Sportiest 911 of Them All
The most sporting
911 with a naturally-aspirated power unit is all set and
ready to take up new challenges: Even more powerful, faster
and more dynamic than ever before, the new 911 GT3 is about
to prove its enhanced potential as of May 2009.
As usual, a wide
range of know-how gained in motorsport has gone directly
into the development of this outstanding sports car, making
the new GT3 a supreme performer not only on the road, but
also on the track.
The Porsche 911
GT3 now reaches an even higher standard in its two main
qualities: power and driving dynamics. Maximum output of the
naturally-aspirated six-cylinder now increased in size to
3.8 litres is 435 bhp (320 kW), up 20 bhp over the previous
model. In particular, the flat-six power unit carefully
upgraded for even more muscle and performance offers a
significant increase in torque at medium engine speeds very
noticeable above all in everyday use.
of the new GT3 has also been enhanced once again, with the
car accelerating to 100 km/h in 4.1 seconds and reaching 160
km/h in 8.2 seconds. Top speed is 312 km/h or 193 mph, and
both fuel consumption as well as exhaust emissions have been
design with a new rear wing
In its unique and
truly outstanding design, the new 911 GT3 stands out from
the start as a thoroughbred production sports car and a
production-based racing car all in one. Even at very first
sight, the new GT3 clearly shows its qualities to the
connoisseur, the new cooling air outlet bordering on the
front apron and the front lid and positioned between the
bi-xenon headlights now featured for the first time as
standard offering optimised thermal balance. And as a
special feature the central outlet is covered by a grid on
top, just like the three large air intakes in the lower
section of the front bumper previously open to the outside
without any kind of cover.
The rear end of
the new GT3 stands out even more significantly both from the
previous model and from the production 911, with the newly
designed engine lid featuring modified, grid-clad air
outlets stretching from one side to the other between the
LED rear light clusters.
characteristic feature of the 911 GT3 is the rear wing
fitted in position as a regular highlight on all GT3s over
the years. Completely re-designed, the wing now extends
beyond the support bars in the same look as on the racing
versions of the GT3. The side ends of the wing – the
sideplates – are connected with the wing completely from
front to rear and proudly bear the designation “3.8” as
reference to the new power unit – and as a reminiscence to
the legendary 911 RS 3.8 back in 1993.
Beneath the wing
two spade-like scoops serve as air intakes, supplying the
engine with a forced air flow according to the ram air
principle, thus improving both the intake of combustion air
and the engine cooling effect.
downforce more than doubled
This upgrade of
the GT3 in its design and contours serves above all to
optimise the car’s aerodynamics: The modifications increase
downforce both on the front and rear axle, ensuring more
than twice as much downforce overall as on the former GT3.
As a result, the new GT3 now offers even better grip and
stability at high speeds.
qualities of the new 911 GT3 are also enhanced significantly
with body height lowered by approximately 30 millimetres or
almost 1.2” versus the current 911 Carrera. First, this
reduces the frontal area of the car and minimises air
resistance accordingly. Second, the lower body reduces the
flow of air beneath the car, once again increasing downforce
Like the current
911 Carrera, the 911 GT3 comes with an extra-large
underfloor cover for superior aerodynamics. Appropriate air
ducts in the rear of the underfloor cover serve at the same
time to cool the rear brakes.
power unit with upgraded VarioCam
Once again, the
power unit of the new 911 GT3 proves the great potential the
six-cylinder boxer still has to offer: With maximum engine
speed increased from 8,400 to 8,500 rpm the new 911 GT3 is
again one of the top performers in terms of speed and
dynamic engine qualities. Specific output of 114.6 bhp (84.3
kW) per litre exceeds that of most competitors, in some
cases by far.
qualities of this calibre, the engine must not only be able
to run at very high speeds, but must also have a very good
and efficient charge cycle. Precisely this is why VarioCam
on the new 911 GT3 features infinite adjustment not only of
the intake, but also of the outlet camshafts.
increasing both engine power and torque, this also ensures
cleaner emissions outperforming the EU5 standard and thus
qualifying the GT3 for full, unrestricted homologation.
In its basic
configuration the six-cylinder power unit of the new GT3 is
a further development of the engine originally conceived for
the 911 GT1. Its characteristic features are classic dry
sump lubrication with an external oil tank, titanium
connecting rods, forged pistons, cup tappets fully suited
for very high engine speeds, and a variable intake system
with two resonance flaps.
designed exhaust system likewise serves to minimise
resistance in the charge cycle process. The gas mixture
leaving the engine first flows through two fan-type
manifolds reducing flow resistance and ensuring a better
mixing process than standard manifolds. This allows more
effective pre-treatment of the raw emissions before they are
converted further downstream in the catalyst.
Behind the two
catalysts the exhaust gas flows on into two pre-silencers
activated by map-controlled flaps. Still closed when the
engine is started, the flaps open up under increasing power
and the exhaust gas then flows directly into the main
silencer. Naturally, the new 911 GT3 fulfils the noise
limits prescribed by law in both cases – and at the same
time this special configuration gives the engine its very
characteristic six-cylinder rumble.
gearbox with upshift signal
As before, power
is transmitted on the 911 GT3 exclusively by a manual
six-speed gearbox. An upshift display flashing on in the rev
counter shortly before the engine reaches the appropriate
speed helps the driver shift gears at exactly the right
points. And taking the driver’s reaction time into account,
the display comes on earlier in the lower gears and later in
the upper gears.
The very sporting
gearshift transmission on the current generation of the 911
Carrera guarantees an extremely dynamic shift process with
short gear lever travel, particularly because in this case
it is combined with a short lever ratio at the transmission
entry point specific to the GT3. This makes the overall
transmission ratio in the new 911 GT3 22 per cent shorter
than in the “regular” Carrera models.
Since the 911 GT3
was also developed specifically for track racing, the
transmission ratios may be varied individually as required
by means of exchangeable gears and gear sets. This option is
however intended only for use of the car on race tracks
reserved exclusively for this purpose.
New: PSM with
highlight in developing the 911 GT3 to an even higher
standard was to increase driving dynamics while keeping the
weight of the car unchanged: Despite its technical features
and qualities enhanced to an even higher standard, the GT3
therefore retains its former weight of just 1,395 kg or
For the first time
the 911 GT3 now comes with a particularly sporting and
dynamic version of PSM Porsche Stability Management
supporting the driver in his reactions and thus allowing
even the professional motorsport enthusiast to achieve
faster lap times with PSM than without. To make this
possible, the driver is able to deactivate SC Stability
Control and TC Traction Control separately from one another
in individual steps. And to give the driver unrestricted,
individual control of driving dynamics in the GT3, these
functions are not automatically reactivated even under
extreme driving conditions, but rather only come back on at
the touch of a button.
The driver of the
GT3 is able to pre-select PSM control in three stages:
• In the basic mode all PSM functions
including the enhanced braking function are fully active: SC
Stability Control function serving to control driving
dynamics with specific intervention in the brakes
stabilising the car around its vertical axis, TC Traction
Control varying drive power, as well as ABS for optimum
brake performance and full stability of the car upon
application of the brakes.
• SC Stability Control serving to
mastermind the car’s lateral dynamics is deactivated in the
second stage (“SC OFF”), while TC Traction Control
masterminding the car’s drive power remains active.
• In the third stage (“SC+TC OFF”) the TC
Traction Control function is also deactivated.
The “SC OFF” and
“SC+TC OFF” buttons are both positioned at the front end of
the centre console.
When the driver
switches off the engine and then starts again, the system
automatically comes back in the normal mode with the SC, TC
and ABS functions fully active.
The 911 GT3 comes
as standard with an asymmetric limited-slip differential.
Since the Porsche 911 with its engine mounted at the rear
and appropriate weight distribution offers very good
qualities for the use of engine power even on bad roads and
surfaces with low grip, a locking factor of 28 per cent is
sufficient under load, while the locking factor in overrun
is 40 per cent.
This higher factor
under overrun was chosen, first, because the engine’s drag
force is lower than its maximum torque and, second, because
this configuration serves to stabilise the car, preventing
it from swerving or turning under load change in bends, as
now brake force is applied more evenly on both wheels when
the driver suddenly takes back the gas pedal.
with race track option
active PASM suspension on the 911 GT3, Porsche’s engineers
are able to make the springs and anti-roll bars a bit
stiffer once again, thus offering even more precise and
dynamic handling in the PASM sports mode. And at the same
time the normal PASM mode still provides appropriate roll
comfort for everyday use.
Like on the other
models, PASM combines two suspension set-ups in one. The
difference is that in the basic set-up the system is not
used to provide greater comfort as on the “regular” 911
Carrera models, but rather from the start combines
particular sportiness and agility with a good standard of
everyday comfort. Right from the beginning, therefore, the
911 GT3 offers a high standard of driving dynamics on public
roads and race tracks with varying surface conditions such
as the Nordschleife of Nürburgring. To further enhance
driving safety at high speeds, the dampers automatically
switch over to a firmer setting as the car picks up velocity
driving qualities of the 911 GT3 may be enhanced to an even
higher level on flat and smooth race tracks. In this case
PASM operating in the Sports Mode ensures particularly
precise and direct driving behaviour by reducing body
movement to a minimum.
As soon as the
driver activates the Sports Mode, the dampers first switch
over to a sporting and hard control map for outstanding
agility on flat surfaces combined with a further increase in
steering precision. And should the system in this mode
recognise even a slight bump on the road, it will switch
over within milliseconds to a less hard control curve within
the sports control map in order to give the wheels even
A further feature
is that the anti-roll bars, camber and wheel track may be
adjusted individually on the new 911 GT3 for circuit racing.
Understandably, these modifications are allowed only on the
race track, and not in public traffic.
standard: extra-light wheels with innovative central bolt
requirement in optimising the suspension was to further
reduce the car’s unsprung masses. Precisely this is why
extra-light cup springs replace the former spiral springs on
the rear axle.
spectacular modification is however the new family of wheels
on the 911 GT3 weighing approximately 3 kg or 6.6 lb less
overall than the former light-alloy wheels. This reduction
of weight is made possible by the enhanced design of the
wheels with their newly styled and sharply contoured spokes
extending far to the outside and for the first time
featuring central locking as standard.
originating from motorsport has so far been used only on a
handful of exclusive special models and on super sports cars
such as the Porsche Carrera GT. The big advantage of such
central locking bolts in motorsport is the option to change
wheels very quickly and efficiently, with only one bolt
having to be fastened or unfastened on each wheel as opposed
to conventional wheels usually held in position by five
bolts. A further advantage of central locking is the
reduction of rotating masses, enhancing the car’s steering
and turning response in the interest of even greater
system is made up of a multi-tooth central bolt and a
special wheel nut with a lock ratchet preventing the wheel
from breaking loose on the hub, not even in an extreme case
when the central hub has not been properly tightened.
To fit and remove
the wheels, each GT3 comes with a special bolt wrench in the
car’s on-board toolkit.
performance tyres with air pressure control
The objective in
developing the 911 GT3 to combine minimum weight with
maximum performance also applies to the car’s tyres. Like
its predecessor, the new model comes on specially developed
UHP (ultra-high-performance) tyres featuring a special
rubber compound on a likewise special tyre body.
This special type
of tyre developed specifically for Porsche’s new
high-performance sports car offers substantial lateral
dynamic reserves. Clearly, this ensures a decisive advantage
on the track.
qualities of the GT3’s tyres are borne out particularly by
the fact that the tyres offer significant grip also on wet
surfaces and less wear than conventional tyres.
Both tyre pressure
as well as safety and performance are permanently monitored
on the GT3 by Tyre Pressure Control (TPC) featured as
standard. Activated immediately when the driver opens his
door, TPC starts to check tyre pressure as soon as the
driver turns the key in the ignition, presenting the
pressure readings in the instrument cluster within a matter
of seconds. Even after a wheel change with the system being
required to register and “learn” the new electronic data
within the tyre, no more than three minutes will elapse
until the driver is informed of the new readings.
with composite discs and optional PCCB
performance and driving dynamics naturally also mean
enhanced brakes on the 911 GT3, following Porsche’s usual
standard. Hence, brake disc diameter on the front wheels has
been increased from 350 to 380 mm (13.8 to 15.0”).
All four brake
discs come for the first time as a composite structure with
the friction discs made of grey-cast iron, the brake covers
of light aluminium. These two components are firmly
connected to one another by radially arranged steel pins.
Such use of light
alloy helps to reduce the weight of unsprung masses despite
the larger discs on the front wheels by approximately 2.4 kg
or almost 5.3 lb, the further improvement of brake
ventilation helping additionally to minimise fading for
lasting brake performance at all times.
As an option the
GT3 is available as before with a special version of PCCB
ceramic brakes offering a number of advantages compared with
grey-cast-iron brake discs. These include even faster
response, very significant resistance to fading thanks to a
consistent frictional coefficient, and high safety reserves
under heavy loads.
The PCCB brake
discs now also come with a lighter aluminium cover on all
four wheels, again saving more than 2 kilos overall.
Compared with the grey-cast-iron brakes featured as
standard, the PCCB brakes reduce weight overall by some 20
kg or 44 lb.
The interior of
the new 911 GT3 comes in the exclusive style typical of
Porsche and with new, unprecedented components. The most
significant highlights are the new three-spoke steering
wheel, the even wider range of leather upholstery with
additional alcantara inserts, and an additional range of
audio features as with the current generation of the 911.
The new 911 GT3 is
fitted as standard with sports seats including thorax
airbags. Sports bucket seats with a folding backrest are
available as an option, reducing weight in all by some 24 kg
or 53 lb. And last but not least, the optional lightweight
bucket seats with their visible carbon-fibre structure are
again some 10 kg or 22 lb lighter, at the same time offering
very good side support and superior comfort also on long
The new 911 GT3
comes as standard with Porsche’s CDR-30 audio system
featuring a monochromatic five-inch screen and an
MP3-compatible CD player. The latest generation of PCM
Porsche Communication Management including Porsche’s Sound
Package Plus and a navigation module is available as an
Depending on the
audio system chosen, the customer may also opt for an
integrated CD/DVD player. Other new features are the
optional, universal audio interface and, in conjunction with
PCM, voice control as well as a telephone module complete
with a Bluetooth interface and a cordless handset available
Package at no extra cost
predecessor, the new 911 GT3 is also available with a
Clubsport Package at no extra cost comprising the following
• A rollcage bolted-on at the rear
• Pre-fitting of the main battery switch
• A six-point seat belt in red on the
driver’s side (placed in the car but not yet fitted)
• A fire extinguisher complete with an
appropriate support (also placed in the car but not yet
Package in the new 911 GT3 comes in conjunction with the
optional lightweight bucket seats. In this combination the
seats are finished not in leather, but rather in
events under the FIA-GT regulations both the main battery
switch and special extended rollbars for the roof and
A-pillars are available as motorsport components from
Porsche’s Racing Division.
autumn: dynamic engine mounts and front axle lift as further
autumn, the new 911 GT3 will be available with a further
option improving the car’s racing and competition qualities
to an even higher standard: PADM Porsche Active Drivetrain
Mounts incorporating truly innovative technology and an
driver’s style of motoring with the help of the sensors
already incorporated in the 911 GT3, PADM modifies the
engine mounts normally elastic in their response to an even
dynamic setting. This function is provided by a fluid in the
mounts with magnetic particles changed in their viscosity by
an electric field. This keeps the GT3 a comfortable car to
drive in everyday traffic, while on the track the usual
movement of mass forces caused by the engine in fast bends
is avoided completely. A further advantage is enhanced
traction when accelerating from a standstill.
The second new
feature is the optional lift system for the front axle
raising ground clearance when driving on bumpy roads or
steep garage driveways at the touch of a button by 30
millimetres or almost 1.2”. This special system incorporates
an additional air chamber in the two front dampers
pressurised in order to raise the entire body of the car.
To avoid damage to the body or ground contact, the system
changes the car’s ride height only when the driver presses
the button. The only exception is that when the GT3 exceeds
a speed of 50 km/h with front axle lift still activated, the
car is automatically lowered again to its regular position.