2007 Porsche 911 Review

A street-legal race car? Leave it to Porsche to come up with one.

Called the GT3, this new 193-mph Porsche coupe is virtually track-ready and is a hot version of the automaker's non-turbocharged iconic, rear-engine 911. Porsche calls the GT3 "the most direct link between a road-going sports car and a track-proven racing car [that] provides a unique synthesis of everyday driving qualities and thoroughbred racing technology."

The $106,000 GT3 is the ultimate car for Porsche 911 fans, although only a few hundred will be sold annually in America. (There's an even more race-oriented GT3 RS version for $123,000 with the GT3's engine, but it's strictly for racers because it eliminates luxury items and most of the interior -- and adds a roll bar.)

The GT3 looks like a race-bred car, with special front and rear body sections and large rear spoiler. Aerodynamic improvements made at both ends are carefully matched and coordinated to ensure optimum balance on front and rear axles. However, the low, deep nose can be easily damaged if a driver isn't careful when pulling up to stationary objects.

The GT3's compact engine produces 415 horsepower, which makes it the most powerful non-turbocharged Porsche 911 ever built. The car weighs only 3,075 pounds and revs, race-style, to a hair-raising 8,400 rpm. That's enough to whisk the GT3 from 0-60 mph in 4.1 seconds and to 100 mph in 8.7 seconds.

The $122,900 turbocharged 911 Turbo model has 480 horsepower, but the more comfortable Turbo isn't race-oriented like the GT3. For instance, you can get the Turbo with an automatic transmission, while the GT3 comes only with a six-speed manual gearbox.

The GT3 is basically a lightweight version of the standard non-turbo $72,400 911 Carrera coupe, which has 325 horsepower. The GT3's dual overhead camshaft, 16-valve engine with new variable intake valve timing has myriad lightweight-but-rugged parts and titanium connecting rods. There's even a special dual-stage exhaust system.

A low-emissions unit, the GT3 engine delivers an estimated 17 mpg in the city and 24 on highways.

The new Porsche has vaultlike solidity but is made lighter throughout for higher performance. That means it has less sound insulation than other 911s, aluminum doors and luggage compartment lid and a plastic engine lid.

The GT3 thus is noisier than other 911s. For instance, you can always hear the engine. It starts with a snarl and rumbles ominously at idle -- and drones in certain rpm ranges at higher speeds. You can turn on the sound system, but my test car had a marginal one that was best left off.

The interior is comfortable for tall occupants, with good adjustments for the highly supportive seats, although climate and sound system controls should be larger for easier use. The steering wheel rim, gearshift and hand brake are covered with high-quality, grippy Alcantara, which also is in the middle section of the seats, which were partially leather-covered in my test car.

The clutch calls for above-average effort to depress. The six-speed manual transmission shifter also is a high-effort affair, although it has short throws and is fun to work once you get used to it. The power steering provides good road feel but is almost too fast for daily commutes.

The brake pedal has a firm feel. A regular 911 has exceptional stopping power, but my test car's optional ceramic composite brakes allowed fantastic braking, although they were somewhat touchy in town.

My striking "Speed Yellow" GT3 was nearly as easy to drive leisurely as the standard $72,400 911 Carrera coupe. Making such a race-oriented car so civilized isn't easy.

Compared with a standard 911, the GT3's controls are a bit firmer and its ride is stiffer. But you can loaf in town in fourth gear with the climate control system on and the power sunroof open. Porsche's electronic adaptive shock absorber system -- the Porsche Active Suspension Management (PASM) system -- permits generally comfortable ride settings for routine driving on bumpy or non-smooth surfaces.

Putting PASM in "Sport" mode on anything but flat, even pavement will cause you to get jolted a bit because that mode is for smooth-surface track driving, although it's still relatively comfortable. This mode switches to a more compliant setting when it detects bumps. Moreover, pressing the Sport button activates an engine control "map" that adds almost 14 additional horsepower.

Like its 381-horsepower predecessor, the refined new GT3 is built to run hard, preferably on a race track, and is more stable at higher speeds. The rear-drive car has fantastic traction. For the best transmission of power to roads, it has a comprehensive traction package, including new electronic Traction Control, 19-inch sport tires specially designed for the car, mechanical limited-slip differential and automatic slip control.

Safety items include six air bags, including thorax air bags integrated in the seats at the side to protect the upper body and head air bags in the upper door linings.

The front cargo area has a deep center area and is spacious enough for those who pack lightly. There's also cargo space behind the front seats.

Most people would be happy with regular 911 models, but the GT3 offers an alternative for serious drivers who want a genuine, race-bred car.

2007 PORSCHE 911 GT3

PRICE: $106,000.

LIKES: Race-car-like speed, handling and braking. Civilized. Comfortable interior.

DISLIKES: Expensive. Rather noisy. Firm clutch. Low front ground clearance.