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Sunday, November 24, 2013

2014 Porsche 911 GT3

PRICE : For 2014 Porsche 911 GT3 $130,400

Every Porsche has a race car at its heart. And never was the close relation to car racing so tangible. The new Porsche 911 GT3 stands for a redefined, even more emotional driving experience. The sports car that was developed from scratch offers even more dynamism and refined everyday practicality at the highest level.

With the GT3, Porsche is marking this 911 anniversary year by opening a new chapter in the area of high performance sports cars for circuit tracks. Both engine and transmission, as well as body and chassis are entirely new, and extend the 911 GT3 concept with an impressive performance leap. This is due to the new active rear-wheel steering, and the GT3-specific Porsche dual-clutch transmission with the characteristics of a sequential gearbox used in motor racing. Following the total production of 14,145 GT3 cars since 1999, the fifth generation of the 911 GT3, an all-round redevelopment, is set to take on the pole position among the thoroughbred Porsche sports cars with naturally aspirated engines.

The mission of the Porsche 911 GT3 is unmistakable: driving dynamics. Each and every relevant detail has been fine-tuned to that. The result is impressive: the new 911 GT3 laps the Nürburgring Northern Loop, indisputably the most challenging race track in the world, in a mere 7:25 minutes. A benchmark of great significance for the sportiest 911 with a naturally aspirated engine. Because around 80 percent of all 911 GT3 vehicles are also driven on race tracks.

Drive system and chassis of the new 911 GT3 have been systematically developed to even better performance, precision and transverse dynamics. Additionally, Porsche is using active rear-wheel steering for the first time. Depending on the speed, the system steers in the opposite or the same direction as the front wheels, thereby improving agility and stability. Among the other new driving dynamics features are the electronically controlled, fully variable rear differential lock, and the dynamic engine mounts. The height, toe and camber of the newly developed all-aluminium chassis are still adjustable. The new, 20-inch forged alloy wheels with central locking are used for optimal road contact.


Like with all the other models in the 911 lineup, the GT3 will get a new exterior design language, but Porsche’s main focus on the vehicle will be to reduce the car’s overall weight.

The new GT3 will be built on the same hybrid steel-aluminum construction used in the current generation 911 Carrera, but it adds a series of independent front and rear parts. When compared to a standard Carrera, the new GT3 version is about 44 mm (1.73 inches) wider and will add a sportier exterior look with the most striking addition being that large, fixed rear wing.


You won’t ever confuse the GT3’s interior for that of a Ferrari 458, but it’s gorgeous if you believe in what Porsche stands for. The suede-wrapped steering wheel is perfectly shaped with “thumb-lock” slots above the T-shaped hub, the seating surfaces are grippy in suede, and door grab handles are likewise double-stitched in the same material. Aluminum accents grace the dash, and mildly highlight interior shapes.

And you can go after even more of a track look with rear cross bracing (there’s no back seat regardless) and full race seats, complete with six-point harnesses.

Right now, you cannot order the car with sport bucket seats because they don’t meet U.S. side airbag standards. You may not miss them. They only feature fore-aft rake, and there’s no tilt. While excellent for aggressive driving, in traffic you might want more lumbar support or the ability to adjust height (shorter or taller drivers will need more adjustment for certain).

Functionally, even if there’s less panache to this cabin than you’ll find at the supercar level (don’t forget that at $131,000 this car is technically fighting leagues above its class), it all works.

Often the flashier cabins at double or triple this price look stupendous (like the sunken living room of a show home), but they aren’t all that functional.

The GT3 absolutely works.

From cockpit to transmission to outstanding engine and yet more spectacular brakes, in every regard this is an incredible piece of machinery. Maybe the best Porsche road car in the company’s history. If you can afford one, we’d suggest buying one to find out.


Porsche has developed an entirely new engine for the 911 GT3. For the first time, the classical six-cylinder naturally aspirated engine has direct petrol injection in the racing car-like 911, combined with high-performance elements such as dry sump lubrication, titanium connecting rods and forged pistons.

In combination with valve control by rocker lever, an extremely high-revving engine capable of reaching up to 9,000 rpm emerged. For the driver, this means an even broader engine speed range that can bring decisive time advantages on the race track. The speedy response of the drive system is enhanced by the new power transmission without any interruption in propulsive power. As the first 911 GT3, the new model has a Porsche Doppelkupplung dual-clutch transmission (PDK) that had been originally developed for racing and has now made a comeback in a perfected form. The PDK is another feature specially developed for the 911 GT3, with characteristics directly inspired by the sequential gearboxes used in motor racing, thus granting the driver further benefits when it comes to performance, dynamics and driving fun.


The new engine of the Porsche 911 GT3 is based on the six-cylinder used in the current 911 Carrera generation. The structural changes to the base engine had one principal goal: to develop the characteristic 911 GT3 high-revving concept further. High speeds enable high performance and gear changes, whereby the revolutions remain in the range of maximum power after shifting up. Thus the six-cylinder reaches its maximum performance of 475 hp (350 kW) at 8,250 rpm; the nominal torque of 440 Newton metres (Nm) is available at 6,250 rpm. The consistent development focus made it possible to increase the maximum speed to 9,000 rpm. This enables the 911 GT3 to reach peak performance values among street-legal vehicles. The result is a drive system that ventures even further into the racing range than ever before with a litre performance of 125 hp per litre.

With its low moving masses, the engine develops high speed dynamics. Thus the new 911 GT3 does not only feature an enormous revving capacity but also an excellent response across the entire engine speed range. These features ensure a particularly sporty driving experience in all conditions.


The focus of the new development were the cylinder heads, which differ fundamentally from those of the base engine, and were specifically developed for the 911 GT3. To enable peak performance values and engine speeds, the new cylinder heads are equipped with large intake and exhaust ports, large valves, and separate valve control with rocker arm. Cooling and oil supply are also particularly powerful to account for the high loads.

The valve actuation via rocker arms with hydraulic valve clearance compensation is another unique feature. The concept embodied in the Porsche 911 GT3 engine originates from racing and allows very high engine speeds on the one hand, while the other cams with performance-oriented profiles permit for large strokes and long valve opening times. The advantage of the rocker arm control is mainly in the low moving masses that allow high engine speeds, and the large contact area between the cam and rocker arm.


As was the case with the predecessor, the new 911 GT3 also offers the driver the possibility of increasing the torque in the mid range at the press of a button. When activated, the backpressure in the sports exhaust system is further reduced, improving gas exchange, thus increasing the torque in the 3,000 rpm to 4,000 rpm range considerably again.


The dual-clutch transmission (PDK) originates from Porsche racing. With the Porsche 911 GT3, it returns to the racetrack: the motor sports engineers have revised the PDK extensively both in terms of mechanics and control technology for the new high-performance sports car.

The resulting transmission provides the driver with all the essential driving dynamics of the previous manual transmission, complemented with the performance benefits of the dual-clutch transmission. During racetrack use, it can therefore be driven much like a sequential manual gearbox - with even more performance and emotional driving fun.

Two modes are available to the driver: manual shifting or the adaptive shift programme. Manual shifting is done using two paddles on the steering wheel, the right for upshifts and the left for downshifts. Shorter shifting travel and optimised actuating force result in even faster gearshifts with concise feedback, similar to the operating characteristics of the 911 GT3 Cup race cars. Alternatively, the driver can also shift using the selector lever, with a shift pattern based on that used in professional motor sports: shifting up is done by pulling the lever back, shifting down by pushing it forward.


Gearshifting strategy and response times of the 911 GT3 PDK were consistently designed for maximum performance, and are fundamentally different from the other Porsche sports cars. This becomes apparent to the driver during manual upshifts in the form of a "lightning shift," which permits reaction times of less than 100 milliseconds. To enhance driving performance, lighting shifts are implemented with a torque overshoot, and the gear change is conducted with a highly dynamic adaptation of the engine speed to the newly selected gear. The switching times are in a range that was previously reserved for the world of motor sports.


The dynamics of a sports car driven to optimum lap times is also determined by the clutch. That's why the PDK comes with a "paddle-neutral" feature. If the driver pulls both shift paddles simultaneously, the clutches of the PDK are opened, and the flow of power between the engine and drive is cut off. Once both shift paddles are released, the clutch engages at lightning speed if the PSM is switched off. With PSM switched on, the clutch is closed quickly, but in a less pulsed manner.

This function offers two principal advantages: the driver can, for example, neutralise the driving behaviour of the vehicle when oversteering in a wet curve by pulling the paddles, thus redirecting additional cornering force to the wheels of the rear axle. The second aspect relates to individual influence of the driving dynamics due to the pulsed onset of the driving force when engaging the clutch. Comparable to a traditional coupling with a manual transmission, the rear of the vehicle can be consciously destabilised for dynamic leaning into the curve. Furthermore, the driver can use the paddle-neutral for accelerating from a standstill. As is the case with manual transmission vehicles, the driver alone decides on how to accelerate using clutch and accelerator foot, without any assistance from drive and dynamic handling control systems.


Under the new 911 GT3 Porsche’s hood, is a 3.8-liter boxer engine that delivers a total of 475 horsepower and sprints the car from 0 to 60 mph in just 3.3 seconds and up to a top speed of 195 mph.

The GT3’s engine is based on the engine used in the new 911 Carrera S, but it gets modified crankshaft and valve gear, plus titanium connecting rods and forged pistons. These updates allow the engine to seamlessly rev to 9,000 rpm.

The engine is mated to a Porsche dual-clutch transmission (PDK) that sends the engine’s power to the rear wheels through a new high-traction rear-wheel-drive system.

All these updates have helped the GT3 to already score new performance records: it ran the Nürburgring Nordschleife in under 7:30 minutes.


Or the first time, the PDK provides the driver of the new 911 GT3 with the alternative of leaving gearshifting to the adaptive transmission control. In principle, the PDK of the new 911 GT3 comes with two gearshifting strategies: Normal and PDK Sport. This means that the gear changes of the new Porsche 911 GT3 are always fast. Gear shifts and shift points are adapted to the dynamics of the driver.

The PDK Sport mode is activated by pressing the correspondingly labelled button on the centre console. In this mode, the PDK uses shift maps that are tailored to the requirements of pure circuit race track operation. Gears are held longer, and upshifts occur at higher engine speeds. The circuit race track optimisation also entails that the shifting programme is still performance oriented, even at a moderately sporty driving style. The high-performance sports car is therefore always running at the performance-oriented operating points, and increased traction is available at any time without the driver having to shift gears.

Like the latest 911 Carrera models with PDK, the new 911 GT3 possesses the dynamic "Launch Control" start up function for maximum acceleration from a standstill. In the new 911 GT3, this function can be accessed at any time without having to activate another button. Analogous to the 911 Carrera models, the readiness for the acceleration start is displayed in the tachometer of the instrument cluster ("Launch Control").


The chassis of the new 911 GT3 covers a range of options in terms of vehicle dynamics that is without precedence. The concept is typical for Porsche. Based on a high-precision chassis, the intelligent interaction of active systems is able to adapt the driving characteristics at any time and better than ever to the driving situation.

Especially the new active rear-wheel steering and the Porsche Torque Vectoring (PTV) Plus, used in the 911 GT3 for the first time as standard, expand the range of driving options considerably, completed by active engine mounts, the Porsche Stability Management (PSM) and the active damper system (PASM).

The active rear-wheel steering comprises two electro-mechanical actuators, which are used at the left and right side of the rear axle instead of the conventional control arms. These allow the steering angle of the rear wheels to be varied by up to about 1.5 degrees, depending on the speed. Depending on the turning of the steering wheel, two effects are achieved: if front and rear wheels are steering in the opposite direction, the Porsche 911 GT3 drives like a sports car with considerably shorter wheelbase - even shorter than in the previous mode. With the agility of a go-cart, it enters a bend even more dynamically and is more agile in curves. The system activates this function with speeds under 50 km/h, thus reducing the turning radius, and manoeuvring and parking become much easier in everyday use.

The second effect occurs with the steering of the front and rear wheels in the same direction: the felt wheelbase of the 911 GT3 expands. This results in more stability when changing lanes and an increased driving stability especially at high speeds. What's more, the side force on the rear axle triggered by the steering input of the driver is built up much faster than with a non-steered rear axle, which leads to a more spontaneous and harmonious initiation of the change in direction. The steering in the same direction takes effect as of a speed of 80 km/h.

This variability means that the rear-wheel steering contributes significantly to resolve the inherent conflict of driving dynamics between agility and driving stability. This results in advantages when it comes to agility, driving safety and practicality, as well as increased driving performance. The rear-wheel drive thus played a decisive role in the further improvement of lap times at the Nürburgring.


Porsche uses another active system for the improvement of driving dynamics in the new 911 GT3: standard dynamic engine mounts. The controller uses the present 911 GT3 sensors to detect a racing driving style, and hardens the normally elastic engine mount. For this purpose, the bearings are filled with an enclosed liquid with magnetic particles, which changes in viscosity in the presence of an electric field.

This keeps the GT3 comfortable in everyday life; on the circuit racetrack, on the other hand, disturbing mass impulses from the engine during cornering are compensated. Another advantage is the improved traction when accelerating from a standstill. In the new 911 GT3, the maps of the dynamic engine mounts are pre-selected via the button for PASM control.


Furthermore, the Tyre Pressure Monitoring System (TPM) was enhanced by the auxiliary function of circuit race track mode that also adds to the gain in driving dynamics of the new 911 GT3. Principally, the air temperature and thus the pressure in the tyres is increased with the intensified driving on the race track. An increase of the air temperature in the tyre by 50° C, equalling an increase of the pressure by around 0.5 bar, is not unusual.

With the increased pressure, the running surface of the tyre is deformed and the contact area with the road reduced. The pressure has to be adjusted so as to achieve the largest-possible contact area and thus the best performance. In order to ensure a precise pressure monitoring even on the circuit race track, however, the circuit race track mode enables the individual adjustment of the tyre target pressure. The setting is done on the instrument cluster via the "Tyre pressure" menu. Once the race track mode has been activated, a stylised circuit race track with a yellow "R" is permanently displayed on the screen of the instrument cluster. It gives orientation to the driver, so that he switches on the standard monitoring function with pre-set pressure values when driving on public roads again.


The wheels, developed from scratch, round off the package of measures for further improvement of driving dynamics. Compared with the 19-inch wheels of the previous model, the current 20-inch GT3 wheels are not just one inch bigger but also half an inch wider at the front. The tyres on the front axle are also wider. The new 911 GT3 therefore rolls on wheels of size 9 J x 20 with sports tyres 245/35 ZR 20 on the front axle, and size 12 J x 20 with sport tyres 305/30 ZR 20 on the rear axle, which all in all make themselves noticeable in terms of driving dynamics owing to larger contact areas.

The wheels are made of forged aluminium for the first time, resulting on low weight and high strength. In spite of the dimensions, the total weight of the wheels including special UHP tyres (Ultra High Performance) is less than that of the previous model. This reduces not only the vehicle weight, but also unsprung masses to enhance driving dynamics. Again, the wheels come with a central locking system, which has been optimised further.


The front and rear design are the result of consistent aerodynamic tuning of the new Porsche 911 GT3. This establishes a new balance between the three main requirements of low drag, reliable cooling of drive and brakes, as well as sportive downforce at higher speeds. Front spoiler and rear wing provide downforce at the front and rear axle, complemented by the underbody panel, which provides an additional diffuser effect due to its rising contour in the engine area.


In conformity with its character, the interior of the 911 GT3 is sporty but not spartan. Driver and passenger experience the driving fun in Porsche Sports Seats Plus with raised side supports and mechanical length adjustment. The lumbar support and, for the first time, height adjustment are electric. Since the 911 GT3 has traditionally been a two-seater, the seat shells in the back are covered.

The steering wheel rim of the new GT3 Sport design steering wheel is covered in black alcantara; height and length adjustment - now roughly ten millimetres longer - are still done manually. The PDK selector lever in the centre console sports a specific GT3 design with a special switch direction display on the left side of the selector lever backdrop. The latter is red in the new 911 GT3; the arrangement of the symbols follows the custom in racing. So in the new Porsche 911 GT3, upshifts "+" are done backward, and downshifts "-" forward.

The equipment that is always in black with alcantara elements, is typical for the new 911 GT3. In the new 911 GT3, these elements are the centres of the offered seats, the steering wheel, the grip of the selector lever, door handles, arm rests in the door panel, lid of the storage compartment in the centre console as well as the panel of the centre tunnel and the roof lining, including C-pillar. Alongside various interior elements in galvano silver, the new 911 GT3 is further upgraded by a decorative screen of the dashboard and the panel of the centre console in brushed aluminium. In combination with the leather equipment, the decorative screens of the door panels are also in brushed aluminium. In addition, the leather equipment of new Porsche 911 GT3 is optionally available with red decorative seam.

The remaining interior of the new 911 GT3 is based on the current 911 generation. Among other things, it encompasses the instrument cluster with 4.6-inch colour display right to the tachometer; the seven-inch colour screen of the CDR audio system (with the optional equipment of CDR Plus or PCM) as well as the two-zone air conditioner for separate temperature settings on the driver and passenger side.

In addition, as with its predecessor model, an optional Club Sport package is on offer for the new Porsche 911 GT3. Alongside a roll cage in screw-mounted version that has been adapted to the new space conditions, the package again contains the pre-fitting for a battery main switch as well as an included six-point belt for the driver side and a fire extinguisher with bracket.


For the first time, the GT3 will be offered with active rear-wheel steering that will help it deliver higher precision and lateral dynamics. The GT3 will also be offered with electronically controlled, fully variable rear differential lock and an all-aluminum chassis that can be adjusted by height, toe and camber.

The GT3 will also be offered with new 20-inch forged alloy wheels with central locking and combined with high-performance ceramic brakes.

 Front Suspension : Front: Strut Suspension (McPherson Type, Porsche Optimized) With Individually Mounted On Control Arms, Trailing Arms And Spring Struts Wheels, Cylindrical Coil Springs With Internal Dampers, Electromechanical Power Steering
► Rear Suspension Multi-Arm Axle With Single Wheels Run On Five Arms; Cylindrical Coil Springs With Co-Axial Inner Vibration, Active Rear. Porsche Active Suspension Management (PASM) With Electronically Controlled Dampers And Two Manually Selectable Maps
► Steering Ratio   : Variable
 Turning Circle : 36.4 Feet
► Brakes  : Dual Circuit System With Achsweiser Division; Porsche Stability Management (PSM), Vacuum Brake Booster; Electrically Operated Duo-Servo Parking Brake, Auto-Hold Function. Front: Six-Piston Aluminum Monobloc Brake Calipers, Perforated And Internally Ventilated Brake Discs With 380 Mm Diameter And 34 Mm Thickness. Rear: Four-Piston Aluminum Monobloc Brake Calipers, Perforated And Internally Ventilated Brake Discs With 380 Mm Diameter And 30 Mm Thickness.
 Wheels  : 9Jx20 Front, 12Jx20 Rear
 Tires :  245/35 ZR 20 Front, 305/30 ZR 20 Rear


 3.8-litre flat engine with 475 hp (350 kW)
 Porsche seven-speed dual-clutch transmission (PDK)
 Rear wheel drive
 0-100 km/h: 3.5 s
 Top speed: 315 km/h



By : Automotive News & Super Modified Sports Cars

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