’s safety systems, aero hardware, and dual transmission availability.
9. Latest all-digital cockpit, still built around the motive force
The 911’s iconic analogue central tachometer is gone, replaced by a 12.6-inch fully digital instrument cluster.
In Track View, it morphs right into a motorsport-inspired layout – central rev bar, digital gear indicator, and cornering data only, eliminating distractions.
Despite the digital transition, every little thing stays tactile: there are real metal shift paddles, solid rotary controls, and the haptic clarity that defines Porsche’s cabin execution.
10. Calibrated for Australian roads and tracks
All Australian-delivered GT3s include a front-axle lift system, reversing camera with ParkAssist, the Light Design Package, and DAB+ digital radio.
Crucially, the PASM adaptive damping and EPAS steering calibrations are tuned specifically for right-hand drive markets. Porsche engineers accounted for Australia’s more aggressive road cambers and coarser surfaces, giving barely softer initial bump response without compromising high-speed control.
The result’s a GT3 that feels utterly stable over the more aggressive kerbs at SMP, making it feel more planted than any GT3 before it.
Verdict: Probably the most complete GT3 ever offered in Australia
The 992.2 GT3 marks the technical zenith of Porsche’s GT division for road cars.
It’s lighter, stiffer, and aerodynamically cleaner than before – but now also more adaptable to real-world life.
For the primary time, you possibly can configure your GT3 around you: Winged or Touring, manual or PDK, Weissach or Lightweight (or each), and rear seats or none.
It’s probably the most diverse GT3 lineup ever available in Australia – and quite possibly the last truly analogue, naturally aspirated 911 we’ll ever see.
It’s 9000rpm of rear-drive purity, built for drivers – and with our roads in mind.
This Article First Appeared At www.carexpert.com.au
