The bigger motor also ditches its predecessor’s hydraulic valve lifters, which, in combination with the other mods, means it can spin more freely – all the way to a screaming 9000rpm redline.
Peak power comes in at 8250rpm, so you have to work it quite hard, but how you get up there is your choice: you can have a snappy seven-speed PDK or a sensationally tactile six-speed manual gearbox.
The quicker acceleration on offer with the auto makes more sense if you’re an avid track-day driver. But for the complete GT3 experience, it has to be the more engaging manual, which is also slightly lighter and gets a conventional limited-slip differential for an extra hit of playfulness.
Your choice of brakes also depends on your GT3’s intended use: carbon-ceramics are best for road driving as they’re lighter, but track cars should have steel items because they’re cheaper to replace.
And if you don’t want some of the car’s racier cues, then you might wish to consider the more reserved Touring version, which features a GTS-style hidden rear spoiler instead of a fixed wing.
Around 50 right-hand-drive Tourings made their way to the UK so they’re exceptionally rare and command a hefty premium over the bewinged car.
But if your heart is set on a Touring, performance car specialist Litchfield can convert a standard GT3 into one using Porsche-approved parts for just under £18,000 – a relative bargain considering the £200k you would have to fork out for a factory car.
The cabin of the GT3 is pure motorsport. Slide into the 918-style bucket seat of a car fitted with the Clubsport package (which also added a roll-cage, harness and fire extinguisher) and you are swaddled in carbonfibre and Alcantara trimmings.
Tourings, meanwhile, are a little more luxurious, with mostly leather-trimmed elements and Comfort seats.
There are plenty of Clubsport models in the classifieds, but bear in mind that the cage takes up valuable luggage space, which you may want to use.
