Wapcar automotive news – The high-performance off-road sports car makes full use of motorsport technology and concepts (911 GT3 RS: combined cycle* fuel consumption (WLTP) 13.4 l/100 km, CO₂ emissions* at combined cycle (WLTP) 305 g/km, fuel consumption* combined (NEDC) 12.7 l/100 km, CO₂ emissions* combined (NEDC) 289 g/ kilometer). In addition to the high-revving naturally aspirated engine with racing DNA and smart lightweight construction, the 911 GT3 RS’s cooling and aerodynamics most directly tie it to its sister car. sport, 911 GT3 R.
The basis for the significant performance boost was the idea of a central radiator – an idea first used in the Le Mans-winning 911 RSR and later in the 911 GT3 R by Porsche Car. Instead of a three-radiator arrangement. With heat from previous cars, the new 911 GT3 RS relies on a large, angular central radiator at the front end, positioned where the luggage compartment is located on other 911 models. As a result, the 911 GT3 RS is arranged on the sides to integrate active aerodynamic elements.
The infinitely adjustable wing elements at the front and on the two-piece rear wing, combined with several other aerodynamic measures, provide a total downforce of 409 kg at 200 km/h. This means that the new 911 GT3 RS generates twice as much downforce as its 991.2 predecessor and three times as much as the current 911 GT3. When the speed of the vehicle is 285 km/h, the downforce would reach a total of 860 kg.
Driving a production Porsche for the first time. To achieve low drag and higher speeds on straight sections of the track, DRS allows the wings to be flattened at the touch of a button, within a specific operating range. The air brake function is activated during emergency braking at high speed: the front and rear wing elements are set to maximum, creating an aerodynamic deceleration effect, significantly assisting the braking of the vehicle.
With a number of aerodynamic elements, the appearance of the new 911 GT3 RS seems to be specially designed. The most striking feature of the GT sports car is the gooseneck rear spoiler, which is significantly larger in all dimensions. A fixed major wing, as well as a hydraulically adjustable upper wing element, form the rear wing.
For the first time on a Porsche production vehicle, the top edge of the rear spoiler is higher than the roof. In addition, the front of the 911 GT3 RS no longer has a front spoiler, but instead a front spoiler that separates the airflow above and below. The side blades direct the air outward precisely. Ventilation of the front wheel arches is provided by openings on the front fender.
The air intakes behind the front wheels, in the style of the Le Mans-winning 911 GT1, help reduce dynamic pressure in the wheel arches. The side vents behind the intake ensure that air is directed to the side of the vehicle. Air from the central radiator flows through the large nostrils on the front hood. The fins on the roof direct the air to the outside, ensuring a cooler intake temperature at the rear. On the new 911 GT3 RS, the openings in the rear panel are used exclusively to improve aerodynamics and do not draw air during handling. The rear wheel arches also have air intakes and side skirts to optimize airflow. The rear diffuser is taken from the 911 GT3 and has been slightly tweaked.
Even the suspension pays attention to aerodynamics. Since the wheel arches of the new 911 GT3 RS are exposed to strong winds, the components of the double wishbone front axle have a drop shape.
To maintain the power balance between the front and rear wheels even when braking from high speed, chassis engineers have significantly reduced pitching under braking. The new 911 GT3 RS has a lower front ball joint on the lower trailing arm of the front axle. The multi-link rear axle also has a modified spring rate. Driver assistance systems and rear-axle steering are also adjusted dynamically here.
There are three modes in the 911 GT3 RS, including the normal mode, the sport mode, and the track mode. Deserve to be mentioned that you can adjust the basic settings to satisfy your needs on your own in track mode. Among other things, the rebound and compression damping on the front and rear axles can be adjusted individually in several steps. The rear axle differential can also be adjusted using the rotary control on the steering wheel. With an operating and display concept borrowed from motorsport, this is quick and intuitive.
4 separate knobs and 1 button for the drag reduction system “DRS”. I’m on the steering wheel. During the tuning process, these rotary controls are clearly displayed via graphics in the instrument cluster. With the push of a button, the driver can focus the digital displays on two of his 7-inch side displays to key information. The shift display on the left and right of the analog rev counter is also diverted from GT3.
