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Doing so is a sobering lesson in humility and your own near total lack of skill. Yes, I lead a charmed life. You had better believe that road loop could wait! After my session with Röhrl, I have to take back what I said about the manual being a gimmick. The manual-transmission GT3 is utterly brilliant on the track. You’d have to be the most fun-hating stereotype of a lemon-faced accountant to even consider the PDK over the six-speed. The GT3, much like Frampton, comes alive when that glorious H pattern is stuck in your fist. Because racetrack, you’ve always got the motor on full boil hurtling past 8,000 rpm. Unlike on the street, mule-kicking shifts happen when you clutch out. With the PDK, gear changes have a precision, if not a delicacy, that appeals to the type of person who has never left the cap off their toothpaste. But that same engine, when coupled to three pedals, suddenly feels bombastic. The only person timing our laps was Röhrl—who pointed out that we Americans were 3 to 4 seconds per lap quicker than the German journalists who drove the day before (put that in your pipe and smoke it, Auto Motor und Sport)—but without actually knowing, I’d swear I was faster in the manual than in the PDK. The car made more sense to me. I doubt it’s true, but on my final lap I felt as if I were able to keep up with Walter. I never felt that way in the PDK. There is actually a physical difference between the two cars, other than the gearboxes. Because the PDK car already has a bunch of hydraulic plumbing built in, Preuninger’s team opted to go with an electro-hydraulic locking rear differential. The manual version has no hydraulic veins, so its rearend sports a mechanical locker. Call me a Luddite, but holy damn did I prefer everything about the manual on track. Perhaps it’s because the mechanical diff locks up more slowly than the electric one, but it actually felt more rear-engined—more like a 911—than the PDK car, which feels more mid-engine and a bit more stable yet sterile. When you lift off the throttle, the rear end steps out, and if you know what you’re doing (or, like me, get lucky while pretending to know what you’re doing), you can use that oversteer to point the GT3 in the right direction.

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