GT3.2 Nordschleife
06-01-2017, 03:44 PM
#286
I know 15 degrees when HvS lap 991 GT3✌️
For sure these things do accually matter. BMW factory lap M4 GTS at optimal 13 degrees at 7.28min. Sport auto Christian lap M4 GTS at 30 degrees 7.37min. Its alot of seconds right there.
christian was only 3 seconds slower than Porsche GT4 factory, yes Christian was also then on optimal temp when he did GT4 test.
Thats why I always pay attention to what conditions they lap as It will matter.
Hehe, at the level age he is 4 years is alot. Its easy to get badly hurt down there, and the older people get they think that last second is not that importent☺️ In the end, but life is!
them younger hotshots do not think at al, about this, thats why they always are faster. But, in the end they will get old aswell☺️
For sure these things do accually matter. BMW factory lap M4 GTS at optimal 13 degrees at 7.28min. Sport auto Christian lap M4 GTS at 30 degrees 7.37min. Its alot of seconds right there.
christian was only 3 seconds slower than Porsche GT4 factory, yes Christian was also then on optimal temp when he did GT4 test.
Thats why I always pay attention to what conditions they lap as It will matter.
Hehe, at the level age he is 4 years is alot. Its easy to get badly hurt down there, and the older people get they think that last second is not that importent☺️ In the end, but life is!
them younger hotshots do not think at al, about this, thats why they always are faster. But, in the end they will get old aswell☺️
. Don't know if the weather was cooler then though...
06-08-2017, 03:04 PM
#292
SUPERTEST PORSCHE 911 GT3 JAUNDICE There are three keywords for the new Porsche 911 GT3: Suction engine, four-liter, ninety-one. What the extreme-eleven next to the magnificent high-speed boxer still has everything to offer, the Supertest reveals. The moment after which I signed the purchase contract for the new Porsche 911 GT3? Motorway A 5 near Bruchsal: At the front, a sober figure in digital numbers 312 km / h, at the rear celebrates once again a suction engine part - frenetic, screeching, metallic, omitted. The four-liter boxer in the GT3 rear: love at first sound. Porsche occupies a new niche, which was not a niche. Who still offers a suction engine today, which turns up to 9000 tours? This is a dying species.
For me, the new GT3 engine is currently the most emotional unit in the entire sports car scene. And the reason for buying a 911 GT3 is first and foremost the emotions - far ahead of the rationally measurable factors such as lap times, acceleration and braking values. Now, however, the word "supertest" stands above these lines - here the task is to eliminate the emotional and devote itself to the rational reasons. Is it really still there? Is the 911 GT3 still the best option for racing trackclubs? The fact is, the idea GT3 is now over the age. The fact is, however, that 18 years after the presentation of the first Porsche 911 GT3 of the Elfer series 996 the concept of the allegedly ultralative race track neunel is powerful under pressure. On the one hand, the competition is massively refreshed as recently seen in the outstanding super-test performance of the Mercedes-AMG GT R (Nordschleife: 7.11 min, Kleiner Kurs Hockenheim: 1.06.4 min); on the other hand, the 911 GT3 also gets off More and more fire. 911 GTS: How does the GT3 counter? In the last edition, the Porsche 911 Carrera GTS in the Supertest hovered over the northern loop in 7.24 minutes and burned a phenomenal lap time of 1.08.0 minutes in the Asphalt of the Kleine Kurs in Hockenheim. With a powerful 450 hp biturbo and newly developed sports tire, the GTS turned the 911 world upside down. Both the 991 GT3 of the first generation (Nordschleife: 7.32 min, Kleiner Kurs Hockenheim: 1.09.6 min) as well as the 991 GT3 RS (Nordschleife: 7.28 min, Kleiner Kurs Hockenheim: 1.08.5 min) 911 all-rounder called Carrera GTS. Suddenly there is an all-rounder in a smart elf robe, which is not only more everyday, but even faster on the racetrack than the hardcore models from the GT department.
The air for the GT3 has become very thin, but anyone who knows the development history of the GT3 and its makers knows that the wing-911 has impressively repulsed at the right time in times of supposed weaknesses. Nordschleife, April 28, 2017 - Porsche has rented the route exclusively for a day to drive the new GT3 for the first time at the Serientrimm on time. It is exactly the day at the end of which test and development driver Lars Kern the GT3 in an impressive 7.12.7 minutes over the ring. The conditions are perfect - outside temperature 10 degrees Celsius, asphalt temperature 14 degrees - it is better not for a free-sucking engine. Of course, Porsche shows us the GT3 with PDK transmission for the Supertest. How much slower is the handset than the PDK? Test and development driver Timo Kluck drove an impressive little difference of just three seconds on the 28th April between the two transmission variants in favor of the PDK. Thanks, Timo, then I have to do this now and can celebrate the GT3 hand switch on another test day. 14 clock, we turn the time before, after the Werkkutschern may finally the journalistenkutscher with the GT3 on the Nordschleife. There is no time to settle down. A first round of rounds will be followed by a rolling round with a set tire set. The Porsche team then switches to a new and pre-heated wheel set for a further time lap. More than two fast times are not on the agenda today for the Supertest. The Porsche best time of the GT3 was also driven with a new and pre-heated wheel set - due to the rather low outside temperatures, Porsche set on a similar procedure as Mercedes-AMG at the well-known super-race of the GT R. In the same way as the Porsche test drivers, we do not only compete with the same vehicle, which also set the Porsche best time, but also with a non-road racing racing seat from the 911 racing car GT3 Cup. Quite honestly, the feeling is already safer than having a Seriensitz with three-point gurge
For me, the new GT3 engine is currently the most emotional unit in the entire sports car scene. And the reason for buying a 911 GT3 is first and foremost the emotions - far ahead of the rationally measurable factors such as lap times, acceleration and braking values. Now, however, the word "supertest" stands above these lines - here the task is to eliminate the emotional and devote itself to the rational reasons. Is it really still there? Is the 911 GT3 still the best option for racing trackclubs? The fact is, the idea GT3 is now over the age. The fact is, however, that 18 years after the presentation of the first Porsche 911 GT3 of the Elfer series 996 the concept of the allegedly ultralative race track neunel is powerful under pressure. On the one hand, the competition is massively refreshed as recently seen in the outstanding super-test performance of the Mercedes-AMG GT R (Nordschleife: 7.11 min, Kleiner Kurs Hockenheim: 1.06.4 min); on the other hand, the 911 GT3 also gets off More and more fire. 911 GTS: How does the GT3 counter? In the last edition, the Porsche 911 Carrera GTS in the Supertest hovered over the northern loop in 7.24 minutes and burned a phenomenal lap time of 1.08.0 minutes in the Asphalt of the Kleine Kurs in Hockenheim. With a powerful 450 hp biturbo and newly developed sports tire, the GTS turned the 911 world upside down. Both the 991 GT3 of the first generation (Nordschleife: 7.32 min, Kleiner Kurs Hockenheim: 1.09.6 min) as well as the 991 GT3 RS (Nordschleife: 7.28 min, Kleiner Kurs Hockenheim: 1.08.5 min) 911 all-rounder called Carrera GTS. Suddenly there is an all-rounder in a smart elf robe, which is not only more everyday, but even faster on the racetrack than the hardcore models from the GT department.
The air for the GT3 has become very thin, but anyone who knows the development history of the GT3 and its makers knows that the wing-911 has impressively repulsed at the right time in times of supposed weaknesses. Nordschleife, April 28, 2017 - Porsche has rented the route exclusively for a day to drive the new GT3 for the first time at the Serientrimm on time. It is exactly the day at the end of which test and development driver Lars Kern the GT3 in an impressive 7.12.7 minutes over the ring. The conditions are perfect - outside temperature 10 degrees Celsius, asphalt temperature 14 degrees - it is better not for a free-sucking engine. Of course, Porsche shows us the GT3 with PDK transmission for the Supertest. How much slower is the handset than the PDK? Test and development driver Timo Kluck drove an impressive little difference of just three seconds on the 28th April between the two transmission variants in favor of the PDK. Thanks, Timo, then I have to do this now and can celebrate the GT3 hand switch on another test day. 14 clock, we turn the time before, after the Werkkutschern may finally the journalistenkutscher with the GT3 on the Nordschleife. There is no time to settle down. A first round of rounds will be followed by a rolling round with a set tire set. The Porsche team then switches to a new and pre-heated wheel set for a further time lap. More than two fast times are not on the agenda today for the Supertest. The Porsche best time of the GT3 was also driven with a new and pre-heated wheel set - due to the rather low outside temperatures, Porsche set on a similar procedure as Mercedes-AMG at the well-known super-race of the GT R. In the same way as the Porsche test drivers, we do not only compete with the same vehicle, which also set the Porsche best time, but also with a non-road racing racing seat from the 911 racing car GT3 Cup. Quite honestly, the feeling is already safer than having a Seriensitz with three-point gurge
06-08-2017, 03:06 PM
#293
T at 280 km / h or more by the linkknick at the Antoniusbuche. This seat is installed only in the north-loop measurement; all other Supertest disciplines are contested by the GT3 with the optional full-shell sports seat. At 17.5 kilos, the option available from the factory is, incidentally, nine kilos lighter than the Cup racing seat (see picture on page 10). The GT3 does not have a weight advantage because of the racing cup on the ring. Four liters instead of 3.8 liters How to get to Schwedenkreuz - you already know subjectively that there was a lot of changes in the rear of the GT3 rear. Compared to the first 991 generation, the current GT3 is no longer wearing a 3.8-liter six-cylinder boxer, but the four-liter model mentioned at the beginning. From 475 were now 500 hp rated power. Incidentally, on this day of the test, a trip also takes place in a 991 GT3 RS. Without If and But:
The four-liter of the new GT3 is also better than the four-liter of the 991 RS. The new four-liter is now screaming up to 9000 tours, while the four-liter of the 991 RS is "only" to a maximum of 8800 rpm. Both the lower speed range and 8250 rpm, where the maximum power is applied, the four-liter now turns more energetically. More about the four-liter development in the Spotlight technology. And the crest before the Swedish cross? Goes unloaded in the GT3 with 269 km / h, while the Carrera GTS at 266 km / h noticeably lacked aerodynamics here. In GTS, it was not always one hundred percent sure whether to "leave" on this section of the route. Effectively modified Aero The GT3 goes homogeneously out of the springs on the top and rear axles and remains stable and calculable at all times on the front and rear axles. Especially at the top of the cross, the GTS-Heck raised more compared to the GT3. In addition, - we call it, the "balance of flight behavior" was less favorable. In the GTS, the rear axle lifted more than the front axle. The subsequent landing also felt more restless. "The spoiler is 20 millimeters higher and 10 millimeters further back than the predecessor.
The wing profile has remained the same, but the entire rear cover is new. The rear edge, which must cooperate very strongly with the wing at the rear, is now also behind, "describes GT-man Preuninger the first part of the revised GT3 aerodynamics. Although the bodywork changes are moderate compared to the first 991 GT3, we remember Preuninger's words in the GT3 study in issue 4/2017: "The new GT3 achieves 20% more downforce than its predecessor. Thus, the car has similar output values as the 997 RS of the second generation. At the front skirt now new airblades help, so that the flow laterally at the bow part lies laminar earlier. But the real breakthrough in aerodynamics comes from the new underbody. The second GT3 generation carries a 911 R-derived rear diffuser, which the first generation did not yet have. In terms of efficiency, however, we have been able to significantly increase the diffuser in the GT3. In the GT3, we have air deflectors behind the front wheels, which accelerate the air under the car towards the rear diffuser - and this makes it even better. " Hooks behind - not only for the new unit, but also for aerodynamic progress, there are plus points. And what about steering? It does not even need the north loop, it is exactly a country road curve, and GTS-interested change immediately in the Porsche Configurator - away from the 911 Carrera GTS, to the 911 GT3. This is exactly how the steering must be Even if the feedback on the center position, the manual torque and the steering behavior of the GTS steering through modifications as well as last but not least through the Pirelli sports tires feel better than the Carrera steering systems of the 991.2 series, the GT3 steering immediately makes you clear, As a really nice Porsche steering really has to feel. In my opinion, all 911 steering should feel subjectively like the GT3 steering - precise, but not too pointed around the middle position and above all with a sports steering wheel not too large steering angle.
The hardware of the current GT3 steering is almost the same as with the first GT3 generation, the software tuning of the EPS is now largely from the steering of the 911 R. And what has been done on the chassis side? While the spring rates on the front and rear axles remained unchanged, the interior design and tuning of the dampers were modified. In addition, the GT3 now also benefits from some parts, which until now only the 991 RS has worn. For example, the renal bearings of the longitudinal guide members are made stiffer. On the software side, the vehicle dynamics developers changed the coordination of the electronically controlled cross barrier and, among other things, increased the maximum barrier
The four-liter of the new GT3 is also better than the four-liter of the 991 RS. The new four-liter is now screaming up to 9000 tours, while the four-liter of the 991 RS is "only" to a maximum of 8800 rpm. Both the lower speed range and 8250 rpm, where the maximum power is applied, the four-liter now turns more energetically. More about the four-liter development in the Spotlight technology. And the crest before the Swedish cross? Goes unloaded in the GT3 with 269 km / h, while the Carrera GTS at 266 km / h noticeably lacked aerodynamics here. In GTS, it was not always one hundred percent sure whether to "leave" on this section of the route. Effectively modified Aero The GT3 goes homogeneously out of the springs on the top and rear axles and remains stable and calculable at all times on the front and rear axles. Especially at the top of the cross, the GTS-Heck raised more compared to the GT3. In addition, - we call it, the "balance of flight behavior" was less favorable. In the GTS, the rear axle lifted more than the front axle. The subsequent landing also felt more restless. "The spoiler is 20 millimeters higher and 10 millimeters further back than the predecessor.
The wing profile has remained the same, but the entire rear cover is new. The rear edge, which must cooperate very strongly with the wing at the rear, is now also behind, "describes GT-man Preuninger the first part of the revised GT3 aerodynamics. Although the bodywork changes are moderate compared to the first 991 GT3, we remember Preuninger's words in the GT3 study in issue 4/2017: "The new GT3 achieves 20% more downforce than its predecessor. Thus, the car has similar output values as the 997 RS of the second generation. At the front skirt now new airblades help, so that the flow laterally at the bow part lies laminar earlier. But the real breakthrough in aerodynamics comes from the new underbody. The second GT3 generation carries a 911 R-derived rear diffuser, which the first generation did not yet have. In terms of efficiency, however, we have been able to significantly increase the diffuser in the GT3. In the GT3, we have air deflectors behind the front wheels, which accelerate the air under the car towards the rear diffuser - and this makes it even better. " Hooks behind - not only for the new unit, but also for aerodynamic progress, there are plus points. And what about steering? It does not even need the north loop, it is exactly a country road curve, and GTS-interested change immediately in the Porsche Configurator - away from the 911 Carrera GTS, to the 911 GT3. This is exactly how the steering must be Even if the feedback on the center position, the manual torque and the steering behavior of the GTS steering through modifications as well as last but not least through the Pirelli sports tires feel better than the Carrera steering systems of the 991.2 series, the GT3 steering immediately makes you clear, As a really nice Porsche steering really has to feel. In my opinion, all 911 steering should feel subjectively like the GT3 steering - precise, but not too pointed around the middle position and above all with a sports steering wheel not too large steering angle.
The hardware of the current GT3 steering is almost the same as with the first GT3 generation, the software tuning of the EPS is now largely from the steering of the 911 R. And what has been done on the chassis side? While the spring rates on the front and rear axles remained unchanged, the interior design and tuning of the dampers were modified. In addition, the GT3 now also benefits from some parts, which until now only the 991 RS has worn. For example, the renal bearings of the longitudinal guide members are made stiffer. On the software side, the vehicle dynamics developers changed the coordination of the electronically controlled cross barrier and, among other things, increased the maximum barrier
06-08-2017, 03:07 PM
#294
moment. Traction control also benefited from a new vote. Although the GT3 does not have a visually appealing rotary **** in the racing look like the AMG GT R, the traction control can be seen in the first shutdown stage (ESC off). The vote has been so successful that neither the Nordschleife nor later in Hockenheim can be affected by any regulatory intervention, even though they happen in the background. The traction of the GT3 is excellent under load. So, but now times butter with the fish: Who drives in the border area easier quickly? 911 Carrera GTS or 911 GT3? Sorry Flacht, clear answer: The GTS. Especially on the north loop, the GTS scores with a high deflection stability. Against load changes, the GTS is almost immune, and you can brakes incredibly late in the curve. Even more hectic steering maneuvers the GTS unimpressed away.
Under load the GTS scores with satter traction, before it goes "on the very last groove" easily into the Untersteuern. In short, trust in the GTS is immensely high in the border area. And the 911 GT3? The good news for GT3 fans ahead: He is on the north loop much faster than the GTS. The criticism immediately afterwards: The GT3 could still be much faster than the difference in the Supertest of six seconds compared to the GTS. Why? There is still a potential improvement potential. The driving stability of the GT3 on the north loop is good, but only if you stick to some game rules. Game number 1: Never brake into the curve. As soon as the rear wheel is relieved during braking, and the steering angle is applied to the steering wheel, the GT3 rear pushes towards the outside edge of the curve. This behavior is particularly noticeable on the northern loop in the case of more aggressive braking maneuvers and late braking points, particularly on downhill braking zones. So rather brake earlier. Example: the narrow link curve at the stretch section weir soaps. GT3 at the border? The driver's car Game number 2: Do not drive too aggressively, otherwise the GT3 rear wheel turns faster than, for example, with the GTS or the AMG GT R. If you watch the video of the Super Tour, this driving behavior will be especially noticeable in the Mutkurve. The GTS remained extremely stable at 171 km / h, while the GT3 suddenly had its rear shifted and the pilot had to work with clear steering corrections. Therefore, the comparatively low cornering speed of 157 km / h. 3: Avoid load changes. Unlike the GTS, the GT3 is more responsive to load changes and is more manageable when it is driven as much as possible under train. Overall, the GT3 looks a bit too sharp for the Nordschleife. On the small course of Hockenheim the set-up fits better.
Whoever wants to be on the limit with boundless confidence and extremely easy to handle driveability (except for the top of the Swede's cross), takes the 911 Carrera GTS with sports tires or changes completely the brand. At the moment, no Porsche is approaching the driving stability of the Mercedes-AMG GT R in the border area. However, if you want a modern, very agile sports car that does not work with an almost digital good-nature, but asks the driver, he takes the new 911 GT3. In short, the GT3 is the driver's car. Dear forum clerk and tribal heroes: The GT3 runs exactly the way you always wanted it - challenging and exciting.
◾ Text Christian Gebhardt · Photos Hans-Dieter Seufert, Arturo Rivas (5) MY OPINION Congratulations on the "double pole": With the Porsche 918 Spyder and the 911 GT3 two Porsche now lead in the overall evaluation of the Supertest. At the beginning of the Supertest I had mentioned already, which would be the decisive reason for the purchase of the new GT3: the four-liter sucker. While more and more sports car manufacturers are replacing the suction engine units from their portfolio and are replacing them with biturbo engines, Porsche is happy to stick to this highly-emotive engine technology. Driving dynamically, the GT3 has made the jump expected by every GT model forward. The agility on the country road is fascinating. On the racetrack, driving stability in the border area is likely to be even greater.
Under load the GTS scores with satter traction, before it goes "on the very last groove" easily into the Untersteuern. In short, trust in the GTS is immensely high in the border area. And the 911 GT3? The good news for GT3 fans ahead: He is on the north loop much faster than the GTS. The criticism immediately afterwards: The GT3 could still be much faster than the difference in the Supertest of six seconds compared to the GTS. Why? There is still a potential improvement potential. The driving stability of the GT3 on the north loop is good, but only if you stick to some game rules. Game number 1: Never brake into the curve. As soon as the rear wheel is relieved during braking, and the steering angle is applied to the steering wheel, the GT3 rear pushes towards the outside edge of the curve. This behavior is particularly noticeable on the northern loop in the case of more aggressive braking maneuvers and late braking points, particularly on downhill braking zones. So rather brake earlier. Example: the narrow link curve at the stretch section weir soaps. GT3 at the border? The driver's car Game number 2: Do not drive too aggressively, otherwise the GT3 rear wheel turns faster than, for example, with the GTS or the AMG GT R. If you watch the video of the Super Tour, this driving behavior will be especially noticeable in the Mutkurve. The GTS remained extremely stable at 171 km / h, while the GT3 suddenly had its rear shifted and the pilot had to work with clear steering corrections. Therefore, the comparatively low cornering speed of 157 km / h. 3: Avoid load changes. Unlike the GTS, the GT3 is more responsive to load changes and is more manageable when it is driven as much as possible under train. Overall, the GT3 looks a bit too sharp for the Nordschleife. On the small course of Hockenheim the set-up fits better.
Whoever wants to be on the limit with boundless confidence and extremely easy to handle driveability (except for the top of the Swede's cross), takes the 911 Carrera GTS with sports tires or changes completely the brand. At the moment, no Porsche is approaching the driving stability of the Mercedes-AMG GT R in the border area. However, if you want a modern, very agile sports car that does not work with an almost digital good-nature, but asks the driver, he takes the new 911 GT3. In short, the GT3 is the driver's car. Dear forum clerk and tribal heroes: The GT3 runs exactly the way you always wanted it - challenging and exciting.
◾ Text Christian Gebhardt · Photos Hans-Dieter Seufert, Arturo Rivas (5) MY OPINION Congratulations on the "double pole": With the Porsche 918 Spyder and the 911 GT3 two Porsche now lead in the overall evaluation of the Supertest. At the beginning of the Supertest I had mentioned already, which would be the decisive reason for the purchase of the new GT3: the four-liter sucker. While more and more sports car manufacturers are replacing the suction engine units from their portfolio and are replacing them with biturbo engines, Porsche is happy to stick to this highly-emotive engine technology. Driving dynamically, the GT3 has made the jump expected by every GT model forward. The agility on the country road is fascinating. On the racetrack, driving stability in the border area is likely to be even greater.
06-08-2017, 03:14 PM
#295
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Rennlist Member
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Thanks for posting!
06-08-2017, 03:22 PM
#296
Rennlist Member
Nur93, thank you.
06-08-2017, 04:10 PM
#299
Enjoy..Glad you guys enjoy!
wtf, Timo Kluck was only 3 seconds slower In stick shift gen 2 GT3 vs PDK gen 2 GT3😳😂
I would have guess 5-8 seconds, damn.
Still Lars Kern did the lap officielly, Hence I guess he is faster then Timo
wtf, Timo Kluck was only 3 seconds slower In stick shift gen 2 GT3 vs PDK gen 2 GT3😳😂
I would have guess 5-8 seconds, damn.
Still Lars Kern did the lap officielly, Hence I guess he is faster then Timo
06-08-2017, 04:12 PM
#300
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