The 992 GT3 represents something different to every person. For some, it may be a new lust worthy postercar, others it may be a potential opportunity to make a quick $20K by getting an early allocation and selling to someone who needs the best and newest thing now (we know this still happens). For others still, it simply is a signal for future Porsche developments to come. 

Much like the original 996 GT3, which was created to homologate a suspension component, the most significant part of the 992 GT3 is the suspension. How could this be? Surely, the most important part of the GT3 has and always will be the engine. Preposterous. Treasonous. What about Hans Metzger? It revs to over 9,000. Take a deep breath, everything will be ok. Long gone are Metzger engines for everyone at Porsche except in the Classic department who will be thinking about them for many years to come. Rather, we can see the most important pieces by looking at what Porsche has changed and what it has not. A great deal of the new GT3 is similar to previous versions. Yes, there is a carbon fibre-reinforced plastic (CFRP) front bonnet on the GT3 and an optional exposed carbon fibre roof, something typically reserved for the RS models. The PDK lever is designed to allow for hand engagement like older models, but missing from standard 992 models. The most revolutionary update is found underneath the car.

The suspension on the new GT3 is the only thing that has never been done before on any previous 911 road car. Much like billionaire space enthusiasts looking back at earth and realizing that all of human history has occurred on a small marble in space, 911 enthusiasts will realize that every twitch of feedback they have ever felt through the wheel of their preferred rear engined toy has been in connection with a McPherson strut. With decades of development Porsche has used the strut design to its full potential. The marvel of packaging in the original strut setup lacks the sophistication required for Porsche to continue to maintain consistent tire contact in the most aggressive compression and rebound situations. This new frontier of suspension, which has been available on other sports cars like the NSX for many decades, will likely be a new way for separating GT cars from the standard models.

No Longer The Engines

While Porsche is focusing on sustainability going forward, we will eventually meet the end of the road for engine designs that we are currently familiar with. It isn’t certain whether the future will be electrification, or alternative fuels, both of which are current areas of development for Porsche. No matter the path forward on propulsion, Porsche is focusing energy within the GT department into areas that are specifically not the engine. By focusing on suspension, lightweight materials, aerodynamics, and overall driving experience, the bandage will be far easier to remove in the future. In 25 years, when all 911s are electric, it will be the differences in suspension and aerodynamics that allow the Porsche pie to be sliced into all of the fine niches customers have come to enjoy. We may even see other upcoming models like the GT4 RS have double-wishbone suspension setups, but that may be asking too much.

The best way to determine the changes between the outgoing and incoming models will be to get both out on the road to sample the difference in vivo. If you want your car reviewed or have a lead for getting a GT3 to test, drop a line at gear@homologatedshift.com. Until the next homoloGATEDSHIFT. Don’t drive boring.