Located just above the tarmac and positioned low down in the rear is the newly developed water-cooled six-cylinder aluminum engine with four valves per cylinder, VarioCam and a separate engine oil tank.


This high-revving concept promises exceptional power. The engine has a maximum speed of 9,000 rpm. Maximum torque of 325 lb.-ft. is available at 6,250 rpm and maximum power output is produced at 8,250 rpm. Particularly lightweight titanum connecting rods facilitate the unit’s impressive rpm capability.

The engine taps into its capacity of 3.8 liters to generate a maximum power output of 475 horsepower. This corresponds to a power output per liter of 125 hp. The new 911 GT3 tears acceleration limits asunder: it sprints from 0 to 60 mph in just 3.3 seconds – 0.7 seconds faster than its predecessor. The 124 mph mark is also reached 0.9 seconds sooner, after precisely 11.4 seconds.


How is that possible? Thanks to a weight-to-power ratio of only 6.6 lb/hp, a great deal of fine-tuning and the short transmission ratios of Porsche Doppelkupplung (PDK). These increase torque and acceleration potential in all seven gears. Limits? The new 911 GT3 accepts that only the other side of the 195 mph mark is beyond its reach.

Direct Fuel Injection (DFI), fitted in a 911 GT3 model for the first time, makes a decisive contribution to the efficiency of the engine – and its power output. It does it with millisecond precision and a pressure of up to 2900 psi. Not only does it provide optimum mixture formation and combustion in the combustion chamber, it helps to reduce CO2 emissions of the new 911 GT3 to values around 16% lower than those of its predecessor.

The upgraded VarioCam system is an engine timing concept that distinguishes between various engine speeds and load states so that timing can be adapted to suit the current power demand. It regulates not only the adjustment of the intake camshafts but also the exhaust camshafts in order to deliver increased power and torque.

Adjustments are controlled imperceptibly by the new electronic engine management. The results are extremely smooth running, better fuel economy, low emissions and, above all, high power and torque across the entire engine speed range.

The engine oil supply is vital at the limits of sporty performance, especially in the presence of the powerful lateral and longitudinal forces that can be experienced on the racetrack.

Two oil scavenge pumps per cylinder head and two scavenge pumps in the crankcase return the engine oil quickly and efficiently to the external tank. In conjunction with the electronically controlled oil pressure pump, this means that the engine has a reliable supply of oil to the crankshaft drive and both cylinder banks.

The new 911 GT3 is factory-filled with Mobil 1 fully synthetic high-performance oil. The excellent lubrication properties of this oil ensure a reliable cold start, even at very low temperatures, and contribute not least to the durability of the engine.

Today, Porsche Doppelkupplung (PDK) is setting standards on the road, with gear changes that take place in milliseconds and with no perceptable interruption in the flow of power to provide faster acceleration and low fuel consumption.

And yet our engineers still were not satisfied – at least, not with the development of the new 911 GT3. So they pushed the limits once again. Their goal was to produce a transmission with gear ratios specific to the 911 GT3 and with a 50% reduction in shift throw on the even crisper and more dynamic gearshift paddles. The result was a PDK perfectly tuned to match the 3.8-liter engine. This is the first time that it has been fitted in a 911 GT3, and it comes as standard.

Goal achieved. Racing feel included, with seven performance-oriented gears where even 7th gear has

a sport ratio engineered for maximum speed. Manual operation of the 911 GT3-specific gear selector is based on the established motorsport principle: back to shift up, forward to shift down.

This is how it works. PDK is essentially two gearboxes in one and thus requires two clutches. This double clutch arrangement provides an alternating, non-positive connection between the two half gearboxes and the engine by means of two separate input shafts. During a gear change, therefore, one clutch simply opens and the other closes at the same time, enabling gear changes to take place within milliseconds. Highly responsive and especially sporty – just as you would expect of the 911 GT3.

That in itself has consequences, not least for acceleration, for overall performance and for fuel

economy. Positive consequences in fact. Driving feels even more dynamic and agility is increased.

What about the gear changes themselves? You’ll feel them and you’ll hear them. Just like before, or indeed more than ever. The electronic gearbox control logic of the Intelligent Shift Program (ISP) offers more immediate and faster traction-induced upshifts and throttle-blip downshifts on overrun.

The sport exhaust system of the new 911 GT3 has two front silencers, two catalytic converters and one rear silencer, which discharges into the central twin-tract tailpipes. The large volume of the exhaust system reduces exhaust backpressure and thus increases power output.

The two Lambda sensors of the stereo Lambda control circuitry regulate the composition of the exhaust gas separately in each exhaust tract, while another pair monitors pollutant conversion in the respective catalytic converters.

In interaction with the sport exhaust system, the plastic variable intake manifold with two resonance flaps helps to ensure efficient gas cycles and high throughput.

To guarantee high torque and power across a broad engine speed range, the conventional distributor pipe in the new 911 GT3 is supplemented by two resonance pipes with resonance flaps.

These are opened or closed depending on the engine speed. At high engine speeds, both resonance flaps are opened for optimum cylinder charge.

This results in an impressive torque curve, a high maximum torque and ultimate power output across a broad engine speed range.

The limit is apparently the most exhilarating place to be these days. The final square centimeters have yet to be explored here. This may be where others turn back but, for us, it is only just the beginning – the start of a journey towards new sporty destinations. Indeed, two hundredths of a second are worlds apart. So let’s get going. In the new 911 GT3.


The first item on our journey checklist is an engine that delivers greater power, drives faster and maintains composure even in the red zone. The innovative high-revving flat-six engine of the new 911 GT3 peaks at 9,000 rpm and exploits its 3.8-liter capacity to generate a power output of 475 hp.

A glance at the stopwatch reveals 3.3 seconds from 0 to 60 mph. This makes the new 911 GT3 an even faster sprinter than its predecessor – by point seven of a second to be precise. In motorsport, that’s half an eternity. Top speed isn’t reached until 195 mph.


While speed can propel you to the limit, it isn’t enough to keep you there. There has to be plenty of potential kept in reserve for every corner. Direct with no detour. Safe with no hesitation.


The core competencies of Porsche were exactly what we needed, as well as the imaginativeness of our engineers. The result is a chassis that has been adapted specifically for the racetrack and,

with rear-axle steering fitted as standard, delivers increased agility even on everyday journeys.

For the first time, 7-speed Porsche Doppelkupplung (PDK) is fitted as standard, with short ratios designed exclusively for the 911 GT3. The shift throws of the gearshift paddles on the steering wheel are even shorter and gear changes are even more dynamic so as to provide even better acceleration.


The rear of the new 911 GT3 is 1.7 inches wider than that of the previous model. In addition, the track at the rear axle has been widened by 1.2 inches, which improves lateral dynamics. The addition of 3.9 inches to the wheelbase has significantly increased driving stability. Fitted as

standard, Porsche Torque Vectoring Plus (PTV Plus) helps to ensure even greater stability when cornering, while rear-axle steering provides extraordinary agility and more dynamic overtaking manoeuvres on the racetrack.


All in all, the new 911 GT3 is a precision instrument, giving you everything you could need to push your own boundaries. Indeed, part of the brief for our engineers was to build a manageable sports car that feels at home on the racetrack, yet can be taken to brand new sporty destinations by drivers who aren’t able to tackle the Northern Loop of the Nürburgring day in day out.

The new 911 GT3 preserves tradition for the future – a principle that the 911 has embodied for 50 years. It aims to push the boundaries of what is possible, on each new day.

Clear rules apply at the limit. One of them being that a sporty design alone is not enough. Each detail must also serve a particular function.

The new front end has further improved the aerodynamics of the center radiator. This is revealed to the eye by the customary 911 GT3 air outlet to the front of the luggage compartment lid. Together with the wider front spoiler lip, it provides much more downforce at the front axle. All cooling air openings are protected by titanium-colored air intake griles. These are an indication of what lies at the center of the concept: motorsport.

The mirror base of the SportDesign exterior mirrors reflects the v-shaped styling of the wheel spokes and air intake opening in the front end.

Three words sum up the rear: wider, sleeker, sharper. LED taillights emphasise the horizontal contouring of the rear. The central twin tailpipe of the sport exhaust system is painted black.

From afar, the fixed rear wing visibly distinguishes the 911 GT3 from a 911. The wing, wing uprights and rear lid are made of a lightweight synthetic material. The ram-air collector intake is now a single unit.

That’s the downforce and engine air induction prerequisites fulfilled. The aerodynamics have also been enhanced by the new underbody panelling with diffuser function at the rear. The result is considerable downforce for considerable driving stability and a drag coefficient of 0.33.

The new 911 GT3 has an even sturdier and safer stance on the tarmac. Nowhere does it feel more at home than at the limit.