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Porsche GT3 RS in the test: the hottest 911 for the road

Hans-Dieter Seufert
Porsche 911 GT3 RS in the test
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E s happens very succinctly with the left. The wild ghost is over in no time. A banal turn of the key - silence. The shrill saw in the rear of the Porsche 911 GT3 RS in the blink of an eye dies suddenly, with no momentum. End, over and over.

Only the cigarette afterwards, it's still glowing: The titanium rear silencer, which crackly tells the gripping stories of limit and speed. Reports what the hottest 911 does with fervor and thus also moves the driver emotionally. This perfidiously presented undertaking to cheat the physics of driving. With every generation with new finesse, for over 30 years.

The new Porsche 911 GT3 RS got even wider

Now the RS hits the mark again. Is stronger, technically more radical, but above all more broadly developed. More powerful than ever, it flares up the cheeks, chiselled into sheet metal like a Rubens at the back. At the front the fenders have plastic sleeves to stand up to the muscular buttocks. Or as project manager Andreas Preuninger pointedly: 'The wider track brings a lot.'

This means that the Porsche 911 GT3 RS moves as the last StVZO-compliant instance before the thoroughbred racing machine. It serves as the optical and technical basis for the cup racers with the same motor. And also provides the technical substructure for the racing 911, which are built according to the FIA ​​GT2 or GT3 regulations - all of the same resourceful minds in the Weissach development center.

The Porsche GT3 RS itself starved to the gram

Thanks to them, the current Porsche 911 GT3 RS has dynamic engine mounts, aluminum hoods, plastic rear windows or carbon fiber rear lids. Has starved himself down to the gram and thus reduced to what is necessary for driving dynamics - to 1,404 kilograms including 67 liters of fuel, 28 liters of water and 11 liters of oil on board. With a screwed-in roll bar including carbon fiber seat shells with fireproof fabric, which clearly indicate that ideal dimensions also apply to the driver in this environment Pace of the six boxing titanium connecting rods, because the single-mass flywheel is more concerned with the weight reduction of 1.4 kilograms and an extremely toxic response behavior than has a soothing effect on idling. Meanwhile lurksthe modified intake system with its two resonance flaps slurping on to finally switch to resistance-optimized draft.

The GT3 RS is tight, tight, but never uncouth

freedom. Out. Run. To run. The electronically controlled PASM chassis of the Porsche 911 GT3 RS doesn't even want to boast of filtering out protruding manhole covers in town. Tight, tight, but never uncouth, the finely appealing springs and dampers scan the asphalt topography down to the smallest detail.

No creaking or crackling are to be interpreted as silent witnesses to the high-strength body structure. This is the only way to make sense of the chassis gimmicks in terms of height, camber or stabilizers. And it doesn't even say in the operating instructions between the lines: Destination Hockenheim? Definitely not in the navigation system.

Radio and air conditioning are missing, but the rhythm comes from the rear

This is initially missing, as is radio or air conditioning (both are free of charge to have). But warmth and rhythm come from behind. With a displacement of 3.8 liters, which sing shrill songs of jubilation with every rotation of the crankshaft. Counterpressure-reduced titanium mesh in the rear does not just mean minus seven kilograms, but also a sawing sound inferno.

Everything starts tame with an almost gallant response from idle speed. But at some point the dams break and the exhaust flaps open. Passion begins at 4,000, falls into the storm and stress phase at 6,000 and experiences the climax of the wild drift on 8,500 tours. And all of this happens multiplied by a factor of six. With a gearbox with a shorter gear ratio than the conventional Porsche 911 GT3: dust-dry, resting, pedantically precise - but please operate with an energetic grip Presses on the asphalt with 170 kilograms of downforce. Although he defends himself against stupid, straightforward mess with a slight sensitivity to ruts. As Andreas Preuninger said with a smile: 'Vmax and zero in one hundred were actually waste products during development.'

The Porsche 911 GT3 RS delivers impressive measured values ​​

But Very impressive: In the measurement program, the GT3 RS puts one record after the other on the floor, sets scent marks in all instances. If the Michelin Cup tires are at the right temperature, suddenly braking means anchoring. Especially with the optional carbon-ceramic brake system. It bites mercilessly, regardless of whether the vehicle decelerates ten times when it is empty or fully loaded: 34.4 or 33.5 meters of braking distance from 100 km /h are set.

And the dynamic freestyle? With an average speed of 154.7 km /h, the rear-wheel drive car flies through ISO-Wedelgasse as a class leader. Without moving to overtake yourself with the rear.At least as long as the man with the gas foot does not turn out to be a rabbit foot. If necessary, PSM wrestles load changes, regulates sensitively, with a sporty orientation.

In the GT3 RS, traction is a matter of honor

Nevertheless: an RS on the electronic one tugs like a greyhound the leather leash. Once released, the advocate of dynamic driving neutrality can only really have its say. He leaves understeer to his predecessors. Steering commands are made to measure, traction is a matter of honor, the exact adherence to the ideal line is the top priority and apparently manifested in the technical genes.

And now it should be over, just like that? Not at all. Everything but not the handle on the traditional door loop. There is still one lap.


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