The 997 GT3 remains a capable grand tourer, long freeway trips are disposed of without much fuss, and can even be enjoyable on unrestricted german autobahns. Gas mileage is excellent, as little as 9 L/100km (26 mpg) at legal speeds in Switzerland, 12 L/100km (19.6 mpg) at resolute cruise speeds in Germany, comfortable enough to cruise tirelessly at 220 kph (140 mph), roomy, practical, reasonably silent. The queen of track-oriented GTs reigns ruthlessly on its niche: no other car in her segment offers comparable capabilities without elective surgery on brakes, springs, dampers, cooling or worse.

Contrary to most journalists, I find the gearbox stick to be an area ripe for improvement. Hard when cold or at low revs, shifts get more fluid and swift under attack, but this stick will never be a true ally. Focus and precision are required, but perfectly executed shifts are all the more rewarding. A stark contrast with top notch paddle shifters like the Ferrari 430 Scuderia or 458 Italia where a simple dab puts you in the right gear, anytime, anywhere. The final ratio is exceedingly long, with roughly 125, 175, 220 and 265 kph reached in 2nd, 3rd, 4th and 5th (GPS speeds). Mounting a GT3 cup final ratio is a very pertinent option to consider.

It is my third 911 and I am still getting used to the rear engine layout balance. In the glorious fast sweepers of the Nordschleife, Porsche’s development work shows with a perfect balance between body control and compliance for the many vicious bumps that pave green hell. Modern Porsches are well behaved, but caution is still required. Mid corner throttle lifts in fast corners remain an adrenaline-inducing experience. In slower turns, the key is in timing the transition from breaking to acceleration. Late breaking followed immediately by generous acceleration. Get it right and the front wheels lock into imaginary rails and carve through the corner while the rears dig in. Miss it and the front will wash wide like a sleigh. Fascinating to practice on track but such technique seems far fetched for road use given the necessary safety margin.

I fiddled a lot with the exhaust system, frustrated by the artificial transitions induced by the pair of pneumatic valves. Disabling the system to keep them open generates an unbearable drone at 2500 rpm. A satisfactory compromise is to keep one open by disconnecting and plugging the vacuum line, and keep the other side stock. This simple tweak gives more character between idle and 3000 rpm, a sort of rumbling drumbeat that dresses a bit this part of the rev range.