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This is the updated, 503bhp Porsche 911 GT3 (and GT3 Touring)

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This is the updated, 503bhp Porsche 911 GT3 (and GT3 Touring) | Top Gear

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Meet the new boss… same (sorta) as the old boss. And the answer’s ‘yes, you do’

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This is the updated, 503bhp Porsche 911 GT3 (and GT3 Touring)

# data.attributes.metatag[].attributes.content
Meet the new boss… same (sorta) as the old boss. And the answer’s ‘yes, you do’

# data.attributes.metatag[].attributes.content
Meet the new boss… same (sorta) as the old boss. And the answer’s ‘yes, you do’

# data.attributes.metatag[].attributes.content
This is the updated, 503bhp Porsche 911 GT3 (and GT3 Touring)

# data.attributes.metatag[].attributes.content
This is the updated, 503bhp Porsche 911 GT3 (and GT3 Touring)

# data.attributes.metatag[].attributes.content
This is the updated, 503bhp Porsche 911 GT3 (and GT3 Touring)

# data.attributes.metatag[].attributes.content
Meet the new boss… same (sorta) as the old boss. And the answer’s ‘yes, you do’

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FIRST LOOK: Porsche 911 GT3 - What’s New?

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FIRST LOOK: Porsche 911 GT3 - What’s New?

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Meet the new boss… same as the old boss. Sort of. Porsche has re-energised its already very energetic 911 GT3, and to cut a mediumly-long story short, the answer’s ‘yes, yes you do’.

Because it’ll still likely be a benchmark performance car. For this 2024 edition – marking the GT3’s 25th anniversary – you’ll be able to choose from either the GT3, or cooler GT3 Touring right from the start.

One is the more correct choice of course, but both come with that familiar 4.0-litre naturally aspirated six-cylinder boxer engine. This being a Porsche update means there are incremental, fractional changes throughout – to better sail through “significantly stricter exhaust standards”.

So the cylinder heads have been revised, while the GT3 RS donates its cams to baby brother for “even more dynamic performance in the upper engine-speed range”. The oil-coolers and throttle valves were also ‘optimised’.

Power is an unchanged 503bhp, though torque drops a tad from 347lb ft down to 332lb ft. Still mighty fast, though: Porsche claims the GT3 will go from 0-62mph in 3.4s with the seven-speed PDK box (3.9s for the six-speed manual), and tops out at 193mph (194mph for the manual).

Speaking of gearboxes, both manual and PDK were treated to a final drive ratio that’s now eight per cent shorter than before. Eight per cent.

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Other modest changes arrive in the form of a re-contoured front diffuser, tweaked spoiler lip and modified underbody fins that subtly increase downforce and better the airflow.

Speaking of air, there’s now less pitch than before, Porsche ensuring the downforce between the front and back is steadier under braking for more consistency. Heck, even the front ball joint on the lower trailing arm sits lower – just like big brother GT3 RS.

There are redesigned headlights that allow for bigger air intakes, while at the back the diffuser, air inlets and rear lid have also been tweaked. The GT3’s wing gets freshly angled sideplates. Yeah, exactly.

Speaking of wing, the Touring does without one of course. There’s also an option to spec in rear seats into the GT3 Touring for the first time, what Porsche calls a… ‘rear seat system’. There are aluminium wheels that save 1.5kg versus the old GT3, the option of magnesium wheels that save 9kg, and a slightly lighter battery.

Porsche reckons with everything set to lightweight, the GT3 clocks in at 1,420kg.

Naturally there are tonnes of options you can spec like a fancy new lightweight bucket, or an 18-way adjustable sports seat, a rollover bar and so on, but the one you probably really want is the Weissach pack (for the bewinged GT3). That adds CFRP anti-roll bars, coupling rods, shear panel, rear wing sideplates and airblades, leather and ‘Race-Tex’ upholstery, and CFRP door handles and storage nets.

Or, for no additional outlay, get a Clubsport pack that bolts in a rollcage, six-point harness and fire extinguisher. Want something a little less… committed? There’s a ‘Leichtbau’ pack for the Touring that gets the CFRP goodies of the Weissach pack, but adds lightweight wheels and a plaque. Both cars get a really very decorated watch, too.

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Speaking of decorated, what does the Big Man make of all these changes? Unsurprisingly, he’s a fan. Here’s Walter Rörhl: “Particularly on winding country roads, you can clearly feel that the steering is even better tuned than its predecessor. It instils even greater confidence in the car because it responds more calmly from the centre position without losing any of its directness.

“The shorter gear ratio also significantly enhances driving pleasure on country roads,” he added.

How much for this enhanced driving pleasure? In the UK, both GT3 and GT3 Touring start from £157,300. The Weissach pack costs £19,350 (or £15,597 without the rollcage) for the GT3, while the Leichtbau pack costs £29,225 for the Touring.

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Meet the new boss… same as the old boss. Sort of. Porsche has re-energised its already very energetic 911 GT3, and to cut a mediumly-long story short, the answer’s ‘yes, yes you do’.

Because it’ll still likely be a benchmark performance car. For this 2024 edition – marking the GT3’s 25th anniversary – you’ll be able to choose from either the GT3, or cooler GT3 Touring right from the start.

One is the more correct choice of course, but both come with that familiar 4.0-litre naturally aspirated six-cylinder boxer engine. This being a Porsche update means there are incremental, fractional changes throughout – to better sail through “significantly stricter exhaust standards”.

So the cylinder heads have been revised, while the GT3 RS donates its cams to baby brother for “even more dynamic performance in the upper engine-speed range”. The oil-coolers and throttle valves were also ‘optimised’.

Power is an unchanged 503bhp, though torque drops a tad from 347lb ft down to 332lb ft. Still mighty fast, though: Porsche claims the GT3 will go from 0-62mph in 3.4s with the seven-speed PDK box (3.9s for the six-speed manual), and tops out at 193mph (194mph for the manual).

Speaking of gearboxes, both manual and PDK were treated to a final drive ratio that’s now eight per cent shorter than before. Eight per cent.

Other modest changes arrive in the form of a re-contoured front diffuser, tweaked spoiler lip and modified underbody fins that subtly increase downforce and better the airflow.

Speaking of air, there’s now less pitch than before, Porsche ensuring the downforce between the front and back is steadier under braking for more consistency. Heck, even the front ball joint on the lower trailing arm sits lower – just like big brother GT3 RS.

There are redesigned headlights that allow for bigger air intakes, while at the back the diffuser, air inlets and rear lid have also been tweaked. The GT3’s wing gets freshly angled sideplates. Yeah, exactly.

Speaking of wing, the Touring does without one of course. There’s also an option to spec in rear seats into the GT3 Touring for the first time, what Porsche calls a… ‘rear seat system’. There are aluminium wheels that save 1.5kg versus the old GT3, the option of magnesium wheels that save 9kg, and a slightly lighter battery.

Porsche reckons with everything set to lightweight, the GT3 clocks in at 1,420kg.

Naturally there are tonnes of options you can spec like a fancy new lightweight bucket, or an 18-way adjustable sports seat, a rollover bar and so on, but the one you probably really want is the Weissach pack (for the bewinged GT3). That adds CFRP anti-roll bars, coupling rods, shear panel, rear wing sideplates and airblades, leather and ‘Race-Tex’ upholstery, and CFRP door handles and storage nets.

Or, for no additional outlay, get a Clubsport pack that bolts in a rollcage, six-point harness and fire extinguisher. Want something a little less… committed? There’s a ‘Leichtbau’ pack for the Touring that gets the CFRP goodies of the Weissach pack, but adds lightweight wheels and a plaque. Both cars get a really very decorated watch, too.

Speaking of decorated, what does the Big Man make of all these changes? Unsurprisingly, he’s a fan. Here’s Walter Rörhl: “Particularly on winding country roads, you can clearly feel that the steering is even better tuned than its predecessor. It instils even greater confidence in the car because it responds more calmly from the centre position without losing any of its directness.

“The shorter gear ratio also significantly enhances driving pleasure on country roads,” he added.

How much for this enhanced driving pleasure? In the UK, both GT3 and GT3 Touring start from £157,300. The Weissach pack costs £19,350 (or £15,597 without the rollcage) for the GT3, while the Leichtbau pack costs £29,225 for the Touring.

24 minutes 12 seconds

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Meet the new boss… same (sorta) as the old boss. And the answer’s ‘yes, you do’