The rumor mill has been bubbling for a long time, but now it’s here. On August 17, 2022, Porsche presented the 992 GT3 RS to the world public. Andreas Preuninger, Head of GT Vehicles at Porsche, provided detailed information on the development direction of the new trackday king from Zuffenhausen.
According to Preuninger, the focus in the Porsche 992 spearhead’s development was even more on aerodynamics and chassis. After the normal GT3 with its newly designed double wishbone front axle was already a real revolution, Porsche’s GT department went even further. Directly from the Porsche 911 RSR, the idea of the central-radiator was adopted for the first time in a production Porsche. Gone are the days of three radiators mounted in the front bumper.
This trick has made it possible to use the space in the front for aerodynamic purposes. The so-called boomerang fins allow cooling air to be directed outward so that, for example, the rear wing located above the edge of the roof receives airflow as efficiently as possible. Added to this are active aerodynamics at the front and rear with DRS (Drag-Reduction-System), as in Formula 1. At the push of a button, all aero elements are flattened to improve acceleration. Overall, the Porsche 992 GT3 RS produces twice as much downforce as its predecessor and three times as much as the current 992 GT3.
On the engine side, the familiar 4.0 litre naturally aspirated flat-six is used. With new camshafts, it produces 525 hp. Like its predecessor, this makes it the perfect basis for trackdays and club racing. With its extremely fast response and what is currently probably the best sounding engine in a production vehicle, it leaves nothing to be desired in the Cayman GT4 RS as well.
In addition to active aerodynamics, the new Porsche 911 GT3 RS has a whole range of aerodynamic changes. The so-called louvers on the front fender and the air intakes in the rear fender are not entirely new. At the front, a splitter at the bottom of the bumper separates the air into overflow and underflow.
Sideblades are now fitted in front of the front wheels. They direct the air flowing frontally onto the car past the outside of the wheel. Behind the front wheels there are also so-called retracts. This reduces the air pressure in the wheel housing. This intake concept is also used on the rear wheel.
It’s quite impressive. Porsche builds a road car with a more or less regular body. The chassis and suspension are therefore not open to the wind at all. Nevertheless, Preunigner’s team revised the suspension for aerodynamic reasons.
Even the suspension comes in for aerodynamic attention. Because the wheel arches of the new 911 GT3 RS are subject to powerful airflows, the components of the double-wishbone front axle are designed with teardrop-shaped profiles. These aerodynamically efficient links increase downforce on the front axle by around 40 kg at top speed and are otherwise only used in high-end motorsport applications. Because of the wider track (29 millimetres wider than the 911 GT3), the double-wishbone front axle links are also correspondingly longer.Porsche Newsroom
This ultimate driving machine from Zuffenhausen is rounded off by all kinds of electrical helpers. The chassis can now be adjusted electrically. Even the locking effect of the differential can be adjusted via a rotary switch on the steering wheel. The icing on the cake is an anti-dive system. This drastically prevents the body from pitching when braking. It also ensures that aerodynamic downforce remains stable under braking.
3.2 seconds from 0-100 km/h, 296 km/h top speed, significantly shorter-ratio 7-speed PDK, 1,450 kilograms. These are the key figures for the new Porsche 911 GT3 RS. At the front, the 525 hp is kept in check by 408 mm brake discs (optionally even 410 mm PCCB) and six-piston aluminum fixed calipers. The rear axle brakes are largely identical to those on the 992 GT3.
The new GT3 RS comes with a number of racing extras for trackday use in the form of the Club Sport package, which is available at no extra charge: e.g. a six-point seat belt for the driver, a steel roll cage and a fire extinguisher. Meanwhile, the Weissach package, which is available at extra cost, offers even more. Body parts made of visible carbon (e.g. front, roof and rear wing) and a carbon roll cage again reduce weight. The axle stabilizers and coupling rods are then also manufactured in the sinfully expensive lightweight material. To add a tactile feedback, the steering wheel features magnetic shifters with a very crisp pressure point.
The GT department’s latest creation is available to order now for a base price of around 230,000 euros. Good things come to those who get a slot at their Porsche dealer…