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

Friday, July 29th, 2016 - autos

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

The Porsche 911 GT3 RS can be, in our opinion, the king of the vast 911 lineup—although the Turbo S can be more expensive to start—along with second-in-command to the at This kind of point-discontinued 918 Spyder supercar inside 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, the idea was difficult to put down the camera. yet the idea was worth the down time to capture the collection of spectacular details which 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 Internal, the front-axle lift system, or even air conditioning along that has a radio were all absent. the idea'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. at This kind of point 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 inside the rear, along with are clamped by massive fixed aluminum calipers (six pistons front along with four pistons rear). along with inside 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 can be 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 which 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 which emanate coming from these twin pipes are otherworldly; the GT3 RS’s 8800-rpm wail can be one of the best-sounding—along with loudest—production-car noises extant. the automobile 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 inside the rear shocks; our car can be 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. yet maybe the idea 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 which. The Corvette’s track-alignment settings call for more negative camber, at 2.0 degrees.As inside the GT3, This kind of harder-core RS variant carries a smaller actuator (shown inside the center of the photo) to steer the rear wheels up to 1.5 degrees in either direction. Below 31 mph, the idea turns the rears inside the opposite direction of the fronts, which shortens the turning diameter, along with above 50 mph the idea steers them inside the same direction as the front tires. the idea’s been expertly dialed in, because the steering can be exemplary along with never feels in any way artificial or non-linear.The quickest way around Virginia International Raceway—yes, we had the automobile at This kind of year's Lightning Lap shootout—can be to go bounding over the curbs. yet which didn’t happen without some collateral damage to the GT3 RS’s rear fender wells, shown here.Nearly all of the underbody can be covered to smooth airflow—Porsche claims which the GT3 RS achieves the identical coefficient of drag (0.34) as the GT3 despite having double the downforce. Note the exceptions inside the form of the strategic NACA ducts for specific cooling needs.This kind of nifty Porsche tool threads onto the hub to ensure which 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 can be 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 can be probably a large contributor to the GT3 RS’s impressively forgiving ride quality over smaller 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 automobile's lugs at its 6250-rpm peak.) yet 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 can be its wailing, 500-hp flat-six, the idea’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 inside the RS by way of a four-millimeter stroke increase, the RS type 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 can be 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 can be 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 the idea can be inside the completely new 911 R—the PDK gearbox works terrifically inside the GT3 RS. the idea's smooth when driven gently along with lightning-quick when asked to be. On track along with in Sport mode, PDK can be so prescient which no paddle inputs are required to always be inside the optimum gear. Which can be why, love of manuals or no, we can agree with Porsche on one thing: PDK definitely makes for quicker lap times. ---This kind of type of PDK doesn’t have “creep” functionality (i.e., the idea doesn’t engage when the brake can be released; the idea waits for a prod of the throttle) along with also will select neutral any time the driver pulls both shift paddles simultaneously. the idea will then reengage the clutch when the paddles are released— along with the idea will do so abruptly when paired that has a generous throttle application. Because sometimes what you need in life can be a little wheelspin.These carbon-fiber-shell bucket seats are the best sport seats inside the business. They have enough lateral support to make them useful on the track, yet are generous enough to allow those that has a physique larger than which of a professional racer—which’s essentially everyone—to drive long distances in comfort. The backrest can be fixed, yet we had no qualms with its angle; adjustments include manual fore along with aft along that has a power height. Clambering over their rigid, high-walled sides when getting in can be well worth the idea every time.Ostensibly a trickle-down innovation coming from racing, Porsche’s completely new pit-speed mode—essentially a second cruise-control function which will limit speed to a selectable set point up to 55 mph—seems gimmicky along with proved less-than-intuitive to use, as the idea 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 can be the GT3 RS’s stereo/infotainment delete. Ditching the 7.0-inch touchscreen along with its ancillaries saves 17 pounds.Switching out the Internal door handles for pull loops made of seatbelt material can be 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 different no-cost light-weighting opportunity can be to eliminate the air-conditioning system, saving 26 pounds, although after a 700-mile road trip in 0-degree heat, the idea’s not one we’d necessarily recommend. Running the fan seemed to bring in air which was always substantially warmer than the ambient temperature, along with we also had trouble keeping the windows coming from fogging when the idea was raining.The driver’s delight can be directly proportional to the proximity of the tachometer needle to its monstrous 8800-rpm limit. Factoid: To hold the gauge faces rendered in white, as on our test car, can be an $860 option. (Red can be also available for the same cost.)Sticker versions of the Porsche crest up front along with the type name at the back are an RS tradition. This kind of can be done not so much for weight savings, says Porsche, yet as a tie-in with its (along with, genuinely, 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. yet 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 which upcharge can be for the black headlight surrounds.These gaping vents inside the top of the front fenders allow high-pressure air to exit, along with are thus a significant enabler to front downforce, which can be a claimed 267 pounds at 186 mph. The fact which these unique fenders are made of carbon fiber saves all 5 pounds versus the aluminum pieces on different 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 inside 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 which saves 30 pounds. However, at 40 amp-hours, the energy capacity of This kind of lithium-ion unit can be just over half which of the standard, 70 amp-hour nickel-metal-hydride battery. the idea’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. the idea's tucked out of the way under a plastic cover inside the frunk (front trunk) area—the torque wrench to budge the wheels coming from or to the specified 443 lb-ft can be not included. Sure, the idea adds noncritical weight, yet the idea beats the odds which 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. the idea’s also one of the RS’s few material upgrades which are readily viewable, along with the idea substantially enhances the front trunklid’s visual appeal when open.Although the idea doesn’t look like much, This kind of can be the automotive world’s first production magnesium roof. Porsche claims which the idea’s 24-percent lighter than an equivalent carbon-fiber part—which’s 1.5 pounds—not because magnesium can be inherently lighter than carbon fiber, yet 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 can be the complex supply chain: The magnesium can be strip cast along with then warm-rolled down to a thickness of 1.1 millimeters at a supplier in Korea, where the idea can be then cut into a roof-sized chunk. This kind of can be then shipped to another supplier in Canada, which shapes the idea to the correct curvature at roughly 800 degrees F. The magnesium panel then gets a U.S. passport stamp, where the idea receives a plasma oxidation coating. Then, the idea’s off to Germany, where the idea’s finally bolted along with bonded to the GT3 RS’s roof frame along with painted along with the rest of the automobile.Minimizing the tire-to-wheel gap can be already a Porsche strong suit, yet 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 can be increased by 1.8 inches in front along with 1.1 inches inside the rear versus the GT3—Porsche had to figure out what to do with those gaping fender vents, which, inside the Turbo, feed intercoolers. So the GT3 RS’s intake plumbing was revised in order which the idea’s at This kind of point 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 that has 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 the idea’s the Best 911 of Them All

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

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