Speaker 1: [00:00:30] Here it is then the new nine 11 GT three. And boy, does it look aggressive? The big Swan neck rear wing, those vents in the nose, more than any GT three before this puts function before form, get down on your hands and knees as though you are worshiping [00:01:00] at a flat six altar, and you can even see the myriad aerodynamic addenda under the car. Impressive, slightly intimidating. The four liter engine now has individual throtle bodies, but it only has 10 brake horsepower, seven pounds foot more than the GT three. It replaces it's a physically bigger car, but with lightweight glass, a lightweight battery, lightweight FAIA lightweight, exhaust less sound deadening in a carbon fiber front bonnet amongst other things they've managed to keep the weight gain down to just five kilos. As a result, the north 62 [00:01:30] mile an hour is achieved in an identical 3.4 seconds.
Speaker 1: And the top speed remains unchanged at 198 miles an hour for this PK car. But it's lap times they're quicker. A lot quicker. 17 is quicker around the nod lifer. Some of that is down to the arrow, which gives 231 kilos in its standard setting. And up to 385 kilos in its more aggressive setting, that latter figure is 150% more than the old car. Then there is what's going on in the arches [00:02:00] because for the first time in Porsches history, this is a nine 11 road car with double wish bones at the front instead of MC first Andrus, this 9 92 means business Sunny day, Bedford auto drone, and a brand new GT three [00:02:30] life doesn't get much better. Does it initial impressions as soon as getting into this steering feels quite light actually, but incredibly responsive, this new front end, you feel it's straight away
Speaker 1: The options on this car. We've got a few big ticket items. So as standard, this costs about 128,000 pounds. This car costs about 150,000 as it is. So you've got about two and a half grand for the SHA [00:03:00] blue paint, which does it very cool about two and half thousand pounds for the carbon fiber roof, six and a half for the PCC B the carbon surround breaks the clubs, small packs of no cost option though. Got the full carbon bucket seats in here as well and D headlights. So it's properly tracked out, but even so 150 suddenly feels like pretty good value to be honest. [00:03:30] So there is an awful lot about this car that is well, pretty familiar, really, particularly that engine 503 brake horsepower at 8,400 RPM, 347 cone sort of talk that six times 100 RPM and a noise.
Speaker 1: It just waits his smile. [00:04:00] It revs to 9,000 RPM, and it actually takes some effort. What really sort of concert you, you have to steal yourself really to go chasing that last sort of 500 RPM. The seven speed PK is obviously premier from the 9 91 as well. The shifts so smooth. This is that it's just nothing, no interruption at all. So smooth of the changes that you can confidently [00:04:30] request a full bore up shift with a car, really loaded up in a long corner. And you know that it won't be unsettled to be honest on track. I've really only been using the paddles, but I do like the fact they've managed to get this back because it's a seven speed PDK. So if you want to, you can use it never quite the same with a right-hand drive car because you have to push the lever away from you, but it's still nice. So the big difference with this, you know, engine gear box [00:05:00] familiar, but the big difference is that front suspension and just let the car so planted. It's got so much grip. You can feel the plants in it the way it can lean into that front suspension, more than ever. And at the point where you think a nine 11 oh is gonna run outta grip, you just leaning into [00:05:30] a bit more, there's more bite there.
Speaker 1: It is another level of tenacity really, and not just from the front, because we've obviously got more grip the front they've been able to increase the grip of the rear as well. And here Ireland rip the old GT three would not have done that despite the incredible speed that it generates. [00:06:00] It's not a frantic curve. You really do feel in control. It's so unflappable so poised that you can be really calm and measured with all your inputs. You can also position the seat really low in the 9 92, which gives you a wonderfully hunker down secure feeling behind the wheel, the breaks. I've never been the last of the lay breakers, but with this, it gives you so much confidence to really just lean all the way into that. [00:06:30] Abs you feel it triggering, but there's no to panic. You just, you've still got options. You can't get over how smooth those PDK shifts are, how smooth the whole car is.
Speaker 1: I mean, certainly in track, it's much fun, but even so just all the inputs, the car feels so settled really, but so grip almost tempted to drop back. [00:07:00] So their normal setting on the PA, but I actually love that sense of connection. Then it's oo focused and capable that you can see why the super sticky cup two R is offered as a tire option, right? Let's turn, some systems are off because even without doing any sort of big slides, you do just feel a car sort of wolvery up a little bit. When you loosen the RC and [00:07:30] TZ driving over the limit is well it's fun. And for all the G forces and lap times, this car should be fun. Also for me, a Porsche GT car's drivability over the limit has always been one of the hallmarks of its integrity of engineering and development. The sensation that when the tires are slipping, they still seem to be gripping and giving you control. It's a remarkable feeling. And although this 9 92 S desire to retain traction is greater than ever. So you have to be even more aggressive [00:08:00] with a throttle in slides. It still retains that essential, familiar quality.
Speaker 1: You actually have to get quite big angles with it. You really have to break that traction because it just wants to keep driving forwards reallys for listen to that [00:08:30] bored. That was a fascinating couple of hours on track. I still feel like there's so much more really to learn about this car. I did go out on the road, uh, just for sort of half an hour or so. And that was yeah, three off, even more questions, I suppose, because it's, it's a busy car. You can feel that front suspension, [00:09:00] you don't get necessarily, as you are driving along that sort of granular feedback from the tire straight away, you need to be leaning into it more to get that sort of feedback. But the steering is always doing something that new front suspension. It really seems to all the cans and bumps certainly on the roads around here.
Speaker 1: And it means it feels like a, a much busier car. It feels like a stiffer car too. It feels much more RS, which I suppose I'd sort of, you sort of expect when you see all the arrow on it, sort [00:09:30] of both above and then you get down on your hands and knees and look underneath it as well. I think it will be probably a, a harder car to daily, some extent, cause you've got used to G threes being so usable and this feels more aggressive. It feels like this is really it's home and maybe that's how it should be. Or maybe the touring version will be backed off a little this time and made more road biased. It certainly feels like there is a lot to unpack with this latest GT three and hopefully soon we'll take it for a longer drive [00:10:00] on a greater variety of tarmac so that we can nail down just what sort of road car this is for. Now, what we can definitely say is that if you do track days, this new one, I think you're gonna walk.
Speaker 2: What.
