The 2019 Porsche 911 GT3 RS is Stuttgart’s response to those who find 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 great deal, consisting of louvered carbon-fiber front fenders and a carbon-fiber hood punched through NACA ducts to cool the common iron brake blades or optional carbon-ceramic systems.
2019 Porsche 911 GT3 RS Review
The front fascia rollovers from the basic GT3, although a more aggressive splitter is fitted to its reduced edge for enhanced downforce. Intakes are sculpted into the fenders to draw air into the engine coolers, and there is an RS-specific rear bumper with larger side intakes.
The manually flexible carbon-fiber back wing and back underbody diffuser produce additional downforce to maintain the standard Michelin Sport Cup 2 rubber pushed safely into the tarmac at the GT3 RS’s claimed full throttle of 193 mph.
Exactly what did we learn more about the car from riding in the traveler seat for two laps with world champ rally motorist Walter Röhrl at the wheel as he browsed an icy roadway course, mostly sidewards, in north Finland? Not a whole lot, beyond verifying yet once more that Röhrl is a far much better driver than we are which we remain enthralled by the sound of 6 air-intake heralds tuned to the secret of H-flat.
Engine and Specs
For RS task, Porsche’s screaming normally aspirated 4.0-liter flat-six is modified to produce 520 horsepower, a bump of 20 horsepower over non-RS GT3s. The additional power is pressed from the engine– which has the very same strengthened block and light-weight valvetrain as the basic GT3– using a brand-new intake and titanium exhaust system that breathe more effectively, while an upgraded engine calibration maintains the timing contour in check.
Sorry, hands-on fans: Torque will certainly be directed to the rear wheels exclusively via Porsche’s seven-speed PDK dual-clutch transmission.
Various other tricks for the track include vibrant engine mounts, a torque-vectoring electronic rear differential, and rear-wheel steering– all standard equipment. Suspension modifications parallel those on the GT2 RS: even more rigid ball joints on the suspension web links in place of rubber bushings and helper springs in the front and rear, in this case tuned especially 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 furniture, and, as in the typical GT3, the cramped back seat is gotten rid of.
Additional weight-saving steps for the RS include feather-light glass in the rear and sides, lighter door panels with nylon door-opening straps, and much less audio insulation, due to the fact that who does not intend to hear that sweet engine spin to 9000 rpm? Boldy boosted pail seats maintain body organs in check when the undoubtedly staggeringly high lateral-acceleration limitations are reached. In European markets, the RS will come furnished with a titanium roll cage; however, federal guidelines in the USA will certainly not permit such awesomeness for us.
Choosing the $18,000 Weissach package pares what bit fat remains (around 13 extra pounds, according to Porsche) by swapping out the magnesium roofing system for a carbon-fiber one and installing technique front and rear anti-roll-bar web links constructed of the same product. Offered separately for $13,000 are ultra-light magnesium wheels to lessen unsprung mass in this track specialist.
Beginning at $188,550, the 2019 Porsche 911 GT3 RS is a loved one deal when put next to the other animal using the RS badge, the 700-hp twin-turbocharged GT2. It’ll be money well spent if our previous experience with the outgoing GT3 RS is any type of indication. Orders are being accepted currently with deliveries expected in the autumn of 2018.