2009 Porsche 911 GT3 RSR
#1
01-20-2009, 08:33 PM
2009 Porsche 911 GT3 RSR
Porsche 911 GT3 RSR
Porsche’s race-thriller, the GT3 RSR has become the most powerful racebred car based on the 911. Thanks to its 3.8-litre boxer engine, GT3 RSR delivers the same 465 bhp (342kW) at 8,000rpm, with maximum torque sitting at 430Nm at 7,250rpm. Screams like a horror movie then, doesn’t it? And so it should!
Changes to the old look include the front end, additional spoilers or “flicks” and new side air outlets that generate more downforce and reduce drag. And here I was thinking “drag” would be the operative word for this Porsche track monster.
It’s always telling when one of the most successful race car manufacturers in history fits sequential gearboxes into their track challenger. Ominous may be the description for road cars as days of the manual/ stick shift look to be coming to an abrupt halt. Why Porsche itself claims the 911 Turbo Tiptronic reaches 100km/h from naught quicker than the manual version.
The price of the GT3 RSR is €349,800 plus VAT.
The Porsche GT3 RSR launches into the new model year with extensive modifications. The most powerful race car based on the Porsche 911, which last year scored wins at the 24 hour races of Le Mans and Spa as well as overall victory at the Nuerburgring 24 hours, competes in the GT2 class at international long distance races. The most distinguishing feature of the new GT3 RSR is the front end which received major improvements to the aerodynamics. The majority of innovations however are hidden under the weight-optimised body.
Aside from the easily recognisable additional spoilers on the front apron, so-called flicks, an optimised air ducting with newly-designed side air outlets generates more downforce and reduces drag. The rear end including the rear wing was taken over from the predecessor. Extensive changes to the suspension cinematics increase mechanical grip considerably. The range of possible suspension set-ups was broadened.
The 3.8-litre boxer engine of the GT3 RSR remains unchanged apart from slight improvements to details. It delivers 465 hp (342 kW) at 8,000 revs per minute and delivers a maximum torque of 430 Nm at 7,250 revs. The rev limiter of the efficient six-cylinder kicks in at 9,400 rpm.
Much of the know-how in the GT3 RSR’s totally new gearbox has come from the RS Spyder sports prototype. The sequential six-speed unit, developed by Porsche engineers, is considerably lighter than its predecessor. Internal friction was substantially reduced. The flat angle of the drive shafts allows teams a wider range of suspension set-ups.
Aside from the GT3 Cup and the GT3 Cup S, the GT3 RSR is the third race car based on the Porsche 911 offered by Porsche Motorsport. Thirty-five units of the fastest and most powerful long distance racer made in Weissach, apart from the exclusive RS Spyder sports prototype, are now being produced and delivered to customer teams around the globe. The price of the GT3 RSR is 349,800 Euro plus VAT.
Engine
Six-cylinder aluminium boxer engine, water-cooled; 3,795 cc; stroke 76.4 mm; bore 102.7 mm; 465 bhp (342 kW) at 8,000 rpm; max. torque 430 Nm at 7,250 rpm; air restrictors 2 x 29.5 mm; maximum engine speed 9,400 rpm; four valves per cylinder; dry sump lubrication; individual throttle butterflies; central air intake; electronic MS 4.0 engine management; fuel injection; fuel grade: RON 98 Super Plus unleaded.
Power transmission
Six-speed gearbox with sequential jaw-type shift; oil/water heat exchanger; single-mass flywheel; hydraulic disengagement lever; three-plate carbon-fibre clutch; rear wheel drive; limited-slip differential 45/65 %.
Body
Monocoque body (basis GT3 RS) of hot-galvanised steel; aerodynamically optimised front end with front spoiler; aerodynamically optimised front underfloor; adjustable rear wing; 90-litre safety fuel tank with fast filling function; air jack; welded-in safety cage; bucket-type racing seat (on driver's side only) with flame-resistant seat cover; six-point seat belt adapted for use of the HANS Head and Neck Support; electric fire-extinguishing system.
Suspension
Front: McPherson spring strut axle; Sachs four-way gas pressure dampers; double coil springs (main and ancillary spring); front axle arms adjustable for camber; adjustable sword-type anti-roll bar on both sides; power steering.
Rear: Multi-arm axle with rigidly mounted axle sub-frame; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary spring); rear axle tie-bar reinforced and infinitely adjustable; adjustable sword-type anti-roll bar on both sides.
Complete suspension infinitely adjustable (height, camber, track).
Brakes
Brake system with balance bar control.
Front: Single-piece six-piston aluminium fixed callipers; inner-vented, 380 mm in diameter; racing brake pads.
Rear: Single-piece four-piston aluminium fixed callipers; inner-vented, 355 mm in diameter; racing brake pads.
Electrical System
Motec display with integrated data recording; adjustable traction control; battery: 12 volt, 50 Ah, 140 Ah alternator.
Wheels
Front: Three-piece BBS light-alloy wheels (11J x 18-34); central bolt;
Rear: Three-piece BBS light-alloy wheels (13J x 18-12.5); central bolt.
Weight
Approx. 1,225kg(2695lbs) complying with A.C.O. regulations, 1,200kg(2640lbs) complying with FIA regulations.
Porsche’s race-thriller, the GT3 RSR has become the most powerful racebred car based on the 911. Thanks to its 3.8-litre boxer engine, GT3 RSR delivers the same 465 bhp (342kW) at 8,000rpm, with maximum torque sitting at 430Nm at 7,250rpm. Screams like a horror movie then, doesn’t it? And so it should!
Changes to the old look include the front end, additional spoilers or “flicks” and new side air outlets that generate more downforce and reduce drag. And here I was thinking “drag” would be the operative word for this Porsche track monster.
It’s always telling when one of the most successful race car manufacturers in history fits sequential gearboxes into their track challenger. Ominous may be the description for road cars as days of the manual/ stick shift look to be coming to an abrupt halt. Why Porsche itself claims the 911 Turbo Tiptronic reaches 100km/h from naught quicker than the manual version.
The price of the GT3 RSR is €349,800 plus VAT.
The Porsche GT3 RSR launches into the new model year with extensive modifications. The most powerful race car based on the Porsche 911, which last year scored wins at the 24 hour races of Le Mans and Spa as well as overall victory at the Nuerburgring 24 hours, competes in the GT2 class at international long distance races. The most distinguishing feature of the new GT3 RSR is the front end which received major improvements to the aerodynamics. The majority of innovations however are hidden under the weight-optimised body.
Aside from the easily recognisable additional spoilers on the front apron, so-called flicks, an optimised air ducting with newly-designed side air outlets generates more downforce and reduces drag. The rear end including the rear wing was taken over from the predecessor. Extensive changes to the suspension cinematics increase mechanical grip considerably. The range of possible suspension set-ups was broadened.
The 3.8-litre boxer engine of the GT3 RSR remains unchanged apart from slight improvements to details. It delivers 465 hp (342 kW) at 8,000 revs per minute and delivers a maximum torque of 430 Nm at 7,250 revs. The rev limiter of the efficient six-cylinder kicks in at 9,400 rpm.
Much of the know-how in the GT3 RSR’s totally new gearbox has come from the RS Spyder sports prototype. The sequential six-speed unit, developed by Porsche engineers, is considerably lighter than its predecessor. Internal friction was substantially reduced. The flat angle of the drive shafts allows teams a wider range of suspension set-ups.
Aside from the GT3 Cup and the GT3 Cup S, the GT3 RSR is the third race car based on the Porsche 911 offered by Porsche Motorsport. Thirty-five units of the fastest and most powerful long distance racer made in Weissach, apart from the exclusive RS Spyder sports prototype, are now being produced and delivered to customer teams around the globe. The price of the GT3 RSR is 349,800 Euro plus VAT.
Engine
Six-cylinder aluminium boxer engine, water-cooled; 3,795 cc; stroke 76.4 mm; bore 102.7 mm; 465 bhp (342 kW) at 8,000 rpm; max. torque 430 Nm at 7,250 rpm; air restrictors 2 x 29.5 mm; maximum engine speed 9,400 rpm; four valves per cylinder; dry sump lubrication; individual throttle butterflies; central air intake; electronic MS 4.0 engine management; fuel injection; fuel grade: RON 98 Super Plus unleaded.
Power transmission
Six-speed gearbox with sequential jaw-type shift; oil/water heat exchanger; single-mass flywheel; hydraulic disengagement lever; three-plate carbon-fibre clutch; rear wheel drive; limited-slip differential 45/65 %.
Body
Monocoque body (basis GT3 RS) of hot-galvanised steel; aerodynamically optimised front end with front spoiler; aerodynamically optimised front underfloor; adjustable rear wing; 90-litre safety fuel tank with fast filling function; air jack; welded-in safety cage; bucket-type racing seat (on driver's side only) with flame-resistant seat cover; six-point seat belt adapted for use of the HANS Head and Neck Support; electric fire-extinguishing system.
Suspension
Front: McPherson spring strut axle; Sachs four-way gas pressure dampers; double coil springs (main and ancillary spring); front axle arms adjustable for camber; adjustable sword-type anti-roll bar on both sides; power steering.
Rear: Multi-arm axle with rigidly mounted axle sub-frame; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary spring); rear axle tie-bar reinforced and infinitely adjustable; adjustable sword-type anti-roll bar on both sides.
Complete suspension infinitely adjustable (height, camber, track).
Brakes
Brake system with balance bar control.
Front: Single-piece six-piston aluminium fixed callipers; inner-vented, 380 mm in diameter; racing brake pads.
Rear: Single-piece four-piston aluminium fixed callipers; inner-vented, 355 mm in diameter; racing brake pads.
Electrical System
Motec display with integrated data recording; adjustable traction control; battery: 12 volt, 50 Ah, 140 Ah alternator.
Wheels
Front: Three-piece BBS light-alloy wheels (11J x 18-34); central bolt;
Rear: Three-piece BBS light-alloy wheels (13J x 18-12.5); central bolt.
Weight
Approx. 1,225kg(2695lbs) complying with A.C.O. regulations, 1,200kg(2640lbs) complying with FIA regulations.
#2
01-23-2009, 11:05 AM
2008 Porsche GT3 Cup S
Chassis
Brakes F: Single-piece six-piston aluminum fixed calipers; inner-vented, 380 mm in diameter; racing brake pads
Brakes R: Single-piece four-piston aluminum fixed calipers; inner-vented, 355 mm in diameter
Front Three-piece BBS light-alloy wheels (10.5J x 18); central locking
Rear Three-piece BBS light-alloy wheels (12J x 18); central locking
Engine
Engine: Four-valve technology; dry sump lubrication; two-stage resonance intake
Valves: 24 valves.
Cylinders: 6
Horsepower: 440.00 BHP (323.8 KW) @ 8000.00 RPM
Torque: 430.00 NM (317 Ft-Lbs) @ 7250.00 RPM
Exterior
Weight: Approx 2578 lbs (1,170 kg)
Wheelbase: 92.501 in | 2349.5 mm.
Just when you thought it wasn’t possible for Porsche to proliferate the 911 any more, here comes another: the GT3 Cup S. Then again, it’s been a few months since the last 911 variant was introduced.
The GT3 Cup S is based on the GT3 RS, which we’ve already characterized as an “Escaped Race Car” that “was developed for the track, which is where it belongs.” Alas, the track is where the GT3 Cup S is bound to stay, as it has been intensified a few steps beyond the RS and even the GT3 Cup, another turn-key Porsche race car.
All we can say is that we wouldn’t want to see one of these in the pit lane unless it belonged to our team. The 3.6-liter boxer engine is more or less identical to the power unit used in the Porsche Mobil1 Supercup and the international Carrera Cup championships, with power output increased to an eye-watering 440 hp at 8000 rpm, and torque up to 317 lb-ft at 7250 revs.
Do the math: those are some pretty spectacular numbers for a naturally aspirated engine of that size. Evidently, the power increase results from optimized engine electronics and a modified exhaust system (gosh, if we knew it was that easy…). With a curb weight of just 2579 pounds, we expect the stripped, steel-bodied GT3 Cup S to be pretty fast.
Maybe that’s a slight understatement. We’re trying to be subtle, unlike the body on this thing. Based on the wide body of the GT3 RS and not the (relatively) narrow-bodied GT3 Cup, the Cup S is a little bit wider still up front with fatter fenders with air extractors just before the doors.
Other distinctions include simple mono-element round headlamps that remind us a little of the old Ford RS2000, and a scaffold-like, adjustable rear spoiler that is taller than many fireplace mantles—an even more apt descriptor, given the firepower beneath it.
Also adjustable is pretty much every part of the suspension and the brakes are even larger than those on the GT3 Cup. Charged with the unenviable task of introducing the power to the pavement are some 10.5-inch wide front wheels and foot-wide rear wheels mounted with race rubber.
The carved-out interior is pretty much identical to the Cup, from the safety cage to the digital readouts to the long shift lever for the sequential gearbox.
At 250,000 Euros ($362,000), the price of the GT3 Cup S is about 2.5 times as steep as that of the regular GT3 Cup. But for many racing teams, that would be money well spent to give their drivers an edge when the difference between winning and losing can be hundredths of a second.
For those that already bought a GT3 Cup, a kit to upgrade your slug to Cup S specs will be available in April, at the same time as the Cup S itself will be delivered to its first customers.
2009 911 GT3 RSR
Update
The successful Porsche 911 GT3 RSR takes off into the new model year with extensive modifications. The most powerful race car based on the Porsche 911, which last season secured wins in the American Le Mans Series and at the Nürburgring 24 Hours, competes in the GT2 class at international long distance races. The most distinguishing feature of the new GT3 RSR is the redesigned front with large air outlets on the front hood. Under the light-weight bodyshell, as well, major changes were made to the quickest 911.
Noticeable at first sight are the air outlet slots, or the so-called louvers, on the front hood: an indication of the completely redesigned air ducting of the radiators, which became necessary through the new design of supply and discharge air with the installation of an optional air-conditioning unit. The aerodynamics under the rear underwent further optimisation. The rear wing now features a wider adjustment range. The weight-optimised brake system and the lighter wiring harness contribute to further improved handling, compared to the predecessor model.
The capacity of the well-known six-cylinder boxer engine increased from 3.8 to 4.0-litres. After another reduction in the size of the air restrictors for the 2009 season, the engine now delivers around 450 hp (331 kW) at 7,800 revs per minute and develops a maximum torque of 430 Nm at 7,250 rpm. The rev limiter of the efficient six-cylinder unit kicks in at 9,000 rpm. Compared to the forerunner, the rev level for a given power output was significantly lowered. Thanks to this, the engine features an optimised torque curve and offers better driveability.
In the cockpit, a new multi-function display located above the dashboard indicates the opti-mum moment to change gears. Another new feature is the programmable multi-function, onboard supply system control device, giving teams the choice of many individual functions. One of these is the infinitely adjustable blinking frequency of the lights in the front apron, which helps to immediately recognise race cars when they enter the pits in the dark. For eas-ier servicing under race conditions, other modifications were made. The GT3 RSR now fea-tures a new air-jack system with overpressure valve. The oil refill with fast filling function has now moved to the rear lid, giving mechanics better access.
Aside from GT3 Cup and the GT3 Cup S, the GT3 RSR is the third race car based on the Porsche 911 offered by Porsche Motorsport. About 20 of the successful long distance racers have been built in Weissach and are now being delivered to customer teams around the world. The GT3 RSR costs 380,000 Euro plus VAT specific to each country.
Technical Description Porsche GT3 RSR (MY 2009)
Engine: Water-cooled, six-cylinder boxer engine; four valves per cylinder; dry sump lubrication; individual throttle butterflies; fuel injection; air restrictors 2 x 29.5 mm.
Bore: 102.7 mm
Stroke: 80.4 mm
Capacity: 3,996 cc
Power output: 331 kW (450 bhp) at 7,800 rpm
Max. Torque: 430 Nm at 7,250 rpm
Max. revs: 9,400 rpm
Transmission: Six-speed gearbox with sequential jaw-type shift; oil/water heat exchanger; single-mass flywheel; hydraulic disengagement lever; three-plate carbon-fibre clutch; rear wheel drive; limited-slip differential 45/65%.
Body: Monocoque body (basis GT3 RS) of hot-galvanised steel;
aerodynamically optimised front end with front spoiler; aerodynamically optimised front underfloor; adjustable rear wing; 90-litre safety fuel tank with fast filling function; air jack; welded-in safety cage; bucket-type racing seat (on driver's side only) with flame-resistant seat cover; six-point seat belt adapted for use of the HANS Head and Neck Support; electric fire-extinguishing system.
Suspension:
Front: McPherson spring strut axle; Sachs four-way gas pressure dampers; double coil springs (main and ancillary spring); front axle arms adjustable for camber; adjustable sword-type anti-roll bar on both sides; power steering.
Rear: Multi-arm axle with rigidly mounted axle sub-frame; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary spring); rear axle tie-bar reinforced and infinitely adjustable; adjustable sword-type anti-roll bar on both sides.
Complete suspension infinitely adjustable (height, camber, track).
Brakes: Brake system with balance bar control.
Front: Single-piece six-piston aluminium fixed callipers; inner-vented, 380 mm in diameter; racing brake pads.
Rear: Single-piece four-piston aluminium fixed callipers; inner-vented, 355 mm in diameter; racing brake pads.
Wheels:
Front: Three-piece BBS light-alloy wheels (11J x 18-34); central bolt;
Rear: Three-piece BBS light-alloy wheels (13J x 18-12.5); central bolt.
Electrical System: Motec display with integrated data recording; multi-function display with integrated gearshift indicator; adjustable traction control; battery: 12 volt, 50 Ah, 140 Ah alternator.
Weight: Approx. 1,220 kg complying with A.C.O. regulations, 1,245 kg complying with FIA regulations.
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