Porsche 911 gt3 rsr price, specs and more. Find performance data and specifications for the engine and brakes or find the top speed of the 2010 Porsche
The Porsche 911 GT3 is a higher performance version of the Porsche 911 sports car. It is the latest in a line of high performance models, beginning with the 1973 911 RS. The GT3, named after the Fédération Internationale de l'Automobile (FIA) GT class it was designed to compete in, has a 3.6 litre naturally aspirated six-cylinder engine, based on the unit used in the Porsche 962 and Porsche 911 GT1 race cars.
A number of variations, designed for road and track duty, have been introduced since its launch in 1999. The current range (997) includes two road and three racing models. Additionally, Porsche is currently developing a hybrid version that uses two electric motors and a kinetic energy recovery system initially developed for Formula One.
The GT3 has had a successful racing career in the one make national Porsche Carrera Cup series, and the international Porsche Supercup. It has won championship and endurance races, including the GT class of the American Le Mans Series seven times, first overall in the 24 Hours of Daytona, and first overall at the 24 Hours Nürburgring six times.
The Porsche 911 GT3 RS is based on the Gt3 platform and the weight has been reduced to increase the vehicles performance. This is an ideal car for track outings. After the Carrera RS this is the only car which has met the user’s expectations in this segment.
The RS has a much proven track record in the rally history with more than 50 victories and many championships in its credit. So a technology based on that can be an out performer when it comes to Configuration and technology. The Porsche 911 GT3 RS is an improvised version of the Porsche GT3 and is also much lighter version. The body is also entirely built using carbon fiber. The GTS comes in two colors, Black and Arctic silver Metallic. There is also a brilliant orange and green available in the Porsche 911 GT3 RS.
The wheels and the accents are either in Orange or black based on the body color and these outlines are always a contrast.
Now Porsche has released the latest edition of the 2011 Porsche 911 GT3 RS 4.0. With this new concept makes the 911 GT3 RS 4.0 has an extreme performance where the reach 500HP on the speed of 8250 rpm and 460Nm torsiya achieve. Other new features it offers are like two wings are mounted on each side of the front bumper. While the rear wing to function creates aerodynamic side about 190 pounds to the car. Here is a photo / picture of the Porsche 911 GT3 RS 4.0 2011
The engine of the GT3 sets it apart from most of the other 996 models although it shares the same basic 3.6 liter displacement of the standard 996 type so-called "integrated dry-sump" flat-six engine. Along with those of the GT2 and Turbo, it is based on the original air-cooled 911's versatile, true dry-sump crankcase, with an external oil tank. The original version of the GT3 had 360 PS (265 kW; 355 hp), compared to the 300 PS (221 kW; 296 hp) of the regular 996.
In GT3 configuration, this so called "split" crankcase (meaning the parting line of crankcase is on the crankshaft centerline) uses, instead of a fan and finned cylinders, separate water jackets added onto each side of the crankcase to cool banks of three cylinders with water pumped though a radiator. Thus, the GT3 engine is very similar to the completely water cooled 962 racing car's engine, which is also based on this same crankcase. The 962 differs, however, by using 6 individual cylinder heads while the GT1/GT3, like the air and water cooled Porsche 959, uses 2 cylinder heads, each covering a bank of 3 cylinders. The GT3 engine could thus also be thought of as similar to a 959 engine, but with water-cooled cylinders.
Up to early model year 2004 GT3 production, the basic casting used for the crankcase of the GT3 was exactly the same as the air-cooled engine and one could see the "964" casting number on the bottom of the crankcase and areas normally machined in the air-cooled application that are not machined for use in the water-cooled application. The crankcase casting was changed in mid-2004 to a "996" casting number crankcase to eliminate these external air-cooled remnants, but internally it is the same.
Because the 911 air-cooled crankcase uses the Porsche 356 engine to transmission mounting flange configuration, the GT3 uses a manual gearbox also of air-cooled 911 heritage. This gearbox has interchangeable gear ratios and is more durable making it more suitable for racing than the standard 911 type 996 gearbox.
At 500 hp (373 kW)[1], the 4.0 litre flat-six engine in the 997 GT3 RS 4.0 is the most powerful six cylinder naturally aspirated engine in any production car with a 125 hp (93 kW) per liter output.
In 2005, the new 997-generation racing vehicles began to debut with the GT3 Cup, followed by the launch of the 911 GT3-RSR at the 2006 Spa 24 Hours. In VLN endurance races, the Manthey entry won the last 4h race before the 24h event, and then the big event also. Their Porsche 997 GT3 RSR has a larger front splitter, taller rear wing and a 500bhp 4.0L Flat-6 engine.
Manthey is the favourite Porsche team in the 24h race. The driving squad of Timo Bernhard, Romain Dumas, Marc Lieb and Marcel Tiemann won for 4 consecutive years from 2006 to 2009. In 2008 they won after suffering from a leaky radiator early in the race which dropped them back 1 lap. The winner came from 1 lap down to nearly 2 laps ahead.
As a consequence of the 2009 air restricter regulations, the RSR loses 70bhp, but Manthey won their 4th race.
In 2010 the Manthey GT3 qualified 8th but was able to take 1st on the grand prix track alone. The car started to build the usual lead until a backmarker collided with the car and had to be retired. in 2011, Manthey won their 5th Nurburgring 24-hour victory.
Porsche dominated the GT/N-GT class at Le Mans after winning the 1998 Le Mans outright. There were no major competitors and Porsche took seven consecutive class wins. In 2006 the Porsches led for much of the race but one by one the competitors hit problems and withdrew. Last minute mechanical issues threw the Seikel car back behind the surprising winner Panoz.
2007 saw the debut of the 997 GT3 RSR. IMSA Matmut took pole by more than a second over the Ferrari (but lost it after breaching Parc Fermee rule). The new Porsche was now fitted with wider rear tyres and bigger restrictors than the rules allow. This is compensated by the car weighing 100kg more. The Porsche now stood at 1220kg and 485bhp. This was an advantage at Le Mans over the lighter and nimbler F430.
2008 is a carbon-copy of the 2006 race with Panoz emerging as the surprising winner after Porsche and Ferrari entrants fell down. Porsche was still able to maintain the status as the quickest GT2 car out there despite new restrictor regulations bringing the power down the 465bhp.
In 2009 the Porsche was restricted even further to 450bhp. ALMS entrant Flying Lizard started on pole again, although losing it immediately to the Risi Ferrari. The #70 Felbermayr-IMSA example ran out of fuel as the reserve tank switch failed. IMSA and Flying Lizard then led GT2 for a while until both collided at Indianapolis. IMSA retired on the spot and the Flying Lizard car underwent substantial repair, losing time and any hope for victory.
2010 was the year that Porsche finally lost their pole-winning streak. The drivers of the #77 car now claimed that they were about 0.5 seconds off the pace of the lead Ferrari and Corvette. Corvette, BMW and Jaguar all made their first GT2 appearance. The #80 Flying Lizard was the first to drop out after struggling with mechanical woes all week. The #77 Felbermayr Porsche then concentrated on keeping a close distance to the lead battle between Ferrari and Corvette. Risi retired at 1am due to a gearbox failure. The #64 Corvette had build a 2-lap lead over the #77 Felbermayr car. Later in 8am an aggressive pass by the #1 Peugeot cause the Corvette to spun and crashed. The car was repaired and went back out again but had to stop due to internal engine damage. This left the #77 Felbermayr-Proton in the lead, 2 laps over the Hankook Ferrari. The Porsche held on to that position and took the GT2 class victory, Porsche's 98th class and overall victory at Le Mans.
In 2011, despite running a flawless race, no Porsche was able to keep up with the front running Corvettes, BMWs and Ferraris. Porsche's best finish was 4th in GT2 for the Felbermayr-Proton team, 2 laps behind the winning Corvette.
Flying Lizard and Tafel Racing were the first American customers of the Porsche. Both teams took delivery prior to the 2007 season. Flying Lizard took 2nd in the Sebring 12 Hours when a move in the final turn by the Risi Ferrari pushed the #45 Porsche to the outside. Bergmeister chased Melo down and made the pass out of turn 16 on the final lap until the controversial incident happened. Flying Lizard lost the 2007 championship to Risi Competizione.
Porsche avenged their loss at Sebring in 2008 by taking a Flying Lizard Motorsports 1-2. The team went into a battle with Tafel Racing (now switched to Ferrari) all season long until Flying Lizard emerged out on top. The team won four GT2 victories in the season.
Flying Lizard won the 2009 championship again after a hard-fought season. The #45 was damaged at Sebring when the Panoz had to swerve in on the front straight. The team scored 5 consecutive victories after Sebring and held onto the championship lead. A controversial race end to the 2009 Laguna Seca prevailed. Magnussen in the Corvette chased Bergmeister's lead from 14 seconds to a car length. The #45 Porsche's tires was already worn out completely as a result of double-stinting. Magnussen tried numerous attempts to get pass, which one did succeeded after Magnussen went into pit-out. He was forced to relinquish the spot back to Bergmeister immediately. Bergmeister drove defensively just to be hit hard by Magnussen coming out of the final corner. Bergmeister drove Magnussen lef to the pit wall and the Corvette subsequently spun and crashed on the right side of the track. The #45 won by just a second ahead of the destroyed #3 Corvette.
Flying Lizard only won the drivers champion in 2010 after even more GT2 newcomers from BMW and Jaguar eroded Porsche's dominance. the GT2 class was now full of manufacturer presence. Flying Lizard won 4 class victories but the strength in the opponents begun to expose the team's weaknesses. While Ferrari, BMW and Corvette field 2 cars with equally professional experience, only the #45 at Flying Lizard was the professional crew, while the #44 did not have the level of driver skill to fight for the championship. This flaw helped BMW to win the teams championship but the #45 of Patrick Long and Jorg Bergmeister were able to clinch their 3rd consecutive drivers champion, revealing the strength of the drivers in the #45 car.
2011 did not begin well for Flying Lizard. The cars finished 6th and 7th at Sebring. After the rather abysmal performance at Sebring, IMSA immediately allowed them a 25kg weight break over the rest of the GT field. The performance adjustments were only available in the ALMS under the control of IMSA, therefore this had no effect on the Porsches in Europe. This brought Flying Lizard back to the original 1220kg design intent weight, and subsequently performance gains were witnessed at Long Beach. Despite all this, Long hit the wall at turn 9 and the #45 car retired with a broken suspension. The #45 proved to have better luck at Lime Rock, taking 2nd place (and Porsche's first podium for the year). The #17 Falken Tires Porsche also obtained a surprising 5th place. Unfortunately, at the following race at Mosport, mechanical problems for the #45 Flying Lizard forced it to retire. Falken Tires managed to take 5th place again with their car, however. The persistence of the Falken Tires team finally paid off at the Mid-Ohio Sports Car Challenge. A sudden late-race deluge of rain allowed the #17 to use its excellent rain tires to move from 6th all the way to 2nd place. A spin by the leading #45 Flying Lizard Porsche 911 allowed the #17 car to swing into first before the race was red-flagged, giving Porsche its first win of the 2011 season. After a decent race at Road America, Falken Tires came back once more with another victory at the inaugural Baltimore Grand Prix. The Flying Lizards faced even more trouble, barely managing to break the top-10 in the race.
Prospeed Competition was the main Porsche representative in the FIA GT Championship. However they faced the multiple Ferrari entrants and did not win a race in the 2007 season. 2008 saw a slight improvement with wins being scored at Monza and Nogaro by the #61 Prospeed car but the team came home only scoring half the total amount of points that AF Corse did. The 2009 season saw 4 GT2 victories by the #60 Prospeed Porsche and a controversial driver change put Emmanuel Collard out and Marco Holzer in the car to maximize Porsche's chance of winning the championship. Richard Westbrook clinched the GT2 drivers' title but Prospeed lost to AF Corse in the teams standings by 18 points.
In 2010 the FIA GT Championship was splitted and the GT1 cars will now have their own world championship. Originally the FIA proposed a European-based GT2 series but the plan was scrapped after all GT2 entrants opted to enter the Le Mans Series instead. The championship would be turned into an FIA GT2 European Cup with only 1 round at the 24 Hours of Spa. The GT2 winner of the event would then win the cup, even if they didn't win overall.
The 2010 Spa 24 Hours saw the usual Porsche entrants; Prospeed Competition, IMSA-Matmut and BMS Scuderia Italia. The fir st 2 teams fielded both GT2 and GT3 versions of the 997 GT3. The GTN-class BMW led and benefited from a collision which involved the #2 GT2 Ferrari and #50 GT3 Audi. The #79 BMW continue to led 1 lap ahead of the Porsche teams until suspension problems with only half an hour remaining threw the BMW back into 3rd place. BMW Scuderia Italia won with the IMSA entrant chasing them. Muehlner Motorsport Porsche also won the GT3 class after the Audis retired. Romain Dumas won Le Mans in the same year with Audi, and he won this event as well.
Prospeed Competition and Muhelner Motorsport were the main Porsche teams in the FIA GT3 Championship. Prospeed were able to clinch second in the 2010 championship behind the Callaway Corvette
The new Porsche 997 GT3 R Hybrid made its debut at the 2010 Geneva Motor Show. The hybrid technology featured in the car was developed by the Williams Formula One Team and is based on their F1 kinetic energy recovery system (KERS) which they did not race in 2009. Unlike other KERS that were developed for F1, the Williams system is based on using kinetic energy stored in a flywheel rather than batteries. The GT3-R has two electric motors, each developing 80 brake horsepower (60 kW), driving the front wheels to supplements the 480 brake horsepower (360 kW) four-litre flat-six engine at the rear. It is planned to enter the car in the 2010 24 Hours Nürburgring.[8][9] As part of the build up to the 24 hour race the GT3 Hybrid made its racing debut at the VLN 4 hour endurance 57th ADAC Westfalenfahrt at Nürburgring on March 27, 2010.[10] On May 28, 2011, it won its first VLN race.[11] At the 2011 24 Hours of Nurburgring, weight/restrictor penalties as well as technical difficulties prevented the R Hybrid from climbing higher than 28th place.
As with Porsche's 911 RS models, the GT3 was devoid of any unnecessary items that would add weight to the car. Sound deadening was almost completely removed, as were the rear seats, stereo system, sunroof, and air conditioning, although automatic air conditioning and CD/radio became no-cost optional add-ons. In addition, Porsche offered a no-cost option called the Clubsport package. This option replaced the standard electrically adjustable leather front seats with manually adjustable racing buckets finished in fire-retardant fabric, bolt-in half-roll cage, 6-point drivers racing harness, fire extinguisher (mounted in the front passenger footwell) and preparation for a battery master switch. The Clubsport option was never offered to US customers ostensibly due to the additional DOT crash testing that would have been required to allow US sales.
To bring the vehicle's track-prowess to the maximum level, Porsche endowed the GT3 with enlarged brakes, a lowered, re-tuned suspension system, lighter-weight wheels and a new front bumper with matched rear spoiler to help increase downforce, thereby increasing grip.
Porsche made significant updates to the GT3 for 2004, the first year the car was offered to US customers. Horsepower was raised to 381 hp (284 kW) and torque to 284 lb·ft (385 N·m), 80% of which was available from a mere 2,000 rpm. The braking setup was upgraded, now featuring 6-piston calipers on the front (rears remained 4-piston), and the Porsche Ceramic Composite Brake system was offered as an option. The new car also was updated to the 2002 911 facelift including headlights that were differentiated from the Boxster. The engine alone costs over 40,000 GBP as a replacement from Porsche due to the cost of the titanium parts.
In track testing by American automotive journals, the GT3 managed a 0-60 mph time of 4.5 seconds and a quarter mile time of 12.0 seconds at 118 miles per hour (190 km/h). During skidpad testing the vehicle posted 1.03g. Porsche introduced a revised 911 GT3 RS to the European market in 2003, marking the last revision of the 996 platform car before its discontinuation in 2005.
A total of 1,890 cars were built.
Porsche's official test-driver Walter Röhrl completed the Nürburgring Nordschleife with the 996 GT3 in 7 minutes 56 seconds, a feat which was used by Porsche to promote the car. Later, with the 996 GT3 RS, he managed 7 minutes 43 seconds.[12]
The Porsche 911 GT3 RS is a high-performance sports car built by Porsche since 2003. It is often confused with the Porsche 911 GT3 RS racecar of 2001 and later, which was based on the Porsche 911 GT3 R of 2000.
The RS (short for the German RennSport, literally "racing sport" in English) is mainly a carryover of the Porsche 911 GT3, albeit it is lighter thanks to a polycarbonate rear window, carbon fiber hood and rear wing. Porsche Ceramic Composite Brake (PCCB) Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brakes, which are also more heat and fade resistant than the cast iron units fitted as standard, are optional.
The RS has a slightly different engine specification to the GT3. The cylinder heads of the GT3 RS have reshaped intake and exhaust ports for race homologation. Porsche claim the same 381 hp (284 kW) power output as the standard GT3 but Porsche's control dyno showed a jump to nearly 400 hp (298 kW)
The RS has progressive springs rather than linear. The dampers are uprated and are between 10 and 15 percent stiffer than the normal GT3 in bounce and rebound.
The wheel carriers are totally redesigned to maximize the improved dynamic camber control. The suspension top mounts can be turned 120 degrees to a cup car position. Both front and rear control arms are adjustable. The RS is 3 mm (0.1 in) lower than the standard car.
The RS rear wing delivers 35 kg (77 lb) of downforce at 125 mph (201 km/h). The RS has ram air ducts on the engine bay which force air into the intake with 18Mb of pressure at 187 mph (301 km/h) and this is enough to create an additional 15 bhp (11 kW; 15 PS). That extra bhp cannot be homologated since the official engine output figures are certified on a dyno.
Only 140 right hand drive GT3 RS cars were built by Porsche and 113 of those were officially imported into to the UK. The GT3 RS was not sold in USA or Canada.
The original Porsche 996 GT3 RS had a production run from 2003 to 2005. The "RS" moniker, and the characteristic lightweight blue or red wheels and "GT3 RS" side stickers link the GT3 RS to historically important Porsches such as the Carrera 2.7 RS of the early 1970s.
Automobile magazines claim the GT3 RS can accelerate from 0-60 mph in about 4.3 seconds, maintain over 1.0g on the skidpad, and have a top speed of around 190 mph (306 km/h).
In February 2006, Porsche revealed the latest street-legal version of the GT3, now built on the new 997 platform. Prior to that, 997 had already been in active race use for several months. In addition to a new 415 hp (309 kW) 3.6 litre flat-six engine, the vehicle features "zero lift" aerodynamics, meaning the car creates only aerodynamic downforce but no "lift", which pulls upwards and away from the road surface and affects overall grip. The vehicle now makes use of a modified, track oriented version of Porsche's active PASM suspension making this the first of Porsche's RS or GT3 versions to feature an electronically adjustable suspension system. Also available are a navigation system and Porsche's "sports chrono" gauge package, making this the most "friendly" lightweight track car the company has ever produced. The car went to sale in summer of 2006 and had a starting price of 106,000 USD. The RS was released in Europe in October 2006 and in North America in spring 2007.
The vehicle has a rated 0-60 mph time of 4.1 seconds and has a top speed of 193 miles per hour (311 km/h). Road and Track was able to achieve a 0-60 mph run in 3.8 seconds.[13] Porsche's official test-driver Walter Röhrl completed the Nürburgring Nordschleife in 7 minutes 42 seconds with the 997 GT3. Cited in an interview with Mr. Röhrl by Swedish sports car magazine Automobil 5.06.
In 2009 Porsche launched the 2nd Generation 997 GT3, boasting an enlarged 3.8 litre engine producing 435 bhp (324 kW; 441 PS). It also featured a number of new options including dynamic engine mounts and a pneumatically lifting front axle to compensate for the low ground clearance. The rear spoiler was also modified along with other parts of the bodywork. Deliveries in Europe commenced in October the same year.
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| Porsche 911 gt3 rsr |
Porsche 911 gt3 rsr
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| Porsche 911 gt3 rsr |
price, specs and more. Find performance data and specifications for the engine and brakes or find the top speed of the 2010 Porsche Porsche 911 gt3 rsr
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| Porsche 911 gt3 rsr |
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| Porsche 911 gt3 rsr |
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| Porsche 911 gt3 rsr |
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| Porsche 911 gt3 rsr |
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| Porsche 911 gt3 rsr |
The Porsche 911 GT3 is a higher performance version of the Porsche 911 sports car. It is the latest in a line of high performance models, beginning with the 1973 911 RS. The GT3, named after the Fédération Internationale de l'Automobile (FIA) GT class it was designed to compete in, has a 3.6 litre naturally aspirated six-cylinder engine, based on the unit used in the Porsche 962 and Porsche 911 GT1 race cars.
A number of variations, designed for road and track duty, have been introduced since its launch in 1999. The current range (997) includes two road and three racing models. Additionally, Porsche is currently developing a hybrid version that uses two electric motors and a kinetic energy recovery system initially developed for Formula One.
The GT3 has had a successful racing career in the one make national Porsche Carrera Cup series, and the international Porsche Supercup. It has won championship and endurance races, including the GT class of the American Le Mans Series seven times, first overall in the 24 Hours of Daytona, and first overall at the 24 Hours Nürburgring six times.
The Porsche 911 GT3 RS is based on the Gt3 platform and the weight has been reduced to increase the vehicles performance. This is an ideal car for track outings. After the Carrera RS this is the only car which has met the user’s expectations in this segment.
The RS has a much proven track record in the rally history with more than 50 victories and many championships in its credit. So a technology based on that can be an out performer when it comes to Configuration and technology. The Porsche 911 GT3 RS is an improvised version of the Porsche GT3 and is also much lighter version. The body is also entirely built using carbon fiber. The GTS comes in two colors, Black and Arctic silver Metallic. There is also a brilliant orange and green available in the Porsche 911 GT3 RS.
The wheels and the accents are either in Orange or black based on the body color and these outlines are always a contrast.
Now Porsche has released the latest edition of the 2011 Porsche 911 GT3 RS 4.0. With this new concept makes the 911 GT3 RS 4.0 has an extreme performance where the reach 500HP on the speed of 8250 rpm and 460Nm torsiya achieve. Other new features it offers are like two wings are mounted on each side of the front bumper. While the rear wing to function creates aerodynamic side about 190 pounds to the car. Here is a photo / picture of the Porsche 911 GT3 RS 4.0 2011
The engine of the GT3 sets it apart from most of the other 996 models although it shares the same basic 3.6 liter displacement of the standard 996 type so-called "integrated dry-sump" flat-six engine. Along with those of the GT2 and Turbo, it is based on the original air-cooled 911's versatile, true dry-sump crankcase, with an external oil tank. The original version of the GT3 had 360 PS (265 kW; 355 hp), compared to the 300 PS (221 kW; 296 hp) of the regular 996.
In GT3 configuration, this so called "split" crankcase (meaning the parting line of crankcase is on the crankshaft centerline) uses, instead of a fan and finned cylinders, separate water jackets added onto each side of the crankcase to cool banks of three cylinders with water pumped though a radiator. Thus, the GT3 engine is very similar to the completely water cooled 962 racing car's engine, which is also based on this same crankcase. The 962 differs, however, by using 6 individual cylinder heads while the GT1/GT3, like the air and water cooled Porsche 959, uses 2 cylinder heads, each covering a bank of 3 cylinders. The GT3 engine could thus also be thought of as similar to a 959 engine, but with water-cooled cylinders.
Up to early model year 2004 GT3 production, the basic casting used for the crankcase of the GT3 was exactly the same as the air-cooled engine and one could see the "964" casting number on the bottom of the crankcase and areas normally machined in the air-cooled application that are not machined for use in the water-cooled application. The crankcase casting was changed in mid-2004 to a "996" casting number crankcase to eliminate these external air-cooled remnants, but internally it is the same.
Because the 911 air-cooled crankcase uses the Porsche 356 engine to transmission mounting flange configuration, the GT3 uses a manual gearbox also of air-cooled 911 heritage. This gearbox has interchangeable gear ratios and is more durable making it more suitable for racing than the standard 911 type 996 gearbox.
At 500 hp (373 kW)[1], the 4.0 litre flat-six engine in the 997 GT3 RS 4.0 is the most powerful six cylinder naturally aspirated engine in any production car with a 125 hp (93 kW) per liter output.
In 2005, the new 997-generation racing vehicles began to debut with the GT3 Cup, followed by the launch of the 911 GT3-RSR at the 2006 Spa 24 Hours. In VLN endurance races, the Manthey entry won the last 4h race before the 24h event, and then the big event also. Their Porsche 997 GT3 RSR has a larger front splitter, taller rear wing and a 500bhp 4.0L Flat-6 engine.
Manthey is the favourite Porsche team in the 24h race. The driving squad of Timo Bernhard, Romain Dumas, Marc Lieb and Marcel Tiemann won for 4 consecutive years from 2006 to 2009. In 2008 they won after suffering from a leaky radiator early in the race which dropped them back 1 lap. The winner came from 1 lap down to nearly 2 laps ahead.
As a consequence of the 2009 air restricter regulations, the RSR loses 70bhp, but Manthey won their 4th race.
In 2010 the Manthey GT3 qualified 8th but was able to take 1st on the grand prix track alone. The car started to build the usual lead until a backmarker collided with the car and had to be retired. in 2011, Manthey won their 5th Nurburgring 24-hour victory.
Porsche dominated the GT/N-GT class at Le Mans after winning the 1998 Le Mans outright. There were no major competitors and Porsche took seven consecutive class wins. In 2006 the Porsches led for much of the race but one by one the competitors hit problems and withdrew. Last minute mechanical issues threw the Seikel car back behind the surprising winner Panoz.
2007 saw the debut of the 997 GT3 RSR. IMSA Matmut took pole by more than a second over the Ferrari (but lost it after breaching Parc Fermee rule). The new Porsche was now fitted with wider rear tyres and bigger restrictors than the rules allow. This is compensated by the car weighing 100kg more. The Porsche now stood at 1220kg and 485bhp. This was an advantage at Le Mans over the lighter and nimbler F430.
2008 is a carbon-copy of the 2006 race with Panoz emerging as the surprising winner after Porsche and Ferrari entrants fell down. Porsche was still able to maintain the status as the quickest GT2 car out there despite new restrictor regulations bringing the power down the 465bhp.
In 2009 the Porsche was restricted even further to 450bhp. ALMS entrant Flying Lizard started on pole again, although losing it immediately to the Risi Ferrari. The #70 Felbermayr-IMSA example ran out of fuel as the reserve tank switch failed. IMSA and Flying Lizard then led GT2 for a while until both collided at Indianapolis. IMSA retired on the spot and the Flying Lizard car underwent substantial repair, losing time and any hope for victory.
2010 was the year that Porsche finally lost their pole-winning streak. The drivers of the #77 car now claimed that they were about 0.5 seconds off the pace of the lead Ferrari and Corvette. Corvette, BMW and Jaguar all made their first GT2 appearance. The #80 Flying Lizard was the first to drop out after struggling with mechanical woes all week. The #77 Felbermayr Porsche then concentrated on keeping a close distance to the lead battle between Ferrari and Corvette. Risi retired at 1am due to a gearbox failure. The #64 Corvette had build a 2-lap lead over the #77 Felbermayr car. Later in 8am an aggressive pass by the #1 Peugeot cause the Corvette to spun and crashed. The car was repaired and went back out again but had to stop due to internal engine damage. This left the #77 Felbermayr-Proton in the lead, 2 laps over the Hankook Ferrari. The Porsche held on to that position and took the GT2 class victory, Porsche's 98th class and overall victory at Le Mans.
In 2011, despite running a flawless race, no Porsche was able to keep up with the front running Corvettes, BMWs and Ferraris. Porsche's best finish was 4th in GT2 for the Felbermayr-Proton team, 2 laps behind the winning Corvette.
Flying Lizard and Tafel Racing were the first American customers of the Porsche. Both teams took delivery prior to the 2007 season. Flying Lizard took 2nd in the Sebring 12 Hours when a move in the final turn by the Risi Ferrari pushed the #45 Porsche to the outside. Bergmeister chased Melo down and made the pass out of turn 16 on the final lap until the controversial incident happened. Flying Lizard lost the 2007 championship to Risi Competizione.
Porsche avenged their loss at Sebring in 2008 by taking a Flying Lizard Motorsports 1-2. The team went into a battle with Tafel Racing (now switched to Ferrari) all season long until Flying Lizard emerged out on top. The team won four GT2 victories in the season.
Flying Lizard won the 2009 championship again after a hard-fought season. The #45 was damaged at Sebring when the Panoz had to swerve in on the front straight. The team scored 5 consecutive victories after Sebring and held onto the championship lead. A controversial race end to the 2009 Laguna Seca prevailed. Magnussen in the Corvette chased Bergmeister's lead from 14 seconds to a car length. The #45 Porsche's tires was already worn out completely as a result of double-stinting. Magnussen tried numerous attempts to get pass, which one did succeeded after Magnussen went into pit-out. He was forced to relinquish the spot back to Bergmeister immediately. Bergmeister drove defensively just to be hit hard by Magnussen coming out of the final corner. Bergmeister drove Magnussen lef to the pit wall and the Corvette subsequently spun and crashed on the right side of the track. The #45 won by just a second ahead of the destroyed #3 Corvette.
Flying Lizard only won the drivers champion in 2010 after even more GT2 newcomers from BMW and Jaguar eroded Porsche's dominance. the GT2 class was now full of manufacturer presence. Flying Lizard won 4 class victories but the strength in the opponents begun to expose the team's weaknesses. While Ferrari, BMW and Corvette field 2 cars with equally professional experience, only the #45 at Flying Lizard was the professional crew, while the #44 did not have the level of driver skill to fight for the championship. This flaw helped BMW to win the teams championship but the #45 of Patrick Long and Jorg Bergmeister were able to clinch their 3rd consecutive drivers champion, revealing the strength of the drivers in the #45 car.
2011 did not begin well for Flying Lizard. The cars finished 6th and 7th at Sebring. After the rather abysmal performance at Sebring, IMSA immediately allowed them a 25kg weight break over the rest of the GT field. The performance adjustments were only available in the ALMS under the control of IMSA, therefore this had no effect on the Porsches in Europe. This brought Flying Lizard back to the original 1220kg design intent weight, and subsequently performance gains were witnessed at Long Beach. Despite all this, Long hit the wall at turn 9 and the #45 car retired with a broken suspension. The #45 proved to have better luck at Lime Rock, taking 2nd place (and Porsche's first podium for the year). The #17 Falken Tires Porsche also obtained a surprising 5th place. Unfortunately, at the following race at Mosport, mechanical problems for the #45 Flying Lizard forced it to retire. Falken Tires managed to take 5th place again with their car, however. The persistence of the Falken Tires team finally paid off at the Mid-Ohio Sports Car Challenge. A sudden late-race deluge of rain allowed the #17 to use its excellent rain tires to move from 6th all the way to 2nd place. A spin by the leading #45 Flying Lizard Porsche 911 allowed the #17 car to swing into first before the race was red-flagged, giving Porsche its first win of the 2011 season. After a decent race at Road America, Falken Tires came back once more with another victory at the inaugural Baltimore Grand Prix. The Flying Lizards faced even more trouble, barely managing to break the top-10 in the race.
Prospeed Competition was the main Porsche representative in the FIA GT Championship. However they faced the multiple Ferrari entrants and did not win a race in the 2007 season. 2008 saw a slight improvement with wins being scored at Monza and Nogaro by the #61 Prospeed car but the team came home only scoring half the total amount of points that AF Corse did. The 2009 season saw 4 GT2 victories by the #60 Prospeed Porsche and a controversial driver change put Emmanuel Collard out and Marco Holzer in the car to maximize Porsche's chance of winning the championship. Richard Westbrook clinched the GT2 drivers' title but Prospeed lost to AF Corse in the teams standings by 18 points.
In 2010 the FIA GT Championship was splitted and the GT1 cars will now have their own world championship. Originally the FIA proposed a European-based GT2 series but the plan was scrapped after all GT2 entrants opted to enter the Le Mans Series instead. The championship would be turned into an FIA GT2 European Cup with only 1 round at the 24 Hours of Spa. The GT2 winner of the event would then win the cup, even if they didn't win overall.
The 2010 Spa 24 Hours saw the usual Porsche entrants; Prospeed Competition, IMSA-Matmut and BMS Scuderia Italia. The fir st 2 teams fielded both GT2 and GT3 versions of the 997 GT3. The GTN-class BMW led and benefited from a collision which involved the #2 GT2 Ferrari and #50 GT3 Audi. The #79 BMW continue to led 1 lap ahead of the Porsche teams until suspension problems with only half an hour remaining threw the BMW back into 3rd place. BMW Scuderia Italia won with the IMSA entrant chasing them. Muehlner Motorsport Porsche also won the GT3 class after the Audis retired. Romain Dumas won Le Mans in the same year with Audi, and he won this event as well.
Prospeed Competition and Muhelner Motorsport were the main Porsche teams in the FIA GT3 Championship. Prospeed were able to clinch second in the 2010 championship behind the Callaway Corvette
The new Porsche 997 GT3 R Hybrid made its debut at the 2010 Geneva Motor Show. The hybrid technology featured in the car was developed by the Williams Formula One Team and is based on their F1 kinetic energy recovery system (KERS) which they did not race in 2009. Unlike other KERS that were developed for F1, the Williams system is based on using kinetic energy stored in a flywheel rather than batteries. The GT3-R has two electric motors, each developing 80 brake horsepower (60 kW), driving the front wheels to supplements the 480 brake horsepower (360 kW) four-litre flat-six engine at the rear. It is planned to enter the car in the 2010 24 Hours Nürburgring.[8][9] As part of the build up to the 24 hour race the GT3 Hybrid made its racing debut at the VLN 4 hour endurance 57th ADAC Westfalenfahrt at Nürburgring on March 27, 2010.[10] On May 28, 2011, it won its first VLN race.[11] At the 2011 24 Hours of Nurburgring, weight/restrictor penalties as well as technical difficulties prevented the R Hybrid from climbing higher than 28th place.
As with Porsche's 911 RS models, the GT3 was devoid of any unnecessary items that would add weight to the car. Sound deadening was almost completely removed, as were the rear seats, stereo system, sunroof, and air conditioning, although automatic air conditioning and CD/radio became no-cost optional add-ons. In addition, Porsche offered a no-cost option called the Clubsport package. This option replaced the standard electrically adjustable leather front seats with manually adjustable racing buckets finished in fire-retardant fabric, bolt-in half-roll cage, 6-point drivers racing harness, fire extinguisher (mounted in the front passenger footwell) and preparation for a battery master switch. The Clubsport option was never offered to US customers ostensibly due to the additional DOT crash testing that would have been required to allow US sales.
To bring the vehicle's track-prowess to the maximum level, Porsche endowed the GT3 with enlarged brakes, a lowered, re-tuned suspension system, lighter-weight wheels and a new front bumper with matched rear spoiler to help increase downforce, thereby increasing grip.
Porsche made significant updates to the GT3 for 2004, the first year the car was offered to US customers. Horsepower was raised to 381 hp (284 kW) and torque to 284 lb·ft (385 N·m), 80% of which was available from a mere 2,000 rpm. The braking setup was upgraded, now featuring 6-piston calipers on the front (rears remained 4-piston), and the Porsche Ceramic Composite Brake system was offered as an option. The new car also was updated to the 2002 911 facelift including headlights that were differentiated from the Boxster. The engine alone costs over 40,000 GBP as a replacement from Porsche due to the cost of the titanium parts.
In track testing by American automotive journals, the GT3 managed a 0-60 mph time of 4.5 seconds and a quarter mile time of 12.0 seconds at 118 miles per hour (190 km/h). During skidpad testing the vehicle posted 1.03g. Porsche introduced a revised 911 GT3 RS to the European market in 2003, marking the last revision of the 996 platform car before its discontinuation in 2005.
A total of 1,890 cars were built.
Porsche's official test-driver Walter Röhrl completed the Nürburgring Nordschleife with the 996 GT3 in 7 minutes 56 seconds, a feat which was used by Porsche to promote the car. Later, with the 996 GT3 RS, he managed 7 minutes 43 seconds.[12]
The Porsche 911 GT3 RS is a high-performance sports car built by Porsche since 2003. It is often confused with the Porsche 911 GT3 RS racecar of 2001 and later, which was based on the Porsche 911 GT3 R of 2000.
The RS (short for the German RennSport, literally "racing sport" in English) is mainly a carryover of the Porsche 911 GT3, albeit it is lighter thanks to a polycarbonate rear window, carbon fiber hood and rear wing. Porsche Ceramic Composite Brake (PCCB) Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brakes, which are also more heat and fade resistant than the cast iron units fitted as standard, are optional.
The RS has a slightly different engine specification to the GT3. The cylinder heads of the GT3 RS have reshaped intake and exhaust ports for race homologation. Porsche claim the same 381 hp (284 kW) power output as the standard GT3 but Porsche's control dyno showed a jump to nearly 400 hp (298 kW)
The RS has progressive springs rather than linear. The dampers are uprated and are between 10 and 15 percent stiffer than the normal GT3 in bounce and rebound.
The wheel carriers are totally redesigned to maximize the improved dynamic camber control. The suspension top mounts can be turned 120 degrees to a cup car position. Both front and rear control arms are adjustable. The RS is 3 mm (0.1 in) lower than the standard car.
The RS rear wing delivers 35 kg (77 lb) of downforce at 125 mph (201 km/h). The RS has ram air ducts on the engine bay which force air into the intake with 18Mb of pressure at 187 mph (301 km/h) and this is enough to create an additional 15 bhp (11 kW; 15 PS). That extra bhp cannot be homologated since the official engine output figures are certified on a dyno.
Only 140 right hand drive GT3 RS cars were built by Porsche and 113 of those were officially imported into to the UK. The GT3 RS was not sold in USA or Canada.
The original Porsche 996 GT3 RS had a production run from 2003 to 2005. The "RS" moniker, and the characteristic lightweight blue or red wheels and "GT3 RS" side stickers link the GT3 RS to historically important Porsches such as the Carrera 2.7 RS of the early 1970s.
Automobile magazines claim the GT3 RS can accelerate from 0-60 mph in about 4.3 seconds, maintain over 1.0g on the skidpad, and have a top speed of around 190 mph (306 km/h).
In February 2006, Porsche revealed the latest street-legal version of the GT3, now built on the new 997 platform. Prior to that, 997 had already been in active race use for several months. In addition to a new 415 hp (309 kW) 3.6 litre flat-six engine, the vehicle features "zero lift" aerodynamics, meaning the car creates only aerodynamic downforce but no "lift", which pulls upwards and away from the road surface and affects overall grip. The vehicle now makes use of a modified, track oriented version of Porsche's active PASM suspension making this the first of Porsche's RS or GT3 versions to feature an electronically adjustable suspension system. Also available are a navigation system and Porsche's "sports chrono" gauge package, making this the most "friendly" lightweight track car the company has ever produced. The car went to sale in summer of 2006 and had a starting price of 106,000 USD. The RS was released in Europe in October 2006 and in North America in spring 2007.
The vehicle has a rated 0-60 mph time of 4.1 seconds and has a top speed of 193 miles per hour (311 km/h). Road and Track was able to achieve a 0-60 mph run in 3.8 seconds.[13] Porsche's official test-driver Walter Röhrl completed the Nürburgring Nordschleife in 7 minutes 42 seconds with the 997 GT3. Cited in an interview with Mr. Röhrl by Swedish sports car magazine Automobil 5.06.
In 2009 Porsche launched the 2nd Generation 997 GT3, boasting an enlarged 3.8 litre engine producing 435 bhp (324 kW; 441 PS). It also featured a number of new options including dynamic engine mounts and a pneumatically lifting front axle to compensate for the low ground clearance. The rear spoiler was also modified along with other parts of the bodywork. Deliveries in Europe commenced in October the same year.
Porsche 911 gt3 rsr
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