3/25/2023 0 Comments Porsche 911 gt3 rs price![]() That scintillating 9000rpm engine and super-sharp 7-speed PDK ‘box (now with a shortened ratios and final drive for added in-gear snap) is one of the all-time great partnerships. Airflow management has also been optimised to ensure hot air is channelled along the flanks of the car, while colder, denser air runs over the roof and into the intake scoop in the top of the engine cover. This gain lifts the total to 518bhp at 8500rpm thanks to the adoption of RS-specific cylinder heads, camshafts and throttle bodies (now one per-cylinder). The motor really has been squeezed until it pips to find an extra 15bhp in the face of stringent emission regs. ![]() Feeling its behaviour change click-by-click is an absorbing process and a new kind of driving experience.ĭespite the radical makeover there’s reassuring familiarity in the RS’s 4.0-litre naturally-aspirated flat-six and seven-speed PDK transmission. Thanks largely to the simplicity of the interface and the honesty of the RS’s responses. Reassuringly, and somewhat against expectation, it’s possible to explore a meaningful portion of the adjustment within the time constraints of our short but sweet stints. It puts an unprecedented degree of control at the driver’s fingertips and, by definition, is the first RS to exist at the forefront of digital dynamics. Everything from compression and rebound settings on front and rear dampers to the lock rate of the limited slip differential and intervention levels of the TC and ESC can be minutely adjusted via rotary switches mounted on the steering wheel. If you’re a wannabe F1 driver you can also activate the DRS via a button on the steering wheel.Īero might be a dominant theme, but so is adjustability. Similarly, an Airbrake function which tips the front and rear wings to their maximum angle of attack under heaving braking from high speed. There is an Auto DRS function, which activates above 62mph and 95% throttle. If you’re after some non-Porsche context, it’s 60kg more than the McLaren Senna. That’s twice what the 991.2 RS mustered, and three times as much as the 992 GT3. The result is a whopping 860kg of downforce generated at 177mph (285kph). This race-derived cooling pack occupies the luggage compartment, meaning RS drivers will need to pack light. This does away with the old three-radiator design to allow airflow to be channelled more effectively across active flaps set deep within intakes on left and right sides of the nose. Aside from the massive wings and sharply sculpted bodywork the most radical element is the new central radiator. ![]() The new RS isn’t all about aero, but downforce was very obviously a driving force in its design and inevitably plays a defining role in its performance. Even more dramatic in the metal than it is in pictures, it makes a 992 GT3 look like a Carrera and worth the £50k list price premium on kerb appeal alone. The good news is we can tell you without reservation that the 992 GT3 RS is the biggest single step on from its predecessor since the 996 GT3 RS back in 2004. ![]() Most likely until next spring, at least so far as UK roads are concerned. This won’t stop us making an educated guess (more of which later), but a definitive verdict will have to wait. Restricted to track driving only – albeit on the mighty Silverstone GP circuit – we can’t tell you what the new RS is like on the road. Frustratingly this first drive of the 992 GT3 RS is as much defined by the question we can’t answer as those we can.
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