The Porsche 911 GT3 Touring punches above its weight class
The Porsche 911 GT3 Touring punches above its weight class
保时捷 911 GT3 Touring：以小博大的性能利器
The GT3 occupies a singular place in the 911 lineup. Whereas the range-topping Turbo S piles on power, technology, luxury, and all-weather capability, the GT3 has always pursued something more elemental: a lighter weight, more focus, and a finely honed setup that puts the driver at the center of the experience. GT3 在 911 产品序列中占据着独特的地位。如果说顶配的 Turbo S 堆砌了强劲动力、尖端科技、豪华配置和全天候适应能力，那么 GT3 一直以来追求的则是更本质的东西：更轻的重量、更纯粹的专注，以及将驾驶者置于体验核心的精妙调校。
Porsche has expanded the GT3 formula since the model’s debut in 1999, adding the more extreme GT3 RS to the lineup in 2003 and the slightly more reserved GT3 Touring in 2017, along with the GT3 S/C earlier this year. While the concept behind the drop-top S/C requires some mental gymnastics to make sense of it, the Touring’s original premise was refreshingly simple: Take the standard GT3—including its naturally aspirated 4.0 L flat-six and track-tuned chassis—and replace the fixed rear wing with the deployable spoiler from the Carrera. The result is a subtler version of the homologation car that recaptures the classic 911 silhouette without giving up the hardware that makes a GT3 a GT3. 自 1999 年该车型首次亮相以来，保时捷不断扩展 GT3 的配方，于 2003 年增加了更极致的 GT3 RS，2017 年推出了风格稍显内敛的 GT3 Touring，以及今年早些时候发布的 GT3 S/C。虽然敞篷版 S/C 的设计理念让人有些难以理解，但 Touring 的初衷却简单得令人耳目一新：以标准版 GT3 为基础（包括其自然吸气 4.0 升水平对置六缸发动机和赛道调校底盘），将固定式大尾翼换成 Carrera 的可升降扰流板。最终呈现出的版本更加低调，在重现经典 911 轮廓的同时，保留了赋予 GT3 灵魂的所有硬核配置。
Fresh from its 992.2 mid-cycle update, the latest GT3 Touring sticks closely to that original design. Its 4.0 L flat-six still spins to 9,000 rpm and produces 502 hp (375 kW) and 331 lb-ft (449 Nm), sending its output exclusively to the rear wheels through either a seven-speed PDK dual-clutch automatic or six-speed manual gearbox. Massive brakes, rear-axle steering, a GT3-specific suspension, active sport exhaust, and plenty of other road course-oriented hardware remain standard. 在经历 992.2 中期改款后，最新的 GT3 Touring 依然紧扣这一原始设计。其 4.0 升水平对置六缸发动机转速仍可攀升至 9,000 转/分，输出 502 马力（375 千瓦）和 331 磅-英尺（449 牛·米）的扭矩，通过七速 PDK 双离合变速箱或六速手动变速箱将动力完全输送至后轮。巨大的刹车系统、后轮转向、GT3 专属悬挂、主动运动排气以及大量面向赛道的硬件配置依然是标配。
There is, however, an important wrinkle: that 331 lb-ft figure is actually 15 pound-feet lower than the outgoing model. Stricter European emissions and noise regulations forced Porsche to add two catalytic converters and two gas particulate filters to the exhaust. To offset the resulting flow restriction, engineers borrowed the cylinder heads and camshafts from the GT3 RS to reach a peak horsepower number that matched the 992.1 GT3. Porsche also shortened the final-drive ratio by 8 percent, trading a bit of top speed for harder acceleration. 然而，有一个重要的变化：331 磅-英尺的扭矩数据实际上比上一代车型降低了 15 磅-英尺。更严格的欧洲排放和噪音法规迫使保时捷在排气系统中增加了两个催化转化器和两个汽油微粒过滤器。为了抵消由此产生的排气阻力，工程师们借鉴了 GT3 RS 的气缸盖和凸轮轴，从而使峰值马力与 992.1 代 GT3 持平。保时捷还将最终传动比缩短了 8%，用牺牲一点极速换取了更强劲的加速表现。
The result is a car that feels just as rapid out in the real world as its predecessor. The manual GT3 Touring’s top speed falls from 199 to 194 mph (320 km/h to 312 km/h), but its 0-60 mph (0–100 km/h) time remains the same as the outgoing car at 3.7 seconds (when equipped with the PDK, the GT3 Touring reaches 60 mph in 3.2 seconds and tops out at 193 mph/310 km/h). If anything, the shorter gearing makes the engine’s enormous rev range easier to exploit without requiring speeds that would attract unwanted attention from law enforcement. 最终的结果是，这款车在现实驾驶中感觉与前代车型一样迅猛。手动挡 GT3 Touring 的极速从 199 英里/小时降至 194 英里/小时（320 公里/小时降至 312 公里/小时），但其 0-60 英里/小时（0-100 公里/小时）的加速时间保持不变，仍为 3.7 秒（配备 PDK 变速箱时，GT3 Touring 可在 3.2 秒内达到 60 英里/小时，极速为 193 英里/小时/310 公里/小时）。更短的齿比反而让发动机宽广的转速区间更容易被利用，且无需达到那些会引来执法部门不必要关注的高速。
The 992.2 update also gives the Touring a little more of its own identity. Both GT3 variants get reworked fascias, aerodynamically optimized suspension trailing arms, GT3 RS-derived anti-dive suspension geometry, and revised steering calibration. But Porsche now also offers Touring-specific options, like the new $37,310 Leichtbau package fitted to this test car. 992.2 的更新也赋予了 Touring 更多独特的个性。两款 GT3 车型都换装了重新设计的前脸、空气动力学优化的悬挂拖曳臂、源自 GT3 RS 的抗俯冲悬挂几何结构，以及经过修订的转向调校。此外，保时捷现在还提供 Touring 专属选装件，例如这台测试车上配备的价值 37,310 美元的全新 Leichtbau（轻量化）套件。
Lightness isn’t cheap. The German term means “lightweight construction,” a philosophy that is already evident in the GT3’s extensive use of weight-saving measures. In manual-equipped Touring form, the car has an official curb weight of just 3,239 pounds (1,470 kg), and the Leichtbau package takes the pursuit of lightness even further. The treatment swaps the standard roof skin, anti-roll bar, drop links, and rear-axle shear plate for carbon-fiber components, trades the forged alloy wheels with forged magnesium rollers that save 19 pounds of rotating mass, replaces the standard interior door panels with lightweight units, and outfits manual-equipped examples with the shorter gear lever from the 911 S/T. 轻量化并不便宜。这个德语词汇意为“轻量化结构”，这一理念在 GT3 大量使用的减重措施中已显而易见。手动挡 Touring 车型的官方整备质量仅为 3,239 磅（1,470 公斤），而 Leichtbau 套件将这种对轻量化的追求推向了极致。该套件将标准车顶蒙皮、防倾杆、连接杆和后轴剪切板更换为碳纤维组件，将锻造合金轮毂换成可减少 19 磅旋转质量的锻造镁合金轮毂，将标准内门板更换为轻量化单元，并为手动挡车型配备了源自 911 S/T 的短行程换挡杆。
The Touring’s more road-focused mission seems to have had some influence on the 992.2 GT3’s overall tuning as well: A revised suspension strut bump-stop design allows for more spring travel than the outgoing car, thereby reducing wheel-load fluctuations and the front end’s tendency to wander over rough pavement—a change that seems largely aimed at improving the GT3’s civility on the street. The suspension remains firm, though, which is to be expected in a GT3, and badly rutted pavement can still toss you around a bit. But the latest iteration tracks straight and resists tramlining far better than you might expect from something this focused. Touring 更偏向公路的定位似乎也影响了 992.2 GT3 的整体调校：经过修订的悬挂支柱缓冲块设计提供了比前代车型更大的弹簧行程，从而减少了车轮载荷波动，并改善了前轮在粗糙路面上容易跑偏的倾向——这一改变显然旨在提升 GT3 在街道行驶时的舒适性。当然，悬挂依然保持硬朗，这是 GT3 应有的表现，在严重坑洼的路面上，车身仍会有些颠簸。但最新一代车型在直线行驶时的稳定性以及对路面车辙的抗干扰能力，远超你对这类硬核车型的预期。
The Goodyear Eagle F1 SuperSport R tires fitted to this particular car give up a bit of dry grip as compared to the Michelin Pilot Sport Cup 2s on the last 992.1 GT3 Touring I drove, but they’re also noticeably quieter on the highway. That makes the latest GT3 Touring easier to live with day to day, but different drivers have different priorities, and Porsche seems well aware of that. 这台测试车配备的固特异 Eagle F1 SuperSport R 轮胎，与我之前驾驶的上一代 992.1 GT3 Touring 所用的米其林 Pilot Sport Cup 2 相比，在干地抓地力上稍逊一筹，但在高速公路上的静谧性却明显更好。这使得最新的 GT3 Touring 在日常使用中更易于相处，但不同的驾驶者有不同的侧重点，而保时捷对此似乎了如指掌。