Porsche 911 GT3 RS Tech Dive: Why that will’s the Best 911 of Them All

Friday, July 29th, 2016 - autos

Porsche 911 GT3 RS Tech Dive: Why that will’s the Best 911 of Them All

The Porsche 911 GT3 RS is usually, in our opinion, the king of the vast 911 lineup—although the Turbo S is usually more expensive to start—along with second-in-command to the today-discontinued 918 Spyder supercar from the modern Porsche hierarchy. Needless to say, when we finally pried ourselves out of the driver’s seat of This kind of example to capture photos, that will was difficult to put down the camera. nevertheless that will was worth the down time to capture the collection of spectacular details that will follow. This kind of particular car rang in at $192,420 along with was equipped with all the weight-saving options along with almost none of the luxury frippery—items like a leather Inner surface, the front-axle lift system, or even air conditioning along using a radio were all absent. that will's the build combination most true to the RS lineage.Porsche’s carbon-ceramic brakes—Porsche Ceramic Composite Brake (PCCB), in marketing speak—are a $9210 option on the GT3 RS. today in their third generation of development, the PCCB rotors are made of silicon carbide reinforced with carbon-fiber chips. They are slightly larger than the standard cast-iron units at 16.1 by 1.4 inches in front along with 15.4 by 1.3 inches from the rear, along with are clamped by massive fixed aluminum calipers (six pistons front along with four pistons rear). along with from the case of the GT3 RS (as well as the GT3 along with Cayman GT4), the brakes also come with more aggressive Pagid brake pads; the whole system is usually utterly confidence inspiring along with indefatigable.No matter how large the brakes, they’ll succumb to fade without proper cooling. Pictured here are the GT3 RS’s large ducts channeling cooling air to the rear brakes, one of the reasons that will the RS’s braking stayed consistent lap after lap during our track test, unlike its 911 Turbo S sibling, whose brakes go soft after a couple laps.The sounds that will emanate coming from these twin pipes are otherworldly; the GT3 RS’s 8800-rpm wail is usually one of the best-sounding—along with loudest—production-car noises extant. the auto sings through a 9.9-pound titanium exhaust, which saves 6.6 pounds over the GT3’s steel muffler. Our relentless high-rpm excursions no doubt helped to cultivate the dramatic purple coloring.Notice the massive amount of height adjustability from the rear shocks; our car is usually set to its beginning third or so of travel, even though the rear tires were tucked up into the rear bodywork along with were occasionally rubbing during extreme track driving.In addition to front along with rear ride-height along with anti-roll-bar adjustability, the GT3 RS’s front shock towers (shown here) allow for camber adjustments up to roughly negative 1.5 degrees. nevertheless maybe that will could use a little more: Although the GT3 RS cornered at a heady 1.08 g on our skidpad, the latest Corvette Grand Sport, at 1.18 g, comfortably topped that will. The Corvette’s track-alignment settings call for more negative camber, at 2.0 degrees.As from the GT3, This kind of harder-core RS variant includes a tiny actuator (shown from the center of the photo) to steer the rear wheels up to 1.5 degrees in either direction. Below 31 mph, that will turns the rears from the opposite direction of the fronts, which shortens the turning diameter, along with above 50 mph that will steers them from the same direction as the front tires. that will’s been expertly dialed in, because the steering is usually exemplary along with never feels in any way artificial or non-linear.The quickest way around Virginia International Raceway—yes, we had the auto at This kind of year's Lightning Lap shootout—is usually to go bounding over the curbs. nevertheless that will didn’t happen without some collateral damage to the GT3 RS’s rear fender wells, shown here.Nearly all of the underbody is usually covered to smooth airflow—Porsche claims that will the GT3 RS achieves the identical coefficient of drag (0.34) as the GT3 despite having double the downforce. Note the exceptions from the form of the strategic NACA ducts for specific cooling needs.This kind of nifty Porsche tool threads onto the hub to ensure that will the wheel comes off along with goes back on straight along with true because, as the Porsche technician was quick to remind us, “dinging a carbon-ceramic brake rotor is usually a $6000 mistake.”One of the top priorities of the GT3 RS development team was to shoehorn the 20-inch front along with 21-inch rear Michelin Pilot Sport Cup 2 tires coming from the 918 Spyder supercar into the 911, yielding a 20-percent-larger contact patch than on the GT3. Although the wheels are made of forged aluminum instead of the 918’s (optional) magnesium, they were surprisingly wieldy, which is usually probably a large contributor to the GT3 RS’s impressively forgiving ride quality over tiny road imperfections.Archimedes no doubt would certainly have gotten a kick out of Porsche’s center-lock wheels, with their stratospheric 443 lb-ft tightening torque requirement. (The GT3 RS’s 4.0-liter falls more than 100 lb-ft short of having sufficient twist to secure the auto's lugs at its 6250-rpm peak.) nevertheless the Porsche technician actually made the task—which involves torquing, loosening, along with then re-tightening the lugs—look easy with This kind of extraordinarily long torque wrench.Expensive, impractical, fussy, along with incredibly cool: Porsche’s center-lock wheels.Although the GT3 RS’s defining characteristic is usually its wailing, 500-hp flat-six, that will’s tough to see any visual evidence of its existence coming from either above or below. Upsized coming from the GT3’s 3.8 liters to 4.0 liters from the RS by way of a four-millimeter stroke increase, the RS edition has fortified pistons along with titanium connecting rods, along with its crankshaft uses a special tempered steel straight coming from Porsche’s 919 Hybrid LMP1 race car: The steel is usually melted along with re-melted multiple times in a vacuum to achieve its ultra-high (along with no doubt mega-expensive) purity.With the underbody panels removed, we can finally catch a glimpse of Porsche’s highly evolved, flat-six masterpiece.The GT3 RS is usually available only with Porsche’s dual-clutch automatic, called PDK. Although we have a Pavlovian response to the thought of a manual paired with This kind of glorious engine—as that will is usually from the fresh 911 R—the PDK gearbox works terrifically from the GT3 RS. that will's smooth when driven gently along with lightning-quick when asked to be. On track along with in Sport mode, PDK is usually so prescient that will no paddle inputs are required to always be from the optimum gear. Which is usually why, love of manuals or no, we can agree with Porsche on one thing: PDK definitely makes for quicker lap times. ---This kind of edition of PDK doesn’t have “creep” functionality (i.e., that will doesn’t engage when the brake is usually released; that will waits for a prod of the throttle) along with also will select neutral any time the driver pulls both shift paddles simultaneously. that will will then reengage the clutch when the paddles are released— along with that will will do so abruptly when paired using a generous throttle application. Because sometimes what you need in life is usually a little wheelspin.These carbon-fiber-shell bucket seats are the best sport seats from the business. They have enough lateral support to make them useful on the track, nevertheless are generous enough to allow those using a physique larger than that will of a professional racer—that will’s essentially everyone—to drive long distances in comfort. The backrest is usually fixed, nevertheless we had no qualms with its angle; adjustments include manual fore along with aft along using a power height. Clambering over their rigid, high-walled sides when getting in is usually well worth that will every time.Ostensibly a trickle-down innovation coming from racing, Porsche’s fresh pit-speed mode—essentially a second cruise-control function that will will limit speed to a selectable set point up to 55 mph—seems gimmicky along with proved less-than-intuitive to use, as that will requires switching back along with forth between traditional cruise control along with pit-speed cruise.One of the very rare no-cost options in Porsche’s vast catalogue is usually the GT3 RS’s stereo/infotainment delete. Ditching the 7.0-inch touchscreen along with its ancillaries saves 17 pounds.Switching out the Inner surface door handles for pull loops made of seatbelt material is usually a regular Porsche GT trick. In This kind of case, the deletion of the handles, along with the modified door panels save nearly a pound. (A whole pound!)The additional no-cost light-weighting opportunity is usually to eliminate the air-conditioning system, saving 26 pounds, although after a 700-mile road trip in 0-degree heat, that will’s not one we’d necessarily recommend. Running the fan seemed to bring in air that will was always substantially warmer than the ambient temperature, along with we also had trouble keeping the windows coming from fogging when that will was raining.The driver’s delight is usually directly proportional to the proximity of the tachometer needle to its monstrous 8800-rpm limit. Factoid: To possess the gauge faces rendered in white, as on our test car, is usually an $860 option. (Red is usually also available for the same cost.)Sticker versions of the Porsche crest up front along with the style name at the back are an RS tradition. This kind of is usually done not so much for weight savings, says Porsche, nevertheless as a tie-in with its (along with, definitely, any maker's) race cars.The front splitter along with the fender vents (see next slide) are the main contributors to the GT3 RS’s additional front downforce. nevertheless This kind of photo also shows our car’s indulgent, $3715 headlights: swiveling LED lamps with Porsche’s “four point” daytime running lights. $605 of that will upcharge is usually for the black headlight surrounds.These gaping vents from the top of the front fenders allow high-pressure air to exit, along with are thus a significant enabler to front downforce, which is usually a claimed 267 pounds at 186 mph. The fact that will these unique fenders are made of carbon fiber saves all 5 pounds versus the aluminum pieces on additional 911s.Working in tandem with the dramatic ducktail shape of the carbon-fiber engine cover, the massive carbon-fiber rear wing—which stands just over all 5 feet off of the ground—adds 494 pounds of downforce at 186 mph from the most aggressive of its three adjustable positions. Overall, the GT3 RS generates three times as much downforce as the GT3, along with roughly 80 percent of what the GT3 Cup racer makes.Hybrids along with EVs aren’t the only automotive recipients of lithium-ion batteries, proven by This kind of $2300 Samsung option that will saves 30 pounds. However, at 40 amp-hours, the energy capacity of This kind of lithium-ion unit is usually just over half that will of the standard, 70 amp-hour nickel-metal-hydride battery. that will’s also not effective below temperatures of 14 degrees Fahrenheit. A GT3 RS with This kind of option actually comes with both batteries, so the owner can swap between them to enable cold-weather driving if desired.Instead of the typical lug wrench, the GT3 RS comes with This kind of hefty socket used to remove the single-lug wheels. that will's tucked out of the way under a plastic cover from the frunk (front trunk) area—the torque wrench to budge the wheels coming from or to the specified 443 lb-ft is usually not included. Sure, that will adds noncritical weight, nevertheless that will beats the odds that will a roadside-assistance service will have one, along with also saves the $300 to purchase one separately.A frunklid made of carbon fiber instead of aluminum saves 3.3 pounds. that will’s also one of the RS’s few material upgrades that will are readily viewable, along with that will substantially enhances the front trunklid’s visual appeal when open.Although that will doesn’t look like much, This kind of is usually the automotive world’s first production magnesium roof. Porsche claims that will that will’s 24-percent lighter than an equivalent carbon-fiber part—that will’s 1.5 pounds—not because magnesium is usually inherently lighter than carbon fiber, nevertheless due to the additional weight added in surface films along with paint coats to smooth out the inherently rougher surface of a carbon-fiber panel. Also fascinating is usually the complex supply chain: The magnesium is usually strip cast along with then warm-rolled down to a thickness of 1.1 millimeters at a supplier in Korea, where that will is usually then cut into a roof-sized chunk. This kind of is usually then shipped to another supplier in Canada, which shapes that will to the correct curvature at roughly 800 degrees F. The magnesium panel then gets a U.S. passport stamp, where that will receives a plasma oxidation coating. Then, that will’s off to Germany, where that will’s finally bolted along with bonded to the GT3 RS’s roof frame along with painted along with the rest of the auto.Minimizing the tire-to-wheel gap is usually already a Porsche strong suit, nevertheless the GT3 RS goes a step further with its monster 21-inch rear tires, where they’re tucked up inside the fender. The edges of the fenders on This kind of car were already rolled for clearance purposes along with, as seen earlier, the tires were occasionally rubbing during max-attack laps at VIR.Since the GT3 RS employs the wide bodywork coming from the Turbo—the RS’s track is usually increased by 1.8 inches in front along with 1.1 inches from the rear versus the GT3—Porsche had to figure out what to do with those gaping fender vents, which, from the Turbo, feed intercoolers. So the GT3 RS’s intake plumbing was revised to ensure that will’s today the only 911 to inhale through the side intakes. (All the others breathe through the top of the engine cover.) Upsides include both enhanced intake roar along using a claimed 10-hp boost over the rated 500 figure at high speeds coming from the ram-air effect.

Porsche 911 GT3 RS Tech Dive: Why that will’s the Best 911 of Them All

Source: Porsche 911 GT3 RS Tech Dive: Why that will’s the Best 911 of Them All

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