Full build and painting tutorial of the Tamiya 1/24 scale Porsche 911 GT3.

In the tradition of past Carrera RS and RSR models, the GT3 is a road car for the racetrack, orif you live in Europea race car for the road. Either way this screamer will keep a few lucky Porschephiles entertained while they wait for the 400plushorsepower 911 Turbo, which is likely to arrive here as a '01 model. These Porschephiles will need to be wealthy as well as lucky: The GT3's pricetag is roughly the equivalent of $122,500 in England.

The centerpiece of the GT3 is a 3.6liter version of the DOHC flatsix developed for the Le Manswinning 911 GT1. Its peaks are 64 horses and 15 poundfeet higher than the 3.4liter DOHC flatsix in the 996, which is more of a cousin than a sibling. A nitridehardened crankshaft, titanium connecting rods, and lightweight pistons help raise the GT3's theoretical rev ceiling to an awesome 9000 rpm, but that's for race conditions only: A 7800rpm redline is enforced for street use. A lofty 11.7:1 compression ratio is instrumental in producing an impressive 100 horsepower per liter. Its sixspeed transmission was developed for the 911 GT2 race car and is designed to permit quick disassembly for ratio swaps to adapt the car for individual racetracks.

Porsche claims the 911 GT3 will run 060 mph in 4.6 seconds and top out just shy of 190 mph. Please recall that the fastest production Porsche we've ever tested, a '97 911 Turbo S ran 060 in 3.7 seconds and had a top speed of but 184.3 mph. We think Porsche's assertions conservative: With a 296horse '99 911 Carrera, we recorded a 4.9second 060mph run and a 174.8mph top speed. If blessed with a grippy startline, we wouldn't be surprised to see a 060mph time closer to 4.0 seconds.

Enhancements for optimum racetrack handling start with a reinforced chassis and body, bigger front wheel bearings, and stronger rod ends. Like racecarstyle coilovers, the GT3's shocks are externally threaded to allow vertical adjustment to the spring plates for quick ride height changes. There are also adjustable antiroll bars and, of course, stiffer suspension springs and shocks. To deal with racetrack speeds, the GT3 gets huge, red, fourpiston calipers and pizzasize 13.0inch vented, crossdrilled rotors on all four wheels. Front rotor diameter is almost a halfinch greater, while thickness is increased a quarterinch.

Externally, the GT3 gets an extra lip on the front air dam to reduce lift and dragproducing air from flowing under the car. Other bodywork changes include an adjustable rear wing and more aggressive side sills and the black GT3 designation on the engine compartment lid.

Hints the GT3 may be more race car than road car: To save weight, rear seats, spare tire, sound deadening, air conditioning, and sound system have been removed, and nonpower minimalist front buckets added. Europeans who plan to do their racing on the autobahn can choose to have the air conditioning and tunes reinstalled for no extra charge. These weightsaving measures come within 66 pounds of offsetting the reinforcements on the body, brakes, suspension, and transmission.

Sadly, the only GT3s sold in the U.S.at least in the foreseeable futurewill be the notforhighwayuse Clubsport variant, which includes a full rollcage bolted to the chassis and a Nomexcovered driver seat sans side airbags. These cars will see competition in the American Le Mans series, SCCA's USRRC, and Porsche Club of America events. Anyone saying this racetrack version of the 996 isn't exhilarating just isn't standing on the gas hard enough

porsche 911 GT3
GENERAL
Location of final assembly Zuffenhausen, Germany
Body style 2doors, 2pass.