Why the GT3's engine will soon die? For the last 25 years, the GT3 has been the peak of the 911 range with a recipe that remained relatively unchanged. A carbon fibre body consisting of an enormous rear wing, rear-wheel drive, double wishbone suspension, an enormous roll cage replacing the back seats, and a high-revving, race-derived, naturally-aspirated Flat-6 powering it. However as with all great engines, this legendary engine will soon meet its end within two years. Porsche’s GT boss, Andreas Preuninger, recently confirmed that the GT3 will likely lose its naturally-aspirated engine by 2026. There are two key reasons as to why. For starters, there are the ever-growing stringent Euro 7 emission rules that are becoming ever tighter on high-revving naturally-aspirated engines. Preuninger stated, “I don’t think we can handle Euro 7 without electrification or without turbos.” However, another reason to consider is horsepower or be it a lack thereof. The latest 992.2 GT3 produces exactly the same 503 horsepower as the 992.1. This follows a trend of other naturally-aspirated engines that seem to have reached their peak power output. Ferrari’s V12 has maxed out at 819 horsepower and Lamborghini’s recently retired V10 has run out of go at 640 horsepower. Naturally-aspirated engines are no longer the powerhouses they once were. Nowadays they are built to invoke emotion, to provide a thrill that is unmatched by turbocharged hybrid equivalents or EVs. But as time moves on, and so does the game, they are very much dinosaurs. A reminder of the past, a past that no longer exists. As a result, they will be retired. What new engine will the next GT3 use? For the next GT3 variant, Porsche only has one solution. The same unit hybrid unit that’s currently found in the Carrera GTS-t hybrid. A 3.6-litre turbo Flat-6 with an electrically driven turbocharger and an electric motor within the transmission, all supported by a compact high-voltage battery. This result is 60 more horsepower than the previous 992.1 GTS, reduced turbo lag, higher responsiveness and only 50kg gain in weight. An astonishing figure considering most Hybrids gain almost 160kg over their petrol power alternatives. Certainly seems like the perfect unit for the next GT3, and it will undoubtedly make it faster in a straight line. But a GT3 isn’t about straight-line performance. It’s about responsiveness, delicacy and handling. Preuninger emphasized this fact stating “For a GT3, a straight is the connection between two curves.” So even though this new car has rocket ship performance, the top priority should be to ensure rapid responsiveness and featherweight delicacy. And here is where the problem comes in, Preuninger agrees that the “The system itself is the right approach… but there’s a reason we don’t use that on a GT3.” That key factor is the GTS-t hybrids gearbox which weighs 20kg more than the PDK of a GT3. And weight gain in a GT3 is like removing cocoa from a chocolate bar, you are left with nothing. Some might say Porsche’s best solution would be to use the Turbocharged Flat-6 they’ve used in their base 911s for the last 8 years. Certainly, it will be lighter but this system lacks the responsiveness and immediacy of the hybrid setup. What does the future hold for the GT3? Porsche’s engineers have certainly got their work cut out for them with the next GT3. It’s certain to gain its fair share of critics who will undoubtedly state it to be not a “true GT3.” But with changing emissions and not wanting to be left behind in performance, Porsche have no choice but to adapt to these changes. Undoubtedly Stuttgart’s finest will work out a way to balance these new regulations with the thrill of a GT3. Hopefully, they’ll design a bespoke unit that makes both parties happy, we already know they’ve patented a new 6-stroke engine and have invested $100 million in e-fuels so it’s clear oil still burns in their veins. But the big question is, do all these changes remove the spirit of a GT3? Who knows, we’ll have to wait and see. Until then though, the latest 992.2 GT3 is here, it revs up to 9000rpm, it weighs around 1.4 tonnes and it burns petrol to create a truly raucous authentic soundtrack. So whilst it’s still alive let us all revel in one final drive in the best variant of the world’s best sports car. As this 4.0L Flat-6 roars off into the history books. Source: Autocar
