Porsche 911 GT3 v Porsche 911 Turbo 2007 Review

Tuesday, 3pm, Kevington, Vic
Bizarre. There's no better word for this moment. Thunder is rolling up the valley, blue sky is being covered in clouds as black as the burnt trees that climb the hills either side of the road. Minutes ago it was 39 degrees Celsius. It's maybe half that now. And here comes the rain. Big fat drops of water plop onto the blacktop and instantly evaporate, boiling back into the sky.

Through it all the Porsche 911 Turbo and GT3 sit imperturbably moot. The rain tinks and tonks on steel, glass, aluminium and composites, then runs in rivulets down seductive red flanks. It's automotive iconography and pornography all in one.

It's late summer in Victoria and we're here to photograph these two supercars in a bushfire setting. That had been the instruction from the  art department: find charred trees, destruction, an alien environment. After driving the backroads and byways at the foot of the Victorian Alps, we'd found our spot almost by accident.

We were about to give up, having laboriously three-pointed our way from one CFA roadblock to another. But here at Kevington, alongside the Goulburn River where the hills steepen dramatically, there are no fires, just evidence they'd licked the edge of civilisation. How the locals could have used this rain in December, and how we didn't want it now. The apocalyptic scene was looking decidedly damp.

Our plan was going awry - although calling it a plan was probably being generous. More a rough outline, requiring us to take two of the most evocative models from the 911 range and pit them against each other and the elements.

Of course, all 911s are special, but the Turbo and GT3 are a bit more special again. In technical terms they are as different as 911s can be, but the end result in each case is stupefyingly extreme performance.

But why compare them now? Officially, it's because the 997 third-generation GT3 (there were a number of 996 GT3 models - one in 1999, one covering 2003-'05 and a GT3 RS in 2004) and fifth-generation Turbo have been on sale in Australia for just a few months. Unofficially? Because they're fast; because we love them; and because we can.

Tuesday, 9am, Collingwood, Vic
"The 911 Turbo equals power, elegance and functionality," explains Porsche Cars Australia's Warwick McKenzie. "The GT3 has true sports-car dynamics and performance," he continues, as Wheels news editor Sean Poppitt, photographer Cristian Brunelli and I take in the briefing at the company's Collingwood, Melbourne, headquarters.

It's the morning of day one and the objects of our attentions are parked side-by-side in front of us, a pair of red missiles that look fast standing still.

The technically erudite McKenzie continues comparing and contrasting, pointing out that while both cars retain essential 911 ingredients like rear-mounted boxer engines slung out beyond the rear axle line, and the signature flared-teardrop body shape, from there they diverge.

The GT3 is a track-day special; its normally aspirated 3.6-litre engine generates 305kW and 405Nm, with drive put through 19-inch rear tyres. The Turbo also has a 3.6-litre capacity and dry sump lubrication, but employs a pair of variable-geometry turbochargers to develop 353kW and 620Nm, channelled to all four wheels via the variable torque-split all-wheel-drive system first developed for the Cayenne SUV.

McKenzie continues the tour, reefing on some steering lock so we can look inside the front guard at the GT3's double clamped concentric coil MacPherson strut; he explains that the Turbo employs a more orthodox and compliant conical coil. At the back, he flips the engine cover to show the GT3's ram air duct on the right and vent on the left, noting that the Turbo gets two air rams, instead, one per turbo.

And so it goes. Brakes, engine internals, suspension tune, tyres, aerodynamics, cooling strategies, materials, interior appointments and equipment. McKenzie is nothing if not thorough - and passionate. The details separate the pair, but a couple, specifically, sum up each car's intent succinctly - the GT3's engine produces peak power at a lofty 7600rpm, while the Turbo maxes at 6000rpm. The GT3's peak torque arrives at 5500rpm; the Turbo scales its torque mesa at just 1950 and stays there to 5000rpm.

Sitting inside delivers further clues to their bipolar personalities. The GT3 is fitted with an optional Clubsport package that includes the same racing seats as the V10-powered Carrera GT. Apart from being excruciatingly uncomfortable to exit and enter, they are a constant reminder - along with a rear rollcage - of the car's race track ambitions.

The Turbo is far easier to get comfortable in, and has a more luxurious look and feel. By Porsche standards it's quite salubrious, but looking around the dash and cabin, and noting the almost useless rear seats, there's no doubting its DNA. There's the usual plethora of buttons in the centre stack, including one that forebodingly reads: 'SOS'. Given the Turbo's intimidating reputation, I'm hoping we won't need it.

Bearing that and the $327,000 price tag in mind, there's a faint but constant alarm bell dinging in the back of the brain which roughly translates to 'don’t bin it'. The same applies to the GT3, even if it's a snip by comparison at $253,200 (plus $11,900 for the Clubsport package).

Wednesday, 5pm, Black Spur, Vic
The little man and his bell are now being drowned out by the staccato wolf howl of the GT3's exhaust. Bang-bang, howl, blaaat. Feel the six-piston aluminium monobloc calipers bite on the front Brembo discs. Shift down two rifle bolt gears for another Black Spur hairpin. Telepath the front wheels left via the incredibly responsive steering. Flatten the throttle at 6000rpm in second gear. Steal a glance at the tacho as the needle soars across another 2000rpm before monstering the cut-out.

Another quick glance in the rear view mirror confirms the Turbo is still there, despite my best efforts. That's hardly surprising, given that it's Jim Richards at the wheel. Yes, that Jim Richards - Bathurst winner, Targa champ, all-round Porsche racing legend.

No stranger to a fang, Jim had responded to our calls to lend his expertise to our extended performance session at Calder Park, and figured he'd stick around as we chased roads on which to try and divine these two 911s.

'Gentleman' Jim had started off cautiously enough, initially allowing me to charge off into the distance. But after a couple of car swaps and a spot of lunch, and as we headed deeper into the mountains, he was beginning to get interested. Too interested in my rear bumper, in fact, and I had to raise a sweat just to not hold him up.

Tuesday, 11am, Melbourne, Vic
The Turbo calms the nerves as well as the rough pavement of Alexandra Parade and Hoddle Street as we leave Porsche Cars Australia. There's a complete absence of drama. Its single-plate clutch and six-speed manual gearbox are user-friendly, and the engine rolls out the red carpet through the traffic.

In the rear-view mirror, I see Poppitt behind fighter-pilot sunnies ensconced at the GT3's wheel. It looks far more potent, more business-like and much like a race car for the road. Its unique air inlet at the bonnet's leading edge is a clue, and it sits 30mm lower than a standard Carrera - so low, in fact, that its front splitter is deemed a 'wearable item'. You wear it out, then buy a new one - at $238.10 plus GST. Ker-ching!

In profile, its one-piece alloy wheels look race ready, its adjustable rear wing supremely purposeful. The Turbo is corpulent by comparison, the trochoidal design theme of wheels, ducts, exhaust inserts and tail-lamps seeming somewhat contrived. But the GT3 is also far more fidgety on the road, responding to bumps and corrugations that the Turbo rides over calmly. Both cars have PASM (Porsche Active Suspension Management) adaptive dampers but in compliance terms, the GT3 starts where the Turbo ends, trading in 'hard' for 'rock'.

Beyond the traffic snarls there's a chance to squeeze open the Turbo's electronic throttle and savour the engine's response. It's like opening the first pages of an epic novel - the sheer depth of what's on offer tantalises the senses. Press harder and the ingear acceleration is thrilling. Every new ratio is an experience, epic performance unfolding richly as the road fast-forwards under 19-inch Michelin rubber.

Wednesday, 8am, Calder Park, Vic
Just how explosively quick these cars really are is demonstrated with gob-smacking effect by Jim Richards at Calder Park raceway the next morning. Standing behind both 911s and watching them launch is an unforgettable experience, each is so different.

The GT3 grids up first but finding the balance between grip and wheelspin is obviously a challenge, even for JR. Nevertheless, run three is a ripper; a staccato line of axle tramp, then a jump to the left as second gear is rammed home and full power is reapplied. The GT3 squats like an animal and launches, hard as fury at the horizon. The run is awe-inspiring, and best described as barely controlled, steroidal aggression.

By comparison, the Turbo is minimum fuss, maximum traction. The electro-magnetically controlled clutch pack does its thing, sending torque via open diffs to the front and rear wheels. The sophisticated technology susses, assesses and then harnesses the engine's brute strength. The Turbo drops the tail, raises the nose and heads south for Keilor like an offshore powerboat.

The GT3 looks and sounds faster, but it's an impression that's not backed up by the VBox, which delivers the verdict as 0-100km/h in 4.7 seconds and 12.7sec for the 0-400 metres. Fast, but not fast enough to ace the Turbo which has slammed down a 3.8sec and 11.9sec. No misprint, folks.

Calder Park: One champion driver, two epic cars

GT3
Aside from both being Porsches, and red, out on the track our two test cars had little in common. Comparing them across the measured disciplines revealed very different characters. The V-max battle was straightforward: the GT3 is 48kW down on the Turbo, so was slower. But the other tests revealed a more complicated comparison. Without the all-wheel-drive hardware at the front, and weighing 190kg less, the GT3 was better balanced, more agile and more responsive. Its steering was also sharper and quicker. Combined, this meant the GT3 turned in more aggressively, recording a higher entry speed into our three-stage corner. Sweeter balance also meant a slightly higher mid-corner speed. Though immensely quick and offering enormous mechanical grip, the GT3 is also highlystrung, and somewhat skittish. It demands a smooth style and is unforgiving of mistakes, requiring a delicate balance between steering and throttle.

TURBO
The Turbo is summed up by two words: grip and grunt. Apart from wringing an extra 6km/h over the GT3 down the straight, its most telling advantage came in the exit phase of our measured corner. Losing speed to the GT3 at the turn-in point, and still trailing slightly across the apex, once Jim sighted the exit he simply pinned the throttle to the firewall. Turbos spooled, the all-wheel-drive system assessed maximum traction and fired the red missile out with violent force. It's a less elegant approach than that required for the GT3, but it sure is effective. What the Turbo lacks for in intimacy and precision, it makes up for with sheer power. The key is setting the car up for each corner. Jim sacrificed entry and mid-corner speed to ensure the nose was pinned across the apex, then let 353kW and 620Nm go to work, manhandling the wheel with corrective lock as the rear tyres slewed sideways. If the GT3 is a dancer on track, then the Turbo is more a wrestler.

Tuesday, 2pm, Howqua, Vic
If you value your licence and your liberty, there's really no question of truly exploring the performance envelope of cars such as these on public roads. However, a series of back-to-back runs through the same set of esses makes it clear that the Turbo stops, grips and turns with iron-fisted surety. It helps that Porsche's PSM stability control system is so beautifully tuned and, with the Turbo's near $400K price tag, there's never really any thought of turning it off. Nor, for that matter, is there any desire to dance with the devil in the GT3, which comes only with (switchable) traction control. But through the same set of bends, it's evidently rougher, noisier, and far stiffer.

And by God, it's demanding. At nearly 200kg lighter, the GT3 feels like a razor compared to the Turbo's finely honed blade. Three short-throw gearchanges for the Turbo's one, and half the steering input for the same degree of turn. Impossibly instant response from engine and brakes, and grip that feels overwhelming yet intimate at the same time. Punch the Sport button for even sharper throttle response, a kick in mid-range torque, more power and a manic redline howl as the primary mufflers are bypassed.

Driving either car is a challenge, but back to back, they're stunning, overwhelming the senses, causing synapses to pop, breath to come harder, eyeballs to widen.

Tuesday, 5pm, Kevington, Vic
The rain provides an interlude, cools the fever, reorders the mind - although any sort of rational assessment of these two cars is still miles away.

As the rain gets heavier, McKenzie's warning about the GT3's optional semi-slick tyres drifts into mind: "We tell our customers they're not suitable for wet weather," he had said. Back in the brightness of a cloudless Melbourne morning it had simply been a passing comment. Now it was a worry.

Photography done, it's time to leave. I'm tempted to toss the GT3's keys to Poppitt, but he's onto me and heads straight to the Turbo, with its more sensible rubber and eminently helpful all-wheel-drive system. Displaying all the empathy of youth, within seconds he disappears, rocketing over the brow and into the forest shadows. The photographer has sensibly departed with him. I'm alone with the GT3, dancing on eggshells. The first few kilometres are excruciating, trundling slowly on now greasy groads that haven't seen a splash of rain for months. There's no slipping or sliding, but the car is hobbled and hating it. It's like Makybe Diva wearing gumboots.

But this is Victoria in the midst of a 1000-year drought, after all, so after a few kays the road is completely dry, the sun is out and the temperature is back. It's like driving out of a cave. The road sways and shimmies between hills, and the GT3 of old returns, barking, bucking and displaying obvious impatience with anything other than a cracking pace.

Tuesday and Wednesday, 10pm, Gembrook
Both days finish identically, late at night, dashing for home over the same narrow, off camber and rough mountain roads. The corners are not well marked, tightening and then opening unexpectedly. Thick-trunked trees crowd up against the road's broken edges. Divining the scene by instinct and  high beam is a focusing experience. Steering wheel, throttle, brake, gearshift; audio and visuals meld into a tight fit.

The GT3 is undoubtedly faster, but only if you're prepared to commit 100 percent. Flatten the throttle, hammer the brakes, mash the changes. The car is addictive, until in a moment of sanity you realise just how fast you're travelling and back off. This is the problem - to truly tap the GT3's prodigious talents in some degree of safety requires a racetrack.

The Turbo, by contrast, is more flexible and rounded. There's no doubt its deep well of torque, more compliant ride and longer list of creature comforts makes it the easier drive. But it's also blisteringly quick, awesomely responsive and intimately involving, albeit at a level removed from the hardcore GT3 experience.

Wednesday, 12am, Hastings, Vic
After two days of living the dream it's over, just like that. As both 911s go back to Collingwood, it's time for a decision. But this time it just seems wrong to pick winner and loser.

These are extraordinary cars; beyond rationalisation. Some might even say bizarre in this politically-correct driving age of zero tolerance, emissions and fun. Ignore all that. If you can afford them, enjoy them. You lucky bastards.

Air force
The 997-generation GT3 introduced many firsts for Porsche. One of the more impressived is that this GT3 generates front as well as rear downforce.  The unique 'twinned' design of the front air dam and splitter, with vents placed directly on top of each other, forces air over the GT3's front axle.  Drag coefficient has also been reduced to a slippery 0.29cd, thanks to a new air discharge vent on the central radiator, a newly designed rear wing and smoothed underbody panels.

Images: Cristian Brunelli