2022 Porsche 911 GT3 Touring Review: New Magic Wand

It’s almost unfair to boil down the 911 GT3 Touring to just one aspect: its demure looks.

Yes, this one has a manual transmission, which transforms the drive far more than ditching the regular GT3’s swan-neck rear wing does. But the three-pedal setup is available on that car as well, so it’s not unique.

The truth is the Porsche 911 GT3 Touring needs to be viewed as a whole. Like the cast of characters in Stranger Things, its talent pool is wide and deep, but every aspect shines only because it’s supported by other, equally impressive parts. This is an improbably analog car despite a boatload of tech, all tech to deliver hit after hit of distilled driving enjoyment for the lucky few.

To fully frame the importance of the Touring, there has to be a history lesson. The 911 GT3 arrived on the scene over 20 years ago, first as a 360-horsepower high-revving version of the 996-generation car. Ostensibly built to satisfy racing regulations, the GT3 quickly became the symbol of driving purity within the vast 911 model lineup. That continued through the next 997 generation, but Porsche’s decision to equip the 991-generation car with only a dual-clutch auto rankled some enthusiasts. It’s a car literally designed for the track, so went the thinking, and PDK is simply quicker there.

The limited-edition, manual-transmission 911 R preceded the return of the three-pedal setup for the facelifted 991.2, which included a more low-key Touring variant. That two-pronged approach continued when this 992-gen GT3 touched down last year, the manual and Touring coming in at no extra charge over the regular car.

So what does Touring mean in 2022? As previously mentioned, that enormous swan-neck rear wing is gone, a small deployable lip spoiler in its place. The front bumper is the same design as before, but body-colored now, in this case the excellent Gentian Blue. Blacked-out window trim reverts back to chrome, adding just a flash of class. Everything else is as before. Those impossibly thin-spoked center-lock alloys, measuring 20 inches in front and 21 inches out back; the flat underbody and sizeable rear diffuser; the slotted front hood; the GT3 Touring doesn’t shout about its abilities, but those in the know will still clock the pieces that set it apart.

And oh boy will they hear it coming.

It’s a minor miracle an engine like this even exists in 2022 (ed note: you said that last time too, Kyle). This is the exact same drivetrain that Porsche has gifted the regular GT3 with, a beautifully free-revving 4.0-liter iteration of that iconic flat-six. Everyone else is chucking turbos at their cars, including Porsche itself, but this atmospheric wonder has eaten its veggies, producing 502 horsepower and 346 pound-feet of torque all while en route to a wild 9,000-rpm redline.

Exploring the upper reaches of that centrally-mounted tachometer reveals a range of personalities from the engine, culminating in a shriek suited to the race track. With no rear seats and less sound deadening than other 911s, that note is pervasive, addictive. So long as it’s on, you feel the flat-six, the buzz making its way from the tail through to those fixed-back seats, reminding you something truly special sits back there.

As glorious as that engine is, the rest of the package rises to match it. The double-wishbone front suspension glues the front wheels to the intended line no matter what the GTA’s worst roads throw under the sticky Pirellis. There is zero slack in the perfectly-sized steering wheel, hefty and direct and brimming with feedback. Sneeze and, if you’re not careful, you might change lanes. The standard steel stoppers are perfectly progressive. Without track time it’s impossible to say whether they’d eventually fade. There’s zero hint on the road, of course.

The Touring demands your attention, sure, but it rewards you with not only the most satisfying driving experience in the 911 range, but one of the best out there, at any price.

If the Touring is really the more liveable GT3, then by golly that’s what I was going to test during our days together. I took it for a grocery run. I commuted from the city core out to the airport, and further on, to ferry a friend home. I didn’t park it when the forecast turned sour—instead, I drove it more in the rain than the dry.

I’d be lying if I said it was completely painless. The Touring will do the daily commute, but like a teen being asked to go phone-less all weekend, it’s not what it wants to do, and it makes sure to let you know. There’s the constant roar of the engine, for starters: ambrosia for us car-nerds, but counter-productive when you and your fiancée are handling catering calls on the road mere weeks from your wedding. The ride is unsurprisingly firm, muffled thwaps making their way to the cabin at every expansion joint. And while those carbon-fiber seats look divine, they lack much in the way of adjustments, and heating and ventilation are no-gos. At 5’10” and 180-ish pounds, I’m at the upper end of who will fit, too. Porsche will sell you a 3D-printed seat should you really want a precise fit, however.

All that said, these are small prices to pay for a Porsche so potent. And there are perks for going Touring, too. No rear seats (and the frunk) makes the GT3 a pretty capacious grocery hauler—just resist the urge to explore lateral gs at the on-ramp. The regular GT3 has to make do with a limited range of interior color schemes, but that’s not the case here. This tester comes with a beautiful beige interior and embossed leather dashboard. It makes the Touring feel special and classy in a way the all-business, all-RaceTex GT3 can’t match.

Beyond that, Porsche’s newest infotainment system does the job, with wireless Apple CarPlay and Android Auto pairing and straightforward menus. There’s an upgraded Bose sound system, too. I even listened to a few songs through it. You’d do the same if you had that instrument sitting a few feet behind you.

Talking GT3 Touring pricing is practically academic. You don’t just rock up to the neighborhood Porsche dealership and buy one—you have a long history with the folks there already, and you’ve waited patiently for not just this, but probably a few other Porsches.

You’re looking at $171,150 ($181,800 CAD), including destination but before any options. This car’s significant checklist includes the Exclusive Manufacktur leather interior, which makes up the lion’s share of the additional cost at an eye-watering $15,350 ($17,510 CAD). Let’s be real, though: if you’re fortunate enough to be even considering a GT3, it’d be frankly silly to stop short of speccing it exactly how you wanted.

This Canadian-spec tester ends up ringing in at $228,020 CAD, or roughly $212,450 in the US. More than the last GT3 we tested, and indeed the GTS Targa, too. It’s more special than either, though.

The 911 GT3 Touring is a glorious rolling contradiction. The latest in a lineage of homologation specials, Porsche has intentionally made it (fractionally) slower for the sake of driver enjoyment. The brand listened to customers’ demands, and the result is a car that involves the driver more on the road, without sacrificing any of the shock and awe the GT3 is capable of. From a practical perspective, it sets the bar for feel and involvement for this job, the example by which all other performance cars are judged. On an emotional level, I have to pinch myself for being lucky enough to make that sort of call for a living. The GT3 Touring is truly special, and every single person who gets to own one—or even drive it—has made the right choice.

FAQs

How much does the 2022 Porsche 911 GT3 Touring cost?

The latest GT3 Touring starts at $171,150, nearly $9,000 more than it listed for last year. Canadian prices start at $181,800 CAD, same as before.

Is the 911 GT3 Touring only available as a manual?

Not anymore. For this generation, Porsche offers both the GT3 and GT3 Touring with the no-cost choice of PDK or manual.

Is this the quickest Porsche 911?

No; for that, you’ll be looking at the bonkers-quick 911 Turbo S.