My Porsche GT Experience: 997 3.8 RS, 997 GT2 and 992 GT3
Discussion
Last Wednesday I did the Porsche GT Experience at the Porsche Experience Centre in Silverstone. In case anyone's interested to hear what it's like, my thoughts on the cars and whether it's worth the money, I wrote up my full experience here (warning: it's quite long!).
“His name’s not on the sheet” said the man at reception. Memories of my first day at primary school come flooding back. Not the best start to a day that I’ve been anticipating since I was 13.
The only thing I remember from a family holiday in Spain at the time was obsessing over EVO magazine issue 59. I repeatedly re-read how an anemic white Porsche GT3 did battle with a flamboyant red Ferrari 360 Challenge Stradale in the Alps. By the end of the week the pages were worn, torn and crinkles from the swimming pool water. The writer at the time picked the Ferrari as the victor by the smallest of margins, but ever since my heart has been set on a GT3. As a driver’s car it just seemed so right, less showy than its rivals, but more focused and pure. My suspicions were confirmed when the order was reversed at EVO Car Of The Year and the 996 GT3 took home the top spot. Ever since then I’ve dreamed of owning a GT3.
Since GT3 prices have continued to rise at a similar rate to my earnings, that day is still a little way off, but I believe I found a shortcut to experiencing a taste of GT3 ownership for a fraction of the price: the Porsche GT experience at their Silverstone Experience Centre. For not an insignificant sum of £995, you get to spend over 2 hours driving three of the best Porsche GT cars from the past 15 years. Is it worth it? Read on to find out…
After the hiccup at reception was resolved, I was whisked upstairs to the restaurant for breakfast. I wasn’t sure if a full English was the best idea shortly before carving round a track in a number of hardcore 911s, but when something’s “free”, I can never resist! During breakfast my consultant (a cringeworthy term they insisted on using for their instructors) came up to greet me and tell me the plan. We had a short briefing to attend downstairs, before getting straight out on track.
The briefing talked through the various areas of the facility, from the two mini circuits, one emulating an A-road and one emulating a B-road, to the straights, skid pad, ice hill and kick plate, all of which we’d experience later. Then, rather strangely, a young lady took.ua through a PowerPoint on Porsche Human Performance, including their on-site gym, plus a whole heap of diet and lifestyle recommendations. Even as someone who makes a living running a fitness business, I found this bizarre! As you can imagine, the air was tense with anticipation, with everyone pretending to be interested whilst dying to actually get out and drive (especially me).
Briefing done, my “consultant” Ian took me straight out to show me the cars. I would have the chance to drive the Godfather, a 997.2 GT3 RS 3.8, as well as a 997 GT2 and a brand-new 992 GT3 (the very same one recently run in by Chris Harris during his Top Gear review). However, before they let me loose in the GT cars, I was pointed in the direction of a brand new 992 Carrera to get me acquainted with the track layout. I also suspect they wanted to check I had the ability to keep a powerful rear-wheel drive car on the black stuff, especially since all the GT cars were shod with Michelin Cup 2 rubber and the track was currently wet.
“Your friend tells me you’re a fast driver. I don’t mind fast, but what I don’t like is when someone is out of control,” says Ian as he opens the door and I get settled behind the Carrera’s lovely leather-rimmed wheel. No pressure!
I’ve read how the 992 generation 911 is a bit grown-up. A “GT” not a sports car. I have owned a couple of well-sorted 996 Carrera 2s, and whilst the cabin and NVH has moved on immeasurably, I was quickly struck by how this still felt like a proper 911 to me. Sharp direct steering, lovely torquey engine and perfectly weighted pedals. I enjoyed gradually building up the speed around the handling circuit, although I think I startled Ian by eagerly squeezing the throttle out of a few tighter corners and quickly having to snatch a half turn of lock at it as the Pirelli P Zeros lost the battle with the 3-litre flat six's torque as the turbos came on boost. In the wet even in normal mode I was surprised by how the PSM system allowed a bit of slip. Once I’d got to grips with feeding the power in carefully as I wound off the lock, we then had a play on the skid pad, trying all the different stages of the PSM and seeing how it managed oversteer and understeer so cleverly. When I mentioned how I preferred when they weren’t “interferring” Ian was quick to explain how the systems were actually rarely triggered when the car was being driven properly, and he had a point. With his advice, I’d gone from triggering it a few times a lap to avoiding any noticeable assistance at all.
Now I was ready for the real deal. We returned to the car parking area and I was allowed to choose what I wanted to drive next. I decided to go for what I thought would be the most hardcore and analogue car, the 3.8 RS, and work my way up via the 997 GT2 to the newest and most sophisticated PDK-equipped 992 GT3.
Ian handed me the key to the RS and as I walked up to it, taking in the non-nonsense bodywork, massive rear wing and centre exit exhaust, my heart was racing. Boy does it still look the part! From what I’d read, this car was the pinnacle of the GT3 blood line (perhaps bar the 4.0 RS). In fact, EVO magazine declared it their favorite car of their first 200 issues.
I pulled open the lightweight door and dropped into the bucket seat. The contrast to the 992 was stark. The upright dash of the 997 and faded grey alcantara wheel, devoid of any steering wheel controls, felt very basic. I put the equally basic looking key in the dash and the engine clattered to life. The journo’s aren’t making it up - the chunter of the single mass flywheel fitted to the GT3’s Metzger really does dominate the driving experience at low revs, sounding like someone’s dropped a bag of nails into the engine bay.
Things didn’t really improve as I went to pull away. The clutch was seriously heavy. I’m a Personal Trainer and do a lot of CrossFit, so my legs are used to lifting heavy weights, but this was a bit of a shock! It felt like I had to do a full on leg press to get it to move, and it had a strange springiness tato the top of the travel that made it tricky to modulate. Changing up into second required a real stamp on the clutch pedal, like crushing an empty coke can. Having owned a 996 with a knackered old clutch that felt similarly sticky and springy, and then one with a new clutch that was lovely and smooth, this felt rather familiar. The gearbox was also rather notchy, and took real effort to get into second gear, especially coming back down from 3rd. I opted to keep the car in 3rd for the entire lap whilst I built up my confidence with the Cup 2 tyres on the damp, but now slowly drying track.
Keeping the car in one gear I was now able to forget about the clutch and gearbox and revel in the razor-sharp front end and sonorous engine. Initially it felt a bit flat after the turbocharged 992, but once above 6000rpm, the note hardened and it really started to come alive, pulling keenly towards the redline. As the tyre temperature rose, I was blown away by how the car just gripped and gripped, taking full throttle and powering cleanly through corners, where the 992 would trip itself up and snap into a slide as the torque overwhelmed the chassis’ grip.
However, the frustrations with the clutch and gearbox still put a bit of a damper on the experience, as the 3.8 RS engine only really comes alive at the top of the rev range. Trying to keep it in the sweet spot required trying to finesse that springy clutch and notchy 3rd-to-2nd change, something I don’t usually struggle with, but disappointingly I never mastered in my half an hour with the car.
Moving onto the 997 GT2 immediately afterwards, a car that shares the same gearbox, would reveal (to my relief) that this wasn’t due to a massive lack of ability on my part, but rather, I think, that their 3.8 RS needed a bit of TLC after 25,000 hard miles being driven by anyone and everyone.
Before I swapped cars, we returned to the skid pad and also tried out the ice hill in the RS. On the skid pad, the RS was initially very understeery, perhaps due to them opting for a safer set up for novice drivers. It required a hefty stab of throttle in first gear to unstick the rear end, and another bootful to keep it oversteering. However, the linear engine and hydraulic steering made it all feel very controllable, and I nearly completed a lap of the skid pad with the car remaining sideways (channeling my inner Chris Harris) before Ian suggested we move on. I’m not sure he wanted me burning through a pair of Michelin Cup 2s in a 30-minute stint, although I was more than happy to attempt it!
Onto the ice hill, which is a strip of special red “tarmac” made of epoxy resin and continuously sprayed with water to replicate sheet ice or wet snow. With both the SC and TC systems on for the first run, I was advised to build the speed up to 20mph, turn into the S-bend course between the sprinklers and “see what happens.” The steering went glassy before the rear quickly started to rotate, but it was easy enough to apply a bit of lock, modulate the throttle and make it round the first sprinkler, before repeating the same for the second one. So far, so good.
Next, we made a run with the SC system off, but the TC system still on (features I didn’t realise were individually selectable, and only found on GT cars - all other Porsches use the multi-stage PSM system). With the stability control off, it was now down to me to handle the yaw angle of the car, but the computers would still take care of traction. The rear end came out much more dramatically which required a full twirl of oppo, but again, with the RS’s crystal clear steering it wasn’t hard to catch and slither up the hill with a bit more attitude. What I didn't realise was how much the TC system was flattering me.
With both systems off for the final run, I turned in confidently, tickling the throttle only to realsie too late that the revs were climbing far faster than I anticipated, and before I knew it we were facing backwards! I took the opportunity to dump the clutch and spin the car around, harking back to a misspent youth ragging my throttle-bodied Mk1 MX5 around snowy industrial estates. However, once pointing the right way I struggled to make any headway at all, engine revs soaring but the car staying essentially stationary. Little had I realised, the TC system had been subtly managing the engine’s power for me on previous runs, and without it I could barely get moving on this low friction surface. With Ian’s guidance I stopped, gently released that pesky clutch and shifted up into second with barely 2mph reading on the speedo. Finally we got moving, but I crept up the remainder of the hill at a snails pace, unable to manage the traction anywhere near as well as the TC system did. What a way to demonstrate how those “nannying systems” are actually pretty bloody handy, even in a car that’s over a decade old.
Now it was time for the GT2. I’ll admit, I was basically just planning to go through the motions with this one. The press for the car back in the day was fairly positive, but underwhelming to say the least. In plain white, with a modest rear wing and small front splitter, it looked almost pathetic next to the muscle-bound RS and 992 GT3. Climbing into the lovely folding bucket seats (more comfortable than the GT3’s buckets for my frame), this car had the optional leather interior including the standard 997 wheel which didn’t help it’s cause. It felt very plain and barely different to a standard 997 Carrera I’d driven a few years back. Nice, sure, but not impressive when these were £130,000 new!
However, upon starting it up and depressing the clutch I was surprised. I expected an even trickier clutch, given it has over 500lb/ft of torque to deal with (180lb/ft more than the RS). However the clutch, whilst not light like my GR Yaris, felt progressive and easy to use. I didn’t even have to think about the clutch again - a very different experience to the RS, which required conscious thought on every gear change. The shift was also positive and precise, with none of the notchy rubberiness of the RS. In fact it was a pleasure to slot it from one gear to the next, squeeeezing the throttle pedal progressively harder and harder, hearing the turbos whistling and riding the huge wave of power between bends, before getting on the equally-impressive ceramic brakes, which had incredible bite from the top of the travel and you could modulate perfectly under-foot. As with all Porsches, the pedals are placed perfectly for heel and toe-ing, and I was enjoying matching the revs when working the gearbox from 3rd-to-2nd as intuitively as you would a Mazda MX5.
To be honest, I was scared to drive the GT2. I’d heard that even in 997 guise, it was still a widowmaker at heart, and I was driving it on a drying track in February on Cup 2s, with plenty of shaded damp patches to catch you out. But against all odds, the GT2 felt totally on my side. The steering was as direct and sharp as the RS's, and the brakes and gearbox were a joy to use - much more smooth and intuitive. I felt at one with the car, braking, downshifting and carving through corners with real commitment, reveling in the immense traction and never ending shove as the variable-vane turbos kicked in. Sure, the engine note hasn’t got the purity of a GT3’s spinning at over 8000rpm, but through the titanium exhaust system, the boosted Metzger still has an intoxicating character, with a gravelly growl under load and huffing and chuffing as you lift off. Now this was what I’d signed up for - a truly intoxicating experience promised by a GT Porsche. Driving the GT2, on more than one occasion I wondered how on earth this car isn’t more widely revered!
Conscious of time running away, and also keen to see if this experience could possibly be bettered, I suggested to Ian we step into the 992 GT3. As always, Ian was obliging and directed me back to the pits. As a side note, I really enjoyed how my instructor made helpful suggestions both in relation to trying out different features of the car and different areas of the experience centre, but also gave enough free reign to let me dictate parts of the experience too, and enjoy my time with each car with minimal interference.
After the GT2, the 992 GT3 looked menacing and massive in equal measure! I didn’t quite know what to expect when I pulled on the fancy pop-out door handle and dropped into the 918-derived bucket seat. Of course, the interior is a world-apart from the 997-generations, with the sloping dash feeling like it's cocooning you and a lovely small alcantara wheel to grasp onto. This being a PDK-equipped GT3, getting into drive requires a different sequence to the regular Carrera. It has a gear stick that looks like a manual, but instead you push down the top of the lever, and pull it backwards a couple of notches to reach drive - a nice touch that sets it apart from the Carrera.
Pulling away, the steering immediately felt like nothing I’d ever felt before. Ian mentioned the car not only has rear wheel-steering, but also torque-vectoring, plus of course the new GT3-only double-wishbone front suspension, a combination of which has never been seen on a 911 before. When reading the press articles, you never know if these things can truly be felt, or if the journalists just need something new to talk about. Well, I can confirm they’re not a gimmick!
Even going round the first corner at a moderate speed, as we were still allowing the 4.0 motor to warm up, something Ian was very careful of, my mind couldn’t quite compute what was happening. The car almost seemed to turn before I moved the wheel. In any GT car, you’d assume they’ve engineered out all the slack in the steering, with everything being solidly-mounted, but the 992 GT3 just highlighted how much delay there still is in those earlier cars between steering input and the car turning. “Laser-guided” is definitely an over used cliche in the motoring world, but I’ve racked my brain all week and can’t come up with anything better. In short, the way the 992 GT3 changes direction beggars belief. It’s like a cocker spaniel on crack!
Once up to temperature, I started to explore the upper reaches of the engine too. Everyone raves about the Metzger engine, and it’s always the one I’ve wanted to experience most, but I now have to agree with Andreas Preuninger who, in a recent interview on Chris Harris’ Collecting Cars Podcast, stated this new engine is on another level. Maybe it’s unfair to the 3.8 RS, which I drove after the now turbocharged Carrera and before the 530bhp GT2, but it did feel a little gutless in the mid-range. The 992 GT3 on the other hand, whilst it can’t match the GT2s unstoppable mid-range rush, isn’t far behind, and as the engine note goes from a bark to a banshee-like wail above 8000rpm, you can’t help but giggle like a small child. It’s truly remarkable!
I enjoyed carving faster and faster laps round the two circuits, flying past everything else like they were standing still, the car hunkered down and clinging onto the tarmac like a limpet. In fact, it felt so fast and the limit of grip so high I'm not sure I really troubled it once! And maybe that's the one slight reservation I have about the new GT3. It's a sensational piece of engineering - mind boggling in fact - but with the PDK transmission at least, it almost felt too easy to go obscenely fast. You could imagine even a ham-fisted driver could pass almost anything on a track day, whereas in the 997s you really had to work the gearbox and rear engined balance to get the most from them.
For some who just want to be the fastest at any track day and to impress their friends, a PDK-equipped 992 GT3 is the one. But for me, completely contrary to my expectations, the one car I can't stop thinking about is the 997 GT2. I do wonder if my verdict would have been different had the 3.8 RS been in rude health, if the 992 GT3 was a manual, or if I was driving on a real circuit or a bumpy British back road, but for now I'm saving for a 997 GT2. Hopefully no one else realises how good they are and the prices remain somewhat reasonable!
Oh and what about the GT Experience - would I recommend it? Well if you couldn't glean it from the write-up above, in short, yes! If you, like me, don't have the funds to stretch to a GT3, or you'd like to properly use and experience a whole range of GT cars that would usually cost over half a million £s to buy, without the stress and worry of real-world ownership, then at under a grand for half a day enjoying them worry-free seems like a bargain to me.
“His name’s not on the sheet” said the man at reception. Memories of my first day at primary school come flooding back. Not the best start to a day that I’ve been anticipating since I was 13.
The only thing I remember from a family holiday in Spain at the time was obsessing over EVO magazine issue 59. I repeatedly re-read how an anemic white Porsche GT3 did battle with a flamboyant red Ferrari 360 Challenge Stradale in the Alps. By the end of the week the pages were worn, torn and crinkles from the swimming pool water. The writer at the time picked the Ferrari as the victor by the smallest of margins, but ever since my heart has been set on a GT3. As a driver’s car it just seemed so right, less showy than its rivals, but more focused and pure. My suspicions were confirmed when the order was reversed at EVO Car Of The Year and the 996 GT3 took home the top spot. Ever since then I’ve dreamed of owning a GT3.
Since GT3 prices have continued to rise at a similar rate to my earnings, that day is still a little way off, but I believe I found a shortcut to experiencing a taste of GT3 ownership for a fraction of the price: the Porsche GT experience at their Silverstone Experience Centre. For not an insignificant sum of £995, you get to spend over 2 hours driving three of the best Porsche GT cars from the past 15 years. Is it worth it? Read on to find out…
After the hiccup at reception was resolved, I was whisked upstairs to the restaurant for breakfast. I wasn’t sure if a full English was the best idea shortly before carving round a track in a number of hardcore 911s, but when something’s “free”, I can never resist! During breakfast my consultant (a cringeworthy term they insisted on using for their instructors) came up to greet me and tell me the plan. We had a short briefing to attend downstairs, before getting straight out on track.
The briefing talked through the various areas of the facility, from the two mini circuits, one emulating an A-road and one emulating a B-road, to the straights, skid pad, ice hill and kick plate, all of which we’d experience later. Then, rather strangely, a young lady took.ua through a PowerPoint on Porsche Human Performance, including their on-site gym, plus a whole heap of diet and lifestyle recommendations. Even as someone who makes a living running a fitness business, I found this bizarre! As you can imagine, the air was tense with anticipation, with everyone pretending to be interested whilst dying to actually get out and drive (especially me).
Briefing done, my “consultant” Ian took me straight out to show me the cars. I would have the chance to drive the Godfather, a 997.2 GT3 RS 3.8, as well as a 997 GT2 and a brand-new 992 GT3 (the very same one recently run in by Chris Harris during his Top Gear review). However, before they let me loose in the GT cars, I was pointed in the direction of a brand new 992 Carrera to get me acquainted with the track layout. I also suspect they wanted to check I had the ability to keep a powerful rear-wheel drive car on the black stuff, especially since all the GT cars were shod with Michelin Cup 2 rubber and the track was currently wet.
“Your friend tells me you’re a fast driver. I don’t mind fast, but what I don’t like is when someone is out of control,” says Ian as he opens the door and I get settled behind the Carrera’s lovely leather-rimmed wheel. No pressure!
I’ve read how the 992 generation 911 is a bit grown-up. A “GT” not a sports car. I have owned a couple of well-sorted 996 Carrera 2s, and whilst the cabin and NVH has moved on immeasurably, I was quickly struck by how this still felt like a proper 911 to me. Sharp direct steering, lovely torquey engine and perfectly weighted pedals. I enjoyed gradually building up the speed around the handling circuit, although I think I startled Ian by eagerly squeezing the throttle out of a few tighter corners and quickly having to snatch a half turn of lock at it as the Pirelli P Zeros lost the battle with the 3-litre flat six's torque as the turbos came on boost. In the wet even in normal mode I was surprised by how the PSM system allowed a bit of slip. Once I’d got to grips with feeding the power in carefully as I wound off the lock, we then had a play on the skid pad, trying all the different stages of the PSM and seeing how it managed oversteer and understeer so cleverly. When I mentioned how I preferred when they weren’t “interferring” Ian was quick to explain how the systems were actually rarely triggered when the car was being driven properly, and he had a point. With his advice, I’d gone from triggering it a few times a lap to avoiding any noticeable assistance at all.
Now I was ready for the real deal. We returned to the car parking area and I was allowed to choose what I wanted to drive next. I decided to go for what I thought would be the most hardcore and analogue car, the 3.8 RS, and work my way up via the 997 GT2 to the newest and most sophisticated PDK-equipped 992 GT3.
Ian handed me the key to the RS and as I walked up to it, taking in the non-nonsense bodywork, massive rear wing and centre exit exhaust, my heart was racing. Boy does it still look the part! From what I’d read, this car was the pinnacle of the GT3 blood line (perhaps bar the 4.0 RS). In fact, EVO magazine declared it their favorite car of their first 200 issues.
I pulled open the lightweight door and dropped into the bucket seat. The contrast to the 992 was stark. The upright dash of the 997 and faded grey alcantara wheel, devoid of any steering wheel controls, felt very basic. I put the equally basic looking key in the dash and the engine clattered to life. The journo’s aren’t making it up - the chunter of the single mass flywheel fitted to the GT3’s Metzger really does dominate the driving experience at low revs, sounding like someone’s dropped a bag of nails into the engine bay.
Things didn’t really improve as I went to pull away. The clutch was seriously heavy. I’m a Personal Trainer and do a lot of CrossFit, so my legs are used to lifting heavy weights, but this was a bit of a shock! It felt like I had to do a full on leg press to get it to move, and it had a strange springiness tato the top of the travel that made it tricky to modulate. Changing up into second required a real stamp on the clutch pedal, like crushing an empty coke can. Having owned a 996 with a knackered old clutch that felt similarly sticky and springy, and then one with a new clutch that was lovely and smooth, this felt rather familiar. The gearbox was also rather notchy, and took real effort to get into second gear, especially coming back down from 3rd. I opted to keep the car in 3rd for the entire lap whilst I built up my confidence with the Cup 2 tyres on the damp, but now slowly drying track.
Keeping the car in one gear I was now able to forget about the clutch and gearbox and revel in the razor-sharp front end and sonorous engine. Initially it felt a bit flat after the turbocharged 992, but once above 6000rpm, the note hardened and it really started to come alive, pulling keenly towards the redline. As the tyre temperature rose, I was blown away by how the car just gripped and gripped, taking full throttle and powering cleanly through corners, where the 992 would trip itself up and snap into a slide as the torque overwhelmed the chassis’ grip.
However, the frustrations with the clutch and gearbox still put a bit of a damper on the experience, as the 3.8 RS engine only really comes alive at the top of the rev range. Trying to keep it in the sweet spot required trying to finesse that springy clutch and notchy 3rd-to-2nd change, something I don’t usually struggle with, but disappointingly I never mastered in my half an hour with the car.
Moving onto the 997 GT2 immediately afterwards, a car that shares the same gearbox, would reveal (to my relief) that this wasn’t due to a massive lack of ability on my part, but rather, I think, that their 3.8 RS needed a bit of TLC after 25,000 hard miles being driven by anyone and everyone.
Before I swapped cars, we returned to the skid pad and also tried out the ice hill in the RS. On the skid pad, the RS was initially very understeery, perhaps due to them opting for a safer set up for novice drivers. It required a hefty stab of throttle in first gear to unstick the rear end, and another bootful to keep it oversteering. However, the linear engine and hydraulic steering made it all feel very controllable, and I nearly completed a lap of the skid pad with the car remaining sideways (channeling my inner Chris Harris) before Ian suggested we move on. I’m not sure he wanted me burning through a pair of Michelin Cup 2s in a 30-minute stint, although I was more than happy to attempt it!
Onto the ice hill, which is a strip of special red “tarmac” made of epoxy resin and continuously sprayed with water to replicate sheet ice or wet snow. With both the SC and TC systems on for the first run, I was advised to build the speed up to 20mph, turn into the S-bend course between the sprinklers and “see what happens.” The steering went glassy before the rear quickly started to rotate, but it was easy enough to apply a bit of lock, modulate the throttle and make it round the first sprinkler, before repeating the same for the second one. So far, so good.
Next, we made a run with the SC system off, but the TC system still on (features I didn’t realise were individually selectable, and only found on GT cars - all other Porsches use the multi-stage PSM system). With the stability control off, it was now down to me to handle the yaw angle of the car, but the computers would still take care of traction. The rear end came out much more dramatically which required a full twirl of oppo, but again, with the RS’s crystal clear steering it wasn’t hard to catch and slither up the hill with a bit more attitude. What I didn't realise was how much the TC system was flattering me.
With both systems off for the final run, I turned in confidently, tickling the throttle only to realsie too late that the revs were climbing far faster than I anticipated, and before I knew it we were facing backwards! I took the opportunity to dump the clutch and spin the car around, harking back to a misspent youth ragging my throttle-bodied Mk1 MX5 around snowy industrial estates. However, once pointing the right way I struggled to make any headway at all, engine revs soaring but the car staying essentially stationary. Little had I realised, the TC system had been subtly managing the engine’s power for me on previous runs, and without it I could barely get moving on this low friction surface. With Ian’s guidance I stopped, gently released that pesky clutch and shifted up into second with barely 2mph reading on the speedo. Finally we got moving, but I crept up the remainder of the hill at a snails pace, unable to manage the traction anywhere near as well as the TC system did. What a way to demonstrate how those “nannying systems” are actually pretty bloody handy, even in a car that’s over a decade old.
Now it was time for the GT2. I’ll admit, I was basically just planning to go through the motions with this one. The press for the car back in the day was fairly positive, but underwhelming to say the least. In plain white, with a modest rear wing and small front splitter, it looked almost pathetic next to the muscle-bound RS and 992 GT3. Climbing into the lovely folding bucket seats (more comfortable than the GT3’s buckets for my frame), this car had the optional leather interior including the standard 997 wheel which didn’t help it’s cause. It felt very plain and barely different to a standard 997 Carrera I’d driven a few years back. Nice, sure, but not impressive when these were £130,000 new!
However, upon starting it up and depressing the clutch I was surprised. I expected an even trickier clutch, given it has over 500lb/ft of torque to deal with (180lb/ft more than the RS). However the clutch, whilst not light like my GR Yaris, felt progressive and easy to use. I didn’t even have to think about the clutch again - a very different experience to the RS, which required conscious thought on every gear change. The shift was also positive and precise, with none of the notchy rubberiness of the RS. In fact it was a pleasure to slot it from one gear to the next, squeeeezing the throttle pedal progressively harder and harder, hearing the turbos whistling and riding the huge wave of power between bends, before getting on the equally-impressive ceramic brakes, which had incredible bite from the top of the travel and you could modulate perfectly under-foot. As with all Porsches, the pedals are placed perfectly for heel and toe-ing, and I was enjoying matching the revs when working the gearbox from 3rd-to-2nd as intuitively as you would a Mazda MX5.
To be honest, I was scared to drive the GT2. I’d heard that even in 997 guise, it was still a widowmaker at heart, and I was driving it on a drying track in February on Cup 2s, with plenty of shaded damp patches to catch you out. But against all odds, the GT2 felt totally on my side. The steering was as direct and sharp as the RS's, and the brakes and gearbox were a joy to use - much more smooth and intuitive. I felt at one with the car, braking, downshifting and carving through corners with real commitment, reveling in the immense traction and never ending shove as the variable-vane turbos kicked in. Sure, the engine note hasn’t got the purity of a GT3’s spinning at over 8000rpm, but through the titanium exhaust system, the boosted Metzger still has an intoxicating character, with a gravelly growl under load and huffing and chuffing as you lift off. Now this was what I’d signed up for - a truly intoxicating experience promised by a GT Porsche. Driving the GT2, on more than one occasion I wondered how on earth this car isn’t more widely revered!
Conscious of time running away, and also keen to see if this experience could possibly be bettered, I suggested to Ian we step into the 992 GT3. As always, Ian was obliging and directed me back to the pits. As a side note, I really enjoyed how my instructor made helpful suggestions both in relation to trying out different features of the car and different areas of the experience centre, but also gave enough free reign to let me dictate parts of the experience too, and enjoy my time with each car with minimal interference.
After the GT2, the 992 GT3 looked menacing and massive in equal measure! I didn’t quite know what to expect when I pulled on the fancy pop-out door handle and dropped into the 918-derived bucket seat. Of course, the interior is a world-apart from the 997-generations, with the sloping dash feeling like it's cocooning you and a lovely small alcantara wheel to grasp onto. This being a PDK-equipped GT3, getting into drive requires a different sequence to the regular Carrera. It has a gear stick that looks like a manual, but instead you push down the top of the lever, and pull it backwards a couple of notches to reach drive - a nice touch that sets it apart from the Carrera.
Pulling away, the steering immediately felt like nothing I’d ever felt before. Ian mentioned the car not only has rear wheel-steering, but also torque-vectoring, plus of course the new GT3-only double-wishbone front suspension, a combination of which has never been seen on a 911 before. When reading the press articles, you never know if these things can truly be felt, or if the journalists just need something new to talk about. Well, I can confirm they’re not a gimmick!
Even going round the first corner at a moderate speed, as we were still allowing the 4.0 motor to warm up, something Ian was very careful of, my mind couldn’t quite compute what was happening. The car almost seemed to turn before I moved the wheel. In any GT car, you’d assume they’ve engineered out all the slack in the steering, with everything being solidly-mounted, but the 992 GT3 just highlighted how much delay there still is in those earlier cars between steering input and the car turning. “Laser-guided” is definitely an over used cliche in the motoring world, but I’ve racked my brain all week and can’t come up with anything better. In short, the way the 992 GT3 changes direction beggars belief. It’s like a cocker spaniel on crack!
Once up to temperature, I started to explore the upper reaches of the engine too. Everyone raves about the Metzger engine, and it’s always the one I’ve wanted to experience most, but I now have to agree with Andreas Preuninger who, in a recent interview on Chris Harris’ Collecting Cars Podcast, stated this new engine is on another level. Maybe it’s unfair to the 3.8 RS, which I drove after the now turbocharged Carrera and before the 530bhp GT2, but it did feel a little gutless in the mid-range. The 992 GT3 on the other hand, whilst it can’t match the GT2s unstoppable mid-range rush, isn’t far behind, and as the engine note goes from a bark to a banshee-like wail above 8000rpm, you can’t help but giggle like a small child. It’s truly remarkable!
I enjoyed carving faster and faster laps round the two circuits, flying past everything else like they were standing still, the car hunkered down and clinging onto the tarmac like a limpet. In fact, it felt so fast and the limit of grip so high I'm not sure I really troubled it once! And maybe that's the one slight reservation I have about the new GT3. It's a sensational piece of engineering - mind boggling in fact - but with the PDK transmission at least, it almost felt too easy to go obscenely fast. You could imagine even a ham-fisted driver could pass almost anything on a track day, whereas in the 997s you really had to work the gearbox and rear engined balance to get the most from them.
For some who just want to be the fastest at any track day and to impress their friends, a PDK-equipped 992 GT3 is the one. But for me, completely contrary to my expectations, the one car I can't stop thinking about is the 997 GT2. I do wonder if my verdict would have been different had the 3.8 RS been in rude health, if the 992 GT3 was a manual, or if I was driving on a real circuit or a bumpy British back road, but for now I'm saving for a 997 GT2. Hopefully no one else realises how good they are and the prices remain somewhat reasonable!
Oh and what about the GT Experience - would I recommend it? Well if you couldn't glean it from the write-up above, in short, yes! If you, like me, don't have the funds to stretch to a GT3, or you'd like to properly use and experience a whole range of GT cars that would usually cost over half a million £s to buy, without the stress and worry of real-world ownership, then at under a grand for half a day enjoying them worry-free seems like a bargain to me.
Great write up and thanks for taking the time. Having recently done the PEC for a 992 GTS, I was also impressed at whole setup, and how the instructors let you go full beans with the car once they have the confidence in you. Had a great half day, and like you, I wish I didn't have that heavy lunch before my afternoon session. Felt a bit queasy after launch control and emergency braking session.
Great write up! I had this booked last year but was cancelled because of Covid. It's s shame the 3.8 RS wasn't as it should be, not the first time I have heard that about the older cars in the PEC fleet....they've got a G series Carrera which was apparently shocking to drive (told that by a PEC instructor). It's a shame you can't get to decide which cars they use....personally I wouldn't really be interested in the GT2 but maybe that means it is the car you should try.
I've done something called the Performance day at the PEC in my own GT3....which is part on the main track and part on the PEC's tracks. You described the ice hill challenge very well.....it's a fantastic was to learn throttle control...I eventually managed the art of what felt like "walking" my GT3 up the hill and got a real buzz from doing it but I was well into double figures of attempts before I got there.
I've done something called the Performance day at the PEC in my own GT3....which is part on the main track and part on the PEC's tracks. You described the ice hill challenge very well.....it's a fantastic was to learn throttle control...I eventually managed the art of what felt like "walking" my GT3 up the hill and got a real buzz from doing it but I was well into double figures of attempts before I got there.
Cheib said:
Great write up! I had this booked last year but was cancelled because of Covid. It's s shame the 3.8 RS wasn't as it should be, not the first time I have heard that about the older cars in the PEC fleet....they've got a G series Carrera which was apparently shocking to drive (told that by a PEC instructor). It's a shame you can't get to decide which cars they use....personally I wouldn't really be interested in the GT2 but maybe that means it is the car you should try.
I've done something called the Performance day at the PEC in my own GT3....which is part on the main track and part on the PEC's tracks. You described the ice hill challenge very well.....it's a fantastic was to learn throttle control...I eventually managed the art of what felt like "walking" my GT3 up the hill and got a real buzz from doing it but I was well into double figures of attempts before I got there.
That ice hill is a real challenge!I've done something called the Performance day at the PEC in my own GT3....which is part on the main track and part on the PEC's tracks. You described the ice hill challenge very well.....it's a fantastic was to learn throttle control...I eventually managed the art of what felt like "walking" my GT3 up the hill and got a real buzz from doing it but I was well into double figures of attempts before I got there.
That's interesting to hear some PEC instructors also though some of the cars weren't in good condition. I wasn't sure if I just didn't "get" the 997 GT3, but upon driving the GT2 I realised it was definitely down to the condition of the mechanicals, as the brakes and gear change on the later car were sublime.
I wouldn't dismiss the GT2 (as I had done prior to driving it). It was as engaging as either of the GT3s in my opinion, and still sounded exciting in real life in its own way.
Schuey_911 said:
Great write up and thanks for taking the time. Having recently done the PEC for a 992 GTS, I was also impressed at whole setup, and how the instructors let you go full beans with the car once they have the confidence in you. Had a great half day, and like you, I wish I didn't have that heavy lunch before my afternoon session. Felt a bit queasy after launch control and emergency braking session.
I was pleasantly surprised with how lenient they were compared to other "experience days", where clearly they need to make a profit there and then and don't have a bigger business plan in mind. It was a breath of fresh air not being given a random rev limit, restricted gears or drive modes. I'm tempted to do the ultimate mid engined experience at some point as I do wonder whether a Cayman GT4 or 718 Spyder is a sweet spot (and a little more affordable than a GT2).I did a similar PEC experience before I bought my 997.1 GT3.
Mine was, in order, 991.1 GT3, 991.1 GT3 RS, 997 GT2.
I honestly found the boost of the GT2 pretty intimidating at times. I also felt, for me, the RS ‘let’ me write cheques that my driving ability could not cash. I could lap far faster than I understood and had no feel or finesse for actual grip. Fun though!
No idea why so many people complain of 997 GT3 clutches. My own car is perfect, but a lot of people have problems with theirs or cars they’ve driven and I wonder why there’s such a variation?
Mine was, in order, 991.1 GT3, 991.1 GT3 RS, 997 GT2.
I honestly found the boost of the GT2 pretty intimidating at times. I also felt, for me, the RS ‘let’ me write cheques that my driving ability could not cash. I could lap far faster than I understood and had no feel or finesse for actual grip. Fun though!
No idea why so many people complain of 997 GT3 clutches. My own car is perfect, but a lot of people have problems with theirs or cars they’ve driven and I wonder why there’s such a variation?
Having driven all of those cars I'd suggest you'd probably be happiest with the 997 GT2 if doing weekend track days. You're always learning the car. Those mid engined Porsches if you found GT3 with PDK easy the mid engined ones are even easier. In your shoes I'd maybe be looking to go backwards in 911 catalogue and see if I can try a 964 or 993 RS. They are not too difficult to replicate in terms of drive experience with modern components at a fraction of RS price. Same amount of fun without license losing speed at twitch of a toe like GT2 but still surprisingly fast and immersive. You may never look back.
Only mention as there are more cost effective ways in to sportier 911s. If you like 997 GT2 for example easier to buy a high mileage 997.1 turbo for £45k and convert to rwd and throw on modern suspension in fact someone on here building one. The 997 turbo mezger platform limitless in terms of how far of you want to take it. Same with air cooled but at slower speeds
Only mention as there are more cost effective ways in to sportier 911s. If you like 997 GT2 for example easier to buy a high mileage 997.1 turbo for £45k and convert to rwd and throw on modern suspension in fact someone on here building one. The 997 turbo mezger platform limitless in terms of how far of you want to take it. Same with air cooled but at slower speeds
Digga said:
I did a similar PEC experience before I bought my 997.1 GT3.
Mine was, in order, 991.1 GT3, 991.1 GT3 RS, 997 GT2.
I honestly found the boost of the GT2 pretty intimidating at times. I also felt, for me, the RS ‘let’ me write cheques that my driving ability could not cash. I could lap far faster than I understood and had no feel or finesse for actual grip. Fun though!
No idea why so many people complain of 997 GT3 clutches. My own car is perfect, but a lot of people have problems with theirs or cars they’ve driven and I wonder why there’s such a variation?
I id the same order as yourself. I also found the GT2 power boost too strong for my abilities, It went sideways on the straight and need all the control systems to save. I loved the 991.1 GT3 RS plus a manual 991 C2 !!Mine was, in order, 991.1 GT3, 991.1 GT3 RS, 997 GT2.
I honestly found the boost of the GT2 pretty intimidating at times. I also felt, for me, the RS ‘let’ me write cheques that my driving ability could not cash. I could lap far faster than I understood and had no feel or finesse for actual grip. Fun though!
No idea why so many people complain of 997 GT3 clutches. My own car is perfect, but a lot of people have problems with theirs or cars they’ve driven and I wonder why there’s such a variation?
Great write up, brought back good memories.
Digga said:
I did a similar PEC experience before I bought my 997.1 GT3.
Mine was, in order, 991.1 GT3, 991.1 GT3 RS, 997 GT2.
I honestly found the boost of the GT2 pretty intimidating at times. I also felt, for me, the RS ‘let’ me write cheques that my driving ability could not cash. I could lap far faster than I understood and had no feel or finesse for actual grip. Fun though!
No idea why so many people complain of 997 GT3 clutches. My own car is perfect, but a lot of people have problems with theirs or cars they’ve driven and I wonder why there’s such a variation?
They become stiff as they get older on GT3 when new not too bad but still a chore for me. Its a sign that it may be time for new clutch soon on that PEC 3 RS. GT2 naturally a bit heavier as dealing with almost double the torque. Other than the firm clutch I found GT2 predictable on track. GT2 was far too choppy on UK roads for me. Be fantastic on smooth roads.Mine was, in order, 991.1 GT3, 991.1 GT3 RS, 997 GT2.
I honestly found the boost of the GT2 pretty intimidating at times. I also felt, for me, the RS ‘let’ me write cheques that my driving ability could not cash. I could lap far faster than I understood and had no feel or finesse for actual grip. Fun though!
No idea why so many people complain of 997 GT3 clutches. My own car is perfect, but a lot of people have problems with theirs or cars they’ve driven and I wonder why there’s such a variation?
The 997 GT2 is an under-rated car IMHO. It's very fast on road and track, but best as a GT cruiser and occasional trackways.
I did factory collection on one in '08. With only 100 miles on it I was going through a fast autobahn sweeper at about 130mph and it hit a small bump. The car jumped slightly sideways, the traction light flickered and we carried on through the corner, same scenario in my 996 GT2 would have a different story.
Interesting the differences in perceptions between the cars. Have to say the 997 gt2 isn't a car I particularly got along with, especially jumping out of a 3.8rs. Didn't have all that much time behind the wheel (non track) but I thought the gt2 felt heavy and considerably more clunky, not anywhere near as polished or responsive as the 3rs to drive reasonably hard. Very decently quick in a straight line (but again at the time my frame of reference for that kind of thing was a Mclaren with a fair bit more power yet) but the engine response was a lot duller than the NA counterpart. Horses for courses though, that's why Porsche build a gt2 as well as a gt3!
Digga said:
One thing which looks a lot of fun, when I was there last for my Taycan CT customer event, I had to wait on the launch strip while the 991 GT2 RS set off, both back tyres smoking. Epic noise.
If I did this the GT2 RS is one car I’d like to try. In fact my three would be GT2 RS, 911 R and 997.2 RS. Other contenders would be 996 RS, 997 GT2 RS, 4.0 RS and I guess the 992 GT3. Great write up thanks.
Good to hear PEC are still running that old white RS with a knackered clutch was the same when I drove it a good number of years back.
Maybe you should try a 991.2 GT3 same engine as the 992 as fast in the real world too but more authentic pre gpf sound and more old school too both of which add hugely to the overall experience and appeal.
Good to hear PEC are still running that old white RS with a knackered clutch was the same when I drove it a good number of years back.
Maybe you should try a 991.2 GT3 same engine as the 992 as fast in the real world too but more authentic pre gpf sound and more old school too both of which add hugely to the overall experience and appeal.
av185 said:
Great write up thanks.
Good to hear PEC are still running that old white RS with a knackered clutch was the same when I drove it a good number of years back.
Maybe you should try a 991.2 GT3 same engine as the 992 as fast in the real world too but more authentic pre gpf sound and more old school too both of which add hugely to the overall experience and appeal.
That's sort of comforting to hear it was just me being incapable with the clutch, but also a bit disappointing they don't care for it better when people are dropping a grand on driving it.Good to hear PEC are still running that old white RS with a knackered clutch was the same when I drove it a good number of years back.
Maybe you should try a 991.2 GT3 same engine as the 992 as fast in the real world too but more authentic pre gpf sound and more old school too both of which add hugely to the overall experience and appeal.
I do still think a manual 991.2 GT3 is the holy grail for me, especially on the road where something like the GT2 would probably be mostly unusable. Just need to find a way of trying one properly!
Gassing Station | 911/Carrera GT | Top of Page | What's New | My Stuff