It’s hard to believe, but Porsche has been producing the GT3 for a quarter of a century. And across four different generations of the 911—996, 997, 991, and 992—the GT3’s philosophy has remained the same ever since it debuted in 1999: reduce weight, feature a high-revving, motorsport-derived naturally aspirated engine, optimize the suspension for the track, and beef up the brakes and running gear for repeated abuse.
The first generation of GT3 almost didn’t happen, too—Porsche was still under considerable financial stress in the late ’90s and was pouring money into the development of the new 911 and Boxster. Adding the cost of developing a high-performance road car was an enormous risk for the company, but Porsche motorsport executive Hartmut Kristen was able to convince the board to take a chance. Not unlike the story of the 1973 Carrera RS, no one expected the car to sell well, but the 996 GT3 happened to be such a success that Porsche had the confidence to invest in future developments of the GT3. Thanks, Hartmut!
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The GT3’s philosophy may have been retained through each generation, but there are notable differences between them. Aside from getting bigger and fatter over time like all other modern cars, there have been major mechanical and technological advances that are worth investigating. As such, let’s take a journey in time using recent GT3 sales to see what’s what.
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2004 Porsche 911 GT3
This 2004 996 GT3 represents where it all (nearly) started. Porsche debuted its first-ever GT3 in 1999 and built them for two model years, or until 2001. These are referred to as the 996.1 generation, and they were never sold in the United States. By all accounts, that wasn’t such a bad thing; the 996.2 GT3 that followed featured greatly improved power delivery, handling, and braking, all of which are, of course, critical for any enthusiast track car. Power in the 996.2 was up to 381 horsepower, which came by way of a naturally aspirated flat-six that featured all sorts of high-end hardware, like titanium connecting rods, forged pistons, and VarioCam, Porsche’s version of variable valve timing. The calipers for the 996.2’s front brakes also featured six pistons, which helped anchor the car with more confidence. We can also thank Andreas Preuninger, the director of Porsche’s GT department who started his career at Porsche working on the 996.2 GT3, for cementing the GT3’s status as the default track-ready sports car. Since the 996.2 GT3, everything he’s touched has inarguably been sensational.
Hitting a final (and appropriate) auction price of $142,996, this particular 2004 996.2 GT3 was barely driven under its single owner, having clocked a measly 7k miles over 20 years. As such, it’s a time capsule: the cosmoline underbody protection is still as it was when it left the factory, the seats look crisp (and lack the gross creases the 996 generation is notorious for developing), and even the paint is immaculate. Blame the Preuninger tax, but it’s clear that even the genesis of the GT3 is still held in high regard.
2007 Porsche 911 GT3
After the 996 generation GT3 came the 997, which borrowed the same basic formula but transposed it into the bigger and wider body of the contemporary 997. Just as there were .1 and .2 versions of the 996 GT3, the 997 did the same thing, starting production of the 997.1 in 2007. Engine displacement remained the same as the 996 GT3’s (3.6 liters) but power went up significantly to 415 horsepower and nearly 300 lb-ft of torque. Redline, too, increased to 8,400 rpm and power shuffled to the rear wheels via a six-speed manual. Aerodynamics played a more important role in this generation as well, evidenced by a comparatively much more aggressive (and functionally important) front fascia and enormous rear wing. The 997 GT3 also featured active shocks that could firm up the suspension for better performance on the track. For the 997.2 generation, GT3s received a punched-out 3.8-liter engine that upped power to 435 horsepower, but the most noticeable aspect was the increased available mid-range torque, which went up to a maximum output of 317 lb-ft.
This pristine 997.1, sporting Carrara White paint, looks like a museum piece and its final sale of $170,000 reflects its hardly used condition. A shame, really — even the DME report (a diagnostic report showing tiers of engine revs) shows its four owners never enjoyed this car to its full potential.
2018 Porsche 911 GT3
The 991 generation of GT3 was a significant step change for the Stuttgart brand—the 991.2 GT3 was notoriously only available with Porsche’s dual-clutch gearbox (PDK) and had a 3.8-liter flat-six that had a certain proclivity to go kablooey. Porsche righted both of these wrongs, not only offering generous extended engine warranties but also gifting the next generation 991.2 with the choice of a six-speed manual gearbox. The 991.2 generation also received an updated power plant that displaces 4.0 liters and is still in use today across the GT3, GT4 RS, and in a slightly modified form, the GT3 RS. With the exception of the GT3 RS, this jewel of an engine develops 500 horsepower and famously revs up to 9,000 rpm. The 991.2 GT3 also received rear-axle steering, a piece of technology that helps improve the turning ratio at low speeds and increase stability at higher speeds—all in the name of improving track performance.
When prices for collector cars became especially preposterous during the pandemic, this generation of GT3 demanded massive premiums, especially for GT3s equipped with the Touring Package. Today, however, with values starting to become more realistic, this low-mileage 2018 991.2 GT3 somehow makes sense. Selling for $184,000 and tastefully optioned with GT Silver Metallic and a Black leather interior, this six-speed GT3 is nearly a bargain.
2022 Porsche 911 GT3
Ever since the beginning of the 911, Porsche has followed the simple formula of evolution, not revolution—each new generation of 911 somehow gets faster, more engaging, and more advanced compared to the one that preceded it. For the 992.1 GT3, the current generation, Porsche juiced all the small things that, taken together, result in a more hardcore GT3 than ever before. For example, Porsche endowed the 992 GT3 with a double wishbone setup in the front of the car for the first time in the 911’s history, which helps the car turn into corners with more agility and urgency. Power still comes from the venerated 4.0-liter naturally aspirated flat-six that develops 500 horsepower, which can be delivered to the rear wheels via Porsche’s seven-speed dual-clutch gearbox or a six-speed manual.
With a final sale price of $241,000, this Darth Vader spec GT3 hasn’t exactly quelled the hopes that modern GT3 prices are softening—and even with its low 2,600 miles, this Jet Black Metallic over Black Leather is a relatively tame and standard specification. Compared to 992.1 GT3 Touring models or GT3s with special Paint to Sample (PTS) colors, this one is a steal.
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