The original Porsche 911 GT3 is now considered a real collector’s item, but life wasn’t always so good for the 996. We drive a Mk1 to see how it stacks up in the modern day.

Throughout the considerable history of the Porsche 911, the 996 which was released in 1998 will perhaps go down as the most controversial generation to ever come out of Stuttgart. It was the first water-cooled 911 and the ‘fried egg’ headlamps represented a departure from the circular lights that are synonymous with the 911 aesthetic. It may have been more technologically advanced and objectively better than the 993 it replaced, but that didn’t stop die-hard 911 fans from lamenting the passing of the air-cooled era, while visual commonalities with the then-new Boxster only intensified tensions between Porsche and its fan base. However, cars which cause a stir have a habit of ageing well and the 996 is a perfect case in point. Modernising the powertrain proved to be a stroke of genius, and the headlamps have arguably made the 996 the most identifiable 911 of them all. Love or loathe it, the 996’s role in shaping the modern 911 is undeniable, especially since it was the very first to wear the infamous GT3 badge.

Of the 1,858 first-gen 996 GT3s built, only 106 right hand drive cars came to the UK. Sourcing one to drive is no mean feat, but fortunately our friends at the Car Crowd had one and their investors were happy for us to come and drive it. Given the car’s rarity and its standing in Porsche’s back catalogue, 996 GT3s are often looked at as an investment. Indeed, this particular example was bought by the Car Crowd who subsequently offered it to their clients as a fractional investment. Sixty-three people now own a share in this race car for the road and have invested with the potential of its value sky rocketing in the next three to five years. Best we be careful with it then…

This may have been Porsche’s first GT3, but after a few moments behind the wheel it becomes apparent that the recipe we know so well today can trace its roots all the way back to the first-gen 996. Despite being a touch heavier than a standard Carrera, weight saving was the name of the game. The 18-inch split rim wheels with titanium bolts helped reduce unsprung mass, and the rear seats were removed and the fronts replaced with buckets which helped shave an extra 28kg from the kerbweight. There was also a carbon ceramic brake option which can be identified by its yellow brake calipers, although these are a lesser spotted item that our test car did without. The introduction of a roll cage no doubt adds some kilos back in to the car, but nothing screams motorsport quite like a cage and multi-point harnesses.

Porsche’s flat-six motor has always been special, but the 3.6 litre Mezger engine in the GT3 was derived straight from the 911 GT1 race car which made it all the more exciting. Naturally aspirated with 360bhp, it propelled the car to 62mph in just 4.8 seconds and on to a top speed of 188mph. Power was sent to the rear wheels via a six-speed manual gearbox and even though traction control was making its way in to mass production vehicles in the late nineties, Porsche decided to forgo it for the GT3.

The combination of a naturally aspirated motor, manual gearbox and hydraulic steering makes for a compelling driver’s car, more so in 2023 than when the GT3 first launched some twenty-four years prior. It’s a far more visceral experience than the current 992, and in many ways it’s more rewarding. Sure, the 996 doesn’t have that atmospheric 9,000rpm rev limiter, but it’s lighter, more compact, and it’s easier to place on the road. Interestingly, the power output and overall performance feels like the correct amount for the public road – still plenty fast but not licence losing.

What the 996 GT3 lacks in outright performance it makes up for with sheer sensual delight. The flat-six motor requires revs to get the best from, but as with every great Porsche engine, it benefits from sharp throttle response and delivers its performance in a linear fashion. Once you meet the rev limiter, you reach for another gear and revel in the experience all over again. The gearbox, too, is a tactile, mechanical delight. The shift is short and it breaches the gate with a satisfying click. The clutch is a little on the heavy side, but very few people would consider daily driving a 996 GT3, so the clutch weight is almost an irrelevance.

What was of greater surprise was how it dealt with a bumpy B-road. Over the last quarter-century, one of the main areas where cars have improved has been ride quality and how they offset the inherent stiffness that’s built in to performance vehicles. At low speed, the 996 was busy which was to be expected, but once it was up to pace and the dampers had a chance to breathe, it soaked up the bigger bumps with few complaints. Not having to manage the bumps builds confidence in the car, and that’s when you learn to exploit the GT3. The compact size, fantastic visibility, strong traction and sense of connection the 996 gives you pays dividends across a country road. You turn the wheel and the front of the car goes faithfully while never leaving you second guessing where you’re positioned on the road. It feels light, agile, perhaps dainty, and it immerses you in the driving experience. You feel the road surface through the steering wheel and it goes to show that no matter how competent Porsche’s modern EPAS systems are, there is no replacement for a hydraulic rack. The brakes also performed well albeit the pedal was on the firm side, but that could be to do with the fact the car had covered as little as 1,500 miles in the last three years.

The cabin was typical 911 for the period. No mod-cons, just the essentials, but it was well put together. Truth be told, when you’re piloting a car that drives this well, you soon forget about the lack of big touchscreens and endless connectivity.

As a driving experience, the 996.1 GT3 feels just right. You can tell that Porsche sweated the small stuff to ensure that every area of the package was brilliant, and in doing so, they created a 911 that was truly more than the sum of its parts. The late nineties were a time when excessive power outputs and ballistic top speeds were the exception, not the rule. On the other hand, modern performance vehicles are often contrived, bloated and dilute the pleasure derived from driving. The first ever GT3 was about purity not straight line poke, and it was a better car for it. I’d hate to sound like a dinosaur, but they don’t make ‘em like this anymore, and they probably never will. Around £70,000 will buy you a 996.1 GT3. You might want to purchase one while you still can.