My husband recently took the GT3 out for a spin at Okayama International Circuit. He wrote up his impressions, so please have a look if you’re interested.

Heading to the Track with the GT3

Since last year, we’ve been members of the official Porsche owners’ club, Porsche Club Japan.

Normally, I’m not a fan of group activities—I prefer being on my own—so joining something like this is unusual for me. That said, this was my first time participating in an event. Since it was a track day at Okayama International Circuit, I decided to take the GT3 along.

I had driven the Okayama circuit before on simulators like iRacing and rFactor2 at home, so I had a rough idea of the layout, but this was my first time driving it in real life.

We left home at 6:30 AM to arrive by 9 AM, heading west on the Sanyo Expressway. It was my first time on the highway in the GT3 in a while. The high-speed stability is as incredible as ever. The ride is unbelievably flat and smooth, and the GT3 transforms into a very comfortable machine, quite different from its street driving character.

Okayama International Circuit can be reached via several routes with no single set path. This time, we followed the route north from Wake IC as directed by Porsche’s factory navigation system. (I wonder why it chose this route that day…)

We refueled along the way and killed some time, but somehow arrived much earlier than planned. With no one else at the pits, I spent some time admiring the GT3 while waiting for the briefing.

First Laps at Okayama International Circuit

After the briefing, the first session began. We were lucky to have a generous schedule of five 30-minute sessions.

Lining up in the pit lane alongside GT3 RS and GT2 RS models, we hit the track as the green light came on and accelerated hard.

The acceleration you can experience here is impossible on public roads. “The GT3 really is fast,” I thought, thrilled by the speed and sound as the first lap flew by and the tires and engine warmed up, ready for full-throttle driving.

Porsche’s Track Precision app records and displays various data such as speed, RPM, throttle position, and braking information.

Enjoying the 9,000 rpm engine is only possible on a circuit in Japan. The engine revs beautifully with no sign of strain or hesitation, smoothly climbing all the way to the redline. This engine is truly amazing.

After some light laps to get comfortable, I was running around 1’49” to 1’50”. Using the Porsche official Track Precision app to log data, I gradually memorized the course.

With each lap, I thought carefully about which gear to use and where to be cautious. Personally, I found Hobbs Corner challenging. Opening the throttle at the exit easily causes the rear to slide.

I tried to be as gentle as possible, but the traction varied depending on the racing line. After many trials and errors testing different lines, I found running slightly wide on the exit felt easier for me.

The GT3 Started to Open Up to Me

The Track Precision app recently added Apple CarPlay support.

When I drove at Suzuka previously, I was still unfamiliar with the car and felt like I was being driven rather than driving. This time, I felt I was starting to handle it better.

For example, I got used to the strong bite of the PCCB brakes and learned how much pressure to apply for the desired effect. I also gauged how much lateral G-force I could handle in high-speed corners, and fully adapted to the GT3’s unique ability to shift up while keeping the throttle pinned.

Among all this, the PCCB brakes remain impressive. On the back straight, I hit about 220-230 km/h, then brake hard down to around 60 km/h. Even if I brake a bit late and think, “Oops, that might have been too late…,” pressing the pedal more makes the brakes bite even harder.

Compared to the feel of cast iron brakes, this seems to have even more stopping power beyond what you’d expect, which gives great confidence. On a circuit like Okayama, where brake usage is critical, this is especially effective.

Also worth noting: after four sessions and about 30-40 laps, there were no visible issues or any drop in PCCB braking performance.

I Want a Wing

The second corner (Williams Corner) is the fastest corner at Okayama International Circuit. You exit turn one and sweep left at high speed. Data shows lateral G-forces peak around 1.2 to 1.3 G, but the wingless GT3 Touring shows strong oversteer in the data as well.

Honestly, I wish it had a large rear wing like the GT3 RS.

I ran alongside a GT3 RS during the day, and while the straight-line speeds weren’t much different, the cornering speeds were noticeably higher on the RS, gradually pulling away. According to the GT3 RS owner, just adjusting the rear wing angle makes a big difference in drivability, so downforce clearly plays a major role.

Thinking about it, RS models really are the way to go on the track. For me, since touring is my main use, the wingless Touring package suits me fine, but if I ever consider a circuit-focused car in the future, I’d rather go for the GT3 RS than the standard GT3.

In the end, I skipped the final session and finished after four sessions. Since there were members from other clubs, the track was mixed, but running a track day with fellow Porsche owners means everyone drives politely and skillfully, making it very reassuring.

Since it’s a track day, it’s not about rankings or lap times, but the pure joy of pushing your beloved car hard on the circuit. I’d love to join again if I get the chance.

Bonus

If you like, please enjoy the sound of the 9,000 rpm engine.
(I chose laps with as few other cars visible as possible, so the times and lines are a bit embarrassing…)