GT3 RS Archives - Porsche 911 Parts Direct

on March 27, 2023 by Admin in News

The 2023 Porsche 911 GT3

The 2023 Porsche 911 GT3 combines high performance, comfort, and aesthetics. Anybody with little involvement in high-performance street cars will be dumbfounded with fair how comfortable the 911 GT3 is on an everyday premise. Indeed, with the car’s comfort capacities, the ride is compliant, particularly at higher speeds.

Features

The 911 GT3 features added lightweight fairings, just like in for 911 Carrera T and Gonzo GT3 RS; it also has the new Small Series 911 Sport Classic and 911 Dakar. The 911 GT3 is part of the eighth-generation 11 introduced in 2020.It’s easy to imagine that even The Simpsons’ incompetent attorney, Lionel Hutz, could win the case, arguing that the 2023 Porsche 911 is the perfect sports car. Slip into the cabin and you instantly know you are in a special place.

The handle is just the right size. The driving position is low off the ground, with extremely comfortable seats, yet easy to get in and out of. The Interior is impeccably designed and features luxurious materials. And it urges you to drive harder and faster before igniting the glorious flat-six engine, tackling a series of switchbacks, and enjoying the 911’s telepathic steering and stable handling.

Ironically, if the sleepy ubiquitousness of today’s average 911 is at least partly due to its inherent goodness, the 2023 Porsche 911 GT3 RS will be free from dry ice on the lines. Unlike previous modern RS models, this is where the GT department took the standard 911 GT3 and increased its overall and measurable capabilities simply by a factor of 5 or 10, or a relatively small percentage for over $25,000.

That’s not to say the GT department got lazy or that these cars weren’t world-class. Rather, there’s only so much that can be done to improve on the already top-performing base concept, so much so that over a year ago, the standard 992-series 911 GT3 won MotorTrend’s first Performance Vehicle of the Year award. They are approaching the top.

Exterior

The new 2023 Porsche 911 GT3 RS is a hardcore version of the sports car, with a 518 hp 4.0-liter 6-cylinder naturally aspirated engine and all sorts of aerodynamic improvements over the standard 911 GT3.

The shape of the rear wing changes to maximize downforce, reduce drag or act as an air brake.The front apron has a built-in splitter.Roof-mounted fins redirect hot air exhausted from the radiators, allowing cooler air to flow to the rear intakes.

The side panels are similar to open-wheeler bargeboards and direct air to the outside of the body. Front fender slats (now standard on the RS) relieve pressure in the fenders.

Steering wheel buttons and dials control DRS, dampers, differentials, stability control, and driving mode settings.

Interior

The Interior of the GT3 is very similar to that of the rest of the 911 lineup, with a minimalistic style and straightforward layout that honors earlier iterations of Porsche’s iconic sports car.

There are a few distinctive features scattered about the cabin, though. The GT3’s gauge cluster still has a prominent analog tachometer in the center, flanked by digital displays, but it now has a special GT mode that places all significant information right there on the displays.

The adaptive dampers’ rebound and compression levels can be changed with additional steering wheel controls on the RS model. The stubby center-console shifter found on standard 911s is also swapped out for a traditional-looking lever that resembles a manual shifter on models with the PDK automatic transmission.

Engine Power and Performance

At the rear of the 911 GT3 is a 4.0-liter 6-cylinder naturally aspirated engine with 502 hp. The engine was the same that was in the last 911 Speedster he tested, revving to 9000 rpm and roaring like hypnosis.

The GT3 offers both a 7-speed dual-clutch automatic (aka PDK) and a 6-speed manual transmission. The example we drove with his PDK demonstrated not only the intuitive behavior of the automatic but also the spirited response of the engine and an exhilarating soundtrack.

At our test track, the automatic managed his 2.7-second 60-mph time, while our six-speed manual test vehicle beat his impressive 3.3-second 60-mph sprint. Joining the lineup this year, the GT3 RS is tuned to 518bhp and has all sorts of aero elements to create massive downforce on the road—racing car.

The most notable performance upgrade for this latest generation of his GT3 model is the wishbone front suspension, a first for a production 911. Combine this with standard adaptive dampers and sticky Michelin Pilot Sport Cup 2 or sticky Cup R tires, and the coupe’s chassis offers incredible cornering grip and unfiltered feedback.

The GT3’s handling is undeniably tight, but it’s never punished, and the electric-assist steering is so communicative that it deserves to be anointed as the best in the business. See if the RS is too stiff for the track and uncomfortable on public roads. A purist Porsche stops a massive steel truss.

The carbon-ceramic option offers strong stopping power, easy modulation, and resists fading on the track.

Body Kit

The body kit is made of Fiberglass and carbon material.

One front bumper
One rear bumper
One pair of side skirts
Front spoiler
Air outlet panels in the front fender
Side Air intake panels
Side skirts
Rear spoiler profile
Rear spoiler panels
Diffusor and rear apron panels
Roof spoiler
Tailgate panel
window triangle

Pricing

Starting at $171,150 to $225,250

Pros and Cons

Pros

It has Incredibly strong and remarkably efficient engines.
Hallmark handling creates a sense of assurance for the driver and the luxurious.
The Interior provides plenty of options for personalization.
Comfortable and great for daily commutes, this is an ideal vehicle for you.

Cons

Even the basic model of the car costs more than $100,000 when brand new,
Its gauge cluster can be easily hidden by the steering wheel.

Conclusion

Experienced drivers of high-performance road cars will be blown away by how comfortable the 911 GT3 is for daily driving. Despite its impressive handling, the ride is remarkably smooth, especially at faster speeds. Porsche has stayed true to its reputation and delivered an amazing experience to motorists around the globe.

Photo Gallery

on February 1, 2023 by Admin in News

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

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.