ENGINE
With the new 911 GT3 RS 4.0, we have reached the highest level of sportscar construction. The water-cooled six-cylinder boxer engine with four-valve technology and enhanced VarioCam timing transmits its power to the rear axle. The high performance unit produces an impressive maximum engine speed of 8,500 rpm. It delivers 368 kW (500 hp)* from a total displacement of 3,996 cm3, corresponding to an output of 92 kW (125 hp) per litre. The maximum torque is 460 Nm at 5,750 rpm.
Acceleration from 0 to 100 km/h (62 mph) takes just 3.9 seconds and to 200 km/h (124 mph) only 11.9 seconds. This is possible thanks to a power-to-weight ratio of only 3.7 kg/kW – right up to 310 km/h (193 mph). Ultimately, we have designed the 911 GT3 RS 4.0 for outstanding racetrack performance, not for maximum speed.
A reliable supply of engine oil, even at high cornering speeds, is provided by the dry sump lubrication system with a separate engine oil tank. Oil is cooled via an oil-water heat exchanger.
* Fuel consumption in 1/100 km (mpg)1)2): Urban 20.4 (13.8), extra urban 9.9 (28.5), combined 13.8 (20.5), CO2 emissions 326 g/km.
1) Provisional figures; there are no officially tested values available at the time of going to print. Final, officially tested values can be obtained from your Porsche Centre.
2) The figures have been obtained using the Euro 5 method of measurement (715/2007/EC and 692/2008/EC) in the NEDC (New European Driving Cycle) with standard equipment. The figures do not refer to an individual vehicle, nor do they constitute part of the offer. They are intended solely as a means of comparing different types of vehicle. Further information on individual vehicles can be obtained from your Porsche Centre. Fuel consumption is determined on the basis of the standard specification. Optional equipment may influence fuel consumption and performance.
INTAKE MANIFOLD
The 911 GT3 RS 4.0 is equipped with a variable intake manifold. To ensure high levels of torque and power over a wide range of engine speeds, in addition to a conventional distributor pipe, it also has two resonance pipes with switching resonance valves. At low engine speeds, both resonance valves are closed. At medium rpm the first, smaller valve opens. If the engine speed continues to rise, this closes and the second, larger valve opens. At high rpm, both resonance valves open. In addition to this, a completely new carbon air filter ensures better flow ratios and therefore less drag.
The noticeable result is an impressive torque characteristic, high maximum torque and high power over a wide range of engine speeds.
SPORT EXHAUST SYSTEM
The lightweight sports exhaust system consists of two front silencers, two catalytic converters and one rear silencer leading into the central twin titanium tailpipe. The system’s large volume reduces exhaust back pressure to increase power.
TRANSMISSION
The main aim on the racetrack is not to waste time. Especially not between gear changes. The six-speed gearbox in the 911 GT3 RS 4.0 therefore has an extremely short gear lever throw. The gear ratios are perfectly matched to the 4.0-litre engine and the best possible driving performance.
Gear changes are fast and precise, even in the top power range. The new 911 GT3 RS 4.0 has a single mass flywheel. Its low weight improves engine dynamics and the engine can rev more freely in the upper speed ranges.
The standard locking rear differential’s lock factors of 28 % (when cornering under power) and 40 % (when cornering on the overrun) are optimally matched to the engine’s power and torque characteristics. These result in greater traction, better acceleration and improved handling. The greatest virtue on the racetrack is always to gain time.
PORSCHE STABILITY MANAGEMENT
Strict discipline is required at the limits of driving dynamics because there is one thing you should never lose: control. That is where Porsche Stability Management (PSM) helps.
In addition to the ABS there are two automatic control systems: electronic stability control (ESC) and traction control (TC). ESC controls lateral dynamics using a range of sensors to constantly monitor the direction, speed, yaw velocity and lateral acceleration. These are used to calculate the actual direction of travel. If the car starts to go off course, ESC initiates braking on individual wheels to stabilise the vehicle within the limits of its driving dynamics.
CHASIS & AXLE
Action – reaction. On the racetrack every movement counts. Delivered by a chassis that is designed for the highest demands of motorsport and which takes direct action instead of just reacting.
The new 911 GT3 RS 4.0 is 30 mm lower than the 911 Carrera. Its total weight and unsprung mass weight are also low – thanks to the consistent lightweight construction.
The front axle has McPherson-type struts with the wheels mounted individually on trailing arms and wishbones to ensure precise wheel location, total directional stability and excellent handling.
The rear axle has subframe-mounted LSA (Light, Stable, Agile) multi-link suspension. Ride height, camber, toe angle and anti-roll bar settings can be adapted individually for the racetrack. One special feature is that the transverse arm on the rear axle is divided – so that the camber can be adjusted more precisely.
Metal support bearings with ball joints mean there is practically no play in the connection between the chassis and body. Their use on the front and rear axles with additional ball joints on the rear axle in the 911 GT3 RS 4.0 ensures even less play in the bearings – for even more precise wheel location to enable better handling.
WHEELS & TYRES
The new 911 GT3 RS 4.0 comes with white 911 GT3 wheels as standard. The central locking device, derived from motorsport, is anodised black and bears the ‘RS’ logo in GT Silver Metallic. The advantage is fewer rotating masses and faster wheel changes. When strict discipline is required, you have to respond fast.
The wheel dimensions on the front axle are 9 J x 19 with 245/35 ZR 19 tyres, and on the rear axle 12 J x 19 with 325/30 ZR 19 tyres. Road legal sports tyres1) provide the necessary grip. The standard Tyre Pressure Monitoring (TPM) displays a warning on the on-board computer if there is a slow or very sudden loss of pressure.
1) The low tread profile presents a higher risk of aquaplaning on wet roads.
DYNAMIC ENGINE MOUNT SYSTEM
Even we cannot reverse the laws of physics, not in everyday driving, and certainly not on the racetrack. However, we can use them intelligently with the dynamic engine mount system.
This electronically controlled system minimises noticeable oscillations and vibrations in the whole drive system, particularly the engine.
The engine is bolted to the body using two mounts. According to Newton’s law of inertia, a body will continue to move in a uniform straight line unless it is made to change its direction by a force acting upon it. Put more simply: when you are driving into a bend in your new 911 GT3 RS 4.0, the vehicle will follow your steering but, at first, the mass of the engine won’t. This means that the rear of the vehicle is pushed outwards after a time because of the inert forces from the engine’s mass acting on it.
The dynamic engine mount system minimises this effect. The steering angle, longitudinal and lateral acceleration values are constantly recorded by sensors and the stiffness of the two engine mounts is changed automatically according to the driving style. This is achieved using a magnetisable fluid in an electrically generated magnetic field. The stiffness and absorption of the engine mounts adapt to the conditions. For you this means greater traction and a noticeably more stable drive when there are changing loads and on fast bends.
ACTIVE SUSPENSION MANAGEMENT
This electronic damper adjustment system actively and continuously controls individual damping forces for each wheel, according to driving style and road conditions.
By pressing a button, the driver can choose between two modes, ‘Normal’ and ‘Sport’. Normal mode is designed for general driving on the road and on the racetrack in wet conditions. Sport mode is specially designed for maximum lateral acceleration and the best possible traction on the racetrack.
FRONT AXLE RIDE-HEIGHT SYSTEM
So far we have dealt with sport. Now let’s look at everyday driving. A specially developed ride-height lift system is available as an option to ensure that kerbstones, ramps and garage entrances no longer pose a problem. The car can now be lifted by 30 mm at the front if there is a risk of it grounding. A compressor generates air pressure which lifts the front shock absorbers in the PASM.
BRAKES SYSTEM
If you want to go fast, you need power. In racing, power is especially required in the brakes. The red six-piston aluminium monobloc calipers on the front axle and four-piston aluminium calipers on the rear axle have a monobloc design for greater rigidity and a consistent bite point.
The composite brake discs are large: 380 mm in diameter at the front and 350 mm at the rear. Thanks to their two-piece design with standard brake discs and aluminium calipers, the weight is reduced, and therefore the unsprung and rotating masses. They are internally vented and cross-drilled – for high braking power even in poor weather conditions. The four-channel anti-lock braking system (ABS 8.0) is designed for responsive and rapid control, as well as consistent deceleration and excellent braking performance, at the limits of performance driving.
PORSCHE CERAMIC COMPOSITE BRAKE
Strict discipline is ensured by the optional Porsche Ceramic Composite Brake system, especially in motorsport where maximum performance counts, turn after turn.
PCCB’s ceramic composite brake discs have a diameter of 380 mm at the front and 350 mm at the back – for excellent braking power. The discs are made from a specially treated carbon-fibre compound that is silicated at approximately 1,700 ˚C. The resulting brake discs are much harder than standard brake discs. All the necessary ingredients are there for short braking distances, especially in tough conditions. Safety is also increased when braking from high speeds, thanks to the excellent fade resistance of PCCB. The key advantage is that the brake discs are approximately 50 % lighter than standard discs. These factors don’t just have a positive effect on driving performance and fuel consumption but, above all, they reduce the unsprung and rotating masses and therefore improve driving performance.
Please note that circuit racing, trackday use and other forms of performance driving can significantly reduce the service life of even the most durable pads and discs. As with conventional high performance braking systems, we recommend that all brake components be professionally inspected and replaced where necessary after every track event.
STEERING SYSTEM
The GT3 SportDesign steering wheel upholstered in black Alcantara with a red cross-stitch seam can be adjusted for height and reach by up to 40 mm. It provides a secure grip, even when driving is extremely dynamic. Another feature is the red top centre marking on the steering wheel.
INTERIOR
In the top discipline, it all depends on power and staying the course. The same applies to the interior materials.
So, hardwearing Alcantara has been used wherever there is direct contact, such as the steering wheel, gear lever, handbrake lever and the door handles. Also on the armrests in the door panels, the storage compartment lid in the centre console, the rooflining and the centre of the seats.
Red Alcantara provides a sporty contrast to the black interior.
The sporting trend continues with a material that is typical of motorsport: carbon. The standard lightweight bucket seats are made from carbon-fibre and are covered in leather and Alcantara. The badges on the dashboard and the door sills that bear the ‘RS 4.0’ logo have a carbon finish.
At no extra cost, a black leather trim with either red or black Alcantara is available.
Another special touch is the exclusive limited addition plaque on the glove compartment cover showing which of the 600 you can call your own.
INTSTRUMENTS
On the racetrack, every fraction of a second counts, so it is essential to get information quickly. This is ensured by the five round instrument dials integrated in the cockpit, with the rev counter in the middle. Its titanium blue dial with the ‘RS 4.0’ logo has a gear shift indicator – for optimum acceleration. The instrument needles and dial markings are coloured yellow. The integrated on-board computer provides you with information on average fuel consumption, speed, distance left to travel and outside temperature.
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