Long term test: Porsche 997 GT3 – the 30’000 km verdict

The Porsche 997 GT3 is recognized as one of the best track-oriented GT cars, but what about reliability and running costs of such a car ?

Saturday December 15th 2007 – 154 miles – Foreplay

Finding a 997 GT3 at the dawn of the model’s production looked like a lost cause. Finding one without an insane mark-up in a very tight market ? Mission impossible. Fate threw on my path this yellow item, my 996 Turbo had to go. Impossible to be picky about options, it would be the car as is or … not. Full leather (an oxymoron since the interior is stuffed with alcantara suede), adaptive and heated sport seats, a sound package “plus” which I am yet to find any evidence of, yellow seat belts to lighten up the interior, colored wheel caps and black carpets. No satnav, no PCCB, no xenon. A zen GT3, so be it.

During the first miles, the firmness of the clutch pedal struck me, a stark contrast with my Turbo, but it got softer (or my left leg got stronger) after a few dozen miles. The gearbox is very firm, but not to the ridiculous extreme of the OEM short shifter kit of my 996TT, with a short throw and a slight friction feel to it. Nice, but not as nice as the short shift option I sampled on a 997 Carrera. The adaptive seats offer very good support – at last ! – and allow to adjust the bolsters for a snug fit with my rather thin body frame. Steering wheel can be adjusted in height but not in reach.

Beyond the photographic appeal of the car, the most striking aspect is the delicate way the car hugs the road: subtle yet planted, light and grippy. The GT3 combines grace with sharpness, with a ride that is void of inertia or body roll. In the sweeping curves of route 84 from the San Francisco Bay to the Pacific Ocean, the December sun struggles to make its way through the pine trees, but the GT3 makes light of whatever corner configuration thrown at it. Charming and very auspicious for thousands of miles to come.

In normal mode, the PASM suspension is firm but not harsh, offering an excellent compromise between relative comfort and rigorous movement of body movements. Give it the right combination of mid corner bumps and a hint of diagonal swing surfaces, inviting to switch to the harder setting. Interestingly, the end result is at the same time less trashy as my Turbo and much better controlled too. The break in guidelines (2000 miles below 4200 rpm according to the manual) will be strictly respected, I have not crossed the 3500 rpm limit yet, but the tune played by the flat-six from 3000 rpm are the promise of a symphony on the remaining 5000 rpm till the red line. Throttle response is so instant that it borders on telepathy.

With an engine, brakes and PZero Corsa Pirellis to break in, it is much too soon to wander on a race track, but the discovery of the handling envelope is a tantalizing prospect. No doubt, this first day places the GT3 up there, quite in line with its impressive reputation.

Wednesday January 2nd 2008 – 1300 miles – Good-bye break-in

The end of break in is in sight, I gradually increased revs on intermediate gears to 4 then 5 then now an occasional 6 to 7000 rpm, always taking great care in bringing the oil to the appropriate temperature. This pilgrimage allowed me to discover a peculiar characteristic of the 997 GT3: its exhaust system.

Like the Porsche Sport Exhaust (PSE) available on Carreras, the GT3 exhaust system is engineered around pneumatic valves which affect significantly the acoustics of the mufflers. In normal driving, the valve open up abruptly at 4100 rpm, right where the torque curve gets juicier, resulting in a slightly artificial kick-in-the-butt effect. The exhaust note transitions from a rather muted whine to a throaty roar. Gone is the nice raspy, Marlboro-sponsored puff of the 996 Carrera.

Push the “Sport” button at idle and the tone changes – a cool gadget to entertain the average passenger while sitting still in traffic – but goes immediately in quiet mode as soon as the engine revs up to 3000 rpm where the valves do their trick again. Good thing, the noise gets GT3ish sooner in the rev range, but the transition remains as subtle as a Mr. Bean joke. The “Sport” mode also affects traction control – more on that later – and, Porsche claims, on the engine map for a beefier torque curve. Tough to tell the difference though.

A radical alternative is to disconnect the solenoid which drives the entire system; the connector is easily accessible in the engine compartment. In this configuration, the valves remain continuously open, with a rather displeasing drone between 2000 and 2800 rpm, the kind of headache inducing diet that reminds me of the Tubi mufflers no my 550 Maranello. Sport mode seems to be the best compromise, it’s just a pity that the transitions have to be that binary. Couldn’t Porsche boffins engineer something progressive ?

Brakes quickly started to squeal like a rusty gate in a horror movie, more specifically the rear pads. Systematic when coasting to a stop, irritating and down right embarrassing. The only choice is to tap aggressively in the car’s stopping power, with a significant risk to see the GT3’s pretty arse rear ended by an SUV of some sort. The squealing is even worse when reversing, a real freight train. According to the dealer, the era of copper grease is long gone, contemporary Porsche brake pads do not have any anti stick-slip lubricant to prevent pad vibration against the calipers. The official remedy advised by Porsche North America in Atlanta came in the form of 997 Turbo brake pads, same dimensions but supplied with a damping pad. Seems to work so far.

I love Highway 9 between Santa Cruz and Saratoga. The first miles are frequently congested with delivery trucks, after a few lost villages and spooky trailer parks, the road gets deserted, winding in the forest to reach Skyline Boulevard. Pavement is smooth, certain hairpins tighten up towards the exit, emphasizing front end grip. In spite of cool temperatures, the PZero Corsa Pirellis offer commendable grip. The steering wheel requires firm grip to hold the car precisely, and the support offered by the snug adaptive seats helps to provide measured input rather than trying to hold your body by hanging desperately to the steering wheel.

I love even more Pacific Coast Highway south of Carmel. A sumptuous road, breathtaking scenery over the jagged coast, more than 60 twisted miles without a single junction. A mix of pool table perfect tarmac and rough patches, with the odd stretch of gravel if you’re lucky enough to encounter a road work zone. Viewpoints make you want to stop every mile, yet you wish that you wore diapers to complete the stretch without ever stopping for a biological reason. Stuffed with minivans during week-ends, empty during week days. Short of a race track, this is ideal playground to gauge a car of that caliber. And what a caliber ! Grip is phenomenal by road driving standards if you take care to brake hard till turn in, the car is amazingly nimble, darting its way through endless direction changes with superb agility. The road, the scenery, the sun, a highlight of today’s automotive production, what else could you possibly crave for ?

As anticipated, front ground clearance is problematic. The shallowest ramp requires a strategic and cautious diagonal approach and in spite of constant car, the front lip has to be considered as a consumable. The instrument cluster provides all the required information, the voltmeter of the 996 series makes way for a much needed oil temperature gauge. The instrument cluster includes a tire pressure monitor using transponders located in the wheels. Accuracy remains to be assessed though. Sampling period is around every minute.

The 996 GT3 was stripped of any driving assists, except ABS; the 997 GT3 inherits traction control (TC) with two levels: the standard setting, a more daring setting when the “Sport” button is enabled, and the brave mode where you’re on your own. TC only uses engine torque management and rear brakes, so it is by no means a disguised version of the Porsche Stability Management (PSM) system found standard on the rest of the 911 line-up. Engine break-in is not conducive to exploring the behavior of the gizmo, but in normal mode, TC intervention is anything but subtle, just as binary as ASR on a pre-F430 Ferrari.

In the quality department, fit and finish are a huge improvement compared to the 996 series, even if annoying and frankly unacceptable squeaks and buzzes remain. The stiff suspension is can’t possibly be blamed on a brand new car, build quality and design are. Hard to understand why Porsche can’t deliver consistently the same standards as Audi and some Japanese brands. It is equally hard to understand why the Zuffenhausen outfit cannot resolve seminal reliability issues which have been plaguing water cooled engines for nearly a decade, including prominently the Rear Main Seal (RMS). Stories from 997 GT3 and GT3 RS owners are burgeoning on specialized forums with nearly new cars leaking oil. I am going to scrutinize my garage floor frequently.

Sunday July 8th – 3800 miles / 6114 km

A dry and reasonably sunny californian winter means that the track season is almost January 1st till December 31st. Engine broken in, I was itching to sample the GT3 in its natural habitat: the track. First stop: Infineon Raceway north of San Francisco, renowned for its Cabernet Sauvignon and its fabled track, still called Sears Point by wise guys. A technical road course, alternating tight uphill corners with downhill sweepers, with a conspicuous absence of run offs and an impressive lining of white walls. Unfortunately, a flock of NASA instructors were keen on demonstrating that skills and slicks make a Miata or Cooper S fast enough to keep up with the yellow Porsche, spoiling my third session and leaving me with that “shouldn’t have done it” feeling you don’t want to have coming back in the paddock. Lesson learned, the car has undeniable potential, but it’s left to be explored.

In Thunderhill (video), some of the idiosyncrasies of the backpack hanging behind the rear wheels finally started to make sense, most notably traction out of turn 2. Getting confident to track out of the corner flat out almost threw out in turn 3, my braking point suddenly became a tad too late. Rear end grip is stupendous, the fat 305/30/19 biting in a way that would be inconceivable with a Ferrari 430 for instance. Neither would its steel brakes withstand the punishment that the GT3’s can take. Unlike my former Turbo and Carrera, they are absolutely fade free, and the stock brake fluid does not seem to absorb moisture too fast although the middle pedal travel does increase a bit with heat build-up. Still in the brake department, Porsche got rid of the noisy rear pads vibrations by mounting Turbo pads instead. Effective and covered by warranty.

Then came Laguna Seca’s turn (video). The contrast with my ballistic and lardy 996 Turbo X50 couldn’t have been starker. Took me only 3 laps in my first session to get black-flagged for noise, courtesy of the county officer in his cabin. Mandatory detour through the paddock, open the engine cover, wait a full two seconds, close it. A pointless ritual, as the only cure would be to short shift in 4th between turns 5 and 6, and stay clear of the redline elsewhere to avoid rubbing stewards eardrums the wrong way. A huge spoiler, but the car impressed me nonetheless.

Few cars jump from street to track with such ease and no modifications whatsoever. Engine, brakes, tires, suspension, seats, everything works towards a near flawless experience. Trailing an exhaust-challenged Gallardo, I got a glimpse of what this car can be if driven properly. Unvoluntary late breaking to the apex and suddenly the front end bites harder, the gets a hint lighter and steers in delicately. Tricky as it leaves little margin of error, and unorthodox for the Ferrari driving school which insists on inline breaking. Trailbreaking seems to be part of the solution to resolve the complex equation that governs a 911’s handling. Hard wired steering is a precious ally in the corkscrew, but I am a bit underwhelmed by the relative absence of detailed feedback from the front end. Rear grip is such that traction control rarely intervenes, even in Laguna’s downhill sweepers that would torment my 996 Turbo’s PSM.

After three track days and no washing at all, the car got gloriously dirty and covered with gum streaks from the front facia to the roof. Grime, dead insects, and slick tires residue will require long hours of washing and cleaned, crowned my first circumspect and humble foray in the world of detailing. The Zaino All-In-One treatment exceeded by far my expectations with a deep silk smooth shine.

I swore the Laguna incident would not happen again. Two solutions: ugly add-on mufflers or finding a way to keep the exhaust valves shut. Like most manufacturers, Porsche works around noise restrictions by using flaps actuated by a vacuum line. On the 997 GT3, they are open at rest (no vacuum). A Bay Area dealer has developed a simple work around using Porsche parts that allows to:

– retain the OEM behaviour and its sudden transitions,
– keep the valves permanently open,
– keep the valves permanently shut.

The fix only takes 15 minutes to install. Switching mode takes 10 seconds, but is a bit delicate when the engine is hot.

The third option allows to run flat out without bumping into noise limits, and is said not to have any impact on performance. The second is only bearable if you stay above 3000 rpm all the time – barely viable on open roads – or with roof and doors open in order to avoid resonance. The exhaust note gains in purity even if it does not have the character of old air cooled engines or the puffy metallic rasp of a 996 Carrera. Crossing back the bay over Dumbarton bridge with my new plumbing installed, pelicans drifting in the breeze, flat 6 singing howling, a great vibe that could have ended with an unfriendly chat with a CHP officer. With the valves always open, the car is a total tease, begging to be revved. Another track day became quickly a matter of a survival for my driving license.

Hence Llihrednut (video). Don’t googlemap it, it’s nothing else but Thunderhill run clockwise. A wacky but ingenious idea to make a new track out of a known one. The resulting feeling is strange as the sequence of turns is familiar and predictable, but all breaking and turn in points have to be learned again. I struggled a bit with the gearbox going into turn 11 and turn 5, downshifting neatly into second while breaking and changing direction is really not easy. That’s where paddle shifters make a ton of sense, a dilemma between efficiency and the challenge of getting things right, lap after lap. Three sessions only (the first one got red flagged because of very serious accident) were a bit short to find my marks on this ‘new’ track.

In the wear and tear department, the OEM PZero Corsa System Pirellis proved very convincing. They don’t offer the ultimate grip of semi-slicks, but they are progressive at the limit, withstand temperature well and remain drivable in wet conditions. Tough to follow light cars on soft tires in twisty bits and switching over to Toyo 888s crossed my mind, but the PZeros remain a reasonable choice, forcing me to hone my skills rather than gain instantly a few seconds per lap through grippier tires. After nearly 4000 miles, tread wear is even and they will still happily do another track day. I measured gas mileage at 18.3mpg, worse than the stubborn 19.1 indicated by the on board computer, with extremes ranging from 25.7 in law abiding freeway cruising to 7.9 on track. The front lip will have to be considered as disposable, so frequent are its encounters with the ground. Every gas station ramp, even accessing my garage in a careful diagonal results in frequent scraping.

Interior has not been free of squeaks since I drove the car off the lot, one in the rear right quarter is really annoying and my dealer’s attempt to fix it proved as helpful as a pair of fins for a mountain climb. The front suspension often greets my first movement with a loud klonk, but wannabe race cars are supposed to do that, I am told. So is the brief and scary rattle that occurs sometimes when turning the engine on from cold: cam chain tensioners waiting for hold pressure. My clutch trends to shatter annoyingly when warmed up by stop and go traffic, as irritating as the firmness of the clutch pedal in such conditions. Gearbox is precise, but I could not do without some of the unnecessary firmness which did not go away after break in. I could also complain about yet another Porsche steering wheel that pinches my thumbs, tiring on long distances, but quickly forgotten when you are in business.

No reliability concern to report (yet), and one would not expect any less from Porsche. Unfortunately, the 997 GT3 model is still afflicted by the daunting RMS (Rear Main Seal) problem like its 996 predecessors. No hint of a leak under my car, but some start to drip after a few hundred miles. Oil consumption has been negligible and the car is scheduled for its first oil change.

The connection of my Dension Gateway 500 iPod adapter to the MOST (Media Oriented Systems Transport) optical bus proved more difficult than expected, requiring a firmware upgrade of the Dension unit and a lengthy visit at the dealer to convince the head unit to recognize a CD changer on the fiber optic loop. This car is equipped with the base CDR24 radio (no Porsche Communication Module), and Dension has designed a ridiculously unintuitive user interface, impractical and borderline dangerous to operate on the road.

After 6 months, my very yellow GT3 passed the track exam with flying colors. I can’t quite say the same of myself, as the car really requires sharp skills to become an ally and overcome stubborn understeer. The reward definitely seems to be worth the effort though, and paying a visit to the fabled Nordschleife is now an attractive prospect …

Porsche 997 GT3 Long term test: 18’000 miles / 30’000 km

Thirty thousand kilometers on road and track. Nearly as much on the ocean, after an epic journey to ship the car back from California to Switzerland through Long Beach, then an unexpected detour in Shekou, China.From one vessel to the next, onto Singapore,the Suez Canal before hitting dutch shores in Rotterdam. The experience cost me a few grey hairs and a new battery, drained by such a long stay in a container. After nine months in northern California, my GT3 got the chance to play in its natural habitat: European race tracks.

I only use this car to travel to French or german tracks, most favorably the Nürburgring Nordschleife. If open road cruises have lost most of their appeal with modern GTs, the 997 GT3 furthers that sensation. With stiff suspension, the car tends to loose composure on bad pavement. On smooth asphalt, only ferocious speeds will feel gratifying, while socially responsible cruises remain robustly dull. The stiffness of the chassis, the immediacy of the controls and steering inputs are always an experience, but for road use, I would take a Carrera S any day. Not as sharp, but with a torquier engine and a chassis tuned for a greater variety of pavements.

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.

No news-good news in the reliability department since the replacement of the RMS (Rear Main Seal, located between the engine block and the gearbox. There has not been recurrence since, but since the problem seems more prevalent on north American cars for mysterious reasons, european air must have been the cure. The car has been trouble free otherwise. The clutch has had a tendancy to studder when warm since new, and rear brakes still sound like a freight train at times, no change there. The interior still squeaks occasionally in right A and C regions, unacceptable when new, tolerable now that the car has miles under the belt. The Tire Pressure Monitor has drifted and now shows values 0.3 bar (4.3 PSI) lower than reality. Warnings are annoying, but ttttdifferential indications are still valuable, and the system has already warned me of two flat tires before I would found by myself in unpleasant ways. Good marks to alcantara used on the steering wheel, seats and levers, not a hint of wear. Oil consumption is negligible, about 0.1L per 1000km.

My first set of Pirelli PZero Corsa System lasted 12’000km (7500mi) including four track days at Infineon, Thunderhill and Laguna Seca. The second set got retired early after a puncture in Hockenheim and an emergency replacement with Bridgestone RE050s miraculously available on location. I replaced them prematurely after 7500 km with another set of Corsa Systems for the 2010 trackday season. I haven’t had the opportunity to try more aggressive rubber (Michelin Pilot Sport Cup, Pirelli Corsa or PZero Trofeo). I paid between 2100 and 2400 CHF for sets of Corsa Systems, a reasonable price for these dimensions and performance level.

Brakes are to be looked after carefully. Their endurance is beyond criticism, you can beat them up dawn to dusk without a hint of fading, but their wear matches the car’s pace. Rotors develop hairlines around venting holes, but these never got critical. Front rotors got replaced after 22000km (13600mi) with GT3 Cup equivalents (800 CHF + VAT), front brake pads had given up 2000km earlier. It is the rears that need attention. Insufficient thickness, significant brake bias and Traction Control devour rear brake pads: barely 15000km for the first set (OEM), 6000km with the second (Pagid). Partial remedy comes from not using Traction Control on dry pavement.

GT3s are delivered with a very conservative set-up with high ride height and neutral axle adjustments. Being disturbed by track-out understeer, I asked for more front end bite without making the rear too edgy. Ride height dropped, about 2 degrees front and 2.5 degrees rear of camber, with corner weights adjusted. Since the car is entirely adjustable, all it takes is an experienced mechanic. Result ? No idea. Without a direct, before/after comparison, it is very difficult to gauge differences, my learning curve running in parallel with progressive adjustments of the car. My only certainties are that the car is now properly tuned for track use with a neutral balance, and that the front splitter clearance is even worse than stock.

Total cost of ownership comes down to 2.94CHF/km (4.3 USD/mi) all included, with incremental kilometers at 0.71 CHF. Depreciation stands out by a large measure, a virtual depreciation since the car was bought in California for about 30% less than European prices, or about the cost of depreciation over 2.5 years. Base price in Switzerland in 2007: 171400 CHF, estimated resale value in Aug 2010 at 30’000km: 115’000 CHF, or 21’100 CHF per year.

Fixed expenses (insurance and taxes) follow with 3740 CHF per year, then a pretty hefty gas bill due to a 16.6L/100km average skewed by track use, and the cost of 98 unleaded in Germany. Brakes, tires and maintenance are distant followers. These running costs are not cheap, but that is not a steep price to pay for the thrills of driving one of the best sport cars on the most thrilling tracks of the world. Images say it better than a thousand words.

Technical specs

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Picture Gallery – Alameda Photoshoot

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