Consolidated 991RS thread
05-31-2015, 08:03 PM
#8523
Since the Front fenders are exclusive to the RS, anyone know if the turn signal indicators are going to different as well? I would assume Porsche would try and make the turn signals compatible with all 911s yet those fenders are quite different. Ugh i wish they would just come with the clears for the US
05-31-2015, 08:46 PM
#8525
Man I wish my dealership did that! My delivery date is far enough away I'm sure suncoast will have them up before hand. I think they are different as well
06-01-2015, 07:31 AM
#8527
Rennlist Member
Since the Front fenders are exclusive to the RS, anyone know if the turn signal indicators are going to different as well? I would assume Porsche would try and make the turn signals compatible with all 911s yet those fenders are quite different. Ugh i wish they would just come with the clears for the US
06-01-2015, 07:38 AM
#8528
Rennlist Member
Fortunately, I have no doubt Suncoast, and Sonnen Online Parts, will carry them soon enough. Clears are hot ticket items in the US!
06-01-2015, 09:45 AM
#8531
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At 186 mph, the new RS generates an overall downforce of 727.5 pounds without producing problem zones of air resistance. The ribbed air outlets on the front wings are partly responsible
“We have outperformed ourselves when it comes to efficiency,” says project manager Preuninger. That applies to the aerodynamics as much as the engine. Sven Müller runs a hand over the rear wing. At 186 mph, the new RS generates an overall downforce of 727.5 pounds without producing problem zones of air resistance. A detail on the front end of the vehicle is partly responsible for this. “Do you see the ribbed air outlets on the carbon-fiber fenders? You usually find that only on pure sports cars,” says Earl Bamber.
His enthusiasm grows when his colleague Müller shows him the standard cockpit encased in a rollover cage. “Look, there’s even a speed limiter for the pit lane,” says the German, pointing to a switch in the center console. The RS is usually the second Porsche in a customer’s garage and is a pure driving machine, often found on the racetrack. “Oh, it has a USB port,” praises Bamber. As one would expect in this digital age, Porsche also offers a track app that measures lap times with GPS.
For ambitious drivers, the newly programmed control unit also stores real racing parameters such as rpm, lateral acceleration, and brake pressure. On the iPad, fast laps can be laid over one another virtually, allowing the GT3 RS to follow itself around the track as a ghost car. Its predecessor will only be able to see the new RS as a speck on Döttinger Höhe at the end of its lap around the North Loop of the Nürburgring. The developers estimate the new one to be at least ten seconds faster.
[+]
Barely visible, but easily perceptible: The four-liter six-cylinder boxer engine gen*erates 500 hp (368 kW) and turns at a maximum of 8,800 rpm
Sven Müller knocks against the carbon front hood. As you would expect, the RS had to lose weight to become a real racing machine. An exhaust system made of titanium saves around nine pounds and, on the racetrack, the battery can be swapped for a lighter lithium-ion rechargeable battery. The real trick, however, is the striking roof with the wide groove in the middle, which reduces the frontal area. “The roof is an innovation not previously found in this form among automobiles. It is made of magnesium sheet metal and weighs 2.2 pounds less than a carbon-fiber roof,” says Preuninger.
The technical upgrade should have made the new RS significantly heavier than the conventional GT3: the increased dimensions of the chassis and the larger wheels alone account for 44 pounds of extra weight. The same applies to the dual-clutch transmission, which replaces the conventional gearbox. But the idea that fast lap times can be achieved only with extremely lightweight construction is no longer true. “If we have systems that improve performance and fit the vehicle, we put them in,” says Preuninger. And so the new GT3 RS is only 22 pounds lighter than the previous one, because the engineers did not wish to forgo a torque vectoring differential and rear-axle steering, both of which improve handling and speed on curves.
“Unfortunately, even as a new factory driver for 2015, I won’t be given a GT3 RS as a company car,” sighs Bamber. The RS is not limited, but until the production window closes in Spring 2016, a maximum of two thousand units will find their way to happy new owners.
By Markus Stier
Photos by Victor Jon Goico
At 186 mph, the new RS generates an overall downforce of 727.5 pounds without producing problem zones of air resistance. The ribbed air outlets on the front wings are partly responsible
“We have outperformed ourselves when it comes to efficiency,” says project manager Preuninger. That applies to the aerodynamics as much as the engine. Sven Müller runs a hand over the rear wing. At 186 mph, the new RS generates an overall downforce of 727.5 pounds without producing problem zones of air resistance. A detail on the front end of the vehicle is partly responsible for this. “Do you see the ribbed air outlets on the carbon-fiber fenders? You usually find that only on pure sports cars,” says Earl Bamber.
His enthusiasm grows when his colleague Müller shows him the standard cockpit encased in a rollover cage. “Look, there’s even a speed limiter for the pit lane,” says the German, pointing to a switch in the center console. The RS is usually the second Porsche in a customer’s garage and is a pure driving machine, often found on the racetrack. “Oh, it has a USB port,” praises Bamber. As one would expect in this digital age, Porsche also offers a track app that measures lap times with GPS.
For ambitious drivers, the newly programmed control unit also stores real racing parameters such as rpm, lateral acceleration, and brake pressure. On the iPad, fast laps can be laid over one another virtually, allowing the GT3 RS to follow itself around the track as a ghost car. Its predecessor will only be able to see the new RS as a speck on Döttinger Höhe at the end of its lap around the North Loop of the Nürburgring. The developers estimate the new one to be at least ten seconds faster.
[+]
Barely visible, but easily perceptible: The four-liter six-cylinder boxer engine gen*erates 500 hp (368 kW) and turns at a maximum of 8,800 rpm
Sven Müller knocks against the carbon front hood. As you would expect, the RS had to lose weight to become a real racing machine. An exhaust system made of titanium saves around nine pounds and, on the racetrack, the battery can be swapped for a lighter lithium-ion rechargeable battery. The real trick, however, is the striking roof with the wide groove in the middle, which reduces the frontal area. “The roof is an innovation not previously found in this form among automobiles. It is made of magnesium sheet metal and weighs 2.2 pounds less than a carbon-fiber roof,” says Preuninger.
The technical upgrade should have made the new RS significantly heavier than the conventional GT3: the increased dimensions of the chassis and the larger wheels alone account for 44 pounds of extra weight. The same applies to the dual-clutch transmission, which replaces the conventional gearbox. But the idea that fast lap times can be achieved only with extremely lightweight construction is no longer true. “If we have systems that improve performance and fit the vehicle, we put them in,” says Preuninger. And so the new GT3 RS is only 22 pounds lighter than the previous one, because the engineers did not wish to forgo a torque vectoring differential and rear-axle steering, both of which improve handling and speed on curves.
“Unfortunately, even as a new factory driver for 2015, I won’t be given a GT3 RS as a company car,” sighs Bamber. The RS is not limited, but until the production window closes in Spring 2016, a maximum of two thousand units will find their way to happy new owners.
By Markus Stier
Photos by Victor Jon Goico
06-01-2015, 09:52 AM
#8532
06-01-2015, 10:23 AM
#8533
Although my GT3 keeps the front end pretty planted, there are a few spots at a few tracks (mainly off camber heavy accelerating turns) where I really want that aero to push that front end down get that better traction. Looking forward to those front fender air slats
