6 speed?

 

IDK it seems member Alex started this back in sept 2010 and this is like 65 pages now? http://www.teamspeed.com/forums/gt/4...d-edition.html

 

Thanks for the link.

 

no prob, lots of speculation but lets hope this thing breaks cover somewhere before the actual date

 

It has been confirmed on rennteam... Adias posted a link...

 

Can you link me plz? Thx!

 

You'll need to create a Rennteam account (free) to see the (copyright breach) scans of an Evo mag interview with DarthVolkswagen.

http://www.rennteam.com/forum/thread...html#p20203782

 

Ah, saw that already. Thx. Was looking for the link from member ADias.

 

https://rennlist.com/forums/997-gt2-...light=rennteam

 

The current RS is 150K euros inc taxes in Germany

Based on the current pricing structure in Europe/UK & the increased capacity from 3.8L to 4.0L, LE etc my guess is:

RSR 480-490HP £150K / 200K euros incl taxes

 

Evo magazine interview with Wolfgang Hatz, the new head of R&D at Porsche...

Q) Talking about the GT3, what's this 4-litre GT3 RS we keep hearing about?

"There will be something coming out soon and it is very special and will be a good success. For me, the GT3 is the most emotional 911 of all and this new version is even more emotional. It will be the last evolution of the current engine..."

- Wolfgang Hatz, Head of R&D, Porsche



...latest rumours suggest Porsche's new road-racer may be launched as the Porsche 911 GT3 RSR...





In 2006/07, the Porsche 911 GT3 RSR race-car produced 485bhp from a 3.8-litre GT1-derived Mezger flat-six...



Porsche 911 GT3 RSR (MY2007)

Based on the current 911 GT3 RS, a particularly light and sporty derivative of the 911 GT3, the new GT3 RSR is designed to comply with the A.C.O (Automobile Club de l’Ouest), the FIA-GT and IMSA (International Motorsports Association) as well as VLN (Veedol Langstrecke Nuerburgring) regulations. Porsche decided to build the new GT3 RSR after analysing the A.C.O. and FIA regulations in a specification which allows a minimum weight of 1,225 kilograms (predecessor: 1,125 kgs) and permits the tyre width to be increased by two inches to now 14 inches. 35 kilograms of the required additional weight may be placed as ballast in the vehicle, contributing to a lower centre of gravity.

For the normally-aspirated Porsche engine this specification allows a capacity of 3.8-litres with two 30.3 millimetre air restrictors (predecessor: 3.6-litres, two restrictors with 29 mm diameter). The increase in displacement was achieved through the enlargement of the bore to 102.7 millimetres with the unchanged stroke of 76.4 mm. With the mandatory air restrictors, the unit delivers 359 kW/485 hp at 8,500 revs per minute. Maximum torque increased to 435 Nm. Top engine speed is reached at 9,000 rpm. Thanks to the increase in capacity and the corresponding reprogramming of the electronics the top performance as well as the response and driveability have further improved. The efficiency of the mid-front radiator was increased while the radiators flanking the centre unit on each side are the same as in the high performance Carrera GT.

The latest GT3 RSR features the proven sequential six-speed gearbox with ignition cut of its forerunner.

The bodyshell of the GT3 RSR with the welded-in safety cage is ten percent stiffer than its predecessor. Distinctive wheel arches widen the body by 50 millimetres on each side. The track is enlarged correspondingly; wheels and tyres of the maximum allowable dimension can be fitted.

The relocation of the supplementary oil tank (option), the power steering and the battery to the front improve the weight distribution. The front and rear lids, the front mudguards, the wider rear, the doors as well as the front and rear panelling and wing consist of carbon-fibre composite material. The rear and side windows are manufactured from light polycarbonate.

The newly-developed aerodynamic package improves the aerodynamic efficiency compared to the forerunner (type 996 GT3 RSR) by around seven percent. Airflow to and from the radiators, the brakes and the engine were further optimised. In compliance with the FIA and A.C.O. regulations the new GT3 RSR features a flat underbody.

The suspension with Porsche-optimised struts at the front and the Porsche multi-link axle at the rear corresponds to the configuration of the standard car. The modified kinematics are set-up for the wider tyre footprint and for the lowest possible camber change in rebound and compression. The new ZFSachs shock absorbers feature the Through-Rod-System with considerably lower chamber pressure and hence less friction than conventional dampers. As a result they offer a significantly improved response characteristic. The position of the rear axle was optimised. The axle features a new anti-rollbar, an adjustable upper link and an optimised lower link.

The brake system features six-piston aluminium callipers and 35 millimetre thick brake discs measuring 380 mm in diameter at the front and 30 millimetre four-piston aluminium callipers with 355 mm diameter discs at the rear.

Over the 2006/07 winter, 35 units of the new racing sportscar will initially be built.

Specifications 911 GT3 RSR* (based on 911 GT3 RS, Type 997)

Concept:
Single-seater, production-based racing car, not suitable for road use;
based on 911 GT3 RS;
Homologated summer 2006 for 24 Hours of Spa, Group 2 (National Championships) and spring 2007 (A.C.O., IMSA, FIA GT);
suited for worldwide GT racing.
Body: Coupé, monocoque;
based on the 911 GT3 RS;
lightweight all-steel body hot-galvanised on both sides; weight optimised;
front and rear panels, side-sills made of reinforced carbon-fibre, aerodynamically modified;
rear lid, panel and doors made of reinforced carbon-fibre;
front wheel arches, rear flared wheel arches made of reinforced carbon-fibre;
side and rear windows made of plastic;
adjustable rear wing made of reinforced carbon-fibre;
flat underfloor according to A.C.O. and FIA Regulations;
welded-in steel safety cage (30 metres/98feet of seamless steel tubes);
racing bucket seat with flame-resistant cover;
six-point seat belt, suited for Head And Neck Support System (HANS);
electrically operated fire extinguishing system;
pneumatic car jack.
Aerodynamics:
Variable by way of the rear wing, spoiler, front air dam, ride heigh.

Power unit:
Six-cylinder aluminium boxer engine, water-cooled; engine block and cylinder heads made of aluminium; four valves per cylinder; oil cooling by oil/water heat exchanger; variable valve timing (VarioCam); hydraulic valve play compensation; intake system with two restrictors measuring 30.3 mm/1.19" each on the 1225-kg A.C.O. version; individual throttle butterflies; dry sump lubrication with separate oil tank; coolant and engine oil pressure filling; exhaust gas treatment by two metallites in PE Design™; two oxygen sensors with stereo control; electronic MS 4.0 engine management; electronic ignition with solid-state distributor (six coils); sequential multipoint fuel injection.
Bore: 102.7 mm/4.04"
Stroke: 76.4 mm/3.01"
Capacity: 3795 cc
Compression ratio: approx 14.5:1
Engine output: 357 kW/485 bhp at 8500 rpm
Max Torque: 435 Nm/321 lb-ft at 7250 rpm
Output per Litre: 99.2 kW/134.9 bhp
Max engine speed: 9000 rpm
Fuel grade: Premium plus (RON 98 – 102), unleaded
Exhaust system in basic version to A.C.O.-specifications:
fan manifold with silencer (113 dBA drive-by)

Alternative exhaust systems:
1. Fan manifold with silencer to FIA standard (110 dBA idling).
2. Fan manifold with open tailpipes.
3. Fan manifold with tailpipes and catalysts homologated to DMSB or, respectively, for 24 Hours of Spa according to Belcar Regulations.

Electrical system:
12 V;
Motec display with data recording;
battery capacity 45 Ah;
alternator 140 Ah;
optional: Bosch Memory Card; Traction Control.

Power transmission:
Engine and gearbox bolted together to form one drive unit; drive power conveyed by double joint drive shafts to rear wheels;
sequential six-speed manual gearbox;
shift force sensor interrupting the flow of power; oil/water heat exchanger;
single-mass flywheel with three-plate reinforced carbon-fibre racing clutch;
clutch diameter 140 mm/5.5";
limited-slip differential 40/60 split or various other options.

Suspension:

Front: spring strut axle with Unibal joints and modified kinematics; wheel mounts suspended independently on track control arms and longitudinal arms; double coil springs (main and auxiliary springs) with adjustable spring rate; ZFSachs gas pressure dampers (through rod system); split lower track control arm for adjusting camber; adjustable bending-blade anti-roll bar; wheel mounts with double damper clamps; power steering with electrical assistance

Rear: multi-arm axle with Unibal joints and modified ki nematics, wheels suspended independently on five arms; axle mount fitted rigidly in position; double coil springs (main and auxiliary springs) with adjustable spring rate; ZFSachs gas pressure dampers (through rod system); split lower track control arm for adjusting camber; rear axle tie-rod reinforced and infinitely adjustable; infinitely adjustable bending-blade anti-roll bar.
Overall suspension infinitely adjustable (height, camber, track).

Brakes:
Twin-circuit brake system with front/rear split and balance bar control with main brake cylinder pulled; no ABS; six-piston aluminium monobloc fixed callipers at the front; four-piston aluminium monobloc fixed callipers at the rear; cross-drilled, inner-vented brake discs measuring 380 x 35 mm/13.78 x 1.38" in diameter and thickness at the front and 355 x 32 mm/13.98 x 1.26" in diameter and thickness at the rear.

Wheels and tyres:
Front: 11 J on Michelin 27/65 18 slicks
Rear: 13 J on Michelin 31/71 18 slicks

Weight:
1225 kg (2701 lb) according to A.C.O. and FIA GT Regulations
Power-to-weight ratio: 3.3 kg/kW (2.5 kg/bhp)

Dimensions:
Length: 4439 mm +/– 5 mm (174.8")
Width: 1957 mm +/– 5 mm (77.0")
Height: max 1250 mm/49.2"
Wheelbase: 2373 mm/93.4”

Track:
front: 1565 mm/61.6” (3.5o camber)
rear: 1620 mm/63.8” (3.0o camber)

Tank capacity:
100 litre (22 Imp gal)
safety tank with fast filling function

* Specifications may vary according to national regulations and requirements













EDIT by 911SLOW:
Removed copyrighted material.

It is ok to post links from internet sites or on line car magazines but scanning pages and attaching them here is not.

 

2011 Porsche 911 GT3 R Hybrid (Version 2.0)



Porsche lines up with an even more efficient 911 GT3 R Hybrid

(17 March 2011)

Stuttgart. Porsche takes up the Nürburgring 24 hour race on 25 June with a further developed version of the Porsche 911 GT3 R Hybrid. Priority of the development was given to the improvement of efficiency through the targeted optimisation of hybrid components, which also resulted in a 20 percent weight reduction. Version 2.0 of the 911 GT3 R Hybrid is intended to achieve the same lap times as its predecessor but with less fuel consumption.

The general layout of the hybrid was adopted from the 2010 model. A portal axle with two electric motors drives the front wheels and supplements the four-litre, depending on the balance of performance classification approximately 470 hp, six-cylinder boxer engine at the rear. The output of both electric motors has increased from 60 to 75 kilowatts each. For seconds at a time, pilots now have almost an additional 200 hp at their disposal with the 911 GT3 R Hybrid 2.0. Depending on the programming, this power is automatically activated through use of the throttle pedal. Moreover, pilots can manually call up this extra power, for instance when overtaking.

The electric flywheel accumulator, with its rotor spinning up to 40,000 rpm and stor-ing energy mechanically as rotational energy, is now housed with the other hybrid components in a carbon fibre safety cell on the passenger’s side.

At first glance, the new GT3 R Hybrid is clearly distinguishable from the 2010 model. Thanks to the optimisation of the hybrid system’s high voltage components, the large louvres in front of the rear fenders were no longer necessary. This reduces drag and also lowers fuel consumption. All in all, the weight of the vehicle decreased from 1,350 to 1,300 kilograms.

“We’ve collected a great deal of information from our races on the Nürburgring, at the ALMS race at Road Atlanta in the USA, as well as from the ILMC race on China’s Zhuhai circuit, which was an invaluable help for the further development of our racing laboratory,” says Hartmut Kristen, head of Porsche motorsport. “The emphasis of our work was on improving efficiency. That means we want to keep the lap times consis-tent with 2010 but use less energy, hence less fuel. In this way, we support future developments of road-going, sporting hybrid vehicles.”

The cockpit of the 911 GT3 R Hybrid has also been completely revised. Most of the displays and controls have moved to the steering wheel. Drivers can operate the rest of the functions via backlit buttons now situated on the centre console. Priority was placed on the ergonomics and the clear layout for pilots – particularly in darkness.

The new 911 GT3 R Hybrid is a perfect example of the ‘Porsche Intelligent Performance’ philosophy, a principle found in every Porsche: More power on less fuel, more efficiency and lower CO2 emissions – on the race track and on the road.



































-- Porsche AG press release --

 

^^ That right there is what it (4.0 GT3RS LE) should look like!

 

no, mj
the wing is to small.
make it wider.

 

Make it steet legal, add 6 speed and done.