Porsche 911 GT3 RS in the super test

Rossen Gargolov
Porsche 911 GT3 RS in the super test
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T empo 287 km /h, and that hoarse full-load saws - what a high-speed déjà-vu in the left bend on the Antonius beech. 'Drives even better', Timo had promised beforehand. Which Timo? Timo Kluck, test and development driver at Porsche. Better than what? Well, better than the 997 GT3 Cup, which we were allowed to drive around the ring together in the 24h race in 2011. Schwedenkreuz, Fuchsröhre, Döttinger Höhe - seldom has a production sports car tasted so strongly of racing cars as the new Porsche 911 GT3 RS.

Porsche 911 GT3 RS with 918 output level

Ahhh, typical platitudes -Alarm of automobile journalism, one might think now, but this thought evaporates at the sight of the newest wing-911. 'All customers have always wanted an RSR look like this,' says GT project manager Andreas Preuninger. A martial rear wing, muscular wheel arches and, last but not least, the fenders with wheel arch vents - the look of the fifth generation Porsche 911 GT3 RS is reminiscent of a cross between the Porsche racing machines RSR, GT3 Cup and GT3 R. The latter racing car also has similar wheel arch vents in the front Mudguards like the new series RS.

'Such a wheelhouse ventilation is very difficult to homologate for the road. But thanks to the slats and the grille underneath, we managed to do that. We had everything with the GT3 Made to vent the wheel arches so that no more air can get under the car, but the wheel arch ventilation gives you almost three times as much downforce on the front axle as on the 991 GT3, 'explains Preuninger and proudly adds:' The Porsche 911 GT3 RS has roughly the same downforce as the 918 Spyder. At 200 km /h you now have as much downforce in the GT3 RS as in the RS 4.0 predecessor model at 300 km /h. '

Hell pace in the Green Hell

The Porsche 911 GT3 RS benefits from this extra downforce in the super test, especially on the fast sections of the Nordschleife. Not only does the RS take the left-hand bend at the Antoniusbuche, mentioned at the beginning, calmly under full load, but also the hilltop in front of the Schwedenkreuz can be driven over at around 270 km /h. In contrast to the GT3 Cup racer back then in the 24-hour race in 2011, which got ticklishly light here at a similar speed on the front axle or even lifted the front wheels, the production GT3-RS now dashes unimpressed over the hilltop. No sweaton the palms of the hands!

The Porsche 911 GT3 RS also knows how to fascinate in the Fuchsröhre. Original sound Timo: 'Fuchsröhre is full.' Okay, now the palms of your hands, unless you are a factory test driver or a professional pilot, are slowly getting slightly wet. My advice: Make sure you approach it, because we're talking about up to 260 km /h. Simple rule of thumb: If the Porsche 911 GT3 RS scrapes down twice with its front spoiler after the Fuchsröhren compression when braking, you know that you were traveling fast enough. The muscle GT3 hardly shows the speed and remains extremely stable when turning and braking.

While the Lauda left-hand bend is relatively relaxed at 215 km /h, it is back in the kettle 'approach'. The stretch from the mine, including the quick left bend and the undulating area at the top in front of the courage curve, can theoretically be fully driven. Turning theory into practice is definitely not down to the Porsche 911 GT3 RS, it is a matter of the mind. After a few attempts, the pedal remains on the floor pan in a left bend. Before the meandering towards the courageous curve, the editor's foot twitches again briefly at almost 250 km /h.

We owe the fact that we can at least describe how the Porsche 911 GT3 RS moves without a speed limit, thanks to the industry pool the Nordschleife times used by industry for development purposes. With the help of the decision makers there, to whom we would like to thank again, sport auto is allowed to use a small time slot in the so-called Ipool for warm-up laps. Since the Ipool is TÜV-certified, you can still drive here without a speed limit.

Official lap times, however, may not be determined. So much for the topic of why we don't just drive the super lap within the Ipool. Quite apart from the fact that numerous test vehicles in the industrial pool cause increased traffic.

Porsche 911 GT3 RS - higher, faster, wider

The GT team has not only come up with something special in terms of aerodynamics. A basic 911 Carrera looks as delicate compared to the Porsche 911 GT3 RS as Heidi Klum does compared to Arnold Schwarzenegger. At the rear, the RS is a whopping 72 mm wider than the Carrera and 28 mm wider than the basic GT3. The RS front has grown by 45 mm compared to the GT3.

The same wheel-tire combination as on the 918 can be found in the wheel arches. On the front axle, 20-inch wheels are used, the tire contact area of ​​which has increased by 20 percent compared to that of the GT3. In the back, the Porsche 911 GT3 RS has 21-inchers that are 18 percent larger. On the chassis side, in addition to the track (front plus 36 mm, rear plus 2 mm), the dampers that are attached to the body of the Porsche 911 GT3 RS with uniball joints have been modified.

The rear axle steering remained structurally identical, but becametuned differently. 'We have simply improved the timing of the Porsche 911 GT3 RS compared to the GT3. The interventions are now even more precise, and we have linearized the amount of interventions somewhat over the speed range. In the lower speed range we make the vehicle even more agile and in the upper speed range even more stable, 'explains Holger Bartels, Team Leader Performance for the GT models.

The four-liter vacuum cleaner sings deeply

Precise turning, direct steering, great ABS set-up and great traction - you can tell immediately how many development kilometers the Porsche 911 GT3 RS has turned on the ring. The set-up of the adaptive PASM dampers was not only perfectly adapted to the Nordschleife, but also offers acceptable suspension comfort in everyday life.

The new muscle 911 uses the wider body of the 911 Turbo. In the Porsche 911 GT3 RS, the intake system, which has been completely redesigned compared to the GT3, begins behind the side air inlets - originally installed for charge cooling in the Turbo. 'All of the process air comes through the side openings. With the new intake system, we have a ram effect that is significantly better than with the GT3,' explains GT man Preuninger.

A naturally aspirated power plant gulps greedily in the rear after combustion air - not the Mezger legend, but a four-liter with direct injection based on the 3.8-liter GT3. With immediate effect, the four-liter version is also being used in a modified form in the new racing version of the GT3 R.

Last GT3 RS with naturally aspirated engine? 'Nööö!'

The nominal power of the new engine climbs by 25 to 500 hp. In addition to the new intake system already mentioned, the four-liter also has a new crankshaft made of high-purity heat-treated steel with a weight-optimized crank drive. The RS engine also has new pistons and titanium connecting rods, modified camshafts and new valve springs. 'We have also revised the dry sump lubrication. The oil pressure conditions throughout the engine have been optimized again,' adds Preuninger.

Incidentally, the racing car-like blue smoke when the 3.8-liter cold starts is history. It's a shame, after all, the smoking of the 991 GT3 in the morning had always turned the residential area or the garage at home a bit into a pit lane. The engine idling now looks rounder than with the GT3. Instead, the RS transmission grinds, buzzes and rattles as if it wanted to compete with the cup runners. Incidentally, there is no start-stop system here. Will the 991 RS be the last naturally aspirated GT3 RS? 'Nööö!', Says Andy Preuninger with a short laugh at the recurring rumors.

With a heartfelt throttle response and excessive revving, the Porsche 911 GT3 RS lets tears of joy run horizontally down your cheeks. The four-liter is not only possiblefeels like a young racehorse from idling up to a maximum of 8,800 tours, but later draws an impressively linear curve when measuring power.

Click, click, click - the Porsche 911 GT3 RS is also only available with the one known from the GT3 Seven-speed PDK. The gear steps correspond to that of the GT3. However, the gear ratio was adjusted to compensate for the rolling circumference of the 21-inch rear axle wheels. At least when hunting the Nordschleife ideal line, thanks to the fast shift times of 95 milliseconds in PDK sport mode, you don't want a manual gearbox back. But it's still different on more relaxed country road excursions. And for the purist fans who are not looking for the last second, Andy Preuninger now has good news: 'In the future, GT3 models will again be offered with both transmission variants.'

Tested 911 GT3 RS weighs 1,461 kg

Wow, unlike other sports car manufacturers who only rely on automated transmissions, Porsche is taking a commendable step back and is not ignoring its fans. Or to put it another way: Protest apparently helps. Perhaps therefore RS fans should protest even more against the weight gain of their hero. At 1,461 kilos, the 991 RS is not only heavier than the Porsche 991 GT3 from the Supertest 11/2013 (1,448 kg), but also the heaviest ever by sport auto GT3 RS weighed in the super test.

In order to save the honor, it must be said that the current Porsche 911 GT3 RS is gaining ground due to its wider body and larger wheels (plus 7.8 kg). In addition, our ultraviolet test car has an air conditioning system (plus 12 kg) and the clubsport package with roll cage (plus 17.6 kg excluding screwing points in the shell). For comparison, we once again put a relatively naked 991-RS test car with ceramic brakes and carbon full bucket seats on the scales. Result: 1,435 kilos with a full 64 liter tank.

Build something naked again!

That is acceptable, but an RS-specific interior would be desirable. The current interior does not differ from a basic Carrera, except for the door loops. 'The differentiation in the interior also has to be further developed. It's all a question of money, development and of course development time. That would have a disproportionate effect on the price of the car, in favor of the exclusivity and the differentness that we would like,' agrees GT -Project leader Preuninger too. Actually, all 991-RS customers should get together for a rally to Weissach and pile up their glove boxes, door panels, cup holders and interior carpets there in front of the factory gate.Because none of this has lost anything in an RS - please build something really bare à la 993 RS again!

Less the weight than the midsummer temperatures were to blame for the fact that the current Porsche 911 GT3 RS does not meet its factory specifications (0–100 km /h: 3.3 s, 0–200 km /h: 10.9 s) when accelerating. Both the acceleration and the elasticity values ​​hardly differ from the already tested 991 basic GT3 (0–100: 3.6 s, 0–200: 11.9 s). But while the Supertest GT3 started at an outside temperature of 14 degrees Celsius, the RS had to toil at 26 degrees Celsius.

And it got even hotter: The Porsche 911 GT3 RS then went in the glowing furnace of the Nordschleife at 36 degrees on the first official Supertest time lap with a speed limit. 'A few seconds are already lost due to the high temperature alone,' Porsche test assistant Holger Bartels feared in advance. And what is the speed limit? Our data recording reveals that this means that the Porsche 911 GT3 RS can lie on the Nordschleife for around four seconds.

And unlike in many GT racing cars, you cannot simply force the Porsche 911 GT3 RS to adhere to the speed limits Push the button, but now has to look at the tiny digital measuring device in addition to the ideal line. Especially in the Quiddelbacher Höhe section, on the way to the airport, the speed limit is a huge distraction. The turning point and the perfect speed are quickly missed.

Porsche 911 GT3 RS faster than Carrera GT

The speed limit is in any case not conducive to the rhythm on a fast lap. Under more ideal conditions, the Porsche 911 GT3 RS would have been faster in the Supertest, but the Supertester also has to admit that he would have wished for a few more training laps. Even a works coach like Timo says that he needs some familiarization.

They are present in the Supertest thanks to the I-Pool, but they are still limited. Despite these omens, the Porsche 911 GT3 RS knows how to impress and runs through the ring with the speed limit as fast as the legendary Carrera GT once did in the super test. Minus the speed limit, the GT3 RS would be around four seconds faster than the basic GT3. In its communication, Porsche officially speaks of RS being five seconds ahead of GT3, which is realistic under ideal conditions.

If, if, - currently only the small course in Hockenheim can be seen as a real indicator in these performance classes and that's where the Porsche 911 GT3 RS really comes into its own. With its largely neutral driving behavior and impressive traction, it surpasses the 991 GT3 and the 997 GT3 RS 4.0 as expected. The real highlight: As on the Nordschleife, the new aerodynamicist also leaves the much more powerfully motorized competition behind. Mainly because of this, the motto is once again: Chapeau, GT3 RS!


The highlight of the aerodynamics of the Porsche 911 GT3 RS are the wheel arch ventilation in the CFRP fenders. The entire cooler exhaust air is directed into the open air via the brake and the wheel. Even with the 991 GT3, air is vented behind the radiator, but with the basic GT3 some of the air still got under the vehicle. The wheel arch ventilation means that the RS no longer creates any air cushions and even more downforce is generated without significantly affecting the drag coefficient (GT3: 0.33, RS: 0.34). The green areas in the graphic represent the negative pressure areas.


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