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Just wow!!!.
Porsche 911 GT3 RS officially revealed (finally)
500hp and 7min 20sec ‘ring lap for GT3 RS
► The most hardcore Porsche 991 of all
► Quicker round the 'Ring than Carrera GT
► 493bhp, 0-124mph in 10.9 seconds, £131,000
991 GT3 RS Microsite
[youtube]n1qtyIy22qs[/youtube]
We’ve spied it testing at the Nurburgring, in patent photos, snapped on Instagram and even leaked as a model car – but today the worst-kept secret in sports cars has been announced officially: this is the new Porsche 911 GT3 RS.
And it’s just as spectacular as we’d hoped.
2015 Porsche 911 GT3 RS: the stats
They’re worth waiting for. Engine: four litres split between six cylinders generating 493bhp and 354lb ft. That makes it the most powerful non-turbo 911 in the range.
0-62mph: 3.3 seconds. Even more eye-openingly, 0-124mph: 10.9 seconds. Fuel economy: 22.9mpg. (Who cares?)
Here’s another quite significant figure relating to the GT3 RS: seven minutes 20 seconds. That’s how long it takes it to get around the Nordschleife, making it nine seconds quicker than the Porsche Carrera GT supercar. This is a very fast car indeed.
What separates the RS from the ordinary Porsche 911 GT3 on the technical front?
It’s wider, for a start. Those broad arches cover wider front and rear tracks, and the RS also wears the widest tyres of any current 911 road car. No wonder it can corner so hard.
The roof panel’s made of magnesium, and the bootlid and engine covers are carbonfibre. Those vents atop the front wheelarches – as predicted in that model car – are there to help increase downforce over the front axle, Porsche says. Meanwhile, the flattened bit up the middle of the bonnet is intended to be reminiscent of that of old 911s, when it used to lead to an air intake.
Gears are swapped by a development of Porsche’s PDK dual-clutch transmission, with an on-demand neutral function designed to replicate a kick of the clutch pedal. Just in case. Like a few other 991 Porsches, it features a rear-wheel steering system, subtly swivelling the rears to aid low-speed turn-in and high-speed stability.
The seats are more or less the same as those of the 918 Spyder supercar, and nestling behind them is a bolt-in rollcage. If customers don’t take their RS near a track, Porsche is clearly going to be disappointed in them. Especially as the options list includes a six-point harness, fire extinguisher mount and master cut-off switch.
When can I buy one? And how much does it cost?
As of today, right now. If interested, hotfoot it to your local Porsche dealer with £131,296 handy.
Clubsport package
The Clubsport package comprises a roll cage bolted to the body behind the front seats, a six-point racing harness in red supplied ready to install on the driver’s side, a ready-to-install fire extinguisher with mounting bracket and preparation for battery master switch. This, and the front roll cage elements for race events, are available to purchase separately from the Porsche Motorsport department.
Brakes
At the limit, you need one thing above all: reserves. Not only for power, but for safety, too. This is possible only with a race-proven technology on which the driver can depend at all times. Only this can free up extra room for manoeuvre, especially in the red zone.
The new 911 GT3 RS is therefore equipped with a particularly powerful yet lightweight brake system with a specifically matched brake booster. The red six-piston aluminium brake calipers on the front axle and the four-piston equivalents at the rear are designed as monobloc units. This makes them tougher and enables a more rapid response and release of the brake, even under heavy loads.
That’s not all. The brake dimensions have been enlarged to cope with the increase in engine power. The brake discs are 380 mm in diameter, not only at the front but also at the rear. Thanks to their twopiece construction with cast iron brake discs and aluminium brake chambers, they reduce weight and thus the unsprung and rotating masses. The brake discs are cross-drilled and internally vented for powerful braking even in adverse weather conditions. Or when pitted against the challenges of motorsport.
Engine
Fuel consumption* 911 GT3 RS: Urban in l/100 km (mpg) 19.2 (14.7); Non-urban in l/100 km (mpg) 8.9 (31.7); Combined in l/100 km (mpg) 12.7 (22.2); CO2 emissions in g/km 296.
The engine of the new 911 GT3 RS sits just above the tarmac. At the rear end, of course. With its low centre of gravity, it was predestined for motorsport. Indeed, this water-cooled six-cylinder unit with four valves per cylinder, VarioCam and dry-sump lubrication with a separate engine oil tank could not be more ideally equipped for its role.
The high-revving concept promises exceptional power, offering a maximum speed of 8,800 rpm and delivering one result: the new 911 GT3 RS pushes relentlessly forward – in pursuit of ever new frontiers.
100 % focused on new sporty territory, it generates 460 Nm at only 6,250 rpm and achieves a maximum power output of 368 kW (500 hp) at 8,250 rpm. Particularly lightweight titanium connecting rods facilitate the engine’s impressive speed development.
The engine draws its power from a capacity of 4.0 litres. This equates to a power output per litre of 92 kW (125 hp), and acceleration that simply knows no limits: the sprint from 0 to 62 mph is completed in a mere 3.3 seconds.
So it should hardly come as a surprise that competitors on the racetrack will see little of the new 911 GT3 RS other than the rear. While the Vmax value of 192 mph is impressive, it isn’t the decisive factor. Motorsport is primarily about the ability to summon powerful acceleration, endure lateral forces and take advantage of balanced aerodynamics with high downforce.
Delivering such extraordinary power would not be possible without a low weight-to-power ratio. With the new 911 GT3 RS, it’s as low as 3.86 kg/kW (2.84 kg/hp). The short gear ratios of Porsche Doppelkupplung (PDK) also play their part. These increase pulling power and acceleration potential in all seven gears.
Direct fuel injection (DFI) makes a decisive contribution to the efficiency of the engine – and its power output. It does so with millisecond precision and a pressure of up to 200 bar, providing optimum mixture formation and combustion in the combustion chamber along with a reduction in consumption and CO2 emissions. In concrete numbers, fuel consumption has been reduced by 0.8 mpg by comparison with the predecessor model.
Dry-sump lubrication
The engine oil supply is vital at the limits of sporty performance, especially in the presence of the powerful lateral and longitudinal forces that can be experienced on the racetrack.
Two oil scavenge pumps per cylinder head and two scavenge pumps in the crankcase return the engine oil quickly and efficiently to the external tank. In conjunction with the electronically controlled oil pressure pump, this means that the engine has a reliable supply of oil to the crankshaft drive and both cylinder banks.
The 911 GT3 RS is factory-filled with Mobil 1 fully synthetic high-performance oil. The excellent lubrication properties of this oil ensure a reliable cold start, even at very low temperatures, and contribute not least to the durability of the engine.
Intake manifold
The 911 GT3 RS is equipped with a plastic variable intake manifold. In interaction with the sports exhaust system, it helps to ensure efficient gas cycles and high throughput.
To guarantee high torque and power across a broad engine speed range, the conventional distributor pipe in the new 911 GT3 RS is supplemented by a resonance pipe incorporating a flap. The flap opens or closes based on the current engine speed to provide optimum cylinder charge.
This results in an impressive torque curve, a high maximum torque level and considerable power output across a broad engine speed range.
Sports exhaust system
The sports exhaust system has two front silencers, two catalytic converters and one rear silencer made of lightweight titanium. The large volume of the exhaust system reduces exhaust back pressure and thus increases power output.
The two Lambda sensors of the stereo Lambda control circuitry regulate the composition of the exhaust gas separately in each exhaust tract, while another pair monitor pollutant conversion in the respective catalytic converters.
Front and rear axles
The chassis has been engineered to meet the challenging demands of motorsport. In conjunction with a series of specifically tuned chassis components, this means that the new 911 GT3 RS offers extraordinary agility, a high degree of driving safety and stable handling, particularly in corners.
The independent front suspension combines McPherson-type struts with longitudinal and transverse links.
The rear axle has a multi-link suspension, following the LSA (Lightweight, Stable, Agile) concept. Height, camber, track and the anti-roll bars can be individually adapted for use on the racetrack. Additional ball joints on both axles help to establish a particularly firm connection between the chassis and the body.
An optional lift system raises the front end by 30 mm. Operable up to a speed of approximately 31 mph, it minimises the risk of grounding on kerbs, ramps and car park entrances.
Rear-axle steering
Fitted as standard, the new rear-axle steering with sports tuning combines performance and everyday driveability. An electromechanical adjustment system at each rear wheel enables the steering angle to be adapted based on the current driving situation, steering input and vehicle speed.
The advantage for day-to-day driving: during low-speed manoeuvres, the system steers the rear wheels in the opposite direction to that of the front wheels. This has the virtual effect of shortening the wheelbase. The turning circle is reduced to make it easier to park. The advantage for sporty driving: during high-speed manoeuvres, the system steers the rear wheels in the same direction as that of the front wheels. Driving stability is increased by the virtual extension of the wheelbase and agility is enhanced by the simultaneous steering of the front and rear axles, especially during overtaking manoeuvres on the racetrack.
Wheels and tyres
20 inches at the front axle, 21 inches at the rear axle. For a wheel size combination, that’s a first in the 911 model range. The larger footprint makes another improvement to dynamic performance. The wheels are made from a forged alloy and feature a platinum-coloured paint finish.
The central locking device bearing the ‘RS’ logo is derived from motorsport. Compared with the conventional five-bolt wheel connection, it offers enhanced performance thanks to the reduction in rotating masses. And, of course, it ensures a faster wheel change, which is vital when you’re in the pit and the clock is ticking.
The tyre sizes on the new 911 GT3 RS are nothing short of impressive: 265/35 ZR 20 on 9.5 J x 20 at the front, 325/30 ZR 21 on 12.5 J x 21 at the rear.
Road-legal sports tyres help to provide the necessary grip. Bear in mind, however, that the reduced tread depth increases the risk of aquaplaning on wet surfaces.
Porsche Stability Management (PSM)
PSM is an automatic control system for providing stability at the limits of dynamic driving performance. In addition to the anti-lock braking system, it includes Electronic Stability Control (ESC) and Traction Control (TC).
Sensors continuously monitor the direction, speed, yaw velocity and lateral acceleration of the car. Using this information, PSM is able to calculate the actual direction of travel at any given moment. If the car begins to oversteer or understeer, PSM applies selective braking on individual wheels to restore stability.
What’s special about PSM in the 911 GT3 RS? The systems intervene at the limits of dynamic driving performance with exceptional sensitivity and precision. In addition, the systems can be completely deactivated in two stages for deliberately sporty handling.
Porsche Active Suspension Management (PASM)
This electronic active damping system offers continuous adjustment of the damping force on each wheel based on the current driving situation and your driving style.
At the press of a button, you can select between two different modes. ‘Normal’ mode is designed for sporty driving on public roads and on wet racetracks. ‘Sport’ mode is specially tuned for maximum lateral acceleration and offers the best possible traction on the track.
Porsche Torque Vectoring Plus (PTV Plus)
Porsche Torque Vectoring Plus (PTV Plus) is fitted as standard and has been specially adapted to the 911 GT3 RS. It operates in conjunction with an electronically regulated and fully variable rear differential lock.
Numerous driving parameter inputs are the basis for the system’s active control outputs. The results are perceptible, particularly at the limits of dynamic performance: greater traction, increased lateral dynamics and a significant improvement in driving stability under the effects of load changes in corners and when the car changes lane.
On surfaces with less grip, such as in the wet, the system strategically brakes the right or left rear wheel. This means that, whenever the car enters a corner, brake pressure is applied to the inside rear wheel. Consequently, a greater amount of drive force is distributed to the outside rear wheel, improving turn-in capability and increasing agility.
Driver and passenger airbags
Advanced airbag technology is integrated as standard in the form of full-size driver and front passenger airbags, which are inflated in two stages depending on the severity and type of accident (e.g. frontal or offset frontal). In less serious accidents, the airbags are only partially inflated, thereby minimising discomfort to the occupants.
Porsche Side Impact Protection System (POSIP)
POSIP comes as standard and consists of side impact protection beams in the doors and two side airbags on each side: an integral thorax airbag located in the side bolsters of the full bucket seats fitted as standard, as well as a head airbag incorporated within each door.
Additional safety features include the headrests, which form an integral part of each seat, an energy-absorbing steering column, three-point seat belts with pre-tensioners and force limiters and energy-absorbing elements in the dashboard.
Porsche 911 GT3 RS officially revealed (finally)
500hp and 7min 20sec ‘ring lap for GT3 RS
► The most hardcore Porsche 991 of all
► Quicker round the 'Ring than Carrera GT
► 493bhp, 0-124mph in 10.9 seconds, £131,000
991 GT3 RS Microsite
[youtube]n1qtyIy22qs[/youtube]
We’ve spied it testing at the Nurburgring, in patent photos, snapped on Instagram and even leaked as a model car – but today the worst-kept secret in sports cars has been announced officially: this is the new Porsche 911 GT3 RS.
And it’s just as spectacular as we’d hoped.
2015 Porsche 911 GT3 RS: the stats
They’re worth waiting for. Engine: four litres split between six cylinders generating 493bhp and 354lb ft. That makes it the most powerful non-turbo 911 in the range.
0-62mph: 3.3 seconds. Even more eye-openingly, 0-124mph: 10.9 seconds. Fuel economy: 22.9mpg. (Who cares?)
Here’s another quite significant figure relating to the GT3 RS: seven minutes 20 seconds. That’s how long it takes it to get around the Nordschleife, making it nine seconds quicker than the Porsche Carrera GT supercar. This is a very fast car indeed.
What separates the RS from the ordinary Porsche 911 GT3 on the technical front?
It’s wider, for a start. Those broad arches cover wider front and rear tracks, and the RS also wears the widest tyres of any current 911 road car. No wonder it can corner so hard.
The roof panel’s made of magnesium, and the bootlid and engine covers are carbonfibre. Those vents atop the front wheelarches – as predicted in that model car – are there to help increase downforce over the front axle, Porsche says. Meanwhile, the flattened bit up the middle of the bonnet is intended to be reminiscent of that of old 911s, when it used to lead to an air intake.
Gears are swapped by a development of Porsche’s PDK dual-clutch transmission, with an on-demand neutral function designed to replicate a kick of the clutch pedal. Just in case. Like a few other 991 Porsches, it features a rear-wheel steering system, subtly swivelling the rears to aid low-speed turn-in and high-speed stability.
The seats are more or less the same as those of the 918 Spyder supercar, and nestling behind them is a bolt-in rollcage. If customers don’t take their RS near a track, Porsche is clearly going to be disappointed in them. Especially as the options list includes a six-point harness, fire extinguisher mount and master cut-off switch.
When can I buy one? And how much does it cost?
As of today, right now. If interested, hotfoot it to your local Porsche dealer with £131,296 handy.
Clubsport package
The Clubsport package comprises a roll cage bolted to the body behind the front seats, a six-point racing harness in red supplied ready to install on the driver’s side, a ready-to-install fire extinguisher with mounting bracket and preparation for battery master switch. This, and the front roll cage elements for race events, are available to purchase separately from the Porsche Motorsport department.
Brakes
At the limit, you need one thing above all: reserves. Not only for power, but for safety, too. This is possible only with a race-proven technology on which the driver can depend at all times. Only this can free up extra room for manoeuvre, especially in the red zone.
The new 911 GT3 RS is therefore equipped with a particularly powerful yet lightweight brake system with a specifically matched brake booster. The red six-piston aluminium brake calipers on the front axle and the four-piston equivalents at the rear are designed as monobloc units. This makes them tougher and enables a more rapid response and release of the brake, even under heavy loads.
That’s not all. The brake dimensions have been enlarged to cope with the increase in engine power. The brake discs are 380 mm in diameter, not only at the front but also at the rear. Thanks to their twopiece construction with cast iron brake discs and aluminium brake chambers, they reduce weight and thus the unsprung and rotating masses. The brake discs are cross-drilled and internally vented for powerful braking even in adverse weather conditions. Or when pitted against the challenges of motorsport.
Engine
Fuel consumption* 911 GT3 RS: Urban in l/100 km (mpg) 19.2 (14.7); Non-urban in l/100 km (mpg) 8.9 (31.7); Combined in l/100 km (mpg) 12.7 (22.2); CO2 emissions in g/km 296.
The engine of the new 911 GT3 RS sits just above the tarmac. At the rear end, of course. With its low centre of gravity, it was predestined for motorsport. Indeed, this water-cooled six-cylinder unit with four valves per cylinder, VarioCam and dry-sump lubrication with a separate engine oil tank could not be more ideally equipped for its role.
The high-revving concept promises exceptional power, offering a maximum speed of 8,800 rpm and delivering one result: the new 911 GT3 RS pushes relentlessly forward – in pursuit of ever new frontiers.
100 % focused on new sporty territory, it generates 460 Nm at only 6,250 rpm and achieves a maximum power output of 368 kW (500 hp) at 8,250 rpm. Particularly lightweight titanium connecting rods facilitate the engine’s impressive speed development.
The engine draws its power from a capacity of 4.0 litres. This equates to a power output per litre of 92 kW (125 hp), and acceleration that simply knows no limits: the sprint from 0 to 62 mph is completed in a mere 3.3 seconds.
So it should hardly come as a surprise that competitors on the racetrack will see little of the new 911 GT3 RS other than the rear. While the Vmax value of 192 mph is impressive, it isn’t the decisive factor. Motorsport is primarily about the ability to summon powerful acceleration, endure lateral forces and take advantage of balanced aerodynamics with high downforce.
Delivering such extraordinary power would not be possible without a low weight-to-power ratio. With the new 911 GT3 RS, it’s as low as 3.86 kg/kW (2.84 kg/hp). The short gear ratios of Porsche Doppelkupplung (PDK) also play their part. These increase pulling power and acceleration potential in all seven gears.
Direct fuel injection (DFI) makes a decisive contribution to the efficiency of the engine – and its power output. It does so with millisecond precision and a pressure of up to 200 bar, providing optimum mixture formation and combustion in the combustion chamber along with a reduction in consumption and CO2 emissions. In concrete numbers, fuel consumption has been reduced by 0.8 mpg by comparison with the predecessor model.
Dry-sump lubrication
The engine oil supply is vital at the limits of sporty performance, especially in the presence of the powerful lateral and longitudinal forces that can be experienced on the racetrack.
Two oil scavenge pumps per cylinder head and two scavenge pumps in the crankcase return the engine oil quickly and efficiently to the external tank. In conjunction with the electronically controlled oil pressure pump, this means that the engine has a reliable supply of oil to the crankshaft drive and both cylinder banks.
The 911 GT3 RS is factory-filled with Mobil 1 fully synthetic high-performance oil. The excellent lubrication properties of this oil ensure a reliable cold start, even at very low temperatures, and contribute not least to the durability of the engine.
Intake manifold
The 911 GT3 RS is equipped with a plastic variable intake manifold. In interaction with the sports exhaust system, it helps to ensure efficient gas cycles and high throughput.
To guarantee high torque and power across a broad engine speed range, the conventional distributor pipe in the new 911 GT3 RS is supplemented by a resonance pipe incorporating a flap. The flap opens or closes based on the current engine speed to provide optimum cylinder charge.
This results in an impressive torque curve, a high maximum torque level and considerable power output across a broad engine speed range.
Sports exhaust system
The sports exhaust system has two front silencers, two catalytic converters and one rear silencer made of lightweight titanium. The large volume of the exhaust system reduces exhaust back pressure and thus increases power output.
The two Lambda sensors of the stereo Lambda control circuitry regulate the composition of the exhaust gas separately in each exhaust tract, while another pair monitor pollutant conversion in the respective catalytic converters.
Front and rear axles
The chassis has been engineered to meet the challenging demands of motorsport. In conjunction with a series of specifically tuned chassis components, this means that the new 911 GT3 RS offers extraordinary agility, a high degree of driving safety and stable handling, particularly in corners.
The independent front suspension combines McPherson-type struts with longitudinal and transverse links.
The rear axle has a multi-link suspension, following the LSA (Lightweight, Stable, Agile) concept. Height, camber, track and the anti-roll bars can be individually adapted for use on the racetrack. Additional ball joints on both axles help to establish a particularly firm connection between the chassis and the body.
An optional lift system raises the front end by 30 mm. Operable up to a speed of approximately 31 mph, it minimises the risk of grounding on kerbs, ramps and car park entrances.
Rear-axle steering
Fitted as standard, the new rear-axle steering with sports tuning combines performance and everyday driveability. An electromechanical adjustment system at each rear wheel enables the steering angle to be adapted based on the current driving situation, steering input and vehicle speed.
The advantage for day-to-day driving: during low-speed manoeuvres, the system steers the rear wheels in the opposite direction to that of the front wheels. This has the virtual effect of shortening the wheelbase. The turning circle is reduced to make it easier to park. The advantage for sporty driving: during high-speed manoeuvres, the system steers the rear wheels in the same direction as that of the front wheels. Driving stability is increased by the virtual extension of the wheelbase and agility is enhanced by the simultaneous steering of the front and rear axles, especially during overtaking manoeuvres on the racetrack.
Wheels and tyres
20 inches at the front axle, 21 inches at the rear axle. For a wheel size combination, that’s a first in the 911 model range. The larger footprint makes another improvement to dynamic performance. The wheels are made from a forged alloy and feature a platinum-coloured paint finish.
The central locking device bearing the ‘RS’ logo is derived from motorsport. Compared with the conventional five-bolt wheel connection, it offers enhanced performance thanks to the reduction in rotating masses. And, of course, it ensures a faster wheel change, which is vital when you’re in the pit and the clock is ticking.
The tyre sizes on the new 911 GT3 RS are nothing short of impressive: 265/35 ZR 20 on 9.5 J x 20 at the front, 325/30 ZR 21 on 12.5 J x 21 at the rear.
Road-legal sports tyres help to provide the necessary grip. Bear in mind, however, that the reduced tread depth increases the risk of aquaplaning on wet surfaces.
Porsche Stability Management (PSM)
PSM is an automatic control system for providing stability at the limits of dynamic driving performance. In addition to the anti-lock braking system, it includes Electronic Stability Control (ESC) and Traction Control (TC).
Sensors continuously monitor the direction, speed, yaw velocity and lateral acceleration of the car. Using this information, PSM is able to calculate the actual direction of travel at any given moment. If the car begins to oversteer or understeer, PSM applies selective braking on individual wheels to restore stability.
What’s special about PSM in the 911 GT3 RS? The systems intervene at the limits of dynamic driving performance with exceptional sensitivity and precision. In addition, the systems can be completely deactivated in two stages for deliberately sporty handling.
Porsche Active Suspension Management (PASM)
This electronic active damping system offers continuous adjustment of the damping force on each wheel based on the current driving situation and your driving style.
At the press of a button, you can select between two different modes. ‘Normal’ mode is designed for sporty driving on public roads and on wet racetracks. ‘Sport’ mode is specially tuned for maximum lateral acceleration and offers the best possible traction on the track.
Porsche Torque Vectoring Plus (PTV Plus)
Porsche Torque Vectoring Plus (PTV Plus) is fitted as standard and has been specially adapted to the 911 GT3 RS. It operates in conjunction with an electronically regulated and fully variable rear differential lock.
Numerous driving parameter inputs are the basis for the system’s active control outputs. The results are perceptible, particularly at the limits of dynamic performance: greater traction, increased lateral dynamics and a significant improvement in driving stability under the effects of load changes in corners and when the car changes lane.
On surfaces with less grip, such as in the wet, the system strategically brakes the right or left rear wheel. This means that, whenever the car enters a corner, brake pressure is applied to the inside rear wheel. Consequently, a greater amount of drive force is distributed to the outside rear wheel, improving turn-in capability and increasing agility.
Driver and passenger airbags
Advanced airbag technology is integrated as standard in the form of full-size driver and front passenger airbags, which are inflated in two stages depending on the severity and type of accident (e.g. frontal or offset frontal). In less serious accidents, the airbags are only partially inflated, thereby minimising discomfort to the occupants.
Porsche Side Impact Protection System (POSIP)
POSIP comes as standard and consists of side impact protection beams in the doors and two side airbags on each side: an integral thorax airbag located in the side bolsters of the full bucket seats fitted as standard, as well as a head airbag incorporated within each door.
Additional safety features include the headrests, which form an integral part of each seat, an energy-absorbing steering column, three-point seat belts with pre-tensioners and force limiters and energy-absorbing elements in the dashboard.
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