T GT3 RS

It is obvious when you first look at the car, that the core concept here focuses squarely on aerodynamics, it looks very much like a race car, and it is not just looks that are shared. It has aerodynamic downforce figures that are double that of its predecessor, that means at 285 kms/h there is 860 kilos of downforce on the car and even at 200 kms/h we have 410 kilos of downforce in play! This amount of downforce really changes the game for high-speed corners. How did we achieve these figures? The answer is active aerodynamics, we have a huge 6 feet wide rear spoiler positioned higher up than ever before, right up in the cleaner air above the roof line. The rear wing is in constant communication with two modules hidden beneath the front lamps, there, active diffusers that work in synchronicity, adjusting along with the rear wing flap that moves up and down to get maximum performance.

This car does not only feature a lot of aerodynamic components from the 911 GT3 R race car, we've even taken a feature found in Formula One! A drag reduction system (DRS) that the pilot can activate via a button on the steering wheel to reduce drag and give the car the best performance possible out of corners and on the longer straights. Everything on the car has a function. If we start with the nostrils on the front hood, they're there to guide the hot air that exits the new motorsport derived central radiator to both sides of the car and guide the air outward of the centre section where the intake system of the car is located. This process leaves the oxygen rich, cooler, power producing air for the car’s intake, and we do this by employing front bonnet nostrils and fins

Perfection is never the start. But always the goal.

Porsche keeps pushing the boundaries of what is possible. Experience the new 911 GT3 RS in top form - with increased race track performance.

positioned on the roof which have a slightly curved geometry to guide the air flow away from the centre section. This radical aerodynamic concept is not only in the middle section of the car, but also on both sides of the car as well.

The two radiators hidden in the front fenders on the predecessor are now gone and in their place is a central unit leaving the area beneath the headlights free to assist with aerodynamics. The airstream on this car is driven through a module hidden beneath the headlamps that is electronically operated with two diffusers, we guide the air through these diffusers and on through the aerodynamically shaped control arms and suspension parts behind the front wheels. Each control arm has a profile that contributes to the downforce of the car in a big way. There are 40 kilos of additional downforce generated solely by using these aerodynamically shaped control arms.

The air moves on and gets ventilated through the now more efficient vents positioned above the front wheel. We saw the first generation of these on the predecessor, air flows out behind the wheel via the new reliefed fender shape, to exhale the air better out from the wheel wells. Air flow continues along the door, to craft this shape we had to construct a new door made of carbon fibre. The black vertical fin behind the front wheel guides the air close to the body to prevent unwanted back pressure swirls and also houses a clever indicator light. Air is pinned to the side of the car and directed into the rear intakes positioned on the large rear fenders. These are not used anymore as engine intakes. They are now part of the aerodynamic concept to accelerate the air past

The Club Sport Package, optionally available at no extra cost, consists of a steel roll cage behind the front seats, which is bolted to the body and painted in Black or Guards Red as an option. Additionally, the 6-point racing harness for the driver's side increases safety.

40 kg more downforce.

the rear wheels and through another fin behind the rear wheel which keeps the air as flat as possible to the side of the car as it exits. Yet there is more, while a lot of air enters in the front section much also ventures underneath the front splitter. The whole under construction of the car is full of veins and guiding flaps to get the best aerodynamic results.

There was a lot of speculation on what kind of engine would be in this car. It is a four-litre flat 6-cylinder engine, normally aspirated, it has 525 horsepower, that is 15 more than the GT3. How did we do that? With the use of different cam shafts with a higher overlap which creates more ferocity, revving up dynamics and more power at high RPMS. This fire breathing engine still redlines at the stratospheric 9000 RPM mark. The transmission is a PDK gearbox, which is now typical for an RS variant simply due to it being quicker on the track. This gearbox has a shorter final drive compared to the GT3’s unit to compensate for the bigger wheels, 335 section tyres, wider track and all ball-jointed multilink rear axle. Moving our attention to the front of the car, we have a 275 tyre and a wider track by 29 millimetres compared to the GT3 and bespoke wheel guiding components like the aforementioned control arms. There is also a deeper pivot point, that provides an anti-dive system that enables us to keep the car always at the same pitch even under very heavy breaking. That means that the distribution between the front downforce and the rear downforce on the car is constant making the car very controllable.

The brake systems on offer are the standard equipment steel rotors which are revised and enhanced over the ones we use in the GT3, the new RS steel rotors are thicker to create more longevity on the track. A 410 millimetre optional PCCB brake system known to us from the predecessor is also available which is also superb on the track and on the street. The rear calipers on this car have a different piston diameter to get even more stopping power from the super wide rear tyre to create the best stopping times and stopping distances we have ever had on any GT car from Porsche. On the quest for maximum brake performance, we have an aero aid here as well, the rear wing shifts up, working as an active air brake to create more wind resistance under hard breaking which decreases the stopping times and makes stopping distance a lot shorter.

Another trick we are excited to reveal is that we can control the damper compression and rebound from inside the car. You no longer have to go underneath the car to play around with damper settings, now you can do it from the cockpit!

The new dials on the steering wheel can be adjusted to influence compression and rebound for the front and rear axle, by turning the knobs. Settings are displayed on the screens above in real time and you can create your own individual set up, and still the PSM system damper control is not all you can do. There's another button in the centre of the dial marked ESC, yes traction control can be adjusted to your liking, you can even turn it completely off. Another control element here is the electronic rear differential. You can adjust the values for coast and power to influence the cars behaviour to your liking and to the conditions, if the road is wet or bumpy for example.

With four integrated mode switches, the motorsport-oriented steering wheel offers more diverse setting options than ever before: from DRIVE MODE and Porsche Active Suspension Management (PASM) to Porsche Torque Vectoring Plus (PTV Plus) and Traction Control (TC).

Weissach Package

The new 911 GT3 RS has a Weissach Package available for the car. There is visible carbon fibre on the front lid and roof, we also offer a rear roll cage made of carbon fibre as well, 6 kilos lighter than the steel variant. You can also order the car with magnesium forged wheels in the Weissach Package which shave off another 8 kilos off the cars overall weight, which is 1450 kilograms in its lowest spec, quite a low figure for a car like this with all the technology involved.

911 Gt3 Rs

Engine: 3,996 cm³ 6-cylinder flat six

Power: 386 kW (525 PS)

Max torque: 465 Nm

RPM point max power: 8,500 1/min

Max engine speed: 9,000 1/min

Transmission: 7-speed Porsche (PDK)

Top speed: 296 km/h

Acceleration 0 - 100 km/h: 3.2 s

Acceleration 0 - 160 km/h: 6.9 s

Acceleration 0 - 200 km/h: 10.6 s

In-gear acceleration: (80-120km/h) (50-75 mph) 1.8 s 1/4 mile: 10.9 s

That rounds off the most hardcore GT 911 to date. There's so much technology and innovation going on that not only makes the car faster, but makes it more fun to drive as well, I love to drive it, especially in the high-speed corners on every track. It's mindboggling and so much fun! I really love to drive it and I'm absolutely sure you will love it too.