Jooq

+1

TRAKCAR

Hoping for a LE 4.2L RS and loads and loads of GT2RS.....
Fingers crossed to see it at Goodwood.

Kobalt

One more thing: the guy I talked to about the GT2/GT3 could not understand why you'd want a manual. And now PDK is even better in the 991.2 GT3.
But his approach is a little bit like mine: driving a lot on track and when on street just coasting-too dangerous to drive actively on public roads.

Petevb

Let me guess: he was German.

<3mph

Kobalt, can you elaborate on how PDK is better in the .2 please? I hadn't heard that info.

RennOracle

Doesn't the RSR make 560hp with a 4.0? I would bet on an upgraded 4.0.

Kobalt

.

Kobalt

I didn't ask but I suspect grant can tell us.

bronson7

Isn't it just an update in the software? I'd also like to know.

Kobalt

I'm pretty sure this has been reported by journalists. I don't remember if AP mentioned it the videos as well.

Drifting

Software update is what I heard. Mechanicals are the same.

Jean

It also requires a 50 hour engine overhaul, and that excludes turbo heat. A turbo engine cannot reach that kind of HP per Bar of air pressure and cannot rev up so high without early damage.

Petevb

The RSR's engine was designed to last one 24 hour race- practice, qualifying and competition. It's also designed to make power with air restrictors, etc. In order to accomplish this goal they willingly sacrifice longevity for power.

Two ring pistons reduce friction and are lighter but don't seal as well as three, and hence will begin to leak as hours build. Pistons and rods are time-change because making them so lets them be a few grams lighter. Every tolerance starts on the lose side (less friction) and gets loser.

One should not confuse this style of engine build for what's possible without rules. With air limited reducing friction becomes one of the only ways to make more power, so pursuit of that goal is relentless. Without restictors or with a turbo there is a much easier way to make power: add more air. Derestricted an RSR engine would make well more power and could make its current power far more reliably.

A turbo increases cylinder pressures requiring heavier components, and this does limit rev potential slightly. More important, however, is that when you compress the incoming air you remove the incentive to rev in the first place- you can crank boost and pass just as much air at 5k rpm as an N/A engine at 10k- a great tradeoff despite the heat because revs are inherently damaging.

Nizer

510

http://www.porsche.com/usa/eventsand...s/991-911-rsr/

RennOracle

I answered regarding the 991.2 GT3 RS engine. I missed the fact this is the GT2 RS.