Mr White & Mr Orange
Thanks to the nice people at Ecurie25 I had the opportunity to check on the progress that Porsche AG have made in their flagship normally aspirated product over the last six or seven years by comparing the latest 997 GT3 with my own 996 Mk1 example. And surprise, surprise - they’ve made a very fine job of the progression (you didn’t expect me to say anything else, did you?)!
Let’s cut to the chase: this is a fantastic drivers’ 911 - blindingly fast, superb handling and an engine to die for. As is well documented, a GT3 (any GT3) is a pretty uncompromising road car so it isn’t going to be everyone’s cup of tea, but if you like you journeys to be involving and something of an event then you have to try one. Most strikingly the power delivery is much more like the punch of a heavyweight compared to the middleweight 996 - hardly surprising given the increase power and torque - a real thump in the back as opposed to the impression of a more nimble fighter who has to utilise the speed at which the power can be wound up to good effect. Undoubtedly this impression is amplified by the storming soundtrack emitted by the 997 car - especially with the ’sport’ switch engaged - but subjectively it also covers the ground quicker as well. As for all GT3 variants the engine is more than willing to rev, with the tacho needle willingly spinning to the 8,400rpm red line (or should I say little yellow change-up light) whilst the car emits a spin tingling, bass-enhanced wail.
The grip afforded by the sticky Michelin Pilot Sport Cup tyres is unreal, even in damp conditions, with the traction control remaining unprovoked for the whole weekend (yes I know: I must try harder next time). The suspension is as stiff as the predecessors’, with the need for the switchable PASM a bit of a mystery: to be honest I wasn’t able to detect much of a difference between ‘normal’ and ’sport’ modes, both offering ’shake-your-fillings-out’ facilities over poor B road surfaces. In the end I simply kept it in the ’sport’ positions, as I bet most enthusiastic owners will do - it probably takes an experienced test driver and a race track to detect handling differences between the two. It is all good though with less of the characteristic ‘bobbing front’ and mind-of-its-own steering wheel than the Mk. 1, with my favourite pastime being carrying obscene speeds through twisty B road corners and feeling that perfectly hooked-up punch out of them - exploiting the higher realms of the speed capabilities of the car is just not possible on public roads; real throw away the cell door keys territory. You can detect that there is more mass to manage, but the extra power and fine-tuned suspension more than makes up for it. The conventional steel brakes were also almost perfect with great retardation and feel without any evidence of premature ABS intervention.
Porsche have cleverly made this a much more accessible GT3 compared to earlier models, helped I suspect with the ability to deliver the more hardcore RS model to the ‘extreme’ customers: it has all the mod cons expected of a sports car including the cup holders, glove box and integrated telephone and sat nav. The driving position is very comfortable (this car had the sports seats) with perfect brake and throttle pedal position (the centre console intruded a little too far for my clutch leg to be comfortable on the foot rest) and nicely appointed alcantara control surfaces on gear lever and steering wheel, though how well the alcantara would age remains to be seen. It is also nice to see an oil temperature guage in the cluster, as well as oil pressure.
So this is what they mean by GT3 Cup …..
Whilst a question of personal taste, in my opinion Porsche have also sorted out the looks of the 997, especially the frontal aspect, and having the model distinguished by the central tailpipes is also a nice touch to appeal to the cogniscenti spotters. It rides a little higher than my Mk.1 (which is a blessing for saving more of the front splitter) but still looks mean, working well in white.
And the bad bits? Well I’m amazed that Porsche (and they’re not alone) can continue to fit a sat nav system that is so much harder to use and less functional than many portable aftermarket units: it really was annoying at times, and almost impossible to use to plan a preferred route - I’m sure it is fine to navigate to a destination address if you don’t care how you get there, but anything more complex is frustrating. I was hampered by not having a full manual to consult, but I couldn’t find a way of stopping the map display rotating so that the current direction is always straight up the screen - at first glance an inverted M25 is most confusing! Oh, and it only gives you a limited time with the ignition off to plan a route before shutting down.
Also annoying was the ’sport’ mode button which wasn’t persistant, defaulting to the ‘off’ position on starting the car (unlike the PASM button which remembers your selected position): the starting procedure always involved selecting the ’sport’ button. I’m convinced a vast majority of owners will leave it in this mode, so why not make it the default (no, don’t asnwer that - EU noise regulations, I bet)?
But these are minor niggles - were I to spec a new GT3 I think I’d opt for the optional bucket seats to connect a little more intimately with the chassis, give serious thought to not having the sat nav and probably have more leather in place of the soft touch fabrics.
And boy do I want one. Badly.
