Porsche 911 GT3 2025 Review

Like all things great and small, the Porsche 911 GT3 2025 is more expensive than ever.

If you include all ‘dot-two’ facelifts, this seventh-generation car is more than $30k extra compared to the 992 which it replaces. However, before you scoff at the now $449,100 sticker (plus on-road costs), there is method here. After all, the famed sportscar is fighting for its existence, raging against the machine that now demands fewer emissions and great safety tech.

Although don’t fret. Porsche has made it work so that the regulators are appeased and the punters get what they want – that being a screaming, 9000rpm flat-six engine. It continues to eschew turbo charging and heavy hybridisation while also harnessing learnings from the 911 S/T.

Essentially, the engineering involved in the chase of ultimate performance and driver enjoyment doesn’t come cheap. Although, perspective is key here when you consider the competition. The devastatingly rapid Ferrari 296 GTB is another $150k up the road, while a McLaren Artura also comes at a premium.

As before, the 992.2 can either be specced with a downforce-inducing rear wing for GT3 Cup car vibes, or as the GT3 Touring Package that drops the swan-necked spoiler for a more road-going silhouette. There’s also a choice between the seven-speed dual-clutch (PDK) or six-speed manual transmission. All versions offered at the same price.  

We’re behind the wheel of a winged GT3 with PDK.

At first glance, identifying the Porsche 911 GT3 2025 as a 992.2 generation might not be immediate to some.

It carries over the widebody stance, but the key indicators are the removal of external daytime running lights, which have been moved into the main matrix LED unit to allow for greater aerodynamic efficiency and cooling avenues. At the back, the GT3 adopts Carrera-style LED taillights.

Externally, the GT3 runs staggered, centre-locked aluminium wheels (20-inch front, 21-inch rear) that shave off 1.7kg of unsprung mass. However, our test car is fitted with forged magnesium wheels, which are 9.1kg lighter and are wrapped in Pirelli P Zero R rubber.  

For the first time on any Porsche product sans an RS badge, the Weissach Package is available. At $47,530, it’s one of the punchiest options fitted to our test car. Yet, it includes a cavalcade of items made with Carbon-Fibre Reinforced Plastic (CFRP), including the anti-roll bar, coupling rods, shear panel on the rear axle, roof, rear wing side plates, wing-mirror shells and front air blades.

The pack continues inside with additional leather and Race-Tex upholstery as well as Carbon Fiber Reinforced Polymer (CFRP) door handles. The GT3 on test also comes with the no-cost option Club Sport pack. Oh, and those gold magnesium wheels – they’re $33,480. So, try not to kerb them.

All told, the Guards Red test car comes with $127,980 in options. Someone at Porsche certainly had fun ticking boxes.

The GT3 is covered by a three-year/unlimited-kilometre warranty with roadside assistance of the same period. Despite the hard-core focus, servicing intervals are 12 months or a rather lengthy 20,000km (whichever comes first). Although, how many owners are driving their car 20,000km in a year?

Cue the sighs and eye rolls. But Advanced Driver Assistance Systems (ADAS) have made their way into the haloed sportscar. However, don’t fret too much as it isn’t all doom and gloom for the Porsche 911 GT3 2025.

That’s because the high-revving soundtrack isn’t sullied by binges and bongs. Porsche has added a ‘kill switch’, otherwise branded ASSIST, which allows direct access to an on-screen menu that allows you to disable the speed-sign warning, warn and brake assist, lane keeping assist and driver fatigue monitoring.

Phew. Now, we can all destress – the GT3 isn’t ruined by ADAS.

As you can imagine, this 911 doesn’t run with an ANCAP safety rating (hey, these things are expensive to crash test), but it is a safe car with loads of active tech – including the extra ADAS must-haves. In a first for GT3, it now also has active cruise control, which is a boon for highway drives to track days.

Yes, the Porsche 911 GT3 2025 is closer to a racecar with number plates than ever, but it doesn’t skimp on technology.

There’s a curved 12.6-inch digital instrument cluster as well as a 10.9-inch infotainment touchscreen display. The latter houses wireless CarPlay/Android Auto, while a wireless charging pad (15W) hides within the centre console.

There are USB-C ports, Bluetooth, DAB+ digital radio as well as Porsche Connect that includes online satnav with online, 3D maps. There’s also connected services via the Porsche app.

The test car also came with the $2970 Sound Package Plus, comprising Bose premium audio with eight speakers.

As mentioned, continuing to provide a motorsport-derived, naturally aspirated 4.0-litre flat six in a modern context doesn’t come easy. To meet the mounting emissions targets, the GT department could have betrayed 25 years of GT3 lineage and opted for forced induction and electricity. But it didn’t.

For the Porsche 911 GT3 2025 to clear more stringent global markers, the esteemed boxer engine doubles its catalytic converter count to a total of four, which are joined by two particulate filters. The workaround for the increased back pressure this creates is deliberate and intricate.

The dry sump 3996cc flat six gains sharper camshafts with longer duration (used in the GT3 RS and S/T) as well as revised engine mapping and new cylinder heads. There’s also a different intake system with flow-optimised individual throttle valves and more efficient oil coolers.

In all, Porsche was able to maintain 375kW (at 8500rpm) power figure, but torque fell 20Nm to 450Nm. Yet, that’s addressed, too, with an 8.0 per cent shorter final drive – and that’s for both the manual and PDK. It means that the rear-wheel drive GT3 still reach 100km/h from rest in 3.4 seconds (3.9sec for manual) and tops out at 311km/h.

And the seat-of-your-pants result? The GT3 feels more energetic than ever despite the reduced Newton count. It’s masked by the shorter gear ratios, which results in it being snappier and more eager to get going. It also addresses one of the 992’s main criticisms – especially in terms of the manual – which was longer gearing.

Also don’t worry about losing the venerated soundtrack, either. It hits all the right notes. And a rationing of the sound deadening means it retains volume, too. As far as acoustics go, it’s still an iconic automotive symphony despite the constraints, one that often has you grinning from ear to ear.

Gear whine is more audible than ever, too – it’s a more mechanical experience. Although, that might grate with some on highways, especially when cruising at the national speed limit holds revs at more than 3000rpm.

It seems redundant to talk about fuel economy with the Porsche 911 GT3 2025, but hey, the carsales format demands it so here goes...

Officially the motorsport-derived GT3 returns an average of 13.6L/100km (or 15.2L/100km for manual) on a combined cycle, drinking premium 98 RON unleaded from a forward-mounted 63-litre tank. And, surprisingly, on one of the driving days, which consisted of a mixed scenario 150km loop, the go-fast Porsche returned 15.5L/100Km. Not bad indeed.

However, on a separate outing, that figured soared when accessing the GT3’s full array of talents. It also never fails to generate a chuckle when the stop/start system engages and makes you think, really?

Why anyone would need more dynamic prowess than the Porsche 911 GT3 2025 offers for road driving is hard to comprehend. And it’s now more rounded than ever. Flaws are certainly hard to find.

Like the powertrain, pointed tweaks amount to a noticeable gain behind the wheel. While the 992 received the overhauled double wishbone front suspension, the 992.2 progresses the formula with shorter bump stops generating an additional 25mm of spring travel, while the spring rate remains unchanged.

Yes, the alterations are more about on-track improvements, especially the lower pivot point for the front suspension that cuts dive in half, but the GT3 remains an exceptional road car. A relatively light kerb weight has also been retained, with a ‘lowest’ figure of 1420kg – however, the PDK version 1479kg before factoring in the Weissach reductions.

For what it is, the 911 has no right to absorb imperfections in the road this well, while also recovering from vertical and lateral movements the way it does. The adaptive suspension breathes with the tarmac underneath in a confidence-inspiring way, but not one that ever sanitises the experience. On the right road, the handling is rewarding.

The dynamic philosophy has filtered down from the special edition S/T. And that includes the recalibrated steering, too. The natural-feeling weight and consistency, while it isn’t so quick that you’ll be darting over the road or entering an apex too early. Even the rear-axle steering is unobtrusive, quietly doing its thing in the background to aid rotation.

What hasn’t changed is the amount of grip available the semi-slick Pirelli P Zero R tyres. And they’re still wide – try 315-section rears for size (255 front). Therefore, traction is paramount with moments of yaw being fleeting or requiring provocation. Even in the wet conditions we faced during some of the road testing, it’s staggering how much purchase the GT3 finds, especially with some tyre temp. The electronic nannies are also wonderfully calibrated.

As brilliant as the seven-speed PDK is, it detracts a smidgeon of connection. It’s all too easy to flick one of the steering wheel-mounted paddles, or leave it to its own devices, and hurtle down the road. Although, that doesn’t take away from its talent and status as one of the best dual-clutch transmissions. Choose your flavour and use-case depending on what you want it for.

Yet, the biggest takeaway is that the 992.2’s point-to-point pace feels far more immediate and alive, with the chassis rising to meet it. Overall, the GT3 lives in a sweet spot between power and precision.

You sit low, with legs forward and your hands fall naturally to the wheel. Like the generations before it, there’s something very right about the seating position in the Porsche 911 GT3 2025. And there’s no starter button here, you still need to twist the rotary ignition switch – another nod to old-school tradition.

For all the analogue undertones, the cabin is intentionally contemporary and tech savvy. The instrument cluster mimics the physical tacho of all, but it’s all pixels and diodes. There isn’t really a downside, as the digital reinterpretation retains the traditional visuals, while adding interaction via shift cues. It can also be manipulated so the 9000rpm cutout is closer to 12 o’clock or be arranged in the traditional five-guard design.

Other than that, the infotainment’s operating system is responsive and there are dedicated climate controls for ease of use on the move. Our test car is cloaked in $11k-worth of additional leather and Race-Tex upholstery, so it’s a little more like a well-trimmed racecar than ever. Especially with the CFRP backed, $13,120 lightweight sport bucket seats that are now foldable for access to rear storage through the carbon-fibre roll cage.

Those seats also feature a party trick, with a removeable headrest insert that affords extra centimetres of clearance for helmets for circuit use. The heavy bolstering hug you (and there are six-point harnesses in this car’s spec), but they’re also surprisingly more comfortable for on-road use than their appearance suggest. Three-stage heating and electronic height adjustment is also incorporated.  

At $4150, the optional Chrono Package is expensive, but the Porsche Design GT clock is a nice touch.

Of course, the other big news is the two addition pews in the back (with dual ISOFIX) if you opt for the Touring Package – which you can only get with this variant. it’s a more significant feat than it’s given credit, with vast amounts of engineering and homologation required. Yet, it could be the family-friendly GT3 of your dreams…

Although, the boot capacity still isn’t ‘that’ big at 135 litres.

Ultimately, some might find this GT3 a bit too raw – after all, this isn’t the RS version, which is no doubt to come. You do hear a lot in terms of noise, vibration and harshness, while visibility is impaired out the back. So, despite the firm, but compliant, ride quality and simplicity of use with the PDK, no one should be rushing to use it as a daily. 

However, the fact you still could only strengthens the appeal.

Ultimately, the harshest criticism you can aim at the 992.2 generation Porsche 911 GT3 2025 is that there might not be a point to buying one.  

Although, hold your horses – and no, not prancing Italian ones. Let’s be very clear here, that’s only if you’ve already got a 992 GT3 parked in your garage. Even then, at this monetary value, the buying clientele would likely have few reservations about the cash required to upgrade.

To anyone else in this market, then the answer is an unequivocal yes. The opportunity to buy one in this atmo guise might not be around forever and attaining an allocation slot could prove difficult. And circling back to what we said from the outset, at this point, Porsche’s GT department is honing near perfection rather than overhauling the base.

As is the case with most of modern sportscars, the 992.2 presents more like a feat of engineering to conform with regulations rather than the pure pursuit of performance. To that end, the ‘dot two’ should be a case of what could have been if the GT department were set free. But it isn’t. The fact the GT3 takes a tangible step forward despite the factors trying to strangle it makes the outcome even more impressive.

Porsche 911 GT3 2025 at a glance:
Price: $449,100 (plus on-road costs)
Available: Now
Powertrain: 4.0-litre flat-six cylinder
Output: 375kW/450Nm
Transmission: Seven-speed dual-clutch automatic
Fuel: 13.6L/100km (WLTP combined)
CO2: 311g/km (WLTP combined)
Safety rating: Unrated

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