2022 Porsche 911 GT3 Manual, Gate Keeper

The 2022 Porsche 911 GT3 features one analog gauge: the tachometer. It’s huge, dead in front of you through the steering wheel. And if you’ve dedicated the GT3 to a six-speed manual transmission, it’s a vital tool. That’s because, unless you own an early Honda S2000 or some sort of Ford Festiva powered by a Hayabusa engine, you probably aren’t used to shifting gears at 9000 rpm. Change the shape of the ears in the GT3, and you might get the next ratio at 7000 rpm – which is, unbelievably, a short shift by a wide margin. So, you keep this effect in your peripheral vision, and when the yellow lights next to it start flashing, then your left foot goes to the clutch and your right hand to the transmission. At 9000 rpm, it’s as if the 4.0-liter flat-six with 502 horsepower is trying to outrun the car itself. It looks like a GT3 Cup car engine out there. Of course, it often is.

The GT3’s six-speed manual is a different animal than the seven-speed stick on other 911s, harkening back to the 2016 911 R. The seven-speed unit uses the Porsche Mechanically Converted Intelligent Transmission (MECOSA) actuator to translate the bravery derived from the dual-clutch PDK automatic transmission into H-shift mode, such a system is not needed on the six speeds, and it is very easy to get it into the appropriate gear. It feels fairly frictionless until a soft engagement crunch tells you you’ve hit the next gear. The revs climb – and lower – instantly, as if the 4.0-liter had a wheel fidgeting for the flywheel. Routines like the parallel corner inevitably attract the losing spectator, so keep these spins high. A GT3 stall is as bad as a plane stall, in terms of embarrassment, if not consequences.

High: Six-speed connected to a masterpiece 9000 rpm, race car grip, manual costs nothing extra.

The manual gearbox fits a machine completely dedicated to an unfiltered driving experience. The limited selection of our test car’s $197,935 options was about speed or performance: $10,110 for carbon-ceramic brakes, $5,900 for fixed carbon rear bucket seats, and $230 for a 23.7-gallon extended fuel tank which probably should be Standard, given that the GT3 drinks as much fuel as a four-wheel drive Chevy Tahoe (16 mpg combined, according to the Environmental Protection Agency). The GT3’s $164,150 base price includes one cup holder, which sits directly in front of the transmission. Do not use the cup holder.

In GT3’s normal driving mode, you can try to rotate the rev to lower the speed yourself. In Sport and Track modes, the car does it for you. Reverse is up and to the left of first gear, and its catch—squeezing the transmission down—doesn’t quite require the seven-foot ranger’s hand and brass knuckles. Tip: If you think you’re in first gear but the backup cam is on, it’s best to check your work before dropping the clutch.

Low: Not as fast as the PDK makes you sad to drive cars that aren’t manual transmission GT3s, and good luck finding one.

Get a perfect launch and the six-speed GT3 will hit 60 mph in 3.3 seconds and run the quarter mile in 11.5 seconds at 124 mph. Those are impressive numbers, but they’re far behind the automatic’s 2.7-second dash to the 60 and 10.9-second quarter-mile at 129 mph. The manual GT3 weighs slightly less than the PDK (3199 lbs vs. 3222 lbs) and manages to improve skateboard grip for the automatic (1.16g compared to 1.11g). But there’s a reason Porsche sent an automatic GT3 to represent the car at the Lightning Lap event – the dual-clutch gearbox delivers faster cycle times. When choosing a manual transmission, you are deliberately giving up on performance. And why do you do that?

Well, because you can save half a second here or there in the name of cool mechanical engagement. Because, using the manual, this car draws a straight line to the first 911s, but it’s so much better. In addition, there is an arrogant attraction. GT3 is its exclusive club, and the manual GT3 is a tight VIP zone inside that party. No postures allowed. That’s like the GT3 versus 911 Turbo debate distilled into a rivalry within the GT3. Do you prioritize raw emotion or raw speed? While the manual option costs nothing, it should be a credit statement. But that’s an accounting oversight we can afford, especially when GT3 seems like a bargain.

to specify

to specify

2022 Porsche 911 GT3
Vehicle Type: Rear Engine, Rear Wheel Drive, 2 Passenger, 2-Door Coupe

Basic / As tested: $164,150 / $197,935
Options: Porsche ceramic composite brakes with high-gloss black calipers, $10,100; complete bucket seats, $5900; Leather and Race-Tex interior in black with GT Silver stitching, $4,730; Python Green paint, $4,220; Front Axle Lift System, $3,670; Michelin Pilot Sport Cup 2 R tires, $2,032; Satin Silver Painted Wheels, $1,290; LED headlights in black, $850; Auto Dimming Mirrors with Rain Sensor, $700; 23.7 gallon fuel tank $230

DOHC 24 Valve Flat 6, Aluminum Block and Heads, Direct Fuel Injection
Displacement: 244 in33996 cm3
Power: 502 hp @ 8400 rpm
Torque: 346 lb-ft at 6100 rpm

6 speed manual

Suspension, F / R: strut / multi-link
Brakes, F/R: 16.1-inch ventilated, transversely perforated, carbon-ceramic disc / 15.1-inch ventilated, transverse-drilled, carbon-ceramic disc
Tyres: Michelin Pilot Sport Cup 2 R
Expected: 255/35ZR-20 (97Y) N0
R: 315/30ZR-20 (105Y) N0

Wheelbase: 96.7 inches
Length: 180.0 inches
Width: 72.9 inches
Height: 50.4 inches
Passenger size: 49 feet3
Payload size: 5 feet3
Empty Weight: 3199 lbs

grandfather Test results
60 mph: 3.3 seconds
100 mph: 7.5 seconds
1/4 mile: 11.5 seconds @ 124 mph
130 mph: 12.5 seconds
150 mph: 18.2 seconds
The results above delete 1 foot from subtracting 0.3 seconds.
Rolling start, 5 to 60 mph: 4.2 seconds
Top gear, 30-50 mph: 7.5 seconds
Top gear, 50-70 mph: 7.0 seconds
Top speed (mfr claim): 199 mph
Braking, 70 – 0 mph: 134 ft
Braking, 100 to 0 mph: 262 ft
Road, 300 feet Skidpad: 1.16g

Fuel economy by the Environmental Protection Agency
Pool/city/highway: 16/14/18 mpg

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