GT3 992.2 Prices crashing? MSRP Coming?
RL Community Team
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I've bought (and traded in) a lot of cars from my dealer, I believe I'm in the top 5 customers based on volume. Last year, I told him I want a winged 992.2 GT3 allocation, so that I can get a manual GT3. They sell their new GT cars at MSRP, but of course they go to top customers. I haven't been offered an allocation yet. So they're not that easy to get.
Racer
Joined: Oct 2025
Posts: 323
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From: Fort Lauderdale/Phoenix
Heard a rumor at the Manthey Racing event from some Porsche and Manthey engineers/drivers out of Germany: the next GT3 RS might go turbo, but will still be high-revving—maybe up around 9k rpm like the current 4.0 NA.
IMO, If it’s true (or even close), Porsche engineers and AP will have a successfull transition—keeping that GT car soul while going forced induction. This should kill most people’s main objection to a turbo GT3.
Fingers crossed something cool is coming
IMO, If it’s true (or even close), Porsche engineers and AP will have a successfull transition—keeping that GT car soul while going forced induction. This should kill most people’s main objection to a turbo GT3.
Fingers crossed something cool is coming
Last edited by FredG SCA; Jan 18, 2026 at 09:38 PM.
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Look, we're at 3,000 VIN's already "issued" for 992.2 GT3 production which is a large amount since the 992.1 GT3 saw a total of 5,400~ cars produced for North America. Market is definitely getting flooded but we don't know what the future holds. Also many 992.1 GT3 owners have no desire for a 992.2 GT3 because it now has a digital dash, heavier/less raw car and on the tourings you can't get buckets with a different color leather interior. That's the negative portion in terms of supply and outlook.
Here is the positive, Porsche may slow down production immensely because they have to shift it to the 992.2 GT3 Cab and 992.2 3RS. Also with the 992.2 3RS being a turbo motor it could mean that the 992.2 GT3 is the last NA GT3. If this is true then as soon as that news is released prices will hold steady or potentially skyrocket. Also, what other car are you able to buy that's 500hp+ and manual that is brand new? Nothing.
Life is short and if you're sitting on the sidelines because you're afraid to lose 20-30k on a 300k+ car then this probably isn't the car or hobby for you. Cars aren't investments and you only have a certain amount of time on earth so buy what your heart desires and invest money elsewhere instead of worrying about 20-30k in depreciation.
Here is the positive, Porsche may slow down production immensely because they have to shift it to the 992.2 GT3 Cab and 992.2 3RS. Also with the 992.2 3RS being a turbo motor it could mean that the 992.2 GT3 is the last NA GT3. If this is true then as soon as that news is released prices will hold steady or potentially skyrocket. Also, what other car are you able to buy that's 500hp+ and manual that is brand new? Nothing.
Life is short and if you're sitting on the sidelines because you're afraid to lose 20-30k on a 300k+ car then this probably isn't the car or hobby for you. Cars aren't investments and you only have a certain amount of time on earth so buy what your heart desires and invest money elsewhere instead of worrying about 20-30k in depreciation.
The regulatory picture is far more nuanced than the doom narrative suggests. Euro 7 was significantly watered down after heavy industry lobbying—the EU agreed not to implement significant changes to the existing Euro 6 standards for cars and vans. The timeline has also been pushed back: Euro 7 was originally meant to come into force in mid-2025, but delays mean it'll apply to newly launched cars needing type approval from November 2026, and all new cars on sale from November 2027. More importantly, the 2035 ICE ban itself was scrapped entirely. The EU now targets a 90% emissions cut by 2035, opening the door to plug-in hybrids, e-fuels, and cleaner combustion tech rather than requiring 100% elimination. This means ICE engines have a longer runway than previously mandated.
The lambda 1 challenge is real but not insurmountable. Yes, the requirement to run stoichiometric air/fuel ratios under all conditions is technically difficult for high-performance NA engines—traditionally, manufacturers inject extra fuel to control heat under aggressive driving, which is no longer viable. But Porsche has already proven they can engineer around constraints. The 992.2 GT3 itself required two gas-particulate filters and four catalytic converters just to maintain the same power output while meeting current standards. They'll find solutions—whether through e-fuels (now explicitly carved out in EU policy), advanced cooling systems, or hybrid assist that preserves the manual option.
Preuninger's quotes are being cherry-picked. His statement that "we can sell this car for another two years" was made in late 2024 about the current 992.2 production window, not a declaration that NA is dead forever. He also said the engine "could live forever without the laws coming"—hardly the words of someone who's given up on the formula.
The production numbers tell a different story than you're spinning. You're at 3,000 VINs with production barely ramping up. If 992.1 did 5,400 for NA and this is a longer production cycle with higher demand from Porsche AG to hit revenue targets, we could easily see 6,000-7,000+ units. The "Porsche may slow down for the RS and Cab" argument ignores that those variants historically run on separate allocation tracks and don't meaningfully cannibalize base GT3 production capacity. Plus, dealers are receiving bonus allocations every quarter. Porsche can't lean on Macan or 718 production lines to make up revenue. Harry's garage also mentioned that Porsche is producing a ton of GT3s globally.
The 992.1 owner complaints you listed are actually bearish for 992.2 values. If the hardcore crowd—the people who historically provide price floors by buying clean examples—thinks the new car is heavier, less raw, has a digital dash, and can't spec buckets with colored leather on Tourings, that's fewer committed buyers willing to pay premiums, not more. You're describing demand destruction.
"Life is short, don't worry about $20-30K" is an emotional rationalization, not market analysis. Of course, people should buy cars they love. But dismissing a 7-10% haircut as irrelevant because "cars aren't investments" is interesting. That $30K is real money that could fund track days, maintenance, or the next car. Smart buyers time markets; it's not mutually exclusive with enjoying ownership. By all accounts, the market is indeed softening quickly. There are, of course, a handful of folks who wish this were not the case, but the market is telling us that a non-RS product does not command the price increases. And thus ADMs continue to fall.
Last edited by chicagomarketing; Jan 19, 2026 at 03:29 PM.
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From: Chitown, USA
Porsche has made zero official statements about the 992.2 GT3 being the final naturally aspirated version. This is enthusiast forum hopium that's been circulating for years—people said the same thing about the 991.2. Until Porsche announces it, pricing in scarcity that doesn't exist is how you get burned.
The regulatory picture is far more nuanced than the doom narrative suggests. Euro 7 was significantly watered down after heavy industry lobbying—the EU agreed not to implement significant changes to the existing Euro 6 standards for cars and vans. The timeline has also been pushed back: Euro 7 was originally meant to come into force in mid-2025, but delays mean it'll apply to newly launched cars needing type approval from November 2026, and all new cars on sale from November 2027. More importantly, the 2035 ICE ban itself was scrapped entirely. The EU now targets a 90% emissions cut by 2035, opening the door to plug-in hybrids, e-fuels, and cleaner combustion tech rather than requiring 100% elimination. This means ICE engines have a longer runway than previously mandated.
The lambda 1 challenge is real but not insurmountable. Yes, the requirement to run stoichiometric air/fuel ratios under all conditions is technically difficult for high-performance NA engines—traditionally, manufacturers inject extra fuel to control heat under aggressive driving, which is no longer viable. But Porsche has already proven they can engineer around constraints. The 992.2 GT3 itself required two gas-particulate filters and four catalytic converters just to maintain the same power output while meeting current standards. They'll find solutions—whether through e-fuels (now explicitly carved out in EU policy), advanced cooling systems, or hybrid assist that preserves the manual option.
Preuninger's quotes are being cherry-picked. His statement that "we can sell this car for another two years" was made in late 2024 about the current 992.2 production window, not a declaration that NA is dead forever. He also said the engine "could live forever without the laws coming"—hardly the words of someone who's given up on the formula.
The production numbers tell a different story than you're spinning. You're at 3,000 VINs with production barely ramping up. If 992.1 did 5,400 for NA and this is a longer production cycle with higher demand from Porsche AG to hit revenue targets, we could easily see 6,000-7,000+ units. The "Porsche may slow down for the RS and Cab" argument ignores that those variants historically run on separate allocation tracks and don't meaningfully cannibalize base GT3 production capacity. Plus, dealers are receiving bonus allocations every quarter. Porsche can't lean on Macan or 718 production lines to make up revenue. Harry's garage also mentioned that Porsche is producing a ton of GT3s globally. https://www.youtube.com/watch?v=tGyA4PpB_YI
The 992.1 owner complaints you listed are actually bearish for 992.2 values. If the hardcore crowd—the people who historically provide price floors by buying clean examples—thinks the new car is heavier, less raw, has a digital dash, and can't spec buckets with colored leather on Tourings, that's fewer committed buyers willing to pay premiums, not more. You're describing demand destruction.
"Life is short, don't worry about $20-30K" is an emotional rationalization, not market analysis. Of course, people should buy cars they love. But dismissing a 7-10% haircut as irrelevant because "cars aren't investments" is interesting. That $30K is real money that could fund track days, maintenance, or the next car. Smart buyers time markets; it's not mutually exclusive with enjoying ownership. By all accounts, the market is indeed softening quickly. There are, of course, a handful of folks who wish this were not the case, but the market is telling us that a non-RS product does not command the price increases. And thus ADMs continue to fall.
The regulatory picture is far more nuanced than the doom narrative suggests. Euro 7 was significantly watered down after heavy industry lobbying—the EU agreed not to implement significant changes to the existing Euro 6 standards for cars and vans. The timeline has also been pushed back: Euro 7 was originally meant to come into force in mid-2025, but delays mean it'll apply to newly launched cars needing type approval from November 2026, and all new cars on sale from November 2027. More importantly, the 2035 ICE ban itself was scrapped entirely. The EU now targets a 90% emissions cut by 2035, opening the door to plug-in hybrids, e-fuels, and cleaner combustion tech rather than requiring 100% elimination. This means ICE engines have a longer runway than previously mandated.
The lambda 1 challenge is real but not insurmountable. Yes, the requirement to run stoichiometric air/fuel ratios under all conditions is technically difficult for high-performance NA engines—traditionally, manufacturers inject extra fuel to control heat under aggressive driving, which is no longer viable. But Porsche has already proven they can engineer around constraints. The 992.2 GT3 itself required two gas-particulate filters and four catalytic converters just to maintain the same power output while meeting current standards. They'll find solutions—whether through e-fuels (now explicitly carved out in EU policy), advanced cooling systems, or hybrid assist that preserves the manual option.
Preuninger's quotes are being cherry-picked. His statement that "we can sell this car for another two years" was made in late 2024 about the current 992.2 production window, not a declaration that NA is dead forever. He also said the engine "could live forever without the laws coming"—hardly the words of someone who's given up on the formula.
The production numbers tell a different story than you're spinning. You're at 3,000 VINs with production barely ramping up. If 992.1 did 5,400 for NA and this is a longer production cycle with higher demand from Porsche AG to hit revenue targets, we could easily see 6,000-7,000+ units. The "Porsche may slow down for the RS and Cab" argument ignores that those variants historically run on separate allocation tracks and don't meaningfully cannibalize base GT3 production capacity. Plus, dealers are receiving bonus allocations every quarter. Porsche can't lean on Macan or 718 production lines to make up revenue. Harry's garage also mentioned that Porsche is producing a ton of GT3s globally. https://www.youtube.com/watch?v=tGyA4PpB_YI
The 992.1 owner complaints you listed are actually bearish for 992.2 values. If the hardcore crowd—the people who historically provide price floors by buying clean examples—thinks the new car is heavier, less raw, has a digital dash, and can't spec buckets with colored leather on Tourings, that's fewer committed buyers willing to pay premiums, not more. You're describing demand destruction.
"Life is short, don't worry about $20-30K" is an emotional rationalization, not market analysis. Of course, people should buy cars they love. But dismissing a 7-10% haircut as irrelevant because "cars aren't investments" is interesting. That $30K is real money that could fund track days, maintenance, or the next car. Smart buyers time markets; it's not mutually exclusive with enjoying ownership. By all accounts, the market is indeed softening quickly. There are, of course, a handful of folks who wish this were not the case, but the market is telling us that a non-RS product does not command the price increases. And thus ADMs continue to fall.
so where are u putting your money, older gt cars or this .2 stuff?
i didnt do extensive analysis on your historical posts or garage so pardon my laziness
RL Community Team
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It's pretty funny reading threads like ...
"ADMs will come down ..."
"GT car prices will be MSRP in X months, just wait, it's all hype ..."
"Don't pay the ADM, because a market correction is right around the corner ..."
Etc.
I welcome anyone to scroll back these pages when the 992.1 GT3 was first introduced way back in early 2021. ADMs were immediately slapped on those cars. What did the wise soothsayers on Rennlist say back then? Same sort of things they are saying now (i.e., ADMs will come down and disappear, just wait a few months .... don't pay the ADM, the market will correct, it's just all hype ...")
Check your calendars. We are now almost 5 years from when the 992.1 GT3 was first released.
And where are we on ADMs?
I'll wait.
"ADMs will come down ..."
"GT car prices will be MSRP in X months, just wait, it's all hype ..."
"Don't pay the ADM, because a market correction is right around the corner ..."
Etc.
I welcome anyone to scroll back these pages when the 992.1 GT3 was first introduced way back in early 2021. ADMs were immediately slapped on those cars. What did the wise soothsayers on Rennlist say back then? Same sort of things they are saying now (i.e., ADMs will come down and disappear, just wait a few months .... don't pay the ADM, the market will correct, it's just all hype ...")
Check your calendars. We are now almost 5 years from when the 992.1 GT3 was first released.
And where are we on ADMs?
I'll wait.
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Joined: Jun 2006
Posts: 9,933
Likes: 10,783
Couple of thoughts:
- The 4.0 doesn't comply with Euro7 and there are hard dates by which production and sale of said engine must stop. The 4.0 will not be able to be sold past November 2027. You want to bet that date will change? Not me. Extensions on the market going full EV and allowing high output NA engines to continue in production are two wildly different things.
- An extra $20/30k is not an emotional rationalization. It's an logical decision to not let 10% get in the way of a lost opportunity to own one of the most desirable cars in the auto world at the end of an era by people who want to drive them vs. considering them assets or investments or a financial burden.
- If you are right and Euro7 magically postpones the deadline by which they must cease to exist, or if they magically come down in price despite persistent market conditions where demand outstrips supply, they may indeed depreciate as any toy should and nobody who bought one to drive, with the exception of speculators and "investor" types, will care one bit.
Porsche has made zero official statements about the 992.2 GT3 being the final naturally aspirated version. This is enthusiast forum hopium that's been circulating for years—people said the same thing about the 991.2. Until Porsche announces it, pricing in scarcity that doesn't exist is how you get burned.
The regulatory picture is far more nuanced than the doom narrative suggests. Euro 7 was significantly watered down after heavy industry lobbying—the EU agreed not to implement significant changes to the existing Euro 6 standards for cars and vans. The timeline has also been pushed back: Euro 7 was originally meant to come into force in mid-2025, but delays mean it'll apply to newly launched cars needing type approval from November 2026, and all new cars on sale from November 2027. More importantly, the 2035 ICE ban itself was scrapped entirely. The EU now targets a 90% emissions cut by 2035, opening the door to plug-in hybrids, e-fuels, and cleaner combustion tech rather than requiring 100% elimination. This means ICE engines have a longer runway than previously mandated.
The lambda 1 challenge is real but not insurmountable. Yes, the requirement to run stoichiometric air/fuel ratios under all conditions is technically difficult for high-performance NA engines—traditionally, manufacturers inject extra fuel to control heat under aggressive driving, which is no longer viable. But Porsche has already proven they can engineer around constraints. The 992.2 GT3 itself required two gas-particulate filters and four catalytic converters just to maintain the same power output while meeting current standards. They'll find solutions—whether through e-fuels (now explicitly carved out in EU policy), advanced cooling systems, or hybrid assist that preserves the manual option.
Preuninger's quotes are being cherry-picked. His statement that "we can sell this car for another two years" was made in late 2024 about the current 992.2 production window, not a declaration that NA is dead forever. He also said the engine "could live forever without the laws coming"—hardly the words of someone who's given up on the formula.
The production numbers tell a different story than you're spinning. You're at 3,000 VINs with production barely ramping up. If 992.1 did 5,400 for NA and this is a longer production cycle with higher demand from Porsche AG to hit revenue targets, we could easily see 6,000-7,000+ units. The "Porsche may slow down for the RS and Cab" argument ignores that those variants historically run on separate allocation tracks and don't meaningfully cannibalize base GT3 production capacity. Plus, dealers are receiving bonus allocations every quarter. Porsche can't lean on Macan or 718 production lines to make up revenue. Harry's garage also mentioned that Porsche is producing a ton of GT3s globally.
The 992.1 owner complaints you listed are actually bearish for 992.2 values. If the hardcore crowd—the people who historically provide price floors by buying clean examples—thinks the new car is heavier, less raw, has a digital dash, and can't spec buckets with colored leather on Tourings, that's fewer committed buyers willing to pay premiums, not more. You're describing demand destruction.
"Life is short, don't worry about $20-30K" is an emotional rationalization, not market analysis. Of course, people should buy cars they love. But dismissing a 7-10% haircut as irrelevant because "cars aren't investments" is interesting. That $30K is real money that could fund track days, maintenance, or the next car. Smart buyers time markets; it's not mutually exclusive with enjoying ownership. By all accounts, the market is indeed softening quickly. There are, of course, a handful of folks who wish this were not the case, but the market is telling us that a non-RS product does not command the price increases. And thus ADMs continue to fall.
The regulatory picture is far more nuanced than the doom narrative suggests. Euro 7 was significantly watered down after heavy industry lobbying—the EU agreed not to implement significant changes to the existing Euro 6 standards for cars and vans. The timeline has also been pushed back: Euro 7 was originally meant to come into force in mid-2025, but delays mean it'll apply to newly launched cars needing type approval from November 2026, and all new cars on sale from November 2027. More importantly, the 2035 ICE ban itself was scrapped entirely. The EU now targets a 90% emissions cut by 2035, opening the door to plug-in hybrids, e-fuels, and cleaner combustion tech rather than requiring 100% elimination. This means ICE engines have a longer runway than previously mandated.
The lambda 1 challenge is real but not insurmountable. Yes, the requirement to run stoichiometric air/fuel ratios under all conditions is technically difficult for high-performance NA engines—traditionally, manufacturers inject extra fuel to control heat under aggressive driving, which is no longer viable. But Porsche has already proven they can engineer around constraints. The 992.2 GT3 itself required two gas-particulate filters and four catalytic converters just to maintain the same power output while meeting current standards. They'll find solutions—whether through e-fuels (now explicitly carved out in EU policy), advanced cooling systems, or hybrid assist that preserves the manual option.
Preuninger's quotes are being cherry-picked. His statement that "we can sell this car for another two years" was made in late 2024 about the current 992.2 production window, not a declaration that NA is dead forever. He also said the engine "could live forever without the laws coming"—hardly the words of someone who's given up on the formula.
The production numbers tell a different story than you're spinning. You're at 3,000 VINs with production barely ramping up. If 992.1 did 5,400 for NA and this is a longer production cycle with higher demand from Porsche AG to hit revenue targets, we could easily see 6,000-7,000+ units. The "Porsche may slow down for the RS and Cab" argument ignores that those variants historically run on separate allocation tracks and don't meaningfully cannibalize base GT3 production capacity. Plus, dealers are receiving bonus allocations every quarter. Porsche can't lean on Macan or 718 production lines to make up revenue. Harry's garage also mentioned that Porsche is producing a ton of GT3s globally.
The 992.1 owner complaints you listed are actually bearish for 992.2 values. If the hardcore crowd—the people who historically provide price floors by buying clean examples—thinks the new car is heavier, less raw, has a digital dash, and can't spec buckets with colored leather on Tourings, that's fewer committed buyers willing to pay premiums, not more. You're describing demand destruction.
"Life is short, don't worry about $20-30K" is an emotional rationalization, not market analysis. Of course, people should buy cars they love. But dismissing a 7-10% haircut as irrelevant because "cars aren't investments" is interesting. That $30K is real money that could fund track days, maintenance, or the next car. Smart buyers time markets; it's not mutually exclusive with enjoying ownership. By all accounts, the market is indeed softening quickly. There are, of course, a handful of folks who wish this were not the case, but the market is telling us that a non-RS product does not command the price increases. And thus ADMs continue to fall.
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From: NoVA
The biggest reason for the .2 Touring for me is the back seat. And yes, I use that all the time with my daughter. I could care less if they don't allow different color leather for the buckets. That's not why I'm buying the car.
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From: Washington State
For me it was the shorter gear ratio with 6MT.
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If the 4.2L never happens, I'll stick with my 991.2 GT3 and Spyder RS.
Last edited by Drifting; Jan 19, 2026 at 09:08 PM.
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Last edited by tmslc; Jan 20, 2026 at 02:47 AM.
Addict
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From: S. California
Last two 992.1 GT3 to go through BAT - both no sales
12/31/25 - 2024 - Artic Grey - 626 miles - PDK, buckets, axle lift, PCCB, carbon roof - bid to $257k - $26,280 over MSRP
1/16/26 - 2023 - Shark Blue - 2,200 miles - 6 speed, 6 way seats, axle lift, steel brakes - bid to $242k - $55,980 over MSRP
First one just got a bad day allocation - Thursday and end of year - over that weekend I watched multiple GT3, GT4RS and RS Spyder's move off dealer lots (from Porsche inventory). So I think that car, that had good specs is not the norm.
Second one is probably a good reflection of market for 2022 with 6-ways and seller probably made a mistake not selling it or had unrealistic expectations.
Is market crashing - no - are we going through the normal fall/winter pull back - yes - will prices spring back to $60k - $80k over, like the end of summer 2025 - maybe, maybe not - will ADM's on .1's be going away - not unless .2's are selling at or below MSRP. For now market remains stable to strong!
12/31/25 - 2024 - Artic Grey - 626 miles - PDK, buckets, axle lift, PCCB, carbon roof - bid to $257k - $26,280 over MSRP
1/16/26 - 2023 - Shark Blue - 2,200 miles - 6 speed, 6 way seats, axle lift, steel brakes - bid to $242k - $55,980 over MSRP
First one just got a bad day allocation - Thursday and end of year - over that weekend I watched multiple GT3, GT4RS and RS Spyder's move off dealer lots (from Porsche inventory). So I think that car, that had good specs is not the norm.
Second one is probably a good reflection of market for 2022 with 6-ways and seller probably made a mistake not selling it or had unrealistic expectations.
Is market crashing - no - are we going through the normal fall/winter pull back - yes - will prices spring back to $60k - $80k over, like the end of summer 2025 - maybe, maybe not - will ADM's on .1's be going away - not unless .2's are selling at or below MSRP. For now market remains stable to strong!
Last edited by supercup; Jan 19, 2026 at 08:38 PM.
Thread Starter
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Joined: Apr 2022
Posts: 256
Likes: 330
It's pretty funny reading threads like ...
"ADMs will come down ..."
"GT car prices will be MSRP in X months, just wait, it's all hype ..."
"Don't pay the ADM, because a market correction is right around the corner ..."
Etc.
I welcome anyone to scroll back these pages when the 992.1 GT3 was first introduced way back in early 2021. ADMs were immediately slapped on those cars. What did the wise soothsayers on Rennlist say back then? Same sort of things they are saying now (i.e., ADMs will come down and disappear, just wait a few months .... don't pay the ADM, the market will correct, it's just all hype ...")
Check your calendars. We are now almost 5 years from when the 992.1 GT3 was first released.
And where are we on ADMs?
I'll wait.
"ADMs will come down ..."
"GT car prices will be MSRP in X months, just wait, it's all hype ..."
"Don't pay the ADM, because a market correction is right around the corner ..."
Etc.
I welcome anyone to scroll back these pages when the 992.1 GT3 was first introduced way back in early 2021. ADMs were immediately slapped on those cars. What did the wise soothsayers on Rennlist say back then? Same sort of things they are saying now (i.e., ADMs will come down and disappear, just wait a few months .... don't pay the ADM, the market will correct, it's just all hype ...")
Check your calendars. We are now almost 5 years from when the 992.1 GT3 was first released.
And where are we on ADMs?
I'll wait.
