The RS’ arsenal of weaponry, the alertness of its steering and chassis, recalls the Porsche Cup race car. This RS generates tremendous mechanical grip, even on Michelin Pilot Sport Cup 2 tires, versus the ultra-aggressive Cup 2 R’s we’d be using on a drier, toastier surface.
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But I chase a Porsche factory driver anyhow, nipping 150 mph on the long straight. On my first-ever trip to Silverstone, where damp patches still have the RS losing traction, and mistakes in one hurricane-force corner compound irrevocably, it’s no time to play F1 hero. Woolen-gray clouds part for an afternoon stint. Confident types can push another steering-wheel button to summon DRS, mainly for blinding sweepers where excess downforce would slow the car. DRS automatically engages above 62 mph, 95-percent throttle, 5,500 rpm and less than 0.9 lateral g’s. To goose my speed past Silverstone’s grandstand, Porsche’s new Drag Reduction System (DRS) flattens every wing.
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Sometimes, downforce gets in the way of a car that can scorch 60 mph in 3.0 seconds, an estimate that feels oh so conservative, and crack 184 mph at the top end. That doesn’t stop me from ripping through gears, via a seven-speed PDK with shorter gearing than a regular old GT3. The racing gods, or unjust British weathermen, dampen my initial track foray, pissing rain on the historic 3.7-mile circuit just as I’m leaving the pits. Even the signature rear fender cleavage of a 911 plays a new role, creating a vacuum to smooth aero, rather than drawing combustion air. Bladed inlets reduce pressure in front and rear wheel arches, a nod to the LeMans-winning 911 GT1. The design cuts intake temperatures to preserve at least 15 horsepower. Some redirected air stubbornly flows up and over doors, so a pair of roof fins deflects it again.
Deflecting vanes in the enormous hood nostrils prevent waste heat from shooting straight over the roof and into rear engine intakes.
The radiator is tilted at an angle of 43 degrees from horizontal, to catch air through an S-duct and generate front-axle downforce. The single-radiator concept is straight from Porsche’s RSR racer.Ĭooling surface area drops by 32 percent, necessitating efficiency everywhere else. It starts with an industrial-size central heat exchanger that supplants the luggage frunk of a standard 911 and its three-radiator layout. Porsche’s active aero management is practically a German engineer’s doctoral thesis.
Andreas Preuninger, head of Porsche GT vehicles explains the obvious saying, “from the first look at the GT3 RS, you know: It’s all about aerodynamics.” Porsche Torque Vectoring offers a similar plus-minus range of settings for the electronic differential, for either coasting/braking or lock-up on corner exits.Īir is the GT3 RS’s stock in trade, the cooling breeze, vivifying oxygen and crushing downforce that links it directly to the GT3 R racer that glowers in the Silverstone paddock. A ‘Ring-ready suspension is every racer’s dream: Aside from 50-percent firmer springs than a standard GT3, it allows on-the-fly adjustment of front or rear rebound and compression from four intuitive steering wheel knobs. The latest RS brims with carbon fiber, including a skyscraping rear wing, most of the body panels, Race-Tex clad bucket seats, and with an optional Weissach package, the anti-roll bars. And all that is best unleashed on a circuit such as England’s Silverstone, an F1 amphitheater that highlights this superstar’s 9,000-rpm vocal range and gripping performance. Sure, the GT3 RS generates 518 horsepower from its 4.0-liter six, and 342 pound-feet of peak torque. The 911 GT3 RS Already Has a Special Edition
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