Porsche 911 GT3 Touring (992.2) (2025 – Present)

Current Porsche 911 GT3 with Touring Package (992.2) – Reviews, Pricing, Specs & Buyers Guide

The Porsche 911 GT3 with Touring Package (992.2) is the connoisseur’s GT3: same shrieking 4.0-liter, 9,000-rpm flat-six and track-ready chassis, wrapped in a more understated, wing-less body that nods to Porsche’s greatest road-biased performance 911s. With the 992.2 update, the Touring becomes even more configurable, more aero-efficient, and more usable, while staying gloriously non-hybrid in a 911 range that’s increasingly electrified.

Porsche launched the 992.2 GT3 and GT3 with Touring Package together in October 2024, calling it a “double premiere” to celebrate 25 years of the modern GT3.

Key context:

• The Touring Package first appeared on the 991.2 GT3 in 2017 and quickly developed a cult following: all the GT3 hardware, none of the boy-racer wing.
• For 992.1, Touring returned as the stealth spec; for 992.2, Porsche makes it available from launch, not as an afterthought.
• At the same time, Porsche hybridized the Carrera GTS range with the T-Hybrid system—but kept the GT3 cars purely NA to preserve their identity and keep weight in check.

So the 992.2 GT3 Touring exists as a deliberate statement: while much of the 911 world goes turbo-hybrid, there’s still a place for a naturally aspirated, manual-friendly, analog-feeling 911 that you can enjoy every day without shouting about it.

Engine & Powertrain: Pure NA, Zero Hybrid

Under the decklid, the Touring shares its heart with the regular GT3:

• Engine: 4.0-liter naturally aspirated flat-six
• Power: 502 hp (375 kW) @ 8,400 rpm
• Torque: 331 lb-ft (450 Nm) @ 6,250 rpm
• Redline: 9,000 rpm

From Porsche and technical write-ups:

• The 992.2 engine keeps the same headline figures as the 992.1, but gets revised camshafts, optimized individual throttle valves, and updated cylinder heads, along with two gasoline particulate filters and four catalytic converters to meet tougher emissions rules.
• Despite the extra hardware, Porsche claims—and reviewers agree—that the engine is at least as responsive as before, with beefed-up mid-range and the same savage top-end rush.

Transmissions

The Touring remains a rare modern supercar where you can still row your own gears:

• 6-speed GT Sport manual: Shorter final-drive ratio than before, fixing complaints that earlier GT3s were over-geared for the road.
• 7-speed PDK dual-clutch (option): Same 502 hp, 9,000-rpm violence, but with lightning shifts and quicker lap times.

Dealers and Car and Driver list identical base pricing for GT3 and GT3 Touring—around $224,495 in the U.S.—with manual or PDK at the same MSRP, buyer’s choice.

Drivetrain

• Layout: Rear-engine, rear-wheel drive only
• No AWD and no hybrid—those are reserved for GTS and Turbo models.
• Chassis, Aero & How the Touring Differs From the Winged GT3

Mechanically, Touring = GT3. The differences are almost all above the beltline.

Suspension & Brakes

All 992.2 GT3s, Touring included, get the heavy-hitting chassis kit:

• Double-wishbone front suspension (RSR race-car-inspired)
• Multi-link rear with rear-axle steering
• PASM (Porsche Active Suspension Management) with GT-specific tuning
• Steel brakes standard (408 mm / 380 mm); PCCB ceramics optional

The 992.2 update adds RS-inspired aero touches to the chassis itself:

• Aero-profiled front wishbones (“aero bars”), previously GT3 RS-only, now standard on GT3/Touring, generating additional downforce at the front axle

On track, MotorTrend and PCA’s first-drive pieces both report that the new GT3 and Touring feel more planted and stable, especially in fast sweepers, without dulling steering feel.

Aero: No Wing, but Not Naked

Touring gets the same under-car aero and diffuser work as the winged GT3, but deletes the fixed swan-neck rear wing:

• Front end: Larger, reshaped splitter and more complex underbody air guides increase downforce and optimize flow.
• Rear: Instead of a giant wing, Touring uses an extendable active rear spoiler with Gurney flap to claw back much of the downforce with far less visual drama.
• Net result: Slightly less peak downforce than the winged GT3, but lower drag and a cleaner silhouette.

Driving Enthusiast notes that the active spoiler lets the Touring hit a slightly higher top speed than the winged car due to reduced drag, while still being stable at autobahn pace.

Performance: Numbers and Real-World Feel

Official Porsche-level figures for the 992.2 GT3/GT3 Touring are close to the outgoing cars, with small tweaks:

• Power: 502 hp
• Torque: 331 lb-ft
• 0–62 mph (PDK): ~3.4 s (Euro figures)
• 0–62 mph (manual): ~3.9 s
• Top speed: ~193–194 mph (Touring often quoted a touch higher than winged car due to lower drag)
• Curb weight: roughly 3,150–3,200 lb depending on gearbox and options.

MotorTrend’s combined first drive of the 992.2 GT3 and Touring finds the facelift car marginally quicker around a lap and more composed on fast circuits than the 992.1, but the character remains: razor-sharp turn-in, towering grip, and an engine that begs to live above 6,000 rpm.

PCA’s review of a Lightweight-package GT3 Touring (more on that below) calls it “one of the most complete driver’s cars Porsche has ever built,” highlighting the blend of track-day focus and cross-continent comfort.

Design & Interior: Understated Outside, Focused Inside

Exterior: Stealth GT3

Visually, the Touring leans into understatement:

• No fixed rear wing—just the active spoiler and a small “GT3 Touring” badge.
• Same reshaped 992.2 front bumper with larger intakes and Matrix LED headlights (all light functions now in the lamp units, so fewer cutouts in the bumper).
• Subtle brightwork around the windows and front grille on some specs, emphasizing the more “grand tourer” brief.
• GT3 ride height, wide body, center-lock wheels and big brakes still tell anyone paying attention that this isn’t a normal Carrera.

Think of it as a 997 RS in a suit: if you know, you know.

Interior: Digital but Focused

Inside, the Touring shares the 992.2 GT3 cabin updates:

• 12.6-inch fully digital instrument cluster with configurable layouts (classic five-dial, track view, etc.).
• 10.9-inch PCM infotainment with updated graphics, enhanced CarPlay, and app support.
• GT-specific steering wheel and seats; Sports Seats Plus standard, carbon buckets optional.
• Manual cars get a short-throw shifter, described by various testers as very similar in feel to the 911 S/T’s lever—short, precise, mechanical.

Wheelz.me’s overview of the Touring stresses its “performance meets elegance” angle: motorsport hardware, but with more leather, cloth and lower-key trim choices, making it an easier place to spend hours than a GT3 RS or hardcore track special.

Model-Year Updates & Option Packages

The 992.2 GT3 Touring is effectively all-new as a 2025 model, so the big “update” is the move from 992.1 to 992.2:

• Revised aero (front splitter, diffuser, underbody guides, rear bumper).
• Updated engine internals and emissions system, same 502 hp / 331 lb-ft on paper.
• Shorter final drive for the manual.
• New interior layout with fully digital cluster.

Lightweight / Leichtbau Package

Several dealers (Porsche San Francisco, Fort Collins, Sugar Land, etc.) highlight a Lightweight / Leichtbau Package specifically for the GT3 Touring:

• CFRP anti-roll bar, coupling rods, and rear shear panel
• Forged magnesium wheels
• Lightweight door panels and component tweaks
• 40-Ah lithium-ion starter battery

Porsche claims meaningful weight savings; some sources put the lightest configurations in the ~1,420 kg (~3,130 lb) range.

Other Key Options

• PCCB ceramic brakes
• Weissach-style carbon roof and carbon exterior bits in some markets
• Clubsport/roll-bar packages (market-dependent)
• Rear seats can be optionally added in some Touring configurations (or removed as part of lightweight specs), giving surprising practicality for such a focused car.

Reviews & Reception

MotorTrend

MotorTrend’s first drive of the 992.2 GT3 and Touring finds that the changes, while subtle on paper, add up:

• Engine feels as immediate and thrilling as ever
• Front end grip and confidence are improved thanks to aero and suspension refinements
• On track, the car is more stable and easier to lean on than the 992.1 GT3
• On the road, Touring in particular feels like the sweet spot for real-world enjoyment, especially with the manual.

Porsche Club of America (PCA)

PCA’s first drive of a Lightweight GT3 Touring concludes that the 992.2 Touring:

• Preserves the analog feel through steering, pedals and gearbox despite the digital cluster
• Is happy running mundane errands, then turns into a serious weapon on a mountain road or track
• Delivers an even better spread between comfort and capability than the outgoing Touring.

Enthusiast Press & Community

• Carwow, Driving Enthusiast and others emphasize the dual nature: radical GT3 hardware, but grand-tourer aesthetics.
• A common refrain: “They didn’t ruin it.” In a time when many performance cars are gaining turbos, hybrids and weight, the GT3 Touring’s continued NA heart and manual option are widely praised.

Criticisms mainly center on:

• Price: with U.S. base MSRP in the mid-$220k range and plenty of scope to hit $260k+ with options.
• Allocations / markups: GT3s remain hard to get at list price.
• A few purists lament the loss of the analog tach, even though the digital cluster is crisp and configurable.

Buying & Spec Advice

Should You Choose Touring Over Winged GT3?

Go Touring if:

• You want to fly under the radar but still own one of the most engaging 911s ever made.
• You mostly drive on roads, not race circuits, and value a slightly calmer visual presence.
• You like the idea of a car that feels at home at a nice restaurant valet or a long road trip as much as at a track day.

Stick with the winged GT3 if:

• You do lots of track work and want every bit of downforce.
• You prefer the full motorsport aesthetic; you see the swan-neck wing as part of the GT3’s identity.

Manual vs PDK

• Manual: The obvious choice if you’re buying a Touring for road enjoyment. The shorter final drive and S/T-style short shifter make it incredibly involving.
• PDK: Still a fantastic option if you want both track pace and daily friendliness (especially in traffic). For a “one car to do it all,” PDK Touring is compelling.

Priority Options

If you’re speccing or shopping:

• Lightweight / Leichtbau Package: Highly desirable for both dynamics and future collectability.
• PCCB if you’ll do regular track days or live in the mountains.
• Carbon roof and buckets if you lean purist; comfort seats and more leather if it’s more GT than track tool for you.

Final Word

The 992.2 Porsche 911 GT3 with Touring Package is one of those special 911s that will likely age very, very well in the lore: the facelift car that kept its naturally aspirated 4.0, launched in an era of hybrid 911s, and gave you a choice of manual or PDK, wing or no wing, and wild or restrained—without compromising the core experience. If you want a car that can howl to 9,000 rpm on a mountain pass, crush laps at a track day, and still feel perfectly at home cruising to dinner with the spoiler tucked away, the 992.2 GT3 Touring is about as close to the “one-car solution” for the hardcore 911 enthusiast as Porsche has ever built.

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Press Release

For the track and the road: The 2025 911 GT3 and 911 GT3 with Touring Package

October 18, 2024

For the track and the road: The 2025 911 GT3 and 911 GT3 with Touring Package
Porsche marks 25th anniversary with double premiere

• Exhilarating naturally aspirated 4.0-liter naturally engine
• Shortened gearing through a modified final drive ratio
• 911 GT3 with Touring Package offers optional rear seats for first time
• Weissach and Lightweight (Leichtbau) packages offer more customization
• New, optional lightweight carbon fiber bucket seats with folding function

The 911 GT3 has offered the ultimate combination of racing genes and day-to-day usability since its introduction in 1999. To mark its 25th anniversary, two versions of the new model will launch simultaneously for the first time: as a track-focused sports car with a rear wing and as a more understated version with a Touring Package. With tailor-made packages and innovative options, the GT3 variants can be customized to the customer’s taste and intended use more now than ever before.

Atlanta. The 911 GT3 enters its next generation and 25th anniversary year with an expanded lightweight equipment strategy, a naturally aspirated 4.0-liter boxer engine with 502 hp, and 331 lb.-ft. of torque, and new, highly customer-focused options. The Weissach Package, available for the first time in the 911 GT3, offers even more custom configuration for track use. Other options that further enhance its precision and sportiness are also available.

“Particularly on winding country roads, you can clearly feel that the steering is even better tuned than its predecessor,” says Porsche brand ambassador Walter Röhrl. “It instils even greater confidence in the car because it responds with more composure from the center position without losing any of its directness. The shorter gear ratios also significantly enhance driving pleasure on country roads.”

911 GT3 with modern styling

The new 911 GT3 models feature a sharpened design in the front and rear as well as improved aerodynamics. In both variants, the redesigned front diffuser, the shape of the spoiler lip, and modified underbody air guides increase downforce and optimize air flow. Redesigned Matrix Design LED headlights, available on the 911 GT3 with an optional white accent ring, consolidate the light functions of the 911 and eliminate the need for additional lights in the front fascia. This creates a clearly structured appearance and enables an enlarged air inlet area. In the rear, the diffuser, air inlets, side plates on the wing, and the decklid are all redesigned. Porsche uses special teardrop shaped trailing arms on the double-wishbone front axle. They increase downforce at high speeds and improve brake cooling. On the new 911 GT3, the front ball joint of the lower trailing arm sits lower on the front axle to create an anti-dive effect that reduces pitching under braking. This helps maintain consistent aerodynamic balance under heavy braking, which is important during corner entry at high speed on a track. The 911 GT3 adopted these modifications from the current 911 GT3 RS. The 911 GT3 comes standard with 255/35 ZR 20 (front) and 315/30 ZR 21 (rear) sport tires. Customers can also buy model-specific, street-legal ultra high performance tires through approved retailers.

Touring Package available from launch and even more customizable

The “Touring Package” designation goes back to an equipment variant of the 1973 911 Carrera RS 2.7. It has been part of the GT3 program since 2017. The 911 GT3 with Touring Package dispenses with the fixed wing and thus preserves the silhouette of the 911. An active rear spoiler with a Gurney flap and refined underbody air guides provide aerodynamic balance.

The interior of the preceding 911 GT3 with Touring Package was already a point of distinction compared to the standard GT3. A wide range of high quality colored leather upholsteries gave customers the ability to customize their car. This concept expands in the new model. Fulfilling a longstanding customer request, rear seats are now available as an option for the first time, and specifically with the Touring Package.

Lightweight design throughout

Its carefully controlled curb weight contributes to the agile and direct handling of the 911 GT3. The new 911 GT3 goes all-in on lightweight design. New, silver-colored lightweight aluminum wheels reduce unsprung mass by roughly 3.3 lbs. compared to the previous model. Magnesium wheels are available as an option with the Weissach Package for the GT3 or the Lightweight (Leichtbau) Package for the GT3 with Touring Package and they save approximately 20 lbs. A new 40 Ah lithium-ion lightweight battery also keeps weight in check by shaving off another roughly 9.9 lbs as compared to the standard 60 Ah of the previous model.

Eight percent shorter gear ratio

The 4.0-liter, naturally aspirated engine in the new 911 GT3 has been designed for current, significantly stricter exhaust standards and equipped with two particulate filters and four catalytic converters. Despite the powerful emission control system, the 911 GT3 still makes spine tingling sounds as the engine revs to 9,000 rpm. The engine maintained its impressive power through a series of optimization measures including the camshaft profile of the 911 GT3 RS and revised cylinder heads. Optimized butterfly valves in the individual throttle bodies and improved oil coolers also contribute, enabling the 4.0-liter boxer engine to generate 502 hp. In addition, both the seven-speed PDK and the six-speed GT Sport manual transmission have a final drive ratio that is eight percent shorter than in the predecessor. Both gearbox options are available for both the 911 GT3 and the 911 GT3 with Touring Package. The new 911 GT3 accelerates to 60 mph in 3.2 seconds with PDK and reaches a top track speed of 193 mph (manual gearbox: 3.7 s; 195 mph).

“On the track, the new 911 GT3 enables even better control because it holds even steadier and handles better on bumps and when driving over curbs thanks to the optimized damper tuning,” says brand ambassador Jörg Bergmeister. “The anti-dive system noticeably reduces the pitching movement when braking. As a result, the balance of the car remains significantly more consistent.”

CFRP bucket seat with folding seatback

For the new 911 GT3, a new lightweight bucket seats with a folding backrest and a seat shell made of CFRP is available as an option. The seat is equipped with an integrated
thorax airbag, electric height adjustment and manual longitudinal adjustment; a threestage seat heater is standard. A part of the headrest padding can also be removed to improve ergonomics for most drivers when wearing a helmet while driving on track. The folding function of the backrest enables better access to the space behind the seats or to access the newly available rear seats in the case of the 911 GT3 with Touring Package. As an alternative, customers can also order the 18-way Adaptive Sports Seats Plus.

The two-seat standard cockpit in the new 911 GT3 is based on the design of the current 911 models. Unlike the Carrera models, however, the 911 GT3 is not started with a button, but still has a rotary ignition switch. The digital instrument panel in the center supports the driver with a clearly structured display and control concept. Thanks to the contrasting color scheme, the tachometer and stopwatch can be read in a flash. The “Track Screen” display mode reduces the digital displays to the left and right of the tachometer to key data on tires, oil, water and fuel and indicates the optimal shifting time to the driver by way of a shift flash. If desired, the tachometer display can be rotated so that the cut-off speed of 9,000 rpm is at the 12 o’clock marking.

In addition, the sports car comes with enhanced standard equipment including LED Matrix design headlights and a smartphone compartment with up to 15 W wireless charging.

Individual packages for 911 GT3 and 911 GT3 Touring

Porsche offers various equipment packages for the new 911 GT3. For the first time, the options list includes the Weissach Package. So-equipped, the anti-roll bar, coupling rods and shear panel of the rear axle are made of CFRP as is the roof, side plates of the rear wing, exterior mirror top shells, mirror triangles and the air blades in the front area. Additional leather and Race-Tex upholstery enhance the look of the interior. For the first time, the upper side of the dashboard on the 911 GT3 is covered in anti-glare Race-Tex. CFRP door handles and storage nets optimize the interior door panels for a lightweight design. Forged magnesium wheels are also available as additional cost options. For the 911 GT3 with Touring Package, Porsche offers the Lightweight Package. Here, the roof painted in the exterior color as well as the anti-roll bar, coupling rods and shear panel on the rear axle are made of CFRP. The forged magnesium wheels and lightweight door panels are also part of the package. In conjunction with the standard six-speed GT Sport gearbox, the shortened gear lever from the 911 S/T is used. In front of the gear lever, a plaque with the inscription “Leichtbau” indicates the package. “The new 911 GT3 has become even more exhilarating and individual. We dug into a wealth of details and gave it many features that our customers wanted. This allows the GT3 to be adapted even more specifically to the purpose or preferences of the driver,” says Andreas Preuninger, Head of GT Cars.

Exclusive chronograph is a “sports car for the wrist”

Exclusively for owners of the 911 GT3 and the 911 GT3 with Touring Package, Porsche Design has created an exceptional timepiece that translates the design and performance of the sports car to the wrist. The 911 GT3 chronograph and the 911 GT3 with Touring Package chronograph are equipped with the precise, COSC-certified Porsche Design WERK 01.200 movement, which has a flyback function. The ultra-lightweight titanium case, available optionally with black titanium carbide coating, combines sports car design with modern watchmaking. The GT3 design dial with yellow accents and hexagonal structure evokes the vehicle’s instrument panel, while the winding rotor is based on the design of the GT3 rims. The dial ring is available in all exterior colors of the 911 GT3 and the Touring Package, as well as in the colors of the Paint to Sample program. The band, crafted using original Porsche interior leather and thread, is also matched to the respective configuration of the vehicle.

The new Porsche 911 GT3 and the new Porsche 911 GT3 with Touring Package can be ordered starting at the end of the year, and are expected to reach US Porsche Centers in Summer, 2025 with an MSRP of $222,500 excluding $1,995 for delivery, processing and handling.