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

Thursday, July 28th, 2016 - autos

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

The Porsche 911 GT3 RS is actually, in our opinion, the king of the vast 911 lineup—although the Turbo S is actually more expensive to start—as well as also second-in-command to the right now-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. although 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 also was equipped with all the weight-saving options as well as also almost none of the luxury frippery—items like a leather Inner surface, the front-axle lift system, or even air conditioning as well as also 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. right now 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 also 15.4 by 1.3 inches inside the rear, as well as also are clamped by massive fixed aluminum calipers (six pistons front as well as also four pistons rear). as well as also inside the case of the GT3 RS (as well as the GT3 as well as also Cayman GT4), the brakes also come with more aggressive Pagid brake pads; the whole system is actually utterly confidence inspiring as well as also 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 through these twin pipes are otherworldly; the GT3 RS’s 8800-rpm wail is actually one of the best-sounding—as well as also 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 is actually set to its beginning third or so of travel, even though the rear tires were tucked up into the rear bodywork as well as also were occasionally rubbing during extreme track driving.In addition to front as well as also rear ride-height as well as also anti-roll bar adjustability, the GT3 RS’s front shock towers (shown here) allow for camber adjustments up to roughly negative 1.5 degrees. although 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 incorporates 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, as well as also 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 is actually exemplary as well as also 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—is actually to go bounding over the curbs. although which didn’t happen without some collateral damage to the GT3 RS’s rear fender wells, shown here.Nearly all of the underbody is actually 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 as well as also goes back on straight as well as also true because, as the Porsche technician was quick to remind us, “dinging a carbon-ceramic brake rotor is actually a $6000 mistake.”One of the top priorities of the GT3 RS development team was to shoehorn the 20-inch front as well as also 21-inch rear Michelin Pilot Sport Cup 2 tires through 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 actually 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.) although the Porsche technician actually made the task—which involves torquing, loosening, as well as also then re-tightening the lugs—look easy with This kind of extraordinarily long torque wrench.Expensive, impractical, fussy, as well as also incredibly cool: Porsche’s center-lock wheels.Although the GT3 RS’s defining characteristic is actually its wailing, 500-hp flat-six, the idea’s tough to see any visual evidence of its existence through either above or below. Upsized through the GT3’s 3.8 liters to 4.0 liters inside the RS by way of a 4-mm stroke increase, the RS variation has fortified pistons as well as also titanium connecting rods, as well as also its crankshaft uses a special tempered steel straight through Porsche’s 919 Hybrid LMP1 race car: The steel is actually melted as well as also re-melted multiple times in a vacuum to achieve its ultra-high (as well as also 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 actually 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 is actually inside the completely new 911 R—the PDK gearbox works terrifically inside the GT3 RS. the idea's smooth when driven gently as well as also lightning-quick when asked to be. On track as well as also in Sport mode, PDK is actually so prescient which no paddle inputs are required to always be inside the optimum gear. Which is actually why, love of manuals or no, we can agree with Porsche on one thing: PDK definitely makes for quicker lap times. ---This kind of variation of PDK doesn’t have “creep” functionality (i.e., the idea doesn’t engage when the brake is actually released; the idea waits for a prod of the throttle) as well as also 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 also the idea will do so abruptly when paired using a generous throttle application. Because sometimes what you need in life is actually 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, although are generous enough to allow those using a physique larger than which of a professional racer—which’s essentially everyone—to drive long distances in comfort. The backrest is actually fixed, although we had no qualms with its angle; adjustments include manual fore as well as also aft as well as also a power height. Clambering over their rigid, high-walled sides when getting in is actually well worth the idea every time.Ostensibly a trickle-down innovation through 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 also proved less-than-intuitive to use, as the idea requires switching back as well as also forth between traditional cruise control as well as also pit-speed cruise.One of the very rare no-cost options in Porsche’s vast catalogue is actually the GT3 RS’s stereo/infotainment delete. Ditching the 7.0-inch touchscreen as well as also its ancillaries saves 17 pounds.Switching out the Inner surface door handles for pull loops made of seatbelt material is actually 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 is actually 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 also we also had trouble keeping the windows through fogging when the idea was raining.The driver’s delight is actually 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, is actually an $860 option. (Red is actually also available for the same cost.)Sticker versions of the Porsche crest up front as well as also the design name at the back are an RS tradition. This kind of is actually done not so much for weight savings, says Porsche, although as a tie-in with its (as well as also, definitely, any maker's) race cars.The front splitter as well as also the fender vents (see next slide) are the main contributors to the GT3 RS’s additional front downforce. although 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 is actually for the black headlight surrounds.These gaping vents inside the top of the front fenders allow high-pressure air to exit, as well as also are thus a significant enabler to front downforce, which is actually a claimed 267 pounds at 186 mph. The fact which these unique fenders are made of carbon fiber saves 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 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, as well as also roughly 80 percent of what the GT3 Cup racer makes.Hybrids as well as also 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 is actually 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 through or to the specified 443 lb-ft is actually not included. Sure, the idea adds noncritical weight, although the idea beats the odds which a roadside-assistance service will have one, as well as also 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 also the idea substantially enhances the front trunklid’s visual appeal when open.Although the idea doesn’t look like much, This kind of is actually 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 is actually inherently lighter than carbon fiber, although due to the additional weight added in surface films as well as also paint coats to smooth out the inherently rougher surface of a carbon-fiber panel. Also fascinating is actually the complex supply chain: The magnesium is actually strip cast as well as also then warm-rolled down to a thickness of 1.1 mm at a supplier in Korea, where the idea is actually then cut into a roof-sized chunk. This kind of is actually 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 also bonded to the GT3 RS’s roof frame as well as also painted along with the rest of the automobile.Minimizing the tire-to-wheel gap is actually already a Porsche strong suit, although 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 also, as seen earlier, the tires were occasionally rubbing during max-attack laps at VIR.Since the GT3 RS employs the wide bodywork through the Turbo—the RS’s track is actually increased by 1.8 inches in front, as well as also 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 to ensure which the idea’s right now 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 also a claimed 10-hp boost over the rated 500 figure at high speeds through 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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