For some reason, this blog has very few articles about the 997 or 987 models.
It’s not that I dislike them—in fact, I’m quite interested in these Porsches—but surprisingly few people around me own them, so opportunities for coverage have been limited.

This time, a reader kindly requested a feature, so I took the opportunity to test drive one and will share my report.
As always, even though it’s a feature, I intend to write honestly without any bias.

Porsche 911 GT3 (997 Facelift)

The car I had the chance to drive is a 2010 model year 997 facelift GT3.

The engine is based on the unit from the Porsche 911 GT1 that competed at Le Mans, a 3.8L producing 435PS at 7,600rpm and 43.8kg·m of torque at 5,500rpm.

Of course, at that time, the GT3 was only available with a manual gearbox—no PDK option was offered.

The clutch is quite heavy. According to the owner, it’s been upgraded to an aftermarket twin-plate clutch with a lightweight flywheel.
Even so, it remains sufficiently heavy. The 991 and 981 models also have fairly heavy clutches, but the 997 is even more demanding.

Starting the engine is typical of the 996 and 997 series—not flashy at all. The tachometer needle gently rises to around 2000rpm before settling into idle.

When you lightly rev the throttle, the response is surprisingly sharp compared to the startup feel. Especially with the lightweight flywheel fitted, managing the revs can be tricky.

Carefully engaging the clutch, I set off.

The first impression is that the ride quality is surprisingly good.

The suspension is stock PASM with normal ride height, completely original. Compared to the 991 or 992 GT3, the ride is noticeably softer. Even with ADVAN Neova tires fitted, the comfort is excellent.

Setting PASM to Sport mode only introduces a slight firmness, making this the mildest road feel of any GT3 I’ve driven so far.

That said, the car is low with short suspension travel, so larger bumps will still unsettle it—you can’t expect the same comfort as a regular Carrera, so keep that in mind.

The GT3’s Engine and Suspension

The engine still revs freely. It’s a classic high-revving powerplant where power scales beautifully with rpm, which feels fantastic. Having recently driven turbocharged 992 and 718 models, this naturally aspirated engine feels even more rewarding.

With 435ps and 43.5kg·m, the 992 might feel quicker at low to mid-range speeds, but the high-rpm acceleration is truly exceptional—beyond what the numbers suggest.

This is unmistakably a true ‘GT3.’

There are no aids like auto-blip, so you have to match revs yourself. With the lightweight flywheel, the engine responds so quickly that it often over-revs, making it hard to get the perfect rev match.

After some trial and error, I finally got used to the engine’s responsiveness.

The GT3’s Handling Is Where Its True Strength Lies

Regarding engine and power delivery, the 997 GT3 shares a similar feel with the 991 and 992 GT3s, though with different power figures.

But the biggest difference is in the handling.

This GT3 is honestly “challenging” to drive.

Or rather, the 991 and 992 are just too easy. I believe this is the true chassis setup of the original GT3.

At first, if you drive it like a 991 or 992 GT3—just turning the steering wheel normally entering a corner—you might think, “Wait, is this really how a GT3 feels?”

Trying the same approach on the next corner, the slightest change in body movement and yaw response can be felt.

Even on the following corner, the behavior doesn’t quite repeat consistently.

Then, taking a proper driving position, firmly pressing the footrest with your left foot, anchoring your shoulders against the seatback, and steering by pushing with your shoulders as a pivot,

in other words, driving by the book—loading the front tires through the corner while steering—the previously dormant GT3 suddenly springs to life as if saying, “I’ve been waiting for this!”

Finally, you get the feeling of “Yes, this is how a GT3 should behave.”

Once you understand this, the GT3 becomes incredibly fun.

The 997 GT3 clearly reflects the driver’s skill in the car’s behavior.

While the 991 and 992 GT3s also do this at circuit speeds, on regular winding roads at everyday speeds, anyone can carve razor-sharp corners just by turning the steering wheel.

That’s the major difference.

The better the driver, the more the 997 GT3 rewards them.

If you make a mistake or delay your weight transfer or steering input, the car’s behavior immediately reflects it. This makes it difficult to drive consistently and reproduce the same line.

Therefore, drivers naturally want to drive smoothly and enjoyably, constantly experimenting to master the GT3.
It’s this “trial and error” process that makes driving this GT3 so engaging.

The More Skilled You Are, the More You Appreciate It

A racer who has competed in the Porsche Carrera Cup once said, “The 992 Cup car is insanely fast. But the 991 Cup car was more fun. And the 997 was even more fun than that.”

After this test drive, I feel I understand that sentiment a little better.

The driver’s inputs (controls) directly affect the car’s behavior (output).
This is the analog driving pleasure, and mastering it is what makes it “fun.”

If you’re thinking of buying a 997 GT3, it’s best to take at least a basic sports driving course first.

It’s too much of a waste for beginners to drive one just for looks or status.

That’s how I feel about the Porsche 997 GT3.