Over an uncharacteristically lazy Labor Day weekend, I found myself chatting with Derek Kreindler about subjects near and dear to the apex of TTAC’s masthead: semiotics, the musical oeuvre of John Mayer, and – briefly – automobiles. Given my mild disappointment with Porsche’s newest mid-engined cars, he suggested a Porsche 911 GT3 from the 996 generation, pronouncing it “certified badass.” I protested that they were quite rare, and I’d never had the opportunity to drive one, but I’d check local listings to pacify him. Lo and behold, there was a Speed Yellow example on a used car lot less than 10 miles away from me. I called and confirmed that the car was still available; I could test drive it provided I arrived at the dealer within 30 minutes. I was out the door before the receiver went dead.
When I arrived at the dealer at the tail end of a slow Saturday afternoon, one of the few remaining employees offered “you probably know more about these cars than I do.” I was assured that this was the case when he pulled the car around and encouraged me to go for an open-ended test drive alone, a 24 year old given the keys to a searingly Speed Yellow, barely domesticated $60,000 race car with a weighty clutch and 380bhp unbridled by any electronic nannies to save me from tears and expensive bodywork. I had also watched this marketing clip just a few hours before; alas, I was unable to make it to Road Atlanta that day, but it was quite easy to imagine doing so in the future:
The 996 model years are roundly criticized by detractors for a variety of reasons: the abandonment of air-cooling, the arrival of thoroughly modern chassis and interior designs that killed the charming anachronisms unique to the 911 genus, and those unfortunate headlights. Fortunately, the GT3 version of the car is the most handsome of its contemporaries, with a subtle yet purposeful aerodynamic bodykit and a stance that is unmistakably motorsport-derived.
After taking in the car’s sheetmetal and brilliant paintwork, it was time to drive away lest the dealer representative change his mind. A previous owner had chosen to retrofit the seats that many GT3s abroad enjoyed from birth; affectionately called “Dumbo seats,” they cost well over $5,000 including shipping, provided you can find a pair. They are veritable hip-huggers and quite form-fitting for a Southerner who’s fond of fried chicken. Nevermind, once ensconced within – you sit “in” them rather than “on” – they offered tremendous lateral support and transmitted every scintilla of feedback to my posterior. Unfortunately the rest of the interior was a letdown, all amorphous plasticky curves, bereft of the never-obsolete quality that oozes from the earlier air-cooled cars.
GT3s of all generations eschew the vestigial 911 rear seats in favor of a natty placard reminding you what type of car you’re driving, as well as an expanse of carpeting into which the finest of used car dealers will vacuum an attractive stripe pattern if you ask nicely.
Left foot firmly on the non-floor-mounted clutch pedal, I inserted the key – still on the left – and cranked the engine. After a whirr from the starter, the engine barked before settling into a clattering, lumpy idle, in the fashion of the air-cooled engine introduced in the 964, from which the Mezger engine inherits much of its base architecture. Among the 996 attributes I cataloged above, an additional criticism leveled against the car relates to the fragility of the all-new engines fitted to the standard, “cooking” Carreras, which were somewhat prone to unexpected, catastrophic failure. Fortunately, the Mezger engine is the descendant of decades of motorsport glory, so it avoids those issues, although it has some minor issues of its own (chiefly, the weeping rear main seal that plagues garage queen cars). Gingerly testing the clutch pedal, I pulled into traffic. The GT3, with its low ride height, heavy clutch, and recalcitrant shifter was not exactly at home in the bump-and-grind traffic found in the land of strip malls, fly-by-night buy-here-pay-here used car lots, and Compramos Oro enterprises, so I made way for a nice office park nearby.
The first chance to test the car’s abilities came on a downhill cloverleaf ramp. Predictable 911 traits surfaced as the front end washed wide before the rear end hooked up, giving the first opportunity to test the powertrain as I merged into traffic. The flat-six’s lungs engulfed oxygen as the revs soared, the gruff induction noise giving way to the mechanical rattle and hum of symphony in the key of P-flat as redline neared, before I slotted third gear, then fourth… at which juncture I confirmed the stopping power of the binders; sufficient to leave welts where the seatbelt met flesh. As thrilling as the powerplant was, it was let down a bit by the gearbox; Porsche chose to fit the “base” GT3 with a dual mass flywheel, reserving the racier single mass, lightweight flywheel for the GT3 RS, a car not offered on our shores in 996 guise. After fitting the more aggressive clutch and flywheel assembly to my car, I’d argue that the minor refinement compromises – audible gear lash at idle and low revs – would suit the nature and character of the high-revving GT3. Furthermore, the 996 GT3′s shifter features somewhat long throws and imprecise engagement, demerits rectified in the later 997 generation of the GT3.
Once at speed on a section of I-75 that I know quite well, the compromises of the GT3′s chassis revealed themselves. Although the longer wheelbase of the 996 reduced the tendency of the 911 to porpoise over bumps, and the superior dampers provided body and wheel control that embarrassed my 993, the ride was extraordinarily firm, inducing a wince at every surface imperfection and expansion joint. Fortunately I only had to travel a few miles before I reached the office park I had in mind – a loop of nearly a mile that rises and falls as it winds around a leafy complex full of anonymous office buildings along the Chattahoochee river.
After a cautious exploratory lap of the deserted office park, I pushed a bit harder on subsequent circuits. Once apace, the characteristics that were vices on the highway became virtues; the chassis provided supreme mechanical grip at reasonable public road speeds, the steering was sublimely tactile, weighting up and – crucially – unweighting with remarkable clarity and fluidity, the helm positively shouting its feedback where my 993 whispers and modern Porsches are absolutely mute.
The GT3 was a physical, intense drive, snaffling over bumps and cambers with the rear end poised to step wide at the slightest provocation, perhaps attributable to its Pirelli tires of unknown age or provenance. Once used as intended, the entire car resonated with unmistakable, pur sang race car heritage. After a few more loops I returned the GT3, reflecting on Porsche Motorsport’s ministrations on the 996 as I re-traced the earlier route in my familiar 993. A lengthier sojourn would have provided more opportunity to assess the car’s range of abilities in situations both mundane and special, but I was able to form a sufficient opinion of the car in a brief period of time. Although the car shone brightly in a spirited environment, its optimization for that narrow usage rendered it torturous as a daily driver candidate, my intended use for any car I might purchase.
David Walton grew up in the North Georgia mountains before moving to Virginia to study Economics, Classics, and Natural Light at Washington and Lee University. Post-graduation, he returned to his home state to work in the financial services industry in Atlanta. A lifelong automotive enthusiast, particular interests include (old) Porsches and sports car racing.