Oh, the 2024 Porsche 911 GT3. If there was ever a holy grail for driving enthusiasts, this is it. Even in this day and age, with most carmakers chasing convenience, electrification, and autonomy, spending time with this 911 GT3 reminded us what pure driving pleasure feels like. It hits the right notes in every way imaginable.
The GT3 started out in 1999 as a special homologation model—in other words, a road version of their 911 race cars. Over the years, this nameplate has become synonymous with driver engagement and a sacred symbol for the car community. As such, when it came time to develop the GT3 version of the latest 992-generation 911, Porsche left no stone unturned. To date, this is hands down the best version of their iconic sports car.
The Porsche 911 has one of the most easily identifiable silhouettes in automotive history, so there is no mistaking this latest GT3 for anything other than this cult-classic from Germany. The round headlights, bubble-shaped roof, and bulging body lines are ever present, but Porsche applied a few extra aerodynamic tweaks to make the GT3 not only look, but also perform better than the rest of the lineup.
And by a few, I mean a lot. The front grille is enlarged to improve cooling, and is accented by an adjustable front spoiler and diffuser. The side skirts are redesigned not only for a more aggressive look, but to also help direct more air for better brake cooling. The prominent, trick rear wing serves two functions: it is the centrepiece of the design, and also an important piece for improving high-speed stability. It is mounted swan neck-style, meaning it hangs down from the arms, and the wing can be manually adjusted in stages. Porsche says downforce is improved by 150 per cent when set to the performance position—but that is intended only for race tracks.
Aerodynamic optimization aside, the GT3 is also much lighter through the use of various carbon fibre body parts and lighter-weight glass. The chassis also uses the same double-wishbone front axle from the 911 RSR and GT3 Cup race cars, for better steering and cornering stability. The standard brakes are larger than what you would find on a standard 911, but this particular example features Porsche’s optional ceramic brakes for even more weight savings and better heat management. The wheels are also lighter despite being larger than its predecessor; all these enhancements combine to create a car that lapped the famed Nürburgring Norschleife race circuit a whopping 17 seconds faster than the last 911 GT3.
At the heart of the 911 GT3 lies a normally aspirated 4.0-litre flat-six, putting out 502 horsepower and 346 pound-feet of torque. These figures, along with the 911 GT3’s 3.9-second zero-to-100 km/h sprint time — 3.4 seconds with the seven-speed PDK — may not seem like much today, but the real magic is in how the 911 GT3 feels.
You forget about the milliseconds. The engine responds instantly to any input due to the highly sensitive throttle. You can actually feel the car squat back and shift its weight as soon as you put your right foot down with conviction. The six-speed manual transmission here is nothing short of a Godsend; the precise shifter is a real treat to keep rowing, especially thanks to the engine’s rev-happy nature. There is an automatic rev-matching function in Sport mode [Why does this thing even need a Sport mode? —Ed.] for those who have not perfected their fancy downshifting footwork just yet. We can confirm with rev-matching activated, the GT3 nails every downshift.
The joy of driving a 911 GT3 goes beyond the acceleration. Heck, I would even say launching from a standstill and not backing off until you chicken out in a straight line is the most boring part of the experience. Instead, this car wants you to enjoy the perfect driving position and listen to its awe-inspiring soundtrack while it communicates every single thing to you from its steering wheel. It is a fast steering rack, so you will want to hold it steady. But once you are used to the speed, you will relish ever single turn ahead of you.
Of course, the 911 GT3’s suspension is tuned to perfectly carve through pretty much any corner you throw at it. On the street, it is simply impossible to feel out its limits, especially with everything dialed up to 11 by the aftermarket roll cage installed by the owner of this particular car. The GT3 handles nearly anything you could throw at as a mere mortal so effortlessly, that you cannot help but think you are doing it a disservice by not going fast all the time.
In terms of cabin comfort, the 911 GT3 actually delivers quite well. There is no sense of bare-minimalism here despite its strict focus on performance, and the extensive use of carbon fibre is tasteful. Porsche’s optional Sport Chrono package adds an analog stopwatch atop the dashboard that serves as a form-and-function piece, and all of the screens are placed to allow quick access of information without being too distracting. My only real complaint is a lack of visibility: the prominent rear wing looks cool and is legitimately functional, but it cuts directly through the rear-view mirror. As well, the optional carbon fibre bucket seats do their job almost too well—they restrict you from freely moving around to check on your surroundings.
When it comes to pricing, everything you have heard about the Porsche tax is true. The 911 GT3’s cost of entry is $204,900, but that is only the beginning, as the list of options is long and comprehensive. Some of the more noteworthy additions to this particular car is the $4,820 Ruby Star Neo paint job, the $4,440 carbon fibre roof, the front-axle lift for another $4,180, the aforementioned carbon-ceramic brakes and carbon fibre bucket seats for $11,540 and $6,740, respectively, and last but not least, LED matrix headlights for $4,580. All-in, a 911 GT3 like this would set you back at least $256,570.
We respect how Porsche engineers had their priorities straight when developing this latest GT3. The 2024 Porsche 911 GT3 is faster and more engaging than a standard 911 not just because it has more power and complexity, but because it’s also lighter, cleverly engineered, and aerodynamic while still prioritizing feel. The latter is extra difficult in today’s landscape of rising safety standards, emissions controls, and everyone else’s appetite for luxury features. The end result is a car that is, bar none, the most engaging and fun-to-drive sports car you can buy brand-new today.
