The 2019 Porsche 911 GT3 RS is Stuttgart’s answer to those that locate that the $300,000-ish GT2 RS runs out reach. To the eye, the track-ready GT3 RS looks similar to that one-digit-smaller, megapower Nürburgring blitzer, as both cars’ wide-bodied outsides share quite a lot, consisting of louvered carbon-fiber front fenders and a carbon-fiber hood punched through NACA air ducts to cool the common iron brake blades or optional carbon-ceramic units.
2019 Porsche 911 GT3 RS Review
The front fascia rollovers from the typical GT3, although a much more aggressive splitter is fitted to its lower side for boosted downforce. Intakes are sculpted into the fenders to attract air right into the engine coolers, and there is an RS-specific rear bumper with larger side consumption.
The manually flexible carbon-fiber rear wing and rear underbody diffuser produce added downforce to keep the typical Michelin Sporting activity Mug 2 rubber pushed firmly into the tarmac at the GT3 RS’s asserted full throttle of 193 mph.
Just what did we discover the car from riding in the traveler seat for 2 laps with world champion rally driver Walter Röhrl at the wheel as he navigated an icy roadway course, primarily sideways, in northern Finland? Not a lot, past validating yet once more that Röhrl is a much better vehicle driver compared to we are and that we stay enthralled by the audio of 6 air-intake heralds tuned to the trick of H-flat.
Engine and Specs
For RS task, Porsche’s screaming normally aspirated 4.0-liter flat-six is tweaked to produce 520 horsepower, a bump of 20 horsepower over non-RS GT3s.
The extra power is pressed from the engine– which has the very same strengthened block and lightweight valvetrain as the basic GT3– using a new consumption and titanium exhaust system that take a breath a lot more efficiently, while an upgraded engine calibration maintains the timing contour in check. Sorry, manual fans: Torque will certainly be directed to the rear wheels solely through Porsche’s seven-speed PDK dual-clutch transmission.
Other methods for the track include dynamic engine installs, a torque-vectoring electronic back differential, and rear-wheel guiding– all conventional equipment. Suspension changes parallel those on the GT2 RS: more rigid round joints on the suspension links in place of rubber bushings and helper springs in the front and back, in this instance tuned particularly for the GT3 RS.
Interior and Design
The GT3 RS remains light on its toes with body panels made from carbon fiber, light weight aluminum, and magnesium. The interior is a sea of carbon-fiber trimmings and microsuede upholstery, and, as in the typical GT3, the confined back seat is gotten rid of. Further weight-saving actions for the RS include feather-light glass in the rear and sides, lighter door panels with nylon door-opening bands, and less sound insulation, since who does not intend to listen to that wonderful engine spin to 9000 rpm?
Aggressively strengthened pail seats maintain body organs in check when the certainly terribly high lateral-acceleration limits are gotten to. In European markets, the RS will come equipped with a titanium roll cage; however, government guidelines in the United States will certainly not enable such awesomeness for us.
Going with the $18,000 Weissach bundle pares exactly what little bit fat remains (around 13 extra pounds, according to Porsche) by exchanging out the magnesium roofing for a carbon-fiber one and mounting method front and rear anti-roll-bar web links built of the exact same product. Available individually for $13,000 are ultra-light magnesium wheels to reduce unsprung mass in this track specialist.
Beginning at $188,550, the 2019 Porsche 911 GT3 RS is a loved one bargain when put next to the other animal using the RS badge, the 700-hp twin-turbocharged GT2.
It’ll be cash well spent if our previous experience with the outgoing GT3 RS is any type of indication. Orders are being approved now with shipments expected in the fall of 2018.