<\/a><\/div>\n<\/div>\n
We take Porsche’s track-ready 911 GT3 and put it through the rigours of life as a daily driver. Can it handle life in the slow lane too?<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n
\n
\n
\n
\n
What we love<\/span><\/h6>\n<\/div>\n\n- Superb engine and transmission combo<\/li>\n
- In-your-face aero styling<\/li>\n
- Compliant and easy around town<\/li>\n<\/ul>\n<\/div>\n<\/div>\n\n\n
![\"MinusIcon\"](\"https:\/\/images.drive.com.au\/driveau\/image\/upload\/co_rgb:fff,dpr_2.0,e_colorize:100,f_auto,q_auto:best\/cms\/theme\/icons\/MinusIcon\")
<\/span><\/p>\nWhat we don\u2019t<\/span><\/h6>\n<\/div>\n\n- Options can get pretty ridiculous pretty quickly<\/li>\n
- Safety tech? What safety tech?<\/li>\n
- You’ll likely be waiting a while for one; they sell as quickly as Porsche Oz can get its hands on them<\/li>\n<\/ul>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/p>\n
We know the Porsche 911 GT3<\/strong> is a track-day powerhouse, a bulging and be-winged spectacle that takes the arty of subtlety and\u2026 Tosses it in the bin.<\/p>\n<\/span><\/div>\n
<\/p>\nIn its place, a monster, a furious explosion of colour, noise, movement and technology that transforms what is an already accomplished sports car in the regular 911<\/a>, into something else again.<\/p>\n<\/span><\/div>\n
<\/p>\nPorsche has made an art form of extracting the most out of its 911. With almost 60 years of engineering refinement behind it, the current-day regular Porsche 911<\/strong> continues to be the car by which all sports cars are judged. It\u2019s the benchmark, and has been for decades.<\/p>\n<\/span><\/div>\n
\n
\n<\/p>\nBut alongside the regular 911 models, Porsche also has a long history of building low-volume, performance-focussed versions of its halo car.<\/p>\n
<\/span><\/div>\n
<\/p>\nIt began in 1972 with the Carrera RS, a lightweight homologation special that has since passed into the Pantheon of Porsche greatness.<\/p>\n
<\/span><\/div>\n
<\/p>\nThe Carrera RS set the tone for what was to come in future generations, and in 1999, the first 911 GT3 rolled out of Zuffenhausen with 265kW and 370Nm, 44kW and 20Nm more than a regular 911 and a 0\u2013100km\/h time of 4.8 seconds, 0.4s faster than the base Carrera.<\/p>\n
<\/span><\/div>\n
\n
\n<\/p>\nFast-forward 23 years and the new 911 GT3<\/a> treads a familiar path.<\/p>\n<\/span><\/div>\n
<\/p>\nThe 4.0-litre naturally aspirated six-cylinder<\/strong> inside the GT3 makes 375kW<\/strong> and 470Nm<\/strong>, helping to propel the lightweight racecar-for-the-road from 0\u2013100km\/h in 3.4 seconds<\/strong>. Today\u2019s 911 Carrera packs 283kW and 450Nm and covers the same benchmark sprint in 4.2 seconds.<\/p>\n<\/span><\/div>\n
<\/p>\nIt\u2019s easy to distinguish the Porsche 911 GT3 from other variants in the range. Sitting 20mm lower than a base Carrera, the GT3 hunkers down low. The presence of a new swan-neck rear wing adds \u2018wow\u2019 factor to an aggressive aero package that also includes a new front splitter and rear diffuser.<\/p>\n
<\/span><\/div>\n
\n
\n<\/p>\nThat standout wing can be adjusted too, manually, to offer more downforce or less drag, as is your want. Porsche says in its most aggressive setting, the aero package develops 150 per cent more downforce at 200km\/h than the model it replaces.<\/p>\n
<\/span><\/div>\n
<\/p>\nA diet of lightweight components, including window glass, starter battery and a carbon-fibre bonnet, ensures the GT3 remains lighter than the 911 Carrera (1445kg against 1585kg) even if this generation GT3 weighs 5kg more than the model it replaces.<\/p>\n
<\/span><\/div>\n
<\/p>\nAnd a lot of work has gone into the GT3\u2019s suspension set-up, with a new front axle set-up that now features race-derived double-wishbone suspension for the first time. Race car. For the road.<\/p>\n
<\/span><\/div>\n
\n\nGet a great deal today<\/h3>\n<\/p>\n\nInterested in this car? Provide your details and we’ll connect you to a member of the Drive team.<\/p>\n<\/div>\n<\/div>\n<\/div>\n
<\/p>\nThis review, though, is not a track test of Zuffenhausen\u2019s latest roadgoing racecar. We’ve already tested the 911 GT3 extensively on-track<\/a>, and its performance is as you\u2019d expect. Fierce, frenetic, yet also composed. You can read our comprehensive track day review here<\/a>.<\/p>\n<\/span><\/div>\n
<\/p>\nInstead, this week-long garage review will determine whether a 911 that looks like a road car but sounds and smells and tastes like a racer can, in fact, serve double-duty as a regular weekday commuter.<\/p>\n
<\/span><\/div>\n
\n\nHow much does the Porsche 911 GT3 cost in Australia?<\/h2>\n<\/p>\n<\/div>\n<\/div>\n<\/p>\nThe price of entry into the rarefied air of 911 GT3 ownership isn\u2019t for the fainthearted.<\/p>\n
<\/span><\/div>\n
<\/p>\nEven at its most basic level, without any options and additional go-ever-faster bits, the 2022 Porsche 911 GT3<\/strong> will want a large chunk of your cash, a $388,600-sized chunk<\/strong>. And that\u2019s before any options are added, a long list that can add tens of thousands to the bottom line quicker than the 911 GT3 can cover 400 metres (for the record, 10.85 seconds).<\/p>\n<\/span><\/div>\n
<\/p>\nOur test car came fitted with around $60K worth of options, bumping the as-tested price to $448,590 before on-road costs<\/strong> are added in. That works out to $481,442<\/strong> drive-away (in NSW).<\/p>\n<\/span><\/div>\n
<\/p>\nA lot of money? Absolutely, but buyers in this segment likely won’t bat an eyelid, simply happy to enjoy what is one of the most hardcore street-legal Porsche 911s ever, even as the \u2018harder-corer\u2019 GT2 RS mumbles “halte mein bier”<\/em>.<\/p>\n<\/span><\/div>\n
\n
\n<\/p>\nWe\u2019ll detail some<\/em> of the fitted options in later sections, because first we have to go through what buyers get as standard in their 911 GT3.<\/p>\n<\/span><\/div>\n
<\/p>\nThere are the usual highlights we can expect from just about any modern new car: keyless entry and start, a 10.9-inch touchscreen with satellite navigation, wireless Apple CarPlay<\/strong> and wired Android Auto<\/strong>, digital radio, LED head- and tail-lights, staggered 20- and 21-inch alloy wheels with a race-inspired central locking nut, automatic headlights, rain-sensing windscreen wipers, rear-view camera, front and rear parking sensors, and dual-zone climate control.<\/p>\n<\/span><\/div>\n
<\/p>\nOther standard equipment highlights in the GT3 include:<\/p>\n
<\/span><\/div>\n
<\/p>\n\n- a lightweight exhaust system, stainless steel with black exhaust tips<\/li>\n
- Porsche\u2019s Active Suspension Management System (adaptive dampers) with a 20mm lower ride height than a regular 911 Carrera<\/li>\n
- a front lift system, hydraulically operated that raises the front lip by 40mm at speeds up to 35km\/h and can use GPS tracking to automatically raise and lower the nose at pre-set locations, such as your peskily inclined driveway entrance<\/li>\n
- Lightweight glass with acoustic film<\/li>\n
- Porsche Track Precision App that measures various data including acceleration, braking, g<\/em>-forces, steering angle, and if on a racetrack, lap times<\/li>\n<\/ul>\n
<\/span><\/div>\n
<\/p>\nOur test car, as already mentioned, wore some hefty options, the most visible the $7500 optional coat of Shark Blue<\/strong> paint. It\u2019s one of four $7500 optional colours, the others Python Green, Arctic Grey and Crayon. Don\u2019t want to pay for paint? There are nine no-cost hues to choose from.<\/p>\n<\/span><\/div>\n
<\/p>\nInside, the most visible option is also the cheapest, the Club Sport<\/strong> Pack<\/strong> in our test car adding exactly $0 to the bottom line. It brings an FIA-approved half rollcage, as well as a lightweight fire-extinguisher and aluminium bracket, and a six-point racing harness for the driver\u2019s seat.<\/p>\n<\/span><\/div>\n
<\/p>\nBut, what the gods of cost-free options giveth, they also taketh, the Club Sport Pack only available in conjunction with the Full Bucket Seat option that brings lightweight race-inspired seats made of carbon-fibre-reinforced plastic finished in carbon weave and upholstered in black leather and Race-Tex (microfibre). Embroidered GT3 logos adorn the headrests. The price? Try $11,250.<\/p>\n
<\/span><\/div>\n
\n
\n<\/p>\nAnd the final high-vis interior option is the $11,210 leather interior with extensive leather and Race-Tex, finished in black with contrasting elements finished in Shark Blue.<\/p>\n
<\/span><\/div>\n
\n\n\n\n
What we don\u2019t<\/span><\/h6>\n<\/div>\n\n- Options can get pretty ridiculous pretty quickly<\/li>\n
- Safety tech? What safety tech?<\/li>\n
- You’ll likely be waiting a while for one; they sell as quickly as Porsche Oz can get its hands on them<\/li>\n<\/ul>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/p>\n
We know the Porsche 911 GT3<\/strong> is a track-day powerhouse, a bulging and be-winged spectacle that takes the arty of subtlety and\u2026 Tosses it in the bin.<\/p>\n<\/span><\/div>\n
<\/p>\nIn its place, a monster, a furious explosion of colour, noise, movement and technology that transforms what is an already accomplished sports car in the regular 911<\/a>, into something else again.<\/p>\n<\/span><\/div>\n
<\/p>\nPorsche has made an art form of extracting the most out of its 911. With almost 60 years of engineering refinement behind it, the current-day regular Porsche 911<\/strong> continues to be the car by which all sports cars are judged. It\u2019s the benchmark, and has been for decades.<\/p>\n<\/span><\/div>\n
\n
\n<\/p>\nBut alongside the regular 911 models, Porsche also has a long history of building low-volume, performance-focussed versions of its halo car.<\/p>\n
<\/span><\/div>\n
<\/p>\nIt began in 1972 with the Carrera RS, a lightweight homologation special that has since passed into the Pantheon of Porsche greatness.<\/p>\n
<\/span><\/div>\n
<\/p>\nThe Carrera RS set the tone for what was to come in future generations, and in 1999, the first 911 GT3 rolled out of Zuffenhausen with 265kW and 370Nm, 44kW and 20Nm more than a regular 911 and a 0\u2013100km\/h time of 4.8 seconds, 0.4s faster than the base Carrera.<\/p>\n
<\/span><\/div>\n
\n
\n<\/p>\nFast-forward 23 years and the new 911 GT3<\/a> treads a familiar path.<\/p>\n<\/span><\/div>\n
<\/p>\nThe 4.0-litre naturally aspirated six-cylinder<\/strong> inside the GT3 makes 375kW<\/strong> and 470Nm<\/strong>, helping to propel the lightweight racecar-for-the-road from 0\u2013100km\/h in 3.4 seconds<\/strong>. Today\u2019s 911 Carrera packs 283kW and 450Nm and covers the same benchmark sprint in 4.2 seconds.<\/p>\n<\/span><\/div>\n
<\/p>\nIt\u2019s easy to distinguish the Porsche 911 GT3 from other variants in the range. Sitting 20mm lower than a base Carrera, the GT3 hunkers down low. The presence of a new swan-neck rear wing adds \u2018wow\u2019 factor to an aggressive aero package that also includes a new front splitter and rear diffuser.<\/p>\n
<\/span><\/div>\n
\n
\n<\/p>\nThat standout wing can be adjusted too, manually, to offer more downforce or less drag, as is your want. Porsche says in its most aggressive setting, the aero package develops 150 per cent more downforce at 200km\/h than the model it replaces.<\/p>\n
<\/span><\/div>\n
<\/p>\nA diet of lightweight components, including window glass, starter battery and a carbon-fibre bonnet, ensures the GT3 remains lighter than the 911 Carrera (1445kg against 1585kg) even if this generation GT3 weighs 5kg more than the model it replaces.<\/p>\n
<\/span><\/div>\n
<\/p>\nAnd a lot of work has gone into the GT3\u2019s suspension set-up, with a new front axle set-up that now features race-derived double-wishbone suspension for the first time. Race car. For the road.<\/p>\n
<\/span><\/div>\n
\n\nGet a great deal today<\/h3>\n<\/p>\n\nInterested in this car? Provide your details and we’ll connect you to a member of the Drive team.<\/p>\n<\/div>\n<\/div>\n<\/div>\n
<\/p>\nThis review, though, is not a track test of Zuffenhausen\u2019s latest roadgoing racecar. We’ve already tested the 911 GT3 extensively on-track<\/a>, and its performance is as you\u2019d expect. Fierce, frenetic, yet also composed. You can read our comprehensive track day review here<\/a>.<\/p>\n<\/span><\/div>\n
<\/p>\nInstead, this week-long garage review will determine whether a 911 that looks like a road car but sounds and smells and tastes like a racer can, in fact, serve double-duty as a regular weekday commuter.<\/p>\n
<\/span><\/div>\n
\n\nHow much does the Porsche 911 GT3 cost in Australia?<\/h2>\n<\/p>\n<\/div>\n<\/div>\n<\/p>\nThe price of entry into the rarefied air of 911 GT3 ownership isn\u2019t for the fainthearted.<\/p>\n
<\/span><\/div>\n
<\/p>\nEven at its most basic level, without any options and additional go-ever-faster bits, the 2022 Porsche 911 GT3<\/strong> will want a large chunk of your cash, a $388,600-sized chunk<\/strong>. And that\u2019s before any options are added, a long list that can add tens of thousands to the bottom line quicker than the 911 GT3 can cover 400 metres (for the record, 10.85 seconds).<\/p>\n<\/span><\/div>\n
<\/p>\nOur test car came fitted with around $60K worth of options, bumping the as-tested price to $448,590 before on-road costs<\/strong> are added in. That works out to $481,442<\/strong> drive-away (in NSW).<\/p>\n<\/span><\/div>\n
<\/p>\nA lot of money? Absolutely, but buyers in this segment likely won’t bat an eyelid, simply happy to enjoy what is one of the most hardcore street-legal Porsche 911s ever, even as the \u2018harder-corer\u2019 GT2 RS mumbles “halte mein bier”<\/em>.<\/p>\n<\/span><\/div>\n
\n
\n<\/p>\nWe\u2019ll detail some<\/em> of the fitted options in later sections, because first we have to go through what buyers get as standard in their 911 GT3.<\/p>\n<\/span><\/div>\n
<\/p>\nThere are the usual highlights we can expect from just about any modern new car: keyless entry and start, a 10.9-inch touchscreen with satellite navigation, wireless Apple CarPlay<\/strong> and wired Android Auto<\/strong>, digital radio, LED head- and tail-lights, staggered 20- and 21-inch alloy wheels with a race-inspired central locking nut, automatic headlights, rain-sensing windscreen wipers, rear-view camera, front and rear parking sensors, and dual-zone climate control.<\/p>\n<\/span><\/div>\n
<\/p>\nOther standard equipment highlights in the GT3 include:<\/p>\n
<\/span><\/div>\n
<\/p>\n\n- a lightweight exhaust system, stainless steel with black exhaust tips<\/li>\n
- Porsche\u2019s Active Suspension Management System (adaptive dampers) with a 20mm lower ride height than a regular 911 Carrera<\/li>\n
- a front lift system, hydraulically operated that raises the front lip by 40mm at speeds up to 35km\/h and can use GPS tracking to automatically raise and lower the nose at pre-set locations, such as your peskily inclined driveway entrance<\/li>\n
- Lightweight glass with acoustic film<\/li>\n
- Porsche Track Precision App that measures various data including acceleration, braking, g<\/em>-forces, steering angle, and if on a racetrack, lap times<\/li>\n<\/ul>\n
<\/span><\/div>\n
<\/p>\nOur test car, as already mentioned, wore some hefty options, the most visible the $7500 optional coat of Shark Blue<\/strong> paint. It\u2019s one of four $7500 optional colours, the others Python Green, Arctic Grey and Crayon. Don\u2019t want to pay for paint? There are nine no-cost hues to choose from.<\/p>\n<\/span><\/div>\n
<\/p>\nInside, the most visible option is also the cheapest, the Club Sport<\/strong> Pack<\/strong> in our test car adding exactly $0 to the bottom line. It brings an FIA-approved half rollcage, as well as a lightweight fire-extinguisher and aluminium bracket, and a six-point racing harness for the driver\u2019s seat.<\/p>\n<\/span><\/div>\n
<\/p>\nBut, what the gods of cost-free options giveth, they also taketh, the Club Sport Pack only available in conjunction with the Full Bucket Seat option that brings lightweight race-inspired seats made of carbon-fibre-reinforced plastic finished in carbon weave and upholstered in black leather and Race-Tex (microfibre). Embroidered GT3 logos adorn the headrests. The price? Try $11,250.<\/p>\n
<\/span><\/div>\n
\n
\n<\/p>\nAnd the final high-vis interior option is the $11,210 leather interior with extensive leather and Race-Tex, finished in black with contrasting elements finished in Shark Blue.<\/p>\n
<\/span><\/div>\n
\n\n\n\n
We know the Porsche 911 GT3<\/strong> is a track-day powerhouse, a bulging and be-winged spectacle that takes the arty of subtlety and\u2026 Tosses it in the bin.<\/p>\n <\/span><\/div>\n In its place, a monster, a furious explosion of colour, noise, movement and technology that transforms what is an already accomplished sports car in the regular 911<\/a>, into something else again.<\/p>\n <\/span><\/div>\n Porsche has made an art form of extracting the most out of its 911. With almost 60 years of engineering refinement behind it, the current-day regular Porsche 911<\/strong> continues to be the car by which all sports cars are judged. It\u2019s the benchmark, and has been for decades.<\/p>\n <\/span><\/div>\n But alongside the regular 911 models, Porsche also has a long history of building low-volume, performance-focussed versions of its halo car.<\/p>\n <\/span><\/div>\n It began in 1972 with the Carrera RS, a lightweight homologation special that has since passed into the Pantheon of Porsche greatness.<\/p>\n <\/span><\/div>\n The Carrera RS set the tone for what was to come in future generations, and in 1999, the first 911 GT3 rolled out of Zuffenhausen with 265kW and 370Nm, 44kW and 20Nm more than a regular 911 and a 0\u2013100km\/h time of 4.8 seconds, 0.4s faster than the base Carrera.<\/p>\n <\/span><\/div>\n Fast-forward 23 years and the new 911 GT3<\/a> treads a familiar path.<\/p>\n <\/span><\/div>\n The 4.0-litre naturally aspirated six-cylinder<\/strong> inside the GT3 makes 375kW<\/strong> and 470Nm<\/strong>, helping to propel the lightweight racecar-for-the-road from 0\u2013100km\/h in 3.4 seconds<\/strong>. Today\u2019s 911 Carrera packs 283kW and 450Nm and covers the same benchmark sprint in 4.2 seconds.<\/p>\n <\/span><\/div>\n It\u2019s easy to distinguish the Porsche 911 GT3 from other variants in the range. Sitting 20mm lower than a base Carrera, the GT3 hunkers down low. The presence of a new swan-neck rear wing adds \u2018wow\u2019 factor to an aggressive aero package that also includes a new front splitter and rear diffuser.<\/p>\n <\/span><\/div>\n That standout wing can be adjusted too, manually, to offer more downforce or less drag, as is your want. Porsche says in its most aggressive setting, the aero package develops 150 per cent more downforce at 200km\/h than the model it replaces.<\/p>\n <\/span><\/div>\n A diet of lightweight components, including window glass, starter battery and a carbon-fibre bonnet, ensures the GT3 remains lighter than the 911 Carrera (1445kg against 1585kg) even if this generation GT3 weighs 5kg more than the model it replaces.<\/p>\n <\/span><\/div>\n And a lot of work has gone into the GT3\u2019s suspension set-up, with a new front axle set-up that now features race-derived double-wishbone suspension for the first time. Race car. For the road.<\/p>\n <\/span><\/div>\n Interested in this car? Provide your details and we’ll connect you to a member of the Drive team.<\/p>\n<\/div>\n<\/div>\n<\/div>\n This review, though, is not a track test of Zuffenhausen\u2019s latest roadgoing racecar. We’ve already tested the 911 GT3 extensively on-track<\/a>, and its performance is as you\u2019d expect. Fierce, frenetic, yet also composed. You can read our comprehensive track day review here<\/a>.<\/p>\n <\/span><\/div>\n Instead, this week-long garage review will determine whether a 911 that looks like a road car but sounds and smells and tastes like a racer can, in fact, serve double-duty as a regular weekday commuter.<\/p>\n <\/span><\/div>\n The price of entry into the rarefied air of 911 GT3 ownership isn\u2019t for the fainthearted.<\/p>\n <\/span><\/div>\n Even at its most basic level, without any options and additional go-ever-faster bits, the 2022 Porsche 911 GT3<\/strong> will want a large chunk of your cash, a $388,600-sized chunk<\/strong>. And that\u2019s before any options are added, a long list that can add tens of thousands to the bottom line quicker than the 911 GT3 can cover 400 metres (for the record, 10.85 seconds).<\/p>\n <\/span><\/div>\n Our test car came fitted with around $60K worth of options, bumping the as-tested price to $448,590 before on-road costs<\/strong> are added in. That works out to $481,442<\/strong> drive-away (in NSW).<\/p>\n <\/span><\/div>\n A lot of money? Absolutely, but buyers in this segment likely won’t bat an eyelid, simply happy to enjoy what is one of the most hardcore street-legal Porsche 911s ever, even as the \u2018harder-corer\u2019 GT2 RS mumbles “halte mein bier”<\/em>.<\/p>\n <\/span><\/div>\n We\u2019ll detail some<\/em> of the fitted options in later sections, because first we have to go through what buyers get as standard in their 911 GT3.<\/p>\n <\/span><\/div>\n There are the usual highlights we can expect from just about any modern new car: keyless entry and start, a 10.9-inch touchscreen with satellite navigation, wireless Apple CarPlay<\/strong> and wired Android Auto<\/strong>, digital radio, LED head- and tail-lights, staggered 20- and 21-inch alloy wheels with a race-inspired central locking nut, automatic headlights, rain-sensing windscreen wipers, rear-view camera, front and rear parking sensors, and dual-zone climate control.<\/p>\n <\/span><\/div>\n Other standard equipment highlights in the GT3 include:<\/p>\n <\/span><\/div>\n <\/span><\/div>\n Our test car, as already mentioned, wore some hefty options, the most visible the $7500 optional coat of Shark Blue<\/strong> paint. It\u2019s one of four $7500 optional colours, the others Python Green, Arctic Grey and Crayon. Don\u2019t want to pay for paint? There are nine no-cost hues to choose from.<\/p>\n <\/span><\/div>\n Inside, the most visible option is also the cheapest, the Club Sport<\/strong> Pack<\/strong> in our test car adding exactly $0 to the bottom line. It brings an FIA-approved half rollcage, as well as a lightweight fire-extinguisher and aluminium bracket, and a six-point racing harness for the driver\u2019s seat.<\/p>\n <\/span><\/div>\n But, what the gods of cost-free options giveth, they also taketh, the Club Sport Pack only available in conjunction with the Full Bucket Seat option that brings lightweight race-inspired seats made of carbon-fibre-reinforced plastic finished in carbon weave and upholstered in black leather and Race-Tex (microfibre). Embroidered GT3 logos adorn the headrests. The price? Try $11,250.<\/p>\n <\/span><\/div>\n And the final high-vis interior option is the $11,210 leather interior with extensive leather and Race-Tex, finished in black with contrasting elements finished in Shark Blue.<\/p>\n <\/span><\/div>\n
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\n
\n
\n
\n
\nGet a great deal today<\/h3>\n<\/p>\n
How much does the Porsche 911 GT3 cost in Australia?<\/h2>\n<\/p>\n<\/div>\n<\/div>\n
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