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—as well as second-in-command to the today-discontinued 918 Spyder supercar inside 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 as well as was equipped with all the weight-saving options as well as almost none of the luxury frippery—items like a leather Inner surface, the front-axle lift system, or even air conditioning as well as 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. 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 as well as 15.4 by 1.3 inches inside rear, as well as are clamped by massive fixed aluminum calipers (six pistons front as well as four pistons rear). as well as inside case of the GT3 RS (as well as the GT3 as well as Cayman GT4), the brakes also come with more aggressive Pagid brake pads; the whole system can be utterly confidence inspiring as well as 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—as well as 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 inside 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 as well as were occasionally rubbing during extreme track driving.In addition to front as well as rear ride-height as well as 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 GT3, This kind of harder-core RS variant includes a little actuator (shown inside 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 opposite direction of the fronts, which shortens the turning diameter, as well as above 50 mph the idea steers them inside same direction as the front tires. the idea’s been expertly dialed in, because the steering can be exemplary as well as 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—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 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 as well as goes back on straight as well as 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 as well as 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 little 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.) yet the Porsche technician actually made the task—which involves torquing, loosening, as well as then re-tightening the lugs—look easy with This kind of extraordinarily long torque wrench.Expensive, impractical, fussy, as well as 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 RS by way of a four-millimeter stroke increase, the RS type has fortified pistons as well as titanium connecting rods, as well as its crankshaft uses a special tempered steel straight coming from Porsche’s 919 Hybrid LMP1 race car: The steel can be melted as well as re-melted multiple times in a vacuum to achieve its ultra-high (as well as 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 completely new 911 R—the PDK gearbox works terrifically inside GT3 RS. the idea's smooth when driven gently as well as lightning-quick when asked to be. On track as well as in Sport mode, PDK can be so prescient which no paddle inputs are required to always be inside 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) as well as 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— as well as the idea will do so abruptly when paired having 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 business. They have enough lateral support to make them useful on the track, yet are generous enough to allow those having 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 as well as aft as well as 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 as well as proved less-than-intuitive to use, as the idea requires switching back as well as forth between traditional cruise control as well as 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 as well as its ancillaries saves 17 pounds.Switching out the Inner surface 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, as well as 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 as well as the product 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 (as well as, genuinely, any maker's) race cars.The front splitter as well as 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 top of the front fenders allow high-pressure air to exit, as well as 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 a few 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 a few feet off of the ground—adds 494 pounds of downforce at 186 mph inside most aggressive of its three adjustable positions. Overall, the GT3 RS generates three times as much downforce as the GT3, as well as roughly 80 percent of what the GT3 Cup racer makes.Hybrids as well as 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 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, as well as 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, as well as 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 as well as 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 as well as 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 as well as bonded to the GT3 RS’s roof frame as well as painted along with the rest of the auto.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 as well as, 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 as well as 1.1 inches inside rear versus the GT3—Porsche had to figure out what to do with those gaping fender vents, which, inside Turbo, feed intercoolers. So the GT3 RS’s intake plumbing was revised to ensure the idea’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 as well as 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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