The new 911 GT3 is a sports car designed very much with everyday road use in mind. But with the power reserves you'd expect from a Porsche. That's because the new 911 GT3 is also a racing car built for speed. Anything else just wouldn't be worthy of the Porsche name.
The GT3 engine is an evolution of the powerplant used in the Porsche 911 GT1, the car that brought a 50th anniversary Porsche one-two at Le Mans in 1998. The body is based on that of the 911 Carrera, while transmission, steering and chassis are all designed for motorsport success and can be set up to match individual circuit characteristics.
The gear ratios have been carefully selected to ensure powerful, seamless acceleration through the gears. With its dual-mass flywheel and sports clutch, the six-speed gearbox in the new 911 GT3 has been developed with both performance and comfort in mind. The ratios for gears 2 to 6 can be easily changed to suit specific circuit characteristics.
A single-mass flywheel is fitted to the 911 GT3 Clubsport to meet the special demands of racing, allowing revs to build even faster.
The exhaust system. Stereo sounds, stereo efficiency.
There's only one thing that counts when it comes to the exhaust system on a Porsche: reducing emissions. The 911 has two completely separate exhaust systems, one for each bank of cylinders. Each exhaust system includes a catalytic converter with metal supports designed to withstand high temperatures and vibration. The supports also have a relatively high thermal conductivity, which means the catalysts heat up more quickly, resulting in greater efficiency.
Twin Lambda probes monitor each bank of cylinders as well as the gas composition in 20120x2320u each of the exhaust systems. Separate monitoring of the air/fuel mixture makes for a more efficient reduction in harmful emissions. The twin exhaust systems also help reduce exhaust back-pressure and increase air throughput, thereby improving both performance and torque.
The chassis.
The chassis on the new 911 GT3 has been designed for optimum agility, handling and safety in even the most demanding driving conditions, and is built to cope with sudden mid-corner changes in acceleration. Lightweight construction has kept both total weight and unsprung weight to a minimum.
The chassis is based on the tried and tested 911 Carrera, but with some important modifications designed to meet the unique demands of the racetrack. To provide a lower centre of gravity, the new 911 GT3 rides 30 mm lower than the 911 Carrera, with the chassis kinematics altered accordingly. Adjustable anti-roll bars increase the setup options for the driver, while the axle geometry (camber) has been modified to make room for full racing tyres. All related components such as pivot and wheel bearings have been strengthened, and wheel control has been further improved.
The new 911 GT3 has a power-to-weight ratio of 5.09 kg/kW, compared with 5.75 kg/kW on the 911 Type 993 RS. This improvement isn't just down to pure horsepower alone: like on the 911 Carrera, the use of lightweight materials has helped reduce the overall weight of the car. This comes despite the fact that the significant boost in performance and the associated increase in mechanical stress now make tougher demands on both bodywork and suspension. Together, the lightweight construction and powerful new engine make for a car with outstanding agility. The response to the slightest pressure on the accelerator is immediate and enthusiastic, and any type of corner can be taken with power and precision - both on the racetrack and on the open road.
In common with most Porsches, the new GT3 features highly responsive rack-and-pinion steering. Passive safety is further enhanced by the safety steering column, which allows for 100 mm of deformation in the event of frontal impact. Weight is kept low thanks to an aluminium intermediate shaft, while the shroud and steering-lock housing are made of die-cast magnesium.
The steering wheel offers 40 mm of reach adjustment. Together with the seat-height adjustment facility, this ensures that every driver can find the optimum driving position. The new 911 GT3 has a turning circle of just 10.6 meters, making for perfect handling on the road - and on the racetrack.
The engine. Built for the track, ideal for the road.
The new 911 GT3 engine was developed from the flat six used in the 911 GT1. The aluminium crankcase is vertically split, with the cylinder block, cylinder head and camshaft housing forming a single unit, one for each bank of cylinders.
The compression ratio of 11.7:1 delivers an impressive 73.6 kW/l or 100 hp/l. Inlet and exhaust ports are specially machined to increase flow to the combustion chambers and reduce exhaust resistance. The eight-bearing crankshaft is plasma-nitrided. Titanium con rods help reduce the weight of moving masses and therefore improve engine response. The twin inlet and exhaust valves are arranged in a V formation at an angle of 27.4 degrees. Valve springs control the closing of the valves, and the valve train also features integrated hydraulic tappets.
Porsche's patented VarioCam variable valve timing system adjusts the inlet valve timing as engine speed increases, to minimise emissions and maximise power. At medium revs, VarioCam selects a setting that boosts torque, while higher up the rev range the system helps to optimise performance.
The rear-mounted, naturally aspirated engine is extremely compact and combines minimal vibration with an abundance of power and a broad, flat torque curve. The 3.6 litre unit develops 265 kW (360 hp) at 7,200 rpm, with maximum torque of 370 Nm at 5,000 rpm. But that's not all. The engine also delivers the typical Porsche sound.
Dry sump lubrification.
Dry sump lubrication ensures a reliable oil supply, even under the kind of lateral g forces experienced on the track.
Using technology specially developed for racing, each cylinder head is fitted with a pump driven by the exhaust camshaft, which, together with twin pumps in the crankcase, transports oil from the cylinder heads directly into the sump. A third pump in the crankcase supplies the lubrication points in the engine.
On the track, you can be sure that the crankshaft drive and both banks of cylinders are uniformly lubricated, even in long, high-speed corners. On the road, you have an engine you can rely on, no matter how you like to drive.
The intake system. More air, more torque.
A two-stage resonance induction system located in the air-filter cover uses the vibration of the air in the intake duct to improve cylinder filling. An adjustable butterfly valve in the intake system (see illustration) closes at 2,700 rpm and opens again at 5,100 rpm, resulting in a corresponding increase in the amount of inducted air. The benefits are greater torque at low revs and a flatter torque curve. The resonance system also generates the characteristic 911 induction roar.
It all becomes clear the moment you settle behind the wheel of the new 911 GT3: this is a car built around the driver. Everything is based on ergonomic principles aimed at minimising driver fatigue. In practical terms, this translates into long-distance comfort as well as a logical control layout that facilitates a rapid response when it matters most - on the road or on the racetrack. But no matter where the new 911 GT3 may take you, one thing is certain: performance no longer has to come at the expense of comfort.
The standard 911 GT3 comes with a black interior and all plastic components finished in soft black paint. Among the most striking features of the GT3 interior are the manually adjustable, leather-trimmed bucket seats for driver and passenger.
The three-spoke steering wheel offers 40 mm of reach adjustment. Driver and passenger airbags are included as standard, as are side airbags on the standard GT3. The three-point safety belts are available in black, guards red, speed yellow and maritime blue.
The new 911 GT3 also has a new logo: on the door entry guards, on the polished aluminium trim of the handbrake lever, and on a badge on the carpeted rear panel. The logo also appears on the rev counter, which now goes up to over 8,000 rpm. The door openers and bonnet release are also finished in polished aluminium.
"Leather"
package
Switch panel, door panels, rear side panels, the lid of the storage box on the
centre console and the side panels of the centre tunnel are all finished in
black leather.
"Leather/Carbon
Fibre" package
Same as "Leather package" but with seat backs, instrument panel, trim
on the central switch panel and on the centre tunnel in carbon fibre.
The
911 GT3 Clubsport.
The new 911 GT3 Clubsport features a bolt-in roll cage at the expense of side
airbags, as well as a pair of bucket seats with flame-resistant covering. The
three-point safety belts come in guards red, while a six-point safety belt
together with a fire extinguisher and mounting are also included in the
package. Battery disconnect switches are fitted in the luggage compartment and
forward of the gear lever on the centre tunnel. The "Leather" and
"Leather/Carbon Fibre" packages are also available for the 911 GT3
Clubsport.
Special equipment options include metallic paint, windscreen with green graduated top tint, deletion of model designation, centre console (not on Clubsport models), on-board computer, automatic climate control system, electric leather sports seats (not on Clubsport models), Porsche CR-22 radio cassette or Porsche CDR-22 CD/radio, and storage tray for cassettes or CDs.
The Aerokit front spoiler has an extra lip where it meets the road, to reduce the flow of air beneath the car and thereby minimise lift on the front axle. Lift is reduced on the rear axle by means of a wing integrated into the rear engine cover. The rear edge is fitted with an additional lip which is used to maintain the balance between the front and rear of the car. One of six different wing settings may be selected depending on the characteristics of each individual track, and the vented propylene underbody is divided into three sections. All of these features make for outstanding performance under lateral acceleration. Which is something you'll also come to appreciate on the road, where the new 911 GT3 offers virtually unrivalled stability.
For cars such as the new 911 GT3, Porsche includes FIA rules in the specification at the design stage. And one of the most important rules when it comes to building a racing car is the ability to master hazardous situations on the track.
The new 911 GT3 is a perfect combination of active and passive safety features. That's because the GT3 has been designed to cope with stresses rarely experienced on the road. All components have been developed specifically for the track, and tested under some of the toughest conditions in the sport. Like the Le Mans 24 Hour race. They then, and only then, receive the seal of approval from the Porsche development centre in Weissach.
The new 911 GT3 is fitted with specially strengthened four-piston, monobloc fixed caliper brakes front and rear. All discs are internally vented and have a diameter of 330 mm, with distinctive red calipers. ABS 5.3 and a 10 vacuum brake booster complete the list of major brake improvements on the new 911 GT3.
All of which means the GT3 has more than enough braking power for even the toughest race conditions, combining long life with high resistance to fade. These benefits are essential requirements for success on the track - and for enjoying the GT3's performance in everyday driving.
The new 911 GT3 has a highly resilient passenger cell, with front and rear deformation zones specially designed with the aid of computers. Since 1985, all Porsches have had a "crash barrier" made of high-tensile steel incorporated into the door as protection against side impact. In addition, the "Porsche Side Impact Protection System" (POSIP) comprises a side airbag and energy-absorbing door panel. As well as protecting the chest area, POSIP especially improves head protection.
As you'd expect, full-size airbags are provided for both driver and passenger. The GT3 also features front and rear alloy bumpers. The fuel tank and fuel lines are situated outside the deformation zone. On the new 911 GT3 Clubsport, the side airbags are replaced by a bolt-in roll cage, with six-point seat belts, bucket seats with a flame-resistant covering, a battery disconnect switch, a passenger airbag and with a fire extinguisher also included - all designed for maximum passive safety on the track.
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