The 2024 911 GT3 and GT3 RS models are Porsche’s most pure and breathtakingly swift iterations to date. Sports car specialist Porsche has been creating impossible-to-resist 911 variants for decades.
These track-day champions are propelled by a 4.0-liter, six-cylinder, naturally aspirated engine that roars to a redline of 9000 rpm.
The flat-six produces 502 horsepower in GT3 form, but if you choose the GT3 RS or S/T, it is boosted to 518 horsepower.
When parked next to a conventional 911, the GT3 models appear to be completely distinct vehicles, especially the RS, which sports outrageous aerodynamic features like a massive rear wing. They actually do, despite how they appear to belong on a racetrack.
When it comes to driving fun, the normal 911 is no slouch, but the GT3 variants are sharper, faster, and more intense in every way. But it doesn’t mean they’re too crude for usage on the road.
The Touring variant, in particular, makes this ultimate 911 a car you can comfortably drive to Whole Foods or take on a road trip. Quite the opposite, in fact. There just isn’t a more cool way to travel.
The inside of the GT3 is quite similar to that of the rest of the 911 range, with a minimalistic style and straightforward layout that honors earlier incarnations of Porsche’s iconic sports car. There are a few distinctive features scattered about the cabin, though.
The GT3’s gauge cluster still has a big analog tachometer in the center, flanked by digital displays, but it now has a special GT mode that places all significant information right there on the displays.
The adaptive dampers’ rebound and compression settings can be changed with additional steering wheel controls on the RS model. The stubby center-console shifter featured on standard 911s is also swapped out for a traditional-looking lever that resembles a manual shifter on models with the PDK automatic transmission.
As in the previous GT3, there isn’t a small backseat for children, although pets can curl up there if they can handle the noise. Porsche also provides several different front seat designs, including an optional set of lightweight buckets that are intended to boost support while reducing weight.
The GT3 variant of the 911 is equipped with the same infotainment system. This means that the center of the dashboard is occupied by a 10.9-inch touchscreen, with some additional tactile controls located on the steering wheel and center console.
The Porsche has wireless Apple CarPlay, Android Auto, a Wi-Fi hotspot, and other connectivity options. A Bose stereo can also be added as an upgrade.
A 502 horsepower naturally aspirated 4.0-liter flat-six engine is located in the 911 GT3’s rear. The engine is virtually the same as the one that propelled the previous 911 Speedster we tested, which cranked to 9000 rpm and howled hypnotically.
Both a seven-speed dual-clutch automatic (also known as PDK) and a six-speed manual are available for the GT3. The PDK-equipped sample we drove demonstrated the automatic’s user-friendly behavior in addition to the engine’s lively reactions and seductive audio.
The automatic test vehicle reached 60 mph at our test track in 2.7 seconds, while the six-speed manual test vehicle did it in an astounding 3.3 seconds.
The 518 horsepower GT3 RS and S/T variants have extra aerodynamic components to increase downforce and keep them glued to the road. The GT3 RS features a gargantuan rear wing with a drag-reduction system akin to those used on Formula 1 race cars.
The GT3 RS achieved a 60 mph time at our test track of 2.7 seconds, identical to the automatic GT3 we also tested. However, due to the downforce-enhancing modifications, the GT3 RS achieved 1.16 gs on our skidpad as opposed to the GT3’s 1.11 g result.
The control-arm front suspension on this most recent generation of GT3 cars, a first for a production 911, is the most significant performance improvement.
When coupled with the coupe’s chassis’ outstanding cornering grip and raw feedback, sticky Michelin Pilot Sport Cup 2 or even stickier Cup R tires are a must-have. Although the GT3’s ride is undoubtedly firm, it is never harsh, and the electrically assisted steering is so beautifully communicative that it deserves to be hailed as the greatest in the industry.
Some drivers might find the RS a little too uncomfortable for the street because it has been tightened up for the track. But if you fall into that category, you might want to think about the Touring model.
Massive steel binders stop Porsches driven by purists; a carbon-ceramic alternative offers heroic braking power, simple modulation, and fade resistance on the racetrack.