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Porsche 911 GT3 RS in the super test: Lighter! Stronger! - Better?

Rossen Gargolov
Porsche 911 GT3 RS in the super test
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The maximum number of points ten in seven test criteria, only one point deduction in the acceleration and braking test: all in all 79 counters - so close to the maximum number of points (80) was before and after the current P orsche 911 GT3 in the supertest yet none. The anxious question arises: Where should there still be room for an RS model? In the acceleration competence, for example?

The Porsche 911 GT3 RS ceramic brake saves 20 kilograms of weight

Hardly any: with just 15 more horsepower and a nominal 25 kilos less weight, the new RS can handle the two seconds which its base, the 911 GT3, missed the decisive time mark in the 0-200-0 test, never catching up. And certainly not with a further reduction in braking time from 200 km /h - even if the RS, as astonishing as it is, can make up some ground in deceleration performance compared to the GT3 (11.9 m /s2 compared to 11.5 m /s2). And that with a net weight difference of only nine kilograms (because of the cage) and an absolute tie in the brake status.

Both cars entered the super test with the ceramic brake, which saves around 20 kilograms of unsprung mass. Your surcharge is 8,711 euros. The new 911 GT3 RS has come closer to the maximum number of points in the combined acceleration and braking test with a time of 17.4 (GT3: 18.0 seconds), but in total the RS variant is still around 1, 6 seconds behind the mark from which the maximum number of points is awarded (16.0 seconds).

The partially significantly improved results in longitudinal dynamics compared to the GT3 - see braking deceleration and especially torque - are a welcome souvenir, but on closer inspection they are no more than the by-product of a decidedly higher lateral dynamics created product description. While the shorter braking distances measured in the warm aggregate state are from 200 km /h - RS: 130.1 meters; GT3: 134.2 meters - clearly attributable to the wider tire formats, the improved elasticity values ​​are mostly more a consequence of the shorter gear ratios than the power-to-weight ratio improved by two decimal places - 3.1 kg /hp.

At zero hundred there is a tie between Porsches911 GT3 and 911 GT3 RS

In the speed range between 80 and 180 km /h in fifth gear, the RS can make up for an impressive 2.5 seconds on its more civil brother: 13.2, 15, 7 seconds opposite. The acceleration measurement from a standstill, however, only shows a remarkable improvement in the measuring range up to 200 km /h - 12.7 to 13.2 seconds. The sprint to 100 km /h for both ends after 4.1 seconds.

There are also similarities in terms of the top speed, which is estimated at 310 km /h for the RS and 312 km /h for the slightly longer GT3. The gear steps shortened by around 11 percent in gears one to five and 5 percent in 6th gear have a supporting effect on the slightly more powerful RS engine insofar as they work directly on its grandiose, easy revving up to 8,500 rpm and the explosive Power development of the 450 hp six-pack now also provides a gradation more suitable for the racetrack.

A new, double-flow air filter housing with a newly designed intake system that works with two resonance flaps is responsible for the popular performance boost of 15 hp compared to the GT3 engine. On the other hand, there is a lightweight titanium exhaust system that also helps improve gas exchange with lower exhaust back pressure. In addition, a single-mass flywheel that is eight kilograms lighter than its two-mass counterpart helps the 3.8-liter six-cylinder to express its unrestricted enthusiasm in terms of responsiveness and revving.

The rattling noise when idling is traditionally registered and enjoyed in RS circles less as a penalty than as a typical acoustic distinguishing feature. The pithy extra thrust that kicks in at 4,000 rpm when the first resonance level is opened, and the sound spectrum that almost suddenly turns into a poignant screaming from 6,000 rpm, characterize this extremely high-speed vacuum cleaner in its all-encompassing competence as a high performer that not only classic virtues of a thoroughbred racing engine like no other has internalized, but almost casually shows itself to be absolutely open to the seemingly minor things.

Dynamic engine bearings reduce the wheel load fluctuations

thanks to its easy-to-handle, all-round With everyday behavior, the RS engine enters into a perfect symbiosis with its extremely qualified environment, which unquestionably marks a new status quo with its equally ambivalent range of uses. The fact that its standard PASM chassis shows at least as great a willingness to compromise as that of the GT3 in terms of ride and roll comfort is almost the same as squaring the circle.

Long-distance stages, preferably to the racetrack and back, are in any case not a major obstacle. The appropriate oneThe response of the spring elements, less in the 'sport' mode than in the normal position, is less due to the spring /damping elements themselves than to a special axle kinematics. Its derivation in the RS environment is undoubtedly more due to the desire for improved driving dynamics than the plan to beguile club athletes with polished ride comfort.

In this context, the dynamic engine mounts, which are optional in the GT3, but now installed as standard in the RS instead of the conventional hydraulic mounts, play a decisive role: The reduction of wheel load fluctuations through the optimal connection of the engine in the chassis brings measurable advantages in the Traction and handling. And it also has a positive effect on the vibration behavior and thus driving comfort.

The track of the Porsche GT3 RS has been significantly widened

Even if the body, which has grown in width by 44 millimeters at the rear and 26 millimeters at the front, is visually only revealed to insiders: it has under its sheet steel cladding A lot has happened, especially due to the significantly larger tire widths on both the front and rear axles compared to the GT3. The track has become 12 millimeters wider at the front and 30 millimeters at the rear.

According to Karsten Schebsdat, Head of Development for Performance GT Vehicles in Weissach, knowing the already extremely highly qualified base did not focus on the rear axle, which is much more relevant in terms of driving stability and steering precision, as is common practice. to increase the driving dynamics, but rather the front axle. 'We first asked our tire partner Michelin for a maximum of cornering potential for the front tire,' said Schebsdat, and then responded with additional measures on the rear axle. '

The Porsche 911 GT3 RS thanks you fantastic lap times

The fact that the delay between turning and the build-up of lateral force on the 325 millimeter wide rear tires is even less than that of the GT3, which is already competing with overwhelming directness, testifies to the coordination competence that the RS variant has acquired .

As the enthusiastically neutral driving behavior at the limit proves, the rear axle, which is also equipped with around 15 percent higher cornering potential due to the wide tires, is by no means overwhelmed by the extremely agile front axle: gentle understeer - just like under load shown in the driving dynamics tests - does not allow confidence in driving behavior to drift out of the green even on the so-called last groove. And, as crazy as that may sound: especially not at high speeds.

The aerodynamic progress compared to the GT3, which is evident in a total downforce of a good 160 kilograms at Vmax, is an influencing factor on driving behavior both when driving straight ahead and when drivingNot to be underestimated even in fast bends. The increase in efficiency is at least 65 percent. The feeling of extremely full contact with the road through the downforce that is almost noticeable physically has a very calming effect on fast excursions on the motorway.

The new GT3 RS is almost a second faster than the basic GT3

But especially on the Nordschleife, which is driven at a comparatively high average speed, a feeling quickly spreads due to the general courtesy of the RS , which the psychologist describes with the flow effect. If the imaginary red lamp flickers, you no longer rely on additional time savings, but on consolidation, the GT3 RS thanks you with fantastic lap times - with a relaxed mind and dust-dry palms.

Just as the turning in and the emotionally simultaneous build-up of grip on both axles are conducive to trust, so will the RS let down in previously unknown time depressions on the Ring and in Hockenheim. With a time of 1.09.6 minutes he beats the GT3 on the short circuit in Baden by almost one second (1.10.4 min). The RS has a lead of 1.5 seconds over its direct predecessor.

Masterpiece on the Nordschleife: 15 seconds faster than its predecessor

On the Nordschleife, the improvements in driving dynamics have an even more drastic effect - in a positive sense, of course: the distance to the RS is a full 15 seconds -Model from 2007. He makes up seven seconds on the current GT3, which for its part has already delivered a masterpiece in terms of ring competence with a bombshell time of 7.40 minutes.

The Porsche beats with a lap time of 7.33 minutes GT3 RS undoubtedly opens up a new chapter in driving dynamics, but not without showing at least one point that for top performance - such as the RS achieves with absolute record values ​​in the slalom and the evasive test, a price always has to be paid. After all, with a view to the maximum number of points for the GT3 in the wet handling discipline, the only indication of this remains the somewhat unfortunate fact that the RS scored only three points.

And only if the time alone - 1.36.6 compared to 1.29.9 minutes for the GT3 - is used for the evaluation. However, if you consider the way in which the driving dynamics star gets out of the affair in the wet, you can also pay him respect here: Always informing about the slight loss of grip on the steering axle that it is getting too colorful for him in terms of tires once again a decidedly safe and thus ultimately trustworthy driving behavior.

Electronic driving aids - one would not want to do without the TC traction control instrument

Despite the same name - Michelin Pilot Sport Cup - we have it with the wider formats of the GT3 RS with both in theMixing and building different tires than the GT3. On this occasion, not only the ABS newly adapted by Bosch, but also the Traction Control (TC) and Stability Control (SC), which are tailored to the more qualified RS environment, are an impressive testimony to extremely high control quality. On wet roads, but also in dry conditions, the assistance of the electronic helpers does not have a detrimental effect, for example in the form of counterproductive regulations that hinder research drive.

As hard as it may sound for the self-made sports driver: The days when electronic control interventions inevitably served the purpose of slowness and tutelage were part of the program seem to be over with the driving dynamics modes of the GT3 RS. Those who are used to constructive control interventions on various sections of the route, such as the exit from Quiddelbacher Höhe on the Nordschleife, no longer want to do without the TC traction control instrument. Apart from an acoustically interesting message from the engine, which reacts gently to the interventions, it goes - pedal to the metal - armed only dramatically out of the curve and purposefully towards the next bend: a suggestive twitch of the rear? Oh, where from.

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