Porsche 911 GT3 with Touring Package: Peacemaker

With the arrival of many new automobiles, the house blessing sometimes hangs crookedly. The Porsche GT3 with its monster spoiler is such a candidate that caused wrinkles on the foreheads of the most expensive. You can still give explanations using the “Track Tool” (at the latest with this expression one or the other lady should go to the ceiling), the beer counter at the rear is usually given a feminine taste veto. Even with the last GT3 generation, the Porsche strategists simply swapped downforce for an appearance more suitable for the masses, dubbed the whole thing as a “touring package” and drove well with it. In addition to the missing rear spoiler, the increased leather content in the interior and, if desired, the chrome strip around the windows signal that this is a special 911. Pure understatement and a peacemaker in German living rooms.

Speaking of driving: Since the Touring Package is an equipment variant, this GT3 also has the full range of improvements to its rear-paneled brother. So the GT3 lightweight brake discs with a diameter of 408 millimeters, the associated aluminum forged wheels with central locking, the sports exhaust system made of stainless steel and body parts made of carbon fiber reinforced plastic. The double wishbone front axle, derived from the Le Mans winner 911 RSR, is very important, as it has a higher level of crash resistance during compression and, together with the wider track, should provide more agile turning. This axle structure is completed by a new spring-damper coordination. “The dampers are a step forward, thanks to the more sensitive response, we were able to select the spring rates harder,” says GT3 project manager Jörg Jünger, giving a glimpse of the chassis tinkering.

Using the improved components with the help of a sophisticated software application is one thing, but the lack of a board at the back cannot be programmed away in terms of aerodynamics and, above all, downforce. If you consider that the wing GT 3 generates around five times more downforce than the touring package version, the difficult task of the engineers shows. “We had to create a perfect balance,” explains Jünger. The key to achieving balanced driving behavior is aerodynamics. The technicians used the air inlets and other tricks to reduce the speed at which the air flows along the underbody. This also means that the front end of the vehicle is less pulled to the ground and the balance is correct again.

There is no question that the GT3 wing is faster on the racetrack, this GT3 is made for the country road and there are few opponents. The engineers didn’t promise too much: the 911 crashes in almost every corner. Then there is the steering, which is sporty and direct, but not nervous, but rather very intuitive. After just a few kilometers, the feeling that the valance conveys becomes flesh and blood. The Porsche doesn’t twitch when you think about changing direction, but only when you move the steering wheel. With a Porsche 911, one almost assumes that you can feel exactly what the traction of the front tires is, and this is of course no different with this GT3. Nevertheless, it inspires confidence.

But a high-performance athlete from Zuffenhausen is only complete with the right engine. And the choice with the 375 kW / 510 PS four-liter boxer hammer from the 911 Speedster is obvious. No turbo singing, no wastegate valve hissing, but a classic, freely breathing vacuum cleaner, in which the red speed range only begins at 9,000 revolutions per minute. The six-cylinder muscle man pushes ambitiously from the lower rev range, but it really only gets down to business beyond 5,000 rpm, as the maximum torque of 470 Newton meters is only reached at 6,100 rpm. Then it is best to switch off the radio and change the gear by ear. This rich sound, this linear acceleration to match the swelling soundscape, is wonderful. From a standing start, the 100 km / h mark is reached after 3.4 seconds and the GT3 continues to storm up to 318 km / h. The average consumption after the WLTP cycle levels off at 12.9 l / 100 km.

Even if the crisp manual gearbox is the preferred choice of many GT3 drivers, we opted for the seven-speed dual clutch transmission, which accurately selects the right gear. The paddles on the steering wheel and the fact that the peppy 911 is always manageable despite the high-revving, cheering power in the rear and politely announces the approaching limit are even more fun. Thanks to the electronically controlled rear differential lock with fully variable torque distribution. It’s unbelievable how relaxed you can whistle around the corners with this 911 brutally quickly. In addition, there is a chassis that is sporty and firm, but not uncomfortably tough. It is pleasant that there is no annoying teetering at all. This means that longer tours can also be tackled in a relaxed manner. If you want to spice up the GT3 even more, you can configure the Sport and Track driving modes to suit your taste. “This is how a 911 has to be”; says Walter Röhrl. Who are we to contradict the multiple rally world champion. However, almost 171,000 euros, which Porsche calls for the 911 GT3 including the touring package, is also a house number.