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

Friday, July 29th, 2016 - autos

Porsche 911 GT3 RS Tech Dive: Why This kind of’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 also 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, This kind of was difficult to put down the camera. nevertheless This kind of 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 also was equipped with all the weight-saving options along with also almost none of the luxury frippery—items like a leather Indoor, the front-axle lift system, or even air conditioning along with also a radio were all absent. This kind of'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 also 15.4 by 1.3 inches inside the rear, along with also are clamped by massive fixed aluminum calipers (six pistons front along with also four pistons rear). along with also inside the case of the GT3 RS (as well as the GT3 along with also Cayman GT4), the brakes also come with more aggressive Pagid brake pads; the whole system can be utterly confidence inspiring along with 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 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 by these twin pipes are otherworldly; the GT3 RS’s 8800-rpm wail can be one of the best-sounding—along with also loudest—production-car noises extant. your vehicle 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 also were occasionally rubbing during extreme track driving.In addition to front along with also rear ride-height along with 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. nevertheless maybe This kind of 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 inside the GT3, This kind of harder-core RS variant includes a tiny actuator (shown inside the center of the photo) to steer the rear wheels up to 1.5 degrees in either direction. Below 31 mph, This kind of turns the rears inside the opposite direction of the fronts, which shortens the turning diameter, along with also above 50 mph This kind of steers them inside the same direction as the front tires. This kind of’s been expertly dialed in, because the steering can be exemplary along with also never feels in any way artificial or non-linear.The quickest way around Virginia International Raceway—yes, we had your vehicle at This kind of year's Lightning Lap shootout—can be 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 can be 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 inside 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 also goes back on straight along with also 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 also 21-inch rear Michelin Pilot Sport Cup 2 tires by 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 tiny road imperfections.Archimedes no doubt might 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 your vehicle's lugs at its 6250-rpm peak.) nevertheless the Porsche technician actually made the task—which involves torquing, loosening, along with also then re-tightening the lugs—look easy with This kind of extraordinarily long torque wrench.Expensive, impractical, fussy, along with also incredibly cool: Porsche’s center-lock wheels.Although the GT3 RS’s defining characteristic can be its wailing, 500-hp flat-six, This kind of’s tough to see any visual evidence of its existence by either above or below. Upsized by the GT3’s 3.8 liters to 4.0 liters inside the RS by way of a four-millimeter stroke increase, the RS edition has fortified pistons along with also titanium connecting rods, along with also its crankshaft uses a special tempered steel straight by Porsche’s 919 Hybrid LMP1 race car: The steel can be melted along with also re-melted multiple times in a vacuum to achieve its ultra-high (along with 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 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 This kind of can be inside the brand-new 911 R—the PDK gearbox works terrifically inside the GT3 RS. This kind of's smooth when driven gently along with also lightning-quick when asked to be. On track along with also in Sport mode, PDK can be so prescient that will 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 edition of PDK doesn’t have “creep” functionality (i.e., This kind of doesn’t engage when the brake can be released; This kind of waits for a prod of the throttle) along with also also will select neutral any time the driver pulls both shift paddles simultaneously. This kind of will then reengage the clutch when the paddles are released— along with also This kind of 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 the business. They have enough lateral support to make them useful on the track, nevertheless are generous enough to allow those having a physique larger than that will of a professional racer—that will’s essentially everyone—to drive long distances in comfort. The backrest can be fixed, nevertheless we had no qualms with its angle; adjustments include manual fore along with also aft along with also a power height. Clambering over their rigid, high-walled sides when getting in can be well worth This kind of every time.Ostensibly a trickle-down innovation by racing, Porsche’s brand-new 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 also proved less-than-intuitive to use, as This kind of requires switching back along with also forth between traditional cruise control along with also 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 also its ancillaries saves 17 pounds.Switching out the Indoor 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 various other 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, This kind of’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 also we also had trouble keeping the windows by fogging when This kind of 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 develop 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 also the product name at the back are an RS tradition. This kind of can be done not so much for weight savings, says Porsche, nevertheless as a tie-in with its (along with also, truly, any maker's) race cars.The front splitter along with also 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 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 also are thus a significant enabler to front downforce, which can be a claimed 267 pounds at 186 mph. The fact that will these unique fenders are made of carbon fiber saves several pounds versus the aluminum pieces on various other 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 several 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 also roughly 80 percent of what the GT3 Cup racer makes.Hybrids along with also 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 can be just over half that will of the standard, 70 amp-hour nickel-metal-hydride battery. This kind of’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. This kind of's tucked out of the way under a plastic cover inside the frunk (front trunk) area—the torque wrench to budge the wheels by or to the specified 443 lb-ft can be not included. Sure, This kind of adds noncritical weight, nevertheless This kind of beats the odds that will a roadside-assistance service will have one, along with also also saves the $300 to purchase one separately.A frunklid made of carbon fiber instead of aluminum saves 3.3 pounds. This kind of’s also one of the RS’s few material upgrades that will are readily viewable, along with also This kind of substantially enhances the front trunklid’s visual appeal when open.Although This kind of doesn’t look like much, This kind of can be the automotive world’s first production magnesium roof. Porsche claims that will This kind of’s 24-percent lighter than an equivalent carbon-fiber part—that will’s 1.5 pounds—not because magnesium can be inherently lighter than carbon fiber, nevertheless due to the additional weight added in surface films along with also 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 also then warm-rolled down to a thickness of 1.1 millimeters at a supplier in Korea, where This kind of can be then cut into a roof-sized chunk. This kind of can be then shipped to another supplier in Canada, which shapes This kind of to the correct curvature at roughly 800 degrees F. The magnesium panel then gets a U.S. passport stamp, where This kind of receives a plasma oxidation coating. Then, This kind of’s off to Germany, where This kind of’s finally bolted along with also bonded to the GT3 RS’s roof frame along with also painted along with the rest of your vehicle.Minimizing the tire-to-wheel gap can be 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 also, as seen earlier, the tires were occasionally rubbing during max-attack laps at VIR.Since the GT3 RS employs the wide bodywork by the Turbo—the RS’s track can be increased by 1.8 inches in front along with 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 generating sure that will This kind of’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 with also a claimed 10-hp boost over the rated 500 figure at high speeds by the ram-air effect.

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

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

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