Vehicle Description
The true genius of Porsches new GT3 , the second coming of the
model on the 991 platform, is that even a master will never fully
exploit it. Thats the trait that defines the GT3, not just among
Porsches but among the worlds best drivers cars. As a result, it
engenders fascination like almost nothing else. No matter how hard
its pushed, theres still magic to be discovered in its responses,
beauty in its feedback, joy in its abilities. This is a machine
whetted on the mill of necessity and unencumbered by frippery. It
is noise and feel and heat and speed wrapped into a physically
absurd package then distilled beyond what its design merits. The
cumulative case it makes is this: When a driver unloads aggression
into its controls, it doesnt balk. It doesnt plead for mechanical
mercy. From its perspective, driving with purpose differs not at
all from driving for pleasure. When much is asked of the GT3, it
simply goes faster. It goes faster and then, like a bitterly
defiant teenager, it doubles down, betting that what it can endure
exceeds what you can supply. That is a profoundly fantastic thing
for a sports car to do. A big part of the latest GT3 s magic is
conjured by its engine, a wicked, ripping salute to all that is
right with flat-sixes and natural aspiration. A new version of the
4.0-liter six-cylinder from the now dead GT3 RS, it replaces the
old GT3s 9A1 3.8-liter mill, and this 9000-rpm stomper is wholly
updated and more alive than ever. Compared with both the 9A1 and
the 4.0-liter in the GT3 RS, the 9A1.5 has a new crankshaft,
valvetrain design, lubrication system, and intake manifold, and it
revs 200 rpm higher. Larger main- and rod-bearing journals allow
for a stiffer crankshaft, which reduces wear on the front main
bearing (the one closest to the rear of the car) by distributing
stress more evenly across all bearings. A new valvetrain with
finger followers that lacks any kind of hydraulic lash
compensationPorsche says it wont need adjustment in any fewer than
150,000 milesreplaces the old engines hydraulic-lifter-equipped
heads. Eliminating the higher oil pressure and volume needed to
operate the hydraulic lifters, together with lower-rate valve
springs, improves both response and efficiency. The engines
dry-sump system uses seven scavenge pumps and a new pressure pump
for lubrication. A redesigned plastic intake manifold adds a second
flap to boost torque and response at low- and mid-range engine
speeds. At 500 horsepower and only 339 lb-ft of torque, it is, by
supercar standards, a relative wimp. Until you actually step on the
accelerator. If ever there were a case for words before numbers,
this is it. Theres more character lurking in this engines final
1000 rpm than there is in the entire rev range of the turbocharged
engines powering various competitors. Its unapologetic about its
racing heritage and doesnt brook driving mistakes without
retribution. Neither does it ride a thunderhead of torque like a
turbo engine. Miss an apex, slide wide, or drop a wheel and youre
not getting that time back. Theres no crutch here, no papering over
your errors. If youre uncomfortable above 6000 rpm, this isnt your
Porsche. Because this is an engine that wont stop pulling until
your cochleae burst into flame. This is an engine bred for Daytona,
Sebring, and Le Mans, and it makes you earn everything you get.
