By on November 24, 2013


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.

Screen shot 2013-09-02 at 4.45.32 AM

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.

Screen shot 2013-11-23 at 11.45.30 PM

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.


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20 Comments on “Capsule Review: Porsche 911 GT3 (996 Vintage)...”

  • avatar

    Sweet .


  • avatar

    Bummer, I was with you until “…John Mayer”.

  • avatar

    What was your story on returning to the dealer? “Wasn’t expecting it to be so stiff, think I’ll keep looking”?

    • 0 avatar
      David Walton

      Very strange dealer. The salespeople there that afternoon knew nothing whatsoever about the car. I was surprised that the salesman who pulled the car around didn’t stall it, actually.

      I told them the truth – car was extraordinarily firm (even by my masochistic standards) and very nervous/spiky even well below the limit. While fun, those traits don’t make for a DD. Some of that is almost certainly attributable to the tires.

  • avatar

    The 996 GT3 in yellow still looks spectacular to this day. Great review, too. I can’t help but wonder what it would be like with a set of Pilot Supersports on it. Although not comparable to a GT3, the tires that came stock with my 135i were garbage and ruined quite a bit of the experience. Once I purchased a proper set of Michelins, the car seemed to just come into its own.

  • avatar

    How DO dealers manage that stripey look in the carpeting? I’ve tried, just can’t seem to do it!

    • 0 avatar

      Check the Drive channel on YouTube or search on “AMMO NYC” who is the detailer that does the car care portion of Drive. He shows how to do it in one of his interior detailing how to videos.

  • avatar

    I have often wondered the same thing. I managed it once in my 9-5 wagon, which had a relatively deep pile carpet, but then only in the cargo area.

    As an aside, what happened to your avatar? I miss the Trabi…

  • avatar

    I never liked the look of the 996, but this is the best looking one of the bunch. Still $60k huh? Interesting take on the DD aspect, as much as I lust after a GT3 RS I think I might feel like you do, on real world roads it really might be too much.

    Now that you can get an infinitely better looking 997 in the low $30s, I would be interested to hear your comments on those as well, maybe even compared to this car, and your own 993.

    • 0 avatar
      David Walton

      I will confess that I have never driven a non-GT3 997.

      I hate to be a purist, but I’m not interested in any 911 without a split crankcase.

      The $60k price point is probably a little low now. Prices on all variants of the GT3 have been flat or rising for the past 18-24 months, if not longer. A dealer in the midwest recently sold an RS 4.0 with an asking price of $379k, nearly double the lofty MSRP of the car. Solid 3.8 RS examples are trending up, too, and that pulls up the bottom of the market.

      The second generation of the 996 GT3 (the only version delivered to North America) is renowned for its exceptionally punishing suspension, usually compared to the ROW-only 964 RS. 997.1 and 997.2 GT3s are far more livable given their PASM systems.

    • 0 avatar

      The comparison to $30K 997’s is not fair, as they would be 997.1’s. The engine in the 997.1 cars has the same issues as all the non-turbo and non-GT3 996 variants. The Metzger block in the Turbo and GT3 is one of the many reasons that those models have higher resale value. The 997.2 models have a new engine design.

      • 0 avatar

        Thank you for that clarification, I figured there was a good reason those 997s were getting somewhat affordable. I was under the impression that the RMS issues were resolved for all 997s (and the 2005+ Boxsters too that are also getting quite cheap) but apparently that isn’t the case.

        Just more reasons why I like the original air-cooled 911 best of all. I still keep an eye our for a good deal on an 86 or 87.

  • avatar

    I used to live in Sandy Springs and I think I know the exact “anonymous office park” you are talking about. It was one of my favorite roads to hit with the E46 early on a Saturday morning when nobody was around. Also, the roads in that general area are surprisingly good.

    • 0 avatar
      David Walton

      The one that I frequent on occasion is near BMW Global Imports, made infamous when Brumos Porsche was on that parcel. Riveredge Parkway.

      There is also a long curve near the Crystal Springs building on New Northside that is suprisingly adept at revealing chassis deficiencies.

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