For me, the 2008 Porsche 911 GT3 was something divine, an achievement as brilliant as the neon color palette the company reserves for its uber-special models. For Porsche engineers, it served as a decent starting point for an even more brilliant new car.
The 2010 911 GT3 is not an all-new vehicle, but rather a comprehensive amelioration of the previous model. For starters, the already potent 3.6-liter flat-6 was torn down and bored out to 3.8 liters, then reassembled with lighter moving internals. This allows for higher operating speeds — 8500 rpm to be exact. Porsche's latest VarioCam system infinitely varies intake and exhaust timing for cleaner emissions and improved power characteristics. The result is an increased maximum output of 435 bhp at 7600 rpm and 317 lb.-ft. of torque at 6250 rpm, up from the previous model's 415 bhp and 300 lb.-ft.
The newly designed 3-spoke steering wheel is wrapped in grip-friendly Alcantara. And as in the previous car, rowing through gearbox takes more effort than any car that comes to memory — 22 percent shortened throws and extra robust steel synchronizers will do that to a transmission. Still, the solid and precise linkage means satisfyingly positive gear engagement.
Once again, the GT3's fully adjustable suspension benefits from Porsche's Active Suspension Management (PASM), but with stiffened springs and redesigned anti-roll bars (30 percent stiffer rear, 30 percent softer front). The suspension still remains nicely composed and livable on the street (in the normal setting), even with the changes Porsche made to gain 5 seconds on the previous car's record around the Nürburgring Nordschleife. Aiding livability further is a new optional hydraulic air lift system that gives you an additional 1.2 in. of ground clearance — à la Lamborghini — at the touch of a button to protect the ultra-low front splitter on steep driveways.
When presented with an exceptionally straight and empty stretch of Swabian tarmac, I helped myself to a couple standing-start acceleration passes. Porsche Stability Management (PSM) can now be defeated in separate stages as in GT2 (stability off/traction on, or stability/traction off). With all systems off, a 6000-rpm launch yielded the inherent Porsche axle hop (though attenuated to some degree by the new active magnetorheological... engine mounts) followed by bat-out-of-hell forward thrust. In just over a quarter mile, the GT3 had already reached 130 mph, at which point I had no trouble bringing it back down to safer speeds with the larger new brakes (15.0-in. front, 13.8-in. rear). Porsche estimates 0–60 mph acceleration of about 4 seconds; we're predicting it'll likely be better than that.
The 2010 GT3 goes on sale in May in Europe, and will make its way to the U.S. sometime this fall at a starting price of $112,200.
The 2010 911 GT3 is not an all-new vehicle, but rather a comprehensive amelioration of the previous model. For starters, the already potent 3.6-liter flat-6 was torn down and bored out to 3.8 liters, then reassembled with lighter moving internals. This allows for higher operating speeds — 8500 rpm to be exact. Porsche's latest VarioCam system infinitely varies intake and exhaust timing for cleaner emissions and improved power characteristics. The result is an increased maximum output of 435 bhp at 7600 rpm and 317 lb.-ft. of torque at 6250 rpm, up from the previous model's 415 bhp and 300 lb.-ft.
The newly designed 3-spoke steering wheel is wrapped in grip-friendly Alcantara. And as in the previous car, rowing through gearbox takes more effort than any car that comes to memory — 22 percent shortened throws and extra robust steel synchronizers will do that to a transmission. Still, the solid and precise linkage means satisfyingly positive gear engagement.
Once again, the GT3's fully adjustable suspension benefits from Porsche's Active Suspension Management (PASM), but with stiffened springs and redesigned anti-roll bars (30 percent stiffer rear, 30 percent softer front). The suspension still remains nicely composed and livable on the street (in the normal setting), even with the changes Porsche made to gain 5 seconds on the previous car's record around the Nürburgring Nordschleife. Aiding livability further is a new optional hydraulic air lift system that gives you an additional 1.2 in. of ground clearance — à la Lamborghini — at the touch of a button to protect the ultra-low front splitter on steep driveways.
When presented with an exceptionally straight and empty stretch of Swabian tarmac, I helped myself to a couple standing-start acceleration passes. Porsche Stability Management (PSM) can now be defeated in separate stages as in GT2 (stability off/traction on, or stability/traction off). With all systems off, a 6000-rpm launch yielded the inherent Porsche axle hop (though attenuated to some degree by the new active magnetorheological... engine mounts) followed by bat-out-of-hell forward thrust. In just over a quarter mile, the GT3 had already reached 130 mph, at which point I had no trouble bringing it back down to safer speeds with the larger new brakes (15.0-in. front, 13.8-in. rear). Porsche estimates 0–60 mph acceleration of about 4 seconds; we're predicting it'll likely be better than that.
The 2010 GT3 goes on sale in May in Europe, and will make its way to the U.S. sometime this fall at a starting price of $112,200.
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