Styling
Our own personal GT3 preference is for an Oak Green Touring on either the silver or gold wheels of the Leichtbau kit when it comes to pure visuals, but we have absolutely nothing against this winged car. Given how purposeful the 992.2 GT3 is in terms of its dynamic character, you could make a good argument to say the pure menace of this version's towering swan-neck spoiler, ducktail lip on its rear and the clean appearance of the no-cost white paint better suits it than demure Touring spec. We won't counter that assertion with any great conviction: frankly, we'd take a 992.2 GT3 in any colour combination you'd like. It's just phenomenal to look at, right across the board.
Interior
With the Weissach Package, the optional and free Club Sport kit, a load of optional Guards Red highlights (seatbelts, stitching and so on), and the folding, carbon-backed bucket seats, the interior of this GT3 is - improbably - almost as astounding as the exterior. The sense of purpose you get simply sitting in it, gripping the perfect Race-Tex-clad GT Sport steering wheel and clocking that monster half-cage in the back of the cabin, is unmatched by almost any other road-going car we can think of. Add in Porsche's usual exemplary build quality, intelligent integration of tech and adherence to proper ergonomic correctness, and this is a passenger compartment straight out of the top drawer.
Practicality
While a Porsche 911 is a little more user-friendly than some of the supercars and big GTs it is often ranged up against in all its varied forms, a winged GT3 in this extreme spec is not going to be your primary choice for practicality. The German firm rather optimistically claims 373 litres of 'boot' space in that area behind the front seats, but then seems to have conveniently forgotten that the Club Sport Package means said volume is completely filled with scaffolding. The small, 135-litre front boot of the GT3 does at least make it semi-useful for a reasonable amount of clobber, and there are various further concessions to in-car usefulness like door pockets (fixed and netting), a glovebox and a couple of cupholders (one central, the other which pops out of the passenger-side dash). But you're clearly not buying a GT3 for its practicality or otherwise, so we'll move on from this section now.
Performance
We would never, ever get tired of this exquisite drivetrain. It is one of the greatest that has ever been committed to the public domain, and whether your GT3 is winged or not, it'll delight and thrill and satisfy surely anyone, from now until the day they move on to whatever the next realm holds for them.
You'll never lament the speed of the car, even if it looks a bit torque-light in the low range because the peak torque (a somewhat modest, in the modern EV and mega-turbo age, of 450Nm) doesn't arrive until a giddy 6,100rpm. But as the throttle is so crisp and the car is so light (less than 1.5 tonnes in any format), the GT3 is more vibrant in-gear than you'd credit it for. And once you get the revs piled on, then it is of course astoundingly, furiously quick.
We've spoken about the noise before, but it's just worth recapping that the two additional catalytic converters in its ultra-short exhaust system - which have allowed the mighty MA2.75 4.0-litre flat-six to continue in service in the face of ever-stricter global emissions regulations in 2025 - have not robbed its voice of any of the spine-tingling richness it is fabled for. Up to 3,000rpm, it can sound no different to a base
Carrera to the casual ear. But from 4,000rpm onwards, the 4.0 makes its stellar status in the Porsche powertrain hierarchy known, while the final 2,000 revs from 7,000rpm to the 9k redline (with peak power of 510hp delivered at 8,400rpm) provide one of the most sensational soundtracks ever created in the history of human endeavour.
One thing the GT3 isn't quite as good at as its turbocharged and even
hybridised stablemates is going easy on its resources of Super Unleaded. We drove it for 513 wonderful miles during the test and it achieved just 19.4mpg in that time - with a lot of motorway cruising mixed into the total. Its best efficiency was 21.4mpg on a 160-mile late-night 70mph haul on the evening we collected it from Reading, so perhaps understandably the price to pay for the unmitigated joy of normal aspiration is increased fuel consumption.
Ride & Handling
We don't think we need revisit the 992.2 GT3's handling again. If you want to read our eulogies to the glittering, unmatchable, exceptional chassis of this singular 911, click either of the two links up in the intro to either the international launch drive or our time in the UK car back in July. What holds true for those two Touring-centric reviews counts exactly the same for this winged Weissach car. If you're an enthusiast driver, you simply won't drive anything better, for any price, at any level of the market. The GT3 is the kinematic king of the world.
What we will say, though, about this specific car, is that it exacerbates the one flaw of the 992-generation of the
neun-elfer: excessive tyre/road noise. Depending on which model you buy in the Mk8's 911 family, the volume inside the cabin at higher speeds can either be acceptably background or alternatively on the intrusive side of things, more specifically affected by how wide the given rear tyres are and whether the rear seats (in a Coupe) have been fitted. But not a single 992, either .1 or .2, we've driven before was as downright rowdy as A 911. On poorer surfaces at 50-70mph, we had to have the volume of the optional Bose sound system up to about 23 to drown out the rubber roar, while it also cruises at a rather busy level of revs - despite the seven speeds in the otherwise-flawless PDK. Again, like the fuel economy, this is not a fatal flaw on a car which is this dedicated and focused, but if you have sensitive ears and a troublesome spine, the 911 GT3 Weissach Club Sport is emphatically not the car for you.
Value
At £158,200 basic, the winged GT3 is exactly the same price as an unadorned Touring. Fitted to this car were £60,450-worth of optional extras. We won't list every single one of them, although £380 on Guards Red seatbelts, £246 to have 'Born In Flacht' logos broadcast onto the ground at night by puddle-LEDs in the door mirrors, and another £462 to render both the Sport Chrono stopwatch's face and the controversial digital rev counter finished in Guards Red all seem a touch excessive.
But sticking to just the four-figure-plus bits only: the Weissach Package is £19,531; on top of that, the forged-magnesium 20-inch front, 21-inch rear wheels are another £13,759; the Porsche Ceramic Composite Brakes (PCCB) are £9,797, although we really feel these ought to be standard-fit on such a track-focused car as the GT3; those folding carbon front buckets require another £5,390 of outlay; the essential front axle lift-system strips a further £2,701 from your wallet; and then there's tinted HD Matrix LED headlights (£2,495), a protective front foil wrap (£2,054), the Bose Surround Sound system (£1,269), an Extended Package Race-Tex with colour stitching (£1,067), and interior with extensive leather/Race-Tex items in black with contrasting colour (£1,017).
Whether you think a 911 GT3 in any form is worth nigh-on £220,000 or not is probably an irrelevance, given a) getting hold of one is next to impossible unless you're already allocated or on a special Porsche list in the first place, and b) even in the current financial climate, you're unlikely to lose a lot of money on your 220-grand investment. Also, we're not sure if we've been clear enough or not, but this is one of the very best cars ever made, so £218,650 almost seems reasonable to us. Unattainable, granted. But reasonable.
Verdict
If this is indeed the last time we get to drive a 992.2 Porsche 911 GT3 - although we might at least get one more go with the 4.0-litre powertrain in the facelifted eighth-gen version of the mega
GT3 RS, a car which remains on the horizon for the moment - then what a way to end this stunning, modern-era automotive legacy. It doesn't matter how you specify your new GT3 - winged or Touring, PDK or manual, Leichtbau, Weissach, Club Sport, forged-mag wheels or not - you'll end up with a truly phenomenal machine regardless. That this could be the end of the line for the nat-asp GT3 family is a tragedy, for sure, but the fact such a towering engineering achievement even existed in the first place is a cause for lengthy, and thoroughly deserved, exultation. Boy, will we (and many, many others) miss the GT3 dreadfully when it is gone.
