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Tag Archives: GT3

on by Admin in News

The New 911 GT3 Cup – Porsche’s Latest Racing Creation

Competition cars are just as important to the history and DNA of Porsche as their street cars. While the automaker has a long history of endurance and rally racing, they’ve found much of their success over the past two decades in GT racing, and it’s likely that most younger enthusiasts most associate them with this class of racing. The posterchild of these efforts, going all the way back to the turn of the century and the 996 chassis, is the iconic 911 RSR.

While the technology built into these stunning cars has naturally evolved quite dramatically over the years, the core concepts haven’t been altered much. Highly engineered bodywork designed for maximum aerodynamics, large wings and diffusers, light weight, and Porsche’s iconic flat-six motor are all things that make the RSR, and the rest of Porsche’s cup cars, so immediately recognizable.

The latest, and arguably greatest, generation of the RSR was based on the previous 991 platform, and achieved a double victory in their class at the 2018 24 Hours of Lemans endurance race. It also won the FIA’s World Endurance Championship in that same season. With the advent of the new 992 generation of 911s hitting the streets in 2019, fans of both the marque and cup racing in general have anxiously awaited for a glimpse at the next generation of Porsche racer. Finally, that 992-generation, GT3-based Cup car has seen daylight… and already managed to put a few wins its belt.

Stunning Aesthetics

Well, it’s really no surprise that the new GT3 Cup is a looker, just like all of its older siblings. To meet homologation standards for racing, it’s based on the civilian GT3, and keeps a few of the styling cues of the civilian model. Namely, the “shark nose” vents on the front hood, the large air intakes forward of the rear wheel wells, and the new gooseneck rear wing design that was a crowning achievement of the 992 GT3 when it was unveiled. This wing design, when paired with the larger front splitter, enables the GT3 Cup to achieve higher speeds in the twisties than previous cars.

Other than those features, nearly everything else has been changed to accomplish a singular goal – to win races. You’ll notice that the wheel wells have been widened even more, ostensibly to include the larger-size tires that these race cars sport (which have been up to 3” wider than the road cars on previous generations). The car also sports the iconic Porsche GT wheel and tire combination, and features a handsome centerlock nut in an accent color to provide a nice pop of color to the otherwise solid-black wheel setup.

Race Interior

The GT3 Cup is a purebred race car, and while its interior is appointed as such, it doesn’t look quite as spartan as those of years gone by. A full-glass display can be customized to the preferences of the driver, and a handsome carbon-fiber racing wheel serves as the focal point of the cockpit. The steering wheel sports all of the controls necessary for quick adjustments on the fly, and a vertical bank of additional switches lies on the dash to the right of the gauge cluster. Porsche also will allow drivers, owners, and teams to customize aspects of the “seating position.” Another quirk of these race cars is that while the seat is bolted into place, the pedal box and steering wheel are adjustable to conform to the needs of the driver.

Go-Fast Parts

Perhaps the most interesting features of the GT3 Cup are those that can’t be seen from a walkaround, and that includes the numbers. Here they are: The 4.0L, naturally-aspirated six-cylinder puts out 510 horsepower at a screaming 8,400 rpm, combined with 347 lb-ft of torque at about two thousand rpms less. The redline on the motor is an insane 9,500 rpm, and the sound emanating from the race exhaust at that point is best described as “otherworldly.” Weight has increased slightly to 2,778 pounds, most of which come from additional safety features for race use.

The large gooseneck wing, and all other aerodynamic elements of the car, are all adjustable depending on the nature of the track and weather conditions. This generation of the Cup car also features what Porsche refers to as a “double-wishbone front axle,” which has the interesting effect of making the track of the car 18mm wider in the front than it is in the rear.

Alternative Fuels

Additionally, the 992 is designed to run on eFuels and perhaps serve as an unofficial test bed for this technology, which foreshadows its adoption into road cars. What are eFuels? In essence, that’s a catch-all used to refer to cutting-edge biofuels that are currently in development; the current blend is largely synthesized from food waste, courtesy of oil giant ExxonMobil. This technology looks poised to stretch out the sunset for the internal combustion engine just a little bit longer, even as governments around the world look to wean themselves off of petroleum products. The 110-liter fuel tank works out to about 30 gallons and is on par with other endurance racing vehicles.

A Worthy Successor

The new 911 GT3 Cup clearly has massive shoes to fill, but it certainly looks the part, and if Porsche’s test drivers are to be believed, this may be the greatest Porsche cup car yet. It’s got all the presence and gravitas of the old RSRsm with the best equipment the Weissach plant can shoehorn into it. You can catch it on the Nordschleife at the 24 Hours of Nurburgring, or in the Porsche Mobil 1 Supercup Series, or heck, even buy one for yourself for the surprisingly reasonable price (well, for a purebred race car) of around $330,000.

on by Admin in News

Porsche 911 ST Perfects Its Winter Game Ahead Of Spring Launch

Successor to 2016’s 911 R fuses GT3 RS’s 518-hp engine with manual transmission

It’s over four years since Porsche revealed the 992-generation 911, which means we can expect to see the facelifted 992.2 later this year. But the existing 992 still has a few tricks up its sleeve, including this high-performance 911 ST.

The next of Porsche’s Heritage Design projects, the ST takes its name from a rare lightweight 911 built for competition in the early 1970s, though Porsche has no plans to race the new car. It follows a similar path to the Sport Classic, cherry-picking some of the best bits from Porsche’s other 911 models and bundling them together in a limited-run car with a huge price. Both feature manual transmissions but should be very different in character.

Why? Because, while the ST shares the Sport Classic’s double-bubble roof, it is likely to swap that car’s 911 Turbo engine for the 4.0-liter naturally aspirated motor from the GT3 RS, meaning it’s more like a successor to the 2016 911 R. Unlike the 503 hp (510 PS) GT3, which comes with a choice of transmissions and can be specced with or without the big wing, the 518 hp (525 PS) RS is only available with a seven-speed PDK and the full spoiler package. So the idea of a 911 with RS power, a manual box, and a super-stealthy visual presence has real appeal.

Not that you’re likely to mistake the ST for a basic Carrera. These spy shots reveal the GT3 hood vents and center-lock wheels, a boxy front bumper with a large central air intake, and the slash-cut carbon doors and similar front fenders (minus the saw tooth top vents) to those on the RS.

At the back, there’s a circular heritage badge. Still, no sign of the retro ducktail spoiler seen on the Sport Classic – the original ST predated the legendary Carrera RS 2.7 that made the ducktail spoiler famous. Hence, the modern version also goes without.

Porsche only built around 24 original STs between 1970-71, but its modern namesake won’t be so rare. Porsche offered 1,250 Sport Classics at $274k (£214k), and it’s possible the ST could come close to matching both of those numbers, though it’s worth remembering that Porsche only built 991 examples of the 911 R. Either way we think Porsche will unveil the ST this spring, giving the high-revving special plenty of time in the limelight before the 992.2-generation 911 is launched late this year.

Article Credits: Chris Chilton
Full Articles: https://www.carscoops.com/2023/01/porsche-911-st-perfects-its-winter-game-ahead-of-spring-launch/

on by Admin in News

Watch This Porche 911 992 GT3 Ring All Six Cylinders In A High-Speed Run On The Autobahn

Porsche’s road-going track weapon is not for the faint of heart

The 911 GT3 blends the handling finesse of Porsche’s most track-focused RS model with a more road-going presence and performance. Debuted in February 2021, the first 911 GT car from the 992 generation has been improved aesthetically and technically. The iconic, naturally-aspirated flat-six still powers it, and oh boy, the exhaust sounds can stir the soul of anyone when the engine revs to its 9,000 rpm redline. And this video from AutoTopNL proves that the GT3 is also a speed devil if let loose on the German Autobahn.

The Autobahn Is The Perfect Place To Unleash A Porsche 911 GT3

As you know, certain sections of the Autobahn have zero speed limits, and it is the best place to test a car’s top speed. This manual-gearbox-equipped 911 GT3 from the video is a Touring model, which means it has an automatically deployable rear spoiler. Upon setting the drive mode to Track, the GT3 whooshes to 124 mph in a matter of seconds. Sadly, the GT3 couldn’t achieve its claimed 199 mph top speed because of the growing traffic on Autobahn. The highest it clocked was 178 mph, which is not bad either.

Apart from the high-speed run, the acoustics of the normally aspirated flat-six is purely ear-gasmic. In an era in which hybrid powertrains are getting more prominent, Porsche is determined to stick with its in-house developed flat-six engine. We are not certain about the fate of this powertrain, but it is one of the best-sounding six cylinders in the market. In the video, you will also notice that the 911 GT3 loses stability for a split second upon entering the Autobahn. That is mainly because of the cold weather, and the Track mode turns off the ESC, but it also confirms how tail-happy the GT3 is.

The 992 GT3 Is One Of The Best All-Purpose Sports Car For Enthusiasts

While the 911 GT3 RS is very close to Porsche’s race cars, the GT3 is more road-focused, with almost similar track performance to the RS. While they possess significant differences in appearance and aerodynamics, the rear-mounted 4.0-liter naturally aspirated flat-six engine remains the same. However, the RS adds another 15 ponies over the GT3’s 502 horses, which makes it no less than a BMW M4 on the road. In addition, the 346 pound-feet of torque is available post 6,000 RPM.

According to the Car and Driver, the GT3 can reach 60 mph in just 3.3 seconds and a quarter-mile in 11.5 seconds, which is very similar to the BMW M4 CSL. However, the GT3 is on the expensive side when compared to its key competitors, but it is one of the best driver’s cars available on the market.

Article Credits: Amreetam Basu
Full Articles: https://www.topspeed.com/watch-this-992-gt3-ring-all-six-cylinders-in-a-high-speed-run-on-the-autobahn/

on by Admin in News

Porsche (997.2) GT3 RS vs Porsche (992) GT3 RS

The new GT3 RS is the most extreme 911 ever. Time to see if its great grandad has gone soft

Two Porsche 911s with big wings and stickers. You call that progress?

Don’t judge a car by its decal package, young Padawan. Admittedly, the Top Trumps cards don’t make for progressive reading. See, the 2010 997.2 Generation GT3 RS possesses a 3.8-litre flat-six with 444bhp that revs to 8,500rpm. The 2022 equivalent, the 992 GT3 RS, has a 4.0-litre naturally-aspirated flat-six revving to 9,000rpm and produces 518bhp. The newer car is also nearly 100kg heavier. So, not much progress you’d think. But you’d be wrong. In the 12-year gap between these two RSs Porsche has managed to carve 44 seconds out of a Nürburgring Nordschleife lap time. Which is a lifetime in Ring speak and sensational progress. 

Point taken. But how’s it got so much faster?

Well, they both stick steadfastly to the Porsche GT Division’s rulebook of using motorsport as the guiding light for hardcore road cars; with RS’ being harder and faster versions of the already hard and fast GT3s. The 997 arrived on the scene with standard centre-lock wheels, track-ready aero package, Michelin Pilot Sport Cup 2 tyres, carbon brakes and the decals. The 992 has all of those things, it’s just been refined, honed and a made a hell of a lot more complicated. Especially when it comes to the aero department. You might have noticed the wing (hard to miss given it’s the largest rear wing to ever go on a 911) but there’s also countless lips, flicks and underfloor tunnels to gift the 992 860kg of downforce at 177mph. The 997.2 develops half that while going 186mph. 

That all sounds a bit serious.

A car with DRS and hewed suspension normally is. Which makes the 997 refreshing. It’s remarkably approachable when put next to the 992. Yes, it’s serious, but simpler. A lot simpler. Open the door and you sit in wonderfully slim and supportive seats to admire the plain, functional Alcantara wrapped interior and open, upright glasshouse. The simple steering wheel is clutter free, allowing you to relax as you waggle the stubby little six-speed gearlever and admire the roll-cage filling the rear-view mirror. Meanwhile, in the 992, you’re confronted with a high, wide, complicated dash you have to peer over like a dog looking for scraps at a dinner table. Then there are buttons. Lots of buttons. Including four new dials on the steering wheel offering a handful of modes; nine stages of compression, rebound, e-diff plus various flavours of ESC. There’s no gearstick to waggle either, just PDK shift paddles with motorsport-derived magnet technology that snap with a satisfying click. 

People say the 997.2 GT3 RS was peak RS. Is it? 

Forums argue that the Four Point Oh may be the pinnacle, but the 3.8-litre is 98 per cent there and far more attainable. In the pricey world of Porsche attainability. But it still remains a jewel in the crown of motoring, led by the worshipped ‘Mezger’ engine (named after its creator, renowned Porsche engineer Hans Mezger) that has a chunter and gruffness at start up before progressing into a snarl at mid-revs that tunes up the harder you push it before singing a shrieky song of motorsport. It’s paired perfectly with a hefty, meaty clutch, graunchy but self-assured gearbox and telepathic steering. Thanks to an ultra-light single-mass flywheel, the needle on the rev gauge zips around like it’s had an electric shock as you heel and toe while burying your foot in the brakes. You can then use the roll and supple, well-damped suspension to lean on the wide, thick, sticky Michelin rubber to maximise the weight and traction over the back axle to throw yourself out a corner and at the horizon to the sound of a comical 8,500rpm. 

Hang on, so is the 992 the right kind of progress? 

Depends what you’re looking for. If you live for the stopwatch and are a track day monkey, hell yes. There’s never been an easier way to drive to a track, have a race car experience and drive to the pub to gloat about how many people you’ve overtaken. You just need your wits about you to hit its potential. But the latest 3RS isn’t as useable, having lost its frunk in favour of a race car’s radiator and having had its spring rates wound up it won’t favour a b-road. The 997 is a joy on the road and where it once was a wide car (having borrowed the Turbo bodyshell) now it’s suitably slender and narrow compared to the squat prop-like 992. Either way, both cars are going to go down in Porsche history as legends.

Article Credits: Rowan Horncastle
Full Articles: https://www.topgear.com/car-news/best-2022/porsche-9972-gt3-rs-vs-porsche-992-gt3-rs

on by Admin in News

World premiere in Frankfurt: Porsche 911 GT3 with Touring Package

Porsche GT model with manual transmission now available without a rear wing

Atlanta, Georgia. The 911 GT3 with Touring Package will be unveiled at the 67th International Motor Show (IAA), which will take place from September 12 to 24, 2017, in Frankfurt. Instead of the fixed rear wing, when equipped with the optional Touring Package, the GT3 will have an adaptive rear spoiler similar to that of the 911 Carrera models. Beneath its understated exterior is pure motorsport-derived technology: The four-liter naturally aspirated flat-six engine develops 500 horsepower and generates 339 lb.-ft. of torque. The 911 GT3 with Touring Package sprints from 0 to 60 miles per hour in 3.8 seconds and reaches a top track speed of 196 miles per hour. The Touring Package will be available exclusively in combination with the six-speed manual transmission.

The name “Touring Package” harkens back to a variant of the 911 Carrera RS from 1973. The very pure 911 design and classic interior features were key elements of this model. The new 911 GT3 when equipped with the Touring Package follows the same concept, and retains the two-seater arrangement of the 911 GT3. Apart from certain Alcantara®-covered interior fittings, almost all 911 GT3 options are also available in combination with the Touring Package. This includes all available exterior colors, wheel choices, the Porsche Ceramic Composite Brake (PCCB) system, the front axle lift system, LED headlights, three seat options, and the Sport Chrono Package.

A high-performance sports car in every aspect

With the exception of the rear spoiler treatment, the body of the GT3 with the optional Touring Package remains unchanged. Like the other GT3 models, it is based upon the body of the 911 Carrera 4 model, which is 1.7 inches (44 millimeters) wider at the rear wheel arches. It sits about one inch (25 millimeters) lower than the 911 Carrera S. It also has large air intakes in the specially designed front fascia, as well as the air intake that is typical of the 911 GT3 model, located in front of the luggage compartment lid. In contrast to the other GT3 models, the front turn signal lenses and the taillights are not tinted. The 911 GT3 with Touring Package sits on forged center lock alloy wheels. At the front, 245/35 ZR 20 tires are fitted on nine-inch wide wheels, while at the rear 305/30 ZR 20 tires are mounted on twelve-inch wide wheels.

Sporty aerodynamics: Rear spoiler with additional gurney flap

The subtle differences in the Porsche GT3 model when it is equipped with the Touring Package are primarily visible at the rear. The automatically extending rear spoiler from the 911 Carrera models is equipped with an aerodynamic lip (“Gurney Flap”) finished in body color. The specially designed rear decklid grille bears a new “GT3 touring” logo. Other distinguishing features include side window surrounds, Sport Exhaust tailpipes, and headlight washer system covers which are finished in silver, as well as the Porsche logo at the rear. With the further available “Touring Package – Exterior in Black” option, these elements are finished in black, as on other 911 GT3 models. In this case, the front turn signal lenses and the taillights are tinted.

Leather interior

The interior creates the feel of a classic sports car with a manual transmission. In line with the character of a GT car, leather is prevalent rather than Alcantara®, which is used in other GT3 models. The steering wheel rim with twelve o’clock marker, shift lever, door panel armrests, center console storage compartment lid and interior door handles are upholstered in smooth-finish leather. The seat centers are made of black fabric. The headrests feature embossed Porsche crests and all seams in the partial leather interior are sewn in black thread. The finishing touch to the interior is black brushed aluminum trim.

Powerful six-cylinder naturally aspirated engine from Porsche’s motorsport heritage

The powertrain and chassis are identical on all 911 GT3 vehicles with manual transmission, including models equipped with the Touring Package. The naturally aspirated four-liter flat-six engine is taken from the 911 RSR and 911 GT3 Cup race cars. It is the most powerful naturally aspirated flat-six direct-injection engine that Porsche has ever developed for a street-legal car. The engine is characterized by its high-revving nature. The crankshaft spins at up to 9,000 revolutions per minute, which is truly extraordinary, even for a sports car engine.

The gear ratios of the six gears are precisely tuned to the power delivery and torque curve of the engine and offer particularly sporty shifting characteristics. An automatic rev-match feature delivers an exciting sound on downshifts. This function is activated via the “Sport” button on the center console, which enables a faster synchronization of the gears. The GT Sport manual transmission transfers the power to a mechanical rear differential lock with brake-based torque vectoring (PTV).

Fast in the corners, secure on the straights: Rigid chassis with rear-axle steering

The chassis of the 911 GT3 is a testament to Porsche’s experience in motorsport. In addition to the basic layout, the chassis also boasts superior handling characteristics, thanks predominantly to the standard active rear-axle steering. Depending upon the vehicle’s speed, it steers either in the opposite or the same direction as the front wheels, thereby improving the vehicle’s agility or stability. The size of the tires on both axles promote strong braking, sharp turn-in, and excellent traction.

Porsche Track Precision app as standard

In addition to Porsche Communication Management (PCM), including an online navigation module with real-time traffic information, every 911 GT3 model includes as standard equipment the Connect Plus module and the Porsche Track Precision app. This app enables the driver to display, record, and analyze detailed driving data on their smartphone.

Pricing and availability

The Touring Package option is now available to order and is expected to reach U.S. dealers in early 2018. Like other 911 GT3 models, the version with Touring Package costs $143,600, excluding any available options and the $1,050 delivery, processing, and handling fee.

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