The GT3’s stability is incredible. It felt so settled and unruffled that I found myself wondering, “Can I push a little harder?” When I fed in more throttle mid-corner, the tires began to approach their limits, the car’s balance shifted slightly, and PSM stepped in. “So that’s where PSM intervenes when it’s switched on.” I kept feeling out the limits as I went from the Dunlop Curve toward Degner.

I ducked under the crossover and accelerated hard in second gear. At 9,000 rpm, I listened to the sublime sound of the naturally aspirated flat-six as I headed for the Hairpin.

The GT3 turned in more easily than I expected at the Hairpin. In the Boxster, I’d had to work harder, and if I carried even a little too much speed, the car would run wide. In the GT3, I could simply turn the wheel and feel the nose tuck in decisively.

Compared with the Boxster, the GT3 has far less of an understeering tendency. If anything, it feels a little more prone to oversteer.

It takes some nerve to keep your foot down through 200R, but I decided to commit and go for it. Partway through, though, it wasn’t so much fear as the GT3’s price tag flashing through my mind that made me back off. I took it easy into Spoon. The GT3 stayed impressively composed through the second half of Spoon and on the exit leading to the back straight. This is a section where a poor line or excess speed can unsettle the car, but the GT3 has a remarkably forgiving nature, brushing off small mistakes as if nothing had happened.

Naturally, I went flat-out down the back straight before reaching the challenging 130R. I remember taking it at around 140 to 160 km/h in the Boxster, but the GT3 had far more in reserve. Even at around 170 to 180 km/h, it didn’t feel especially intimidating. I could probably go faster. But honestly, it was harder to stop thinking about the GT3’s price tag than it was to overcome my fear. (Laughs)

When I went through 130R, I couldn’t help thinking, “I wish this GT3 had a rear wing.” Or, more accurately, “I wish this were a GT3 RS.” The wingless GT3 Touring Package was perfectly stable, and I had no complaints—but I wanted to experience the next level of performance.

If track driving is your main priority, the GT3 RS is probably the way to go.

Braking before the chicane, I was struck by how easy it was to modulate the brakes. Porsche’s standard brakes are also very easy to control, but the PCCBs offer an especially wide window of control. If I thought, “I slowed down a little too much” or “I didn’t slow down enough,” I could make a small adjustment to pedal pressure and bring the car neatly to the point and speed I had in mind.

The brakes on other high-performance supercars are excellent, too, and some may offer equal or greater stopping power. But the control and feel of Porsche’s brakes—how naturally they respond to your instincts—is what makes them feel like “Porsche brakes.”

My Verdict on the GT3 at the Track

This was my first time taking the GT3 on track, and my clearest takeaway was that I was nowhere near mastering it. I’d become quite comfortable with it on public roads and had started to feel as if I could handle it exactly as I wanted. That confidence, I realized, was an illusion.

The GT3 has hidden character and capabilities that never show themselves on public roads. Once unleashed, they make it abundantly clear that the driver’s skills are nowhere near the car’s level.

The GT3 has such extraordinary performance that just about anyone could put in a reasonably quick lap. Its capabilities can make up for a lot—even a poor line or a mistake under braking. But if you can learn to use that performance more deliberately and turn it into faster lap times, the GT3 can show you an even higher level of performance.

I hadn’t yet managed to bring out the car’s capabilities in a positive way. So far, they’d mainly been helping me compensate for my mistakes and lack of skill. That’s why I came away feeling that I still had a long way to go before I could say I’d mastered the GT3.

There were a lot of cars on track, with beginners and advanced drivers sharing the circuit. Yellow flags and a red-flag stoppage meant I didn’t get a single clear lap, so I wasn’t able to record a meaningful lap time.

These days, I’m analyzing the car data and video recorded by Porsche’s official smartphone app, Porsche Track Precision, to see what went well and where I can improve. I’m also practicing on Gran Turismo Sport at home, and I hope to get back on track soon.