Jon70

http://www.evo.co.uk/news/evonews/24...he_gt3_rs.html

savyboy

"We’ve gone very aggressive on the ignition timing,’ says Preuninger, ‘and with the better intake we have had to fit a revised, titanium exhaust. With the Sport button engaged and the valves open, it’s now louder than the Cup car."

"it’s littered with weight-saving details, and that doesn’t include the fabric door-pulls, which are an appealing gimmick but nothing more."
"Cabin-wise, it’s business as usual, with a few tweaks. I’m undecided on the fabric door-pulls: they’re cool but a touch disingenuous." No ****- thanks focus group for the one dumb-*** detail of the entire package.

"he just knows that the RS package is far superior on-track, which is where the majority will be used. They’re expecting something like a 5sec advantage at the Ring."

"‘The tyres are now the same width as the GT2, a 325 section. The wheel rim is the same width as before but the offset is different, so you can’t swap them with the regular GT3 wheels.’ "

...good stuff.

JuanCarpantier

very nice, thanks for the post

NJ-GT

So, 7:34 at the Ring is the expectation from the lead engineer. Right on the spot.

SpeedGeek

Can someone please explain to me how you obtain a higher compression ratio (12.2 RS v. 12.0 GT3) by ignition timing and intake plumbing alone???

The RS engine must have something different internally from the GT3, right?

malmasri

Now we just want to drive the damn thing.
Amen

dertub

I'll take the black one with black wheels in the last picture.

savyboy

Good catch. The configurator shows 12:1 GT3 and 12.2:1 GT3RS. I was roundly chastized previously for believing the configurator, but if true, then the engine has some different internals. For example- more piston dome/less relief cuts, thinner head gasket, shaved head, reshaped combustion area.

Compression ratio is always a static measurement, a direct mechanical (or would that be hydrodynamic?) calculation. Timing/plumbing have no effect on the calculation. They would have an effect on cylinder pressure or charge density which is totally different from CR.

In other words, CR is simply a factor of the empty volume left in the cylinder at TDC. Less volume=high compression ratio.

Nizer

zero sound-deadening... welcome to the machine

Bill_C4S

"And you notice the new gear ratios, especially second and third, the way you used to in a 205 GTI through that wonderful telltale of reduced intermediate gearing – the engine note doesn’t subside quite as much as you’d expect after each upshift. "

First car was a 205 GTi...funny how it continues to be a touchstone for EVO....was an absolute blast of a car.

Targa Tim

Thanks for the link.

I don't think my wife will enjoy sitting in the passenger seat...

allegretto

so;

marginally faster than a standard GT3 (5 sec on a 17 mi strip)
much nosier
not much lighter (remember, this is an ROW unit)
big wing (is that better or not?)
finally, unless they are perceived far differently than the .1 was, only a few will see the track anyway.

guess i'm happy with my GT3!

GrantG

I thought this was a strange quote, since the gear spacing is identical (same rev drops on upshifts) as the non-RS. It only has different spacing between 5th and 6th (in favor of the non-RS). The shifts in the lower gears will occur at slower speeds at redline (thanks to the lower final drive), so the car will have more urgency (but engine note should be identical).

TRAKCAR

I wanted one back in the day, even the 1.3 Rally would have worked for me circa 1987..

savyboy

Was thinking the same thing. Along with the LWFW, it's going to offer a lot of aural sex