I saw a figure of 2910 pounds with my own eyes, confirming that the G-Track 480 is indeed nearly 200 pounds lighter than the factory GT3 with a three-quarter tank of fuel. In dry weight terms, the car tips the scales at 2854 pounds. With air-conditioning and radio, many GT3s leave the showroom at 3152 pounds, said Jan.

The standard GT3 suspension is too soft for hard-core track junkies, Jan explained. Our coilover suspension is a combination of the factory PASM dampers with 9ff/H&R, RSR and some Carrera Cup parts. The uprated springs are made for us by H&R, and are rated 60 kg in front and 120 kg at the rear, compared to 40 kg and 100 kg for a stock GT3. The helper springs are low-rated to ensure a comfortable secondary ride on the road.

Continuing the shopping list of upgrades, the lower front suspension arms are RSR components, and support Carrera Cup brake cooling ducts. The rear suspension arms are also from the RSR, as are the tie rods and brake cooling ducts. The rear alloy underbody suspension crossbrace is a Carrera Cup part, and saves a further 5.5 pounds.

The ultra-light, forged OZ Racing alloys are sized 9.5 and 12.5x19 front and rear, with 265/30ZR19 and 325/30ZR19 Michelin Cup tires. Behind these wide wheels, the factory PCCB brakes are uprated with Porsche Supercup Pagid Green brake pads. Braided hoses replace the stock rubber brake lines and DOT 5 fluid is used to withstand the heat of heavy track use.

Open the driver’s door and the Cobra race seat with its deep head protection wings dominates your first impression of the G-Track 480’s cabin. Next to this is a more normal looking Cobra sports seat. Other than that, the only change is a 50-mm taller gear lever, which brings shift operation closer to the steering wheel, and improves leverage.

The first time I blipped the throttle, I just knew that this was going to be fun. The revs rise and fall instantly, just like in a Cup car, and the motor revs like a dynamo from idle to cut-out through the gears.

If the throttle response is keen, so is the steering. In fact, thanks to the geometry settings 9ff has dialed in, turn-in feels even quicker than the RS, and initially takes getting used to. Once you learn to palm the steering rather than grab it, it is not a problem. This is a car for calm hands.

In fast bends, the chassis and aero mods make this a real track-day weapon. The mechanical grip of the big Michelin Cup tires is enhanced to the point where grip seems endless, and when it does run out, the handling stays consistent and manageable. On the airfield runway I used for my limit handling tests, the car impressed with its superb balance and sheer speed.

The 9ff G-Track 480 package costs around $50,500 (35,000 euros) and is a remarkably different character from the base GT3. Just as Jan Fatthauer promised, it is even more focused than the RS, but still comfortable enough to be driven to and from the track.

If you are a track-day junkie and feel your GT3 is not the sharpest tool in the box, the 9ff G-Track 480 is the full fat, adrenalin-loaded answer to your prayers.

9ff G-Track 480 997

Longitudinal rear engine, rear-wheel drive

3.8-liter flat six, dohc, 24-valve, 9ff ECU software re-map, 9ff stainless steel exhaust, solid engine mounts

Six-speed manual, single-mass flywheel

Wheels and Tires
OZ Racing alloys, 9.5x19 (f), 12.5x19 (r) Michelin Cup, 265/30 (f), 325/30 (r)

Carrera Cup front spoiler lip, front/rear 9ff fenders, 9ff RSR-style rear wing

Cobra race seats, 9ff shifter

Peak Power: 480 hp @ 7800 rpm
Peak Torque: 345 lb-ft @ 6180 rpm

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