presentation 992 gt3 rs

Take a closer look around the new Porsche 911 GT3 RS

Video: TG checks out the new hardcore 992 with Porsche's GT boss

We all knew it was coming, but here it is, the new 992 generation 911 GT3 RS . It’s packed with racing tech, and probably some actual magic to make the most hardcore, exciting 911 to date.

Power comes from a naturally aspirated 4.0-litre flat six producing 518bhp. Porsche says it’ll hit 184mph flat out, with 0-62mph taking just 3.2 seconds. Being an RS, it’s not going to be chunky – thanks to lightweight materials like Carbon Fibre Reinforced Plastic, it weighs just 1,450kgs with fluids.

It’s all very impressive, but if you’re going to learn all there is to know about a new Porsche GT car there’s only one man you need to talk to, and that's Andreas Preuninger.

READ MORE This is the new Porsche 911 GT3 RS and it's pretty much a race car now

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Porsche 911 GT3 RS First Drive Review : The Force Awakens

Porsche 992 911 GT3 RS First Drive Review : The Force Awakens

Silverstone, UK  -  When the invite from Porsche came some months back, we were told, “You’ll probably miss the Singapore Grand Prix… but it’s for the launch of the 911 GT3 RS.” Naturally, there’s only one answer to an invitation like that.

If you’re wondering how we replied, maybe you’re not as big a petrolhead as you think you are!

After all, the next best thing to watching 20 cars tear around a F1 race-track… is actually tearing around a F1 race-track yourself!

And that’s how we found ourselves at the home of the British Grand Prix, the Silverstone Circuit, some 11000km away from the 2022 Singapore F1 Grand Prix with Porsche’s latest, meanest track-ready machine, the (Type 992) 911 GT3 RS.

2022 is the 50th Anniversary of the ‘RS’, with a lineage that can be traced back to the Carrera RS 2.7 in 1972 (yes, yes, we know production started in 1973) all the way through to the 964 Carrera RS and then to the last of the air-cooled 911s, the 993 Carrera RS.

(Click HERE to read our Porsche RS retrospective)

However, it wasn’t until the 996.2 in 2003 that we entered the ‘modern’ era of the familiar ‘911 GT3 RS’ moniker, a model name that has carried on to this very day with this latest 992.1.

Porsche’s RS models attract the adulation of a die-hard group of enthusiasts, but the overwhelming demand vis-a-vis a relatively low supply means they’re as hard to secure an allocation for as the most popular Patek Philippe or Rolex sports models.

It’s no longer just enough to have the ready million-plus in hand, because I’m pretty sure the same things used to qualify securing an allocation for a coveted watch are also used to qualify RS buyers: purchase history, buyer profile and so on.

You’d think that simply having the money to pay for the car is enough, but not so any more!

Such ‘It’ models have become hard assets and a flipper’s dream to realise huge premiums over sticker price, especially with a long line of eager buyers with cash-in-hand.

As you can imagine, many manufacturers, Porsche included, take great pains to ensure such special cars end up in the hands of the folks who do appreciate them.

On account of the RS hitting the big five-oh, we thought Porsche would shoe-horn a nat-asp 4.2-litre flat-six (instead of the four-point-oh) into the 992.1 RS.

Don’t forget, the 4.2-litre has already seen motorsports service in the 911 RSR, as well as recently made its appearance in the 2023 GT3 R race-car… so there’s (hopefully) opportunity for this with the 992.2 RS or the rumoured 911 ST!

Despite its aggressive track-honed aero and engineering, the 992.1 RS is powered by the familiar 4.0-litre that is also found in the 992 GT3, albeit with internal work to make it stronger, punchier and more consistent at racetrack revs, as well as the necessary measures to aid engine oil cooling.

The RS’s 15hp bump in output over the 992 GT3’s 510hp is modest, but if you’re at all familiar with Porsche’s RennSport models, you’ll realise it is how the performance is deployed around a race-track, as opposed to bragging rights from straight-line drag-runs that separates the men from the boys.

Even then, the 992 RS is no slouch, as it boasts a 296km/h top speed and 3.2secs 0-100km/h sprint time.

The aggro aero and the super-wide body endow the GT3 RS with a larger-than-life road presence that is Sith Lord ominous. This is one of the purest examples of form following motorsports function, with all the design cues engineered to aid aero over aesthetics – it just so happens we find its motorsports-derived aesthetics alluring enough to tempt us to the Dark Side of the (down) Force!

Most prominent is the oversized, two-level GT Wing, which features distinctive swan-neck supports (like the 992 GT3) and hydraulically-adjustable elements that work instantly, continuously and automatically with the electronically-actuated front active aero.

Thanks to these Porsche Active Aerodynamics (or PAA for short) features (which make their debut in the latest RS), the 992.1 RS develops a maximum downforce of 860kg at 285km/h (and 409kg at 200km/h, or in other words, what the 991.2 RS develops at 285km/h).

To put the new PAA elements in perspective, the 991.2 RS develops a maximum of 405kg at 285km/h and 200kg at 200km/h (and from what we recall, 300+kg for the 992 GT3).

PAA isn’t just there to be a ‘drag’ (pun intended!), because the 992 RS integrates a DRS (Drag Reduction System) for the first time in a road-car.

There’s a dedicated ‘DRS’ button on the steering wheel for manual engagement and pressing it adjusts the rear wing ‘flat’ for maximum acceleration on the straights.

However, DRS will also automatically actuate from maximum downforce position at speeds above 100km/h and with a throttle opening above 95 per cent – perfect for the straights!

A lot of the PAA elements is possible because Porsche has adopted the motorsports-proven centre-mount single radiator (instead of three in regular 911s) up front, which frees up space to accommodate the active aero elements – however, this means there’s no longer any frunk storage.

The front wings, rear wing, roof, front hood lid, rear engine lid and the doors (for the first-time ever) are all made of CFRP, but you’ll only see the gorgeous carbonfibre weave if you spring for the top-shelf Weissach Package – our test-car even featured the satin-finish carbonfibre roll-cage.

Coupled to the magnesium wheels, this is the lightest possible configuration for the 992 RS, which sees its kerbweight tip the scales at 1450kg.

Cars with huge downforce require a different driving style, especially since this latest 992 iteration of the RS really blurs the lines between road and race-track. This sounds like a commonly-used trope, but it happens to be true in the case of the GT3 RS.

Unlike the GT3, the GT3 RS has always been about crushing lap times, which means uncompromising lightweight performance from the get-go, with every evolution of the RS a huge leap forward in terms of track domination.

However, this also means that the GT3 RS needs a fast, flowing circuit like Silverstone (or Sepang) to thrive and bloom, as it will prove most rewarding when driven at 100 per cent in a controlled environment.

Those in search of a compact, nimble and balanced all-rounder for use on winding roads and the circuit might find themselves better served by the engaging  718 Cayman GT4 RS .

However, as we all know, for many Porschephiles, there’s simply no substitute for the cult appeal of the 911 GT3 RS and the 992 RS looks set to become one of those ‘It’ cars any serious enthusiast needs to have in his/her garage!

If you recall, the first big evolution to the GT3 RS range was the shift to PDK-only with the type 991 onwards and the 992 now sees a greater emphasis on aerodynamics and downforce, a huge leap from what we were familiar with up to the 997 RSes.

Despite its track–focused exterior, the 992 RS’s cabin isn’t as uncompromising as you might imagine, with enough Alcantara to posh things up (even though it has a functional purpose of cutting reflection). The important dynamic settings can now be toggled on-the-fly in Track mode through the array of rotary dials mounted on the steering wheel.

This includes adjusting front and rear damping/compression for the PASM suspension, the multi-stage ESC/Traction Control, the Porsche Torque Vectoring Plus (PTV+) rear differential and of course, switching between the various driving modes of Normal, Sport and Track.

The out-lap showed we really needed to ‘step-up’ as far as driving the 992 RS fast was concerned, because of how strong it is in the ways of the (down) Force. There’s only one way to drive the 992 RS and that’s flat-out, because pussyfooting around makes it feel unwieldy and cumbersome.

It is only when you submit to its seductive promises and begin braking harder, later and far deeper into the corners that you can really embrace the Dark Side to its personality, because this is proper track-car madness, which also leads us to wonder if it is too much car for the road.

The RS’s 7spd PDK boasts shorter gear ratios compared to the 992 GT3 and allows the RS to deliver explosive in-gear acceleration, especially on the straights with ‘DRS’ engaged.

However, it is the cornering composure that boggles the mind, because of how Porsche has exploited the science of speed to use and abuse the laws of physics. The RS delivers immense cornering grip and our jaws dropped when we found out it was even more planted the faster we went.

Early GT3 RSes were already more than track-capable, with the 991s winding things up several notches, but the 992 really channels its motorsports sibling, the GT3 R with its blend of motorsports mayhem.

True to Porsche form, the car works with you and inspires ample confidence due to how much you feel.

However, you always recognise the steep learning curve associated with really exploiting the RS in a manner befitting its race-ready credentials and this gap in one’s talent versus what the RS is capable of can best be appreciated after you’ve ridden shotgun with the legendary Jörg Bergmeister.

The RS responds sublimely to a committed hand at its helm, with steering and brake controls that are perfectly weighted for maximum track attack.

The Weissach Package even features magnesium shift paddles with a magnetic haptic element for an additional evocative feel during up/down-shifts, thanks to the higher operating force and acoustic feedback.

Porsche has most assuredly redefined the segment and moved the goalposts so far they're practically in a whole different arena.

Once you’re up to speed, the soundtrack is operatic, the pace is gratifyingly frenetic, the gs stupefying and the feelsome thrills, gloriously addictive, as the 992 RS effortlessly encroaches on motorsports territory and is now properly differentiated from the GT3.

Best of all, this is reality and doesn’t take place in a galaxy far, far away.

Porsche 911 GT3 RS (992.1)

Engine 3996cc, flat6, nat-asp Power/rpm 525hp/8500rpm Torque/rpm 465Nm/6300rpm Transmission 7spd PDK dual-clutch 0-100km/h 3.2secs Top Speed 296km/h Kerbweight 1450kg (lightest configuration) Fuel Consumption 12.7l/100km CO2 305g/km

From PR to product planning and content creation, David is a big petrolhead who has been dabbling in the car trade since 2001 and currently oversees Top Gear Singapore. His stories often take an eclectic slant from the predictable, and he's able to craft a compelling read that lets you see the cars (often old!) in a new light.

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992 GT3 & GT3 RS Aero Tech

A look at the aerodynamic advancements that make the current generation gt 911s so wickedly fast..

Story by Chris Andropoulos

Photos by porsche.

The #256/August 2018 tech feature (“Porsche Aerodynamics”) provided a primer on aerodynamic basics and a history of the aerodynamic development of the Porsche 911. The subsequent #257/September 2018 article (“GT3 Aerodynamics”) focused on the aero upgrades of the track-focused GT series of 911s, which were often not far from the racing-only Cup and RS/ RSR vehicles manufactured by Porsche. At the end of that article, your author speculated that Porsche might offer some form of active aerodynamics in future GT-series cars, and this has come to fruition in the latest 992 GT3 RS.

992 GT3 Aero

While much attention has recently been heaped on the next-level active aerodynamics of the 992 GT3 RS, the standard 992 GT3 is no slouch in terms of downforce. In addition to the highlight feature of an all-new double-wishbone front suspension system, the Porsche GT designers spent over 200 hours in the wind tunnel refining the aerodynamics of the 992 GT3, which resulted in a unique front end and rear wing.

A standard feature of the GT cars since the 996 GT2 and every GT3 since the 997.1 version is an aperture between the front bumper cover and the front hood to vent air from the center radiator. The regular 992 series front-end packaging was too tight to allow sufficient airflow via the usual narrow outlet grille, so Andreas Preuninger’s GT team devised the distinctive “nostril” air outlets to move the radiator vents rearward to ensure adequate flow while minimizing drag. These vents were more plausible for production because the 992 GT3 was the first non-RS Porsche GT car with a carbon fiber hood.

Large side intake feeds air towards the adjustable front flaps of the 992 GT3.

The “swan-neck” rear wing is another distinctive feature—this configuration has been en vogue in GT and sports prototype racing for the past decade, and the 992 GT3 was the first road-legal Porsche to use this type of wing. The swan-neck configuration works well because the underside of a downforce-generating wing is more sensitive to aero disturbances than the top side. Therefore, by suspending the wing from above, the wing is more aerodynamically efficient than conventional ones. This rear wing, combined with the upswept duck-tail section of the engine lid, generates more downforce than a similarly-sized rear wing while creating less drag.

Underbody panels cover the underside of the 992 GT3 to maintain consistent airflow to the fully enclosed rear diffuser, which alone generates more than 132 lbs (60 kg) of downforce. At the rear of the car, large vents at the intersection of each of the rear fenders and the rear bumper cover to evacuate high pressure from the rear wheel housings.

The sum of the 992 GT3’s aero elements is 50 percent more downforce than the last-gen 991.2 GT3 at the nominal, as-delivered settings. Both the front “air curtain” elements ahead of the front wheels and the rear wing are each manually adjustable to four different angles of attack. Porsche recommends adjusting each to like positions as the front and rear elements work together to provide balanced handling. With all elements adjusted to their maximum angle of attack, the 992 GT3 develops up to 150 percent more downforce than the 991.2 GT3 at 124 mph (200 kph).

The swan-neck rear wing and ducktail work in concert to provide efficient downforce.

Performance

The straight-line performance figures of the 992 GT3 may not eclipse that of its predecessor, but Porsche’s favorite performance metric is where it really shines: its lap time on the famed Nürburgring Nordschleife. Track officials in 2019 changed the method of recording official lap times to using the same starting and finishing point for a 12.9-mile (20.8-km) total lap distance versus the previous finish line that was 760 feet short of the starting point. That is why Porsche released two lap times for the 992 GT3 in early 2021, one at 6:59.9, and the other at 6:55.2. The latter time allows direct comparison to its predecessor, with an astonishing 17-second improvement on the 991.2 GT3, and over a second faster than the 991.2 GT3 RS (which generates more downforce than the 992 GT3!). The efficient aerodynamics and improved front-end grip and responsiveness of the double-wishbone suspension propelled the 992 GT3 to the next level, and prepared it for transformation into the next GT3 RS.

992 GT3 Touring Aero

The 992 GT3 Touring deserves a brief mention despite the lack of the regular model’s swan-neck rear wing. The Touring uses the same retractable rear wing as the 992 Carrera range, albeit with a steeper angle of attack while in the extended position. Interestingly, the four-position adjustable front air curtain elements remain. However, Porsche’s race circuit owner’s manual supplement implores Touring owners not to adjust the settings as this would cause an aerodynamic imbalance front to rear.

992 GT3 RS Aero

The 2023 992 GT3 RS represents a new stratosphere of aerodynamic performance for Porsche’s GT-series cars. Andreas Preuninger and his development team were unfettered by the restraints of racing series rulebooks, so after over 250 hours of development in Porsche’s wind tunnel at Weissach, the new GT3 RS active aero package allows performance that eclipses some of the factory-made racing cars.

“Nostril” center radiator outlets contribute to front downforce.

The highlight downforce figures are already well-known by Porsche enthusiasts but are worth repeating: 900 lbs (409 kg) at 124 mph and 1,895 lbs (860 kg) at 177 mph, with Porsche reminding us that the latter is the same weight as a 356A! This is twice as much top speed downforce as the 991.2 GT3 RS and three times as much as the 992 GT3.

The massive amount of downforce was made possible by re-packaging the entire front of the GT3 RS. While achieving a large amount of rear downforce can be as simple as installing a very large rear wing with steep elements, balancing this with a consummate front downforce level is much more difficult. A single, central radiator was the first step in creating monster downforce.

One of the highlight features of the new GT3 RS is the elimination of the side radiators at the front corners of the car, which had been a feature of water-cooled mid- and rear-engine sports cars since the 986 Boxster was introduced in the late 1990s. In terms of aerodynamics, the front wheel housings are a high-pressure area in any automobile, and the high-output engines of GT-series Porsches require a large throughput of air through the radiators. The hot air evacuating from the side radiators only adds to the pressure inside the wheel housings, which was partially solved by the large fender extractors first seen in the 2016 991.1 GT3 RS.

The rear diffuser is worth 132 lbs of downforce at top speed.

Beginning with the 991 GT3 RSR racing car and the current 992 GT3 R, the side radiators were eliminated to improve front downforce (which also mitigated the common problem of broken side radiators as the result of a minor racing shunt), with a large central radiator canted forward 43 degrees to allow air to efficiently exit via the hood vent. The 992 GT3 RS road car sacrifices its front luggage space to use this setup, with the efficient radiator ducting contributing to the front downforce by efficiently channeling air over the front splitter.

The copious amount of hot air exiting the radiator while the car is at speed presented a challenge to Porsche aerodynamicists because this air would usually be channeled straight over the roof and into the engine air intakes mounted on the engine lid—this could reduce engine output by up to 20 hp on a warm day. The team devised a unique set of angled radiator outlet “boomerangs” to guide the air out and around the car, with an extra set of fins to keep the hot air from spilling back into the path of the engine intake. The air that is allowed to flow over the center of the car is channeled via the cutout roof section that was introduced with the 991.1 GT3 RS.

The elimination of the side radiators allows space for a pair of active aerodynamic elements ahead of each front wheel, with movable main flaps that can be rotated by over 80 degrees in 0.3 seconds via electric motors, along with a smaller upper flap at the end of the brake air duct. The suspension also plays its part in the aero department: because of the amount of air channeled through the front wheel housings, the upper and lower suspension wishbones and the steering tie rod arms are airfoil-shaped as in a Formula One car to minimize drag and provide up to 88 lb (40 kg) of downforce at top speed.

The hydraulically-adjustable rear wing of the 992 GT3 RS in the maximum downforce position and lower drag DRS setting.

The fender top air extractors alone would be insufficient to evacuate all the air from the front wheel housings, so the GT aerodynamicists added an additional outlet at the rear of the wheel housing in the vein of the 1998 version of the 911 GT1 race car. The vertical vanes aft of the front wheels ensure smooth, laminar airflow along the lower section of the doors, which are made of carbon fiber and specially shaped to enhance the effect of the front wheel housing outlets by promoting smooth airflow along the sides of the car.

The underside of the 992 GT3 RS is fully clad, as with its GT3 stablemate, with the addition of fourteen vanes to direct airflow underneath the car. The central vanes guide air to the large rear diffuser, which is a similar design to the normal 992 GT3 but is deeper and has slightly different strakes to maintain proper aero balance under all conditions. The outboard vanes are angled turning vanes to guide excess air from underneath the car and channel it around the rear wheels. The 992 GT3 RS features rear fender intakes as in the Turbo models, but instead of providing an air inlet for the engine/intercooler, their purpose is to help evacuate high pressure from the rear wheel housings.

Active Aerodynamics

The latest GT3 RS introduces yet another abbreviation to the Porsche lexicon: PAA , or Porsche Active Aerodynamics. A central controller orchestrates the angles of the movable front and rear aerodynamic elements in response to a myriad of inputs, including vehicle speed, lateral acceleration, steering angle, selected driving mode, and more. The swan-necked rear wing has a fixed leading element and a hydraulically adjustable rear element, which is actively and infinitely adjustable within its range of motion of 34 degrees.

Porsche aerodynamicists spent over 250 hours in the wind tunnel to optimize airflow over and through every facet of the 992 GT3 RS 4.

During normal driving, the front and rear wings default to their flattest angles to achieve a drag coefficient of 0.39 (compared to 0.34 for the normal 992 GT3 at its nominal aerodynamic settings). Even at the “low downforce” setting, Porsche claims 674 lbs (306 kg) of total downforce, which is more than the base 992 GT3 generates at its max adjustments.

The active aerodynamics allow the integration of an air brake function, which maximizes the angle of attack of the front and rear wing elements to aid deceleration during periods of heavy braking. A Formula One-inspired drag reduction system ( DRS ) function enables the driver to reduce the angles of the front and rear wing elements to reduce drag on long straight sections and allow a higher top speed—if the driver pushes the DRS button, the function is only allowed if the steering angle and lateral acceleration rates are minimal.

If the car is set to the proper driving mode, DRS will automatically deploy if the throttle opening is more than 95 percent, the engine rpm is above 5,500, and there is less than 0.9G of lateral acceleration. Even with DRS enabled, the top speed of the GT3 RS is 184 mph, thanks to increased aerodynamic drag (the standard 992 GT3 can hit 198 mph).

Airfoil-shaped front control arms and tie rods contribute to downforce.

Porsche’s GT team designed the 992 GT3 RS to maintain an aero balance of 30 percent front/70 percent rear under all conditions. This is made possible in part by a stiffer suspension, with spring rates up 50 percent in the front and 60 percent in the rear compared to the normal 992 GT3—the stiffer springs resist the compressive forces imparted by the aero aids. Passive anti-dive suspension geometry is also used to maintain aero balance.

As mentioned in the #247/August 2017 tech article (“Porsche 911 Suspension Geometry”), the angle of the control arms (as viewed from the side of the car) can be altered to resist the normal compression forces that occur during heavy braking. Porsche chassis engineers lowered the mounting points of the forward ball joints of the front lower control arms to increase the angle of the imaginary swing arm that acts upon the vehicle’s center of gravity, which allows the front aero aids to maintain effectiveness during heavy braking.

All this aerodynamic prowess results in potential cornering speeds on road-legal Michelin Pilot Cup 2R tires, which, given sufficient driver skill, can exceed that of the GT3 R racer on slick tires! Despite its engine output of “merely” 518 hp, the latest GT3 RS manages to shave over 11 seconds off the Nürburgring (old 12.8-mile/20.6-km configuration) lap time of its 991.2 GT3 RS predecessor and the normal 992 GT3—its 6:44.8 time is only 1.2 seconds shy of the current record-holder, the Mercedes AMG GT Black Edition, which has a 730-hp twin-turbo V8!

Watching the official Porsche onboard video of the 992 GT3 RS’ fastest Nürburgring lap, factory driver Jorg Bergmeister can be observed engaging the DRS low-drag configuration whenever possible, even during long sweeping curves. However efficient the GT3 RS aero aids are, the engine simply cannot overcome the high amount of drag on the long Döttinger Höhe straight, with acceleration visibly dropping towards the end of the lap.

One can only wonder what Preuninger and his crew will come up with next. A turbocharged 992 GT2 RS version is a logical next step, but packaging the turbochargers, the intercoolers, and the requisite inlets and outlets impinge on the carefully packaged aerodynamics of the GT3 RS. Only time will tell, but an electric supercar using such aero aids would be quite a fast car!

Also from Issue 299

• 992 Dakar Drive
• 904 Carrera GTS #057
• Analog Man 1973 911T
• Strosek 964 Mega 30
• Market Update: 1974-1989 911
• Interview: Richard Lietz

GT3 Aerodynamics

A look at how the bodywork for Porsche’s Cup car for the street has evolved.

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2024 Porsche 911 GT3 RS (992)

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4.0-liter naturally aspirated boxer 6

518 hp / 342 lb-ft

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Porsche 911 GT3 RS hơn 16 tỷ đồng tái xuất trên đường phố

• Thứ sáu, 17/5/2024 14:03 (GMT+7)
• 14:03 17/5/2024

Mẫu xe thể thao Porsche 911 GT3 RS bản facelift bất ngờ xuất hiện trên đường phố TP.HCM sau một thời gian dài "ẩn thân".

Sách hay đọc trên xe

Chuyên mục Xe gửi tới độc giả những tựa sách hay với nhiều chủ đề hấp dẫn. Trên những chặng hành trình với những chiếc xe, không hiếm khi chúng ta có những khoảnh khắc nghỉ ngơi, thư giãn, và những trang sách là người bạn đồng hành lý thú.

Cảnh sát thu giữ nhiều xe đua trái phép trên đường phố Mỹ

15:44 14/5/2024 15:44 14/5/2024 Xe Ôtô

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Porsche Design’s $12,000 Sound Bar Is Made Out of a 911 GT3 Exhaust

Just 500 of these limited-edition speaker units will be made..

P orsche Design has made waves with a series of feature-rich, high-end sound bars crafted out of a 911 exhaust system . These don't just look like a 911 exhaust—they're made out of one. That partially explains the previous model's list price of nearly $5,000. Now Porsche Design has a new 911 Soundbar 2.0 Pro, newly crafted from a 992-generation GT3 exhaust. Unlike the previous unit, mounted on a horizontal base, this one is now wall-mounted and no longer covered in a black coating. It's a raw, bare, beautiful exhaust system. And it has a new price tag, as well, and one that's a bit of a jump from its 2020 counterpart: $12,000.

It is no lightweight, in terms of specs or absolute weight. At 143 pounds, you'll want to make sure it's properly mounted to a wall. Once installed, you can enjoy 300 watts of total power in 2.1.2 Virtual Surround System sound. It features Bluetooth 5.0, Apple AirPlay 2, built-in Chromecast, Spotify connect, and 4K HDMI ports. That means you can pump streaming audio and/or video through this sound bar to whatever screen (or screens, it has multiform and in-room multi-channel capabilities) you desire to play it on.

The unfinished exhaust, with exposed discoloration around the welds and all the imperfections you'd find on a real, production GT3 muffler—because it is one—contrast wonderfully with the monolithic gloss black base and the shiny, finished exhaust tips. There's a certain beauty to something designed to be purely functional; taking that part and allowing it to be the visual focus of a display is a brilliant choice. It's good to see Porsche Design didn't try to cover it up with a glossy finish.

It's definitely a statement piece, albeit a functional one. We've sampled these units before and find they provide crisp, clear sound that will fill an entire room. For $12,000, it'd better do that, at least. The Soundbar 2.0 will be built in Germany and limited to just 500 units. Preorders are open now and it will be released in January of 2023.

Motortrend.com

Expérience 360°.

Découvrez la 911 gt3 rs en détail..

Vous connaissez déjà ses points forts, Vous trouverez ici plus de details sur ses différentes particularités

Aérodynamisme et design

Un appui exceptionnel, une motricité sans pareille.

Structure allégée

En savoir plus sur la recherche continue de légèreté.

Performance

Faites monter l’adrénaline, avec des performances impressionnantes sur circuit.

Intérieur et infodivertissement

Découvrez l’intérieur et l’infodivertissement typés sport automobile.

Consommation/Émissions.

© 2024 Porsche en France.   Mentions légales.   Politique de Confidentialité.   Politique en matière de cookies de Porsche .   Consommation / Emissions.   Open Source Software Notice.   Liste des perturbateurs endocriniens.   Le système de signalement.

* Valeurs déterminées suivant la méthode de mesure légale obligatoire. Depuis le 1er septembre 2018, les véhicules sont homologués selon la norme WLTP (Worldwide Harmonized Light Vehicles Test Procedure). Dans la mesure où les valeurs WLTP sont données sous forme de plages de valeurs, elles ne se rapportent pas à un seul véhicule et ne font pas partie intégrante de l’offre : elles ont pour seul objectif de permettre des comparaisons entre les différents types de véhicule. Certaines options et équipements peuvent faire varier certains paramètres du véhicule tel que le poids, la résistance au roulement ou la résistance à l’air et, en plus des conditions météorologiques, des conditions de circulation ou du style de conduite, peuvent faire varier la consommation de carburant, d’électricité, les émissions de CO₂ et les performances du véhicule.

POUR LES TRAJETS COURTS, PRIVILÉGIEZ LA MARCHE OU LE VÉLO PENSEZ À COVOITURER AU QUOTIDIEN, PRENEZ LES TRANSPORTS EN COMMUN #SeDéplacerMoinsPolluer

Pack Weissach.

Dans la course au millième de seconde, chaque gramme compte. Le pack Weissach en option réduit le poids d'environs 15 kg. Le capot avant, le toit et les coques des rétroviseurs en carbone apparent (finition brillante) accentuent visuellement le caractère sportif de la nouvelle 911 GT3 RS, tout comme l’aileron arrière, en partie en carbone apparent (finition brillante), ainsi que l' inscription « PORSCHE ».

À l’intérieur, l’arceau de sécurité arrière en carbone apparent (finition satinée) rappelle l’ambition du modèle, et assure une protection supplémentaire sur circuit. L’optimisation se poursuit avec les palettes de changement de vitesse PDK ultralégères en magnésium, le dessus de la planche de bord en Race-Tex Noir, les éléments intérieurs en carbone apparent (finition satinée), une plaque avec le logo « Weissach RS » côté passager et des appuie-tête au logo « Weissach RS » brodé.

Également en PRFC, les stabilisateurs des essieux avant et arrière, les barres d’accouplement sur l’essieu arrière et la plaque de cisaillement contribuent à atteindre un poids idéal pour de nouveaux records.

Dès que le feu donne le signal de départ, la nouvelle 911 GT3 RS fournit des performances incroyables sur circuit avec jusqu'à 465 Nm. Ses 525 ch (386 kW) vous catapultent de 0 à 100 km/h en 3,2 secondes : aucun répit jusqu’à la vitesse de pointe sur circuit de 296 km/h. Le système d’échappement sport léger en acier inoxydable garantit une sonorité brute jusqu’au régime maxi de 9 000 tr/min.

Le moteur atmosphérique à haut régime de 4,0 l bénéficie de technologies issues de la compétition : 4 soupapes par cylindre avec culbuteurs et commande des soupapes fixe, pistons forgés et bielles en titane. Le circuit d’huile a été optimisé et autorise des forces latérales élevées avec la lubrification à carter sec et le réservoir d’huile moteur séparé. Dans la course aux chronos, 6 papillons individuels assurent une parfaite admission d’air aux cylindres.

Réglage du châssis.

Porsche active suspension management..

Ce système électronique ajuste en continu et de manière active la force d’amortissement sur chaque roue, en fonction de l’état de la route et du style de conduite. Le PASM propose 2 modes : Sport-confort et Sport-ferme.

Porsche Stability Management.

Très appréciable pour la conduite aux limites, le PSM est un système de stabilisation automatique. Il peut être désactivé complètement en 2 étapes. Pour un plus grand engagement du pilote sur circuit.

Porsche Torque Vectoring Plus.

Associé à la boîte PDK à 7 rapports, le système fonctionne avec un blocage de différentiel arrière entièrement réglable à commande électronique et répartition variable du couple. Il apporte davantage de motricité, une dynamique transversale plus élevée et une meilleure stabilité dans les changements d’appuis, en courbe et lors des changements de voie.

Autres atouts Performance.

Châssis avec articulations à rotule.

Pour des performances maximales et un comportement précis, incisif et direct. Elles assurent une liaison vraiment rigide entre le châssis et la carrosserie. Des rotules équipent tous les paliers du châssis, ce qui augmente encore la dynamique et la précision.

Système de levage hydraulique.

Le système de levage hydraulique optionnel permet au besoin de relever l’avant de la 911 GT3 RS de 40 mm. On évitera ainsi de heurter une bordure, une rampe ou une entrée de garage en manœuvre.

Roues arrière directrices à réglage sport.

À vitesse réduite, le système dirige les roues arrière dans le sens inverse des roues avant braquées. Le véhicule est plus agile, surtout en courbe. À vitesse élevée, le système oriente les roues arrière dans la même direction que les roues avant braquées, pour gagner en stabilité, surtout à grande vitesse ou lors des dépassements sur circuit.

La 911 GT3 RS dispose de série d’un freinage particulièrement puissant, optimisé pour une utilisation sur circuit. Les étriers en aluminium, Rouges, à 6 pistons à l’avant et 4 pistons à l’arrière, sont de conception monobloc, pour une excellente résistance à la déformation et à la pression. Les disques de frein à ventilation interne réduisent les masses non suspendues et en rotation, et donc le poids grâce à leur conception en deux parties avec moyeux en aluminium.

Avec ses disques de frein environ 50 % plus légers que des disques en fonte grise comparables, le freinage PCCB ( Porsche Ceramic Composite Brake) en option, marque une étape supplémentaire vers le sport automobile. Les disques de frein ajourés, en céramique, ont un diamètre de 410 mm à l’avant et de 390 mm à l’arrière. La sécurité progresse aussi en cas de freinage à grande vitesse, grâce à l’excellente résistance au fading du PCCB.

Infodivertissement.

Porsche connect..

Porsche  Connect et son l'application My Porsche , vous aident au quotidien. Sur votre smartphone, synchronisez vos destinations, votre calendrier, et planifiez vos trajets avec l’info trafic en temps réel du PCM ( Porsche Communication Management) ou écoutez de la musique en streaming. Laissez votre Porsche vous guider, vous informer et vous divertir.

Porsche Track Precision App.

Avec l’appli Porsche Track Precision¹, mesurez, évaluez et améliorez vos performances encore plus précisement. L’application propose l’affichage détaillé, l’enregistrement et l’analyse des données de conduite ainsi que des temps par secteur et au tour sur smartphone.

¹ Utilisation uniquement sur circuit fermé, interdite sur route ouverte à la circulation. La législation en vigueur sur certains marchés et le règlement de certaines manifestations peuvent interdire son utilisation (notamment l’enregistrement vidéo). Vérifiez au préalable si la réglementation locale vous y autorise.

Systèmes audio.

De série, le pack Audio Plus avec 8 haut-parleurs, 150 watts de puissance et un amplificateur intégré au PCM, assure une ambiance sonore optimale pour le conducteur et son passager avant. Le système audio BOSE® Surround en option avec 12 haut-parleurs, un caisson de basses de 100 watts et une puissance totale de 570 watts, permet d’adapter chaque haut-parleur à l’intérieur du véhicule.

Apprenez-en plus sur les services Connect.

Porsche Connect

Configurer le modèle 911 GT3 RS.

Groupe motopropulseur, performances, carrosserie, service et garantie, consommation/emissions wltp*, personnalisation & finitions..

Porsche Exclusive Manufaktur vous propose une foule de possibilités de personnalisation pour l'extérieur et l'intérieur. Pour un véhicule qui portera votre signature.

Étapes suivantes.