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Preceded by months of rumors of all kinds, the long-awaited Porsche 911 GT3 RS, based on the current 992 generation, is finally unveiled. And with it, some of its performances, including in particular a stagnant 0 to 100 km/h at 3”2. This does not actually represent any improvement over the previous opus (991.2).
Worse, its maximum speed, announced at 296 km/h against 312 previously, is down 16 units! The new GT3 RS, the sports car of decline? Even better. She is one of the few in 2022 not to confuse the panic of the straight line chrono and that of the thrilling one.
Contrary to many current supercars, which pride themselves on power and acceleration superior to those of a true GT dedicated to competition, the most radical offspring of the 911 range prefers, on the contrary, to breathe in, more closely than ever, for the benefit of the sensations, even if it means giving up a few tenths of a second and km/h at peak speed. Who hasn’t dreamed of a racing car for shopping?
Such is, among other things, the ransom of an aerodynamic kit so sharp that it slices the retina. Where to start… The rear wing, that would be too obvious. The front part deserves at least as much attention.
Imitating the victorious RSR at the 24 Hours of Le Mans and the GT3 R which floods the various GT championships of the planet, this RS abandons its cooling system with three radiators to keep only one, more voluminous, and implanted obliquely in the center of a largely perforated cover, instead of the usual luggage compartment of a 911. A solution which makes it possible to free up space in the heart of the bumper and to accommodate mobile elements working in concert with the famous rear wing.
Beforehand, the splitter, skimming the bitumen, will have split the flow of air in two to feed the bodywork and the underbody. The extension of the generously lacerated front fenders and the multiplication of the side fins contribute, on the contrary, to its extraction in order to limit the overpressure within the wheel arches at high speed.
Same the front suspension elements with overlapping wishbones adopt a teardrop profile to improve aerodynamic flow. Porsche thus announces to create 40 kg of additional support, the downforce amounting to a total of 409 kg at 200 km/h, even 860 kg at 285 km/h. This is double that enjoyed by the previous generation!
No question of letting the trail burn though, at the risk of being “dropped” by the competition in a straight line. Admittedly, the rear wing, perched on its gooseneck masts, rises so high that it exceeds the roof; a first on a road Porsche. But it adopts in exchange a DRS (Drag Reduction System), hydraulically controlled from the steering wheel, to flatten its profile as needed.
so outrageous, the bodywork would almost make you forget that the running gear also tends towards excess. The traction control (adjustable), the ESP (disconnectable) and the rear steering wheels (in 335/30 R21!) are reparameterized to sublimate the dynamism of the beast. Above all, the tracks are widened by 29 mm compared to those of the “just short” GT3.
To withstand the stresses of advanced active aerodynamics, the suspension mountings have been significantly revised and the stiffness of its springs increased. But the end of the end remains the possibility, once the Track driving mode selected, the most aggressive proposed, to independently modify the compression and rebound of the shock absorbers of the two axles according to several levels.
Too bad that Porsche does not specify in its press release whether or not the GT3 RS comes with a track engineer to navigate through the various settings. Because the differential lock is also adjusted from the steering wheel and one of its four knobs which would not confuse the drivers of the Motorsport division of the German manufacturer.
The engine does not represent any real novelty. But the almost magical flat 6-cylinder 4.0 atmospheric taken from the GT3, only accompanied here by its robotic 7-speed PDK gearbox, is recognized for its very competitive spirit. Settling at 525 hp thanks to the more aggressive profile of its camshafts, its power only progresses by five small equines in the face of the outgoing generation.
What does it matter, at the same time, despite the significant addition of technology, the weight gain is contained at 20 kg, the scales officially displaying 1450 kg empty. In particular thanks to the use of plastic reinforced with carbon fiber for the doors, the front fenders, the roof, the hood and the pair of integral buckets. This explains by the way the price hike; €234,977.
These lighter elements can be supplemented, for a fee of course, with anti-roll bars and a roll bar, also in CFRP, as well as magnesium rims, lighter by 8 kg in total. via the expensive Weissach Pack.
Huge regret, however, impossible to unearth among the options the almost superhuman capacities of Lars Kern or Kevin Estre, two of the best ambassadors of the brand, accustomed to podiums in GT as well as records on the Nürburgring. Like what, even at Porsche, talent cannot be bought.
More info from our colleagues at Flat6.
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