Four-liter vacuum cleaner for the 992 GT3
● Engine: six-cylinder boxer naturally aspirated engine
● Displacement: 3996 cc
● Maximum power: 510 hp at 8400 rpm
● Maximum torque: 470 Nm at 6100 rpm
● Transmission: seven-speed double clutch transmission PDK or six-speed manual transmission
Longitudinal acceleration at the level of its predecessor
The longitudinal acceleration corresponds to that of the old GT3: With PDK it goes from 0 to 100 in 3.4 seconds (Hand switch: 3.9 seconds). The top speed values of the GT3 are also unchanged: 318 km / h with PDK, 320 km / h with the manual transmission.
● 0-100 km / h: 3.4 s (PDK); 3.9 s (hand switch)
● 0-200 km / h: 10.8 s (PDK); 11.9 s (hand switch)
● Vmax: 318 km / h (PDK); 320 km / h (hand switch)
New front axle for the 992 GT3
Without an innovation on the chassis, the sub-seven-minute time on the Nordschleife would probably have been impossible: The 992 GT3 gets a completely independent front axle with double wishbones. Thanks to the higher camber stiffness, it should be able to implement steering commands even faster and thus have increased directness. An update ensures that the rear axle can keep up with the new front axle: On the one hand, an adaptation to the larger wheels (21 inches) and new shock absorbers, on the other hand a larger steering angle for the rear axle steering (2.0 instead of 1.5 degrees) . In contrast to its predecessor, the engine is designed as a load-bearing part, which means that the adaptive engine mounts are no longer necessary and even more direct driving can be assumed. The GT3 is fitted with Michelin Pilot Sport Cup 2 tires as standard (front: 255/35 ZR 20; rear: 315/30 ZR 21). As an option, Porsche also offers the extra-grip Cup 2 R.
Gooseneck spoiler and diffuser for more downforce
The new front apron and the cooling air outlets are easy to see. No more exhaust air slot in the apron, but large nostrils directly in the standard carbon front hood – The short overhang of the 992 made it necessary to redesign the cooling air flow. In addition, the underbody is covered and ends in the diffuser with three pronounced fins on the right and left of the classic, centrally positioned tailpipes. Result: The diffuser provides four times as much downforce as the 991.2 GT3. Above that, the rear is adorned with a rump made of carbon and the controversial issue Rear wing with the gooseneck suspensions. They encourage airflow to the underside of the wing. A positive side effect: Thanks to the better flow, the wing does not have to be adjusted any more, which means that the drag coefficient (0.34) is said to have hardly deteriorated despite more downforce. All in all, the new GT3 is already generating in the factory setting 50 percent more downforce than the predecessor. Both the front spoiler and the rear wing can be adjusted in four stages – depending on the preferences of the driver or the racetrack.
Thanks to a lot of carbon and lightweight construction, the GT3 doesn’t add any fat
To ensure that the new GT3 does not become sluggish despite the wider and heavier body of the 992, the engineers have relied heavily on lightweight construction: we have already got to know the carbon front hood and trunk lid. Additionally are the three rear windows made of polycarbonate, as energy storage a lightweight lithium iron phosphate battery (minus 10 kg) on board Plastic dry sump and a redesigned exhaust system (Kat and OPF sit directly behind the manifold instead of the front silencer) further reduce the weight. If you want it to be even easier, you can order the GT3 with a carbon roof in the future – and thus also make your account a little easier. So Porsche can proudly announce that the GT3 has just gotten a little heavier – ostensibly even a bit lighter after adjusting for equipment. 1418 kilos empty weight for the handset or 1435 kilos for the PDK version are worth all honors in 2021!
Correct PDK selector lever with shift function instead of the 911 stub
There are no big surprises in the interior. The dashboard corresponds to that of the current 992 series. But there are a few GT3 peculiarities. This includes the instrument cluster adapted to the sports model, which now has a reduced “track” display that only shows the really relevant information in the heat of driving. A yellow shift light is also displayed to the right and left of the analog rev counter from around 6000 tourswhich flashes blue from 8700 and urgently reminds you to change gears. In the case of the manual switch, this is done either using the classic combination of left foot and right hand or – and this is also only available on the 911 in the GT3 – by pulling it classic, towering PDK selector lever. Of course, the shift paddles on the steering wheel are retained as a shift alternative.