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Technical fine-tuning for enhanced performance
Porsche 911 GT3
. The new
More than 160 hours of fine-tuning in the wind tunnel
The technological progress in the area of aerodynamics is particularly apparent. It is the first time that a suspended rear wing has been fitted on a
High-revving engine with motorsport DNA
Testing on the test rig during the development of the 4.0-litre high-revving naturally aspirated engine was even more time-consuming. “In total, the engine in the new GT3 ran for more than 22,000 hours on the test rig. During testing, we repeatedly simulated typical circuit profiles and ran the engine at full throttle for a very high proportion of the time,” explains Thomas Mader, Project Manager GT Road Car Engines. The engine, which responds eagerly when the accelerator is pressed, is based on the racing engine of the GT3 race car 911 GT3 R, and is also used virtually unchanged in the 911 GT3 Cup. At 375 kW (510 PS), its output is 10 PS higher than in the GT3 predecessor model. It delivers its maximum power at 8,400 rpm and the electronic limiter only cuts in on this outstanding revving ability at 9,000 rpm. Maximum torque has been increased from 460 to 470 Nm.
As in motorsport, precise valve actuation at high revs is delivered via rigid rocker arms. The proven VarioCam technology ensures camshaft control adapted precisely to engine speed and load condition. A crankshaft with large bearing diameters, wide connecting-rod bearings and plasma-coated cylinder liners ensure lower friction losses and reduce wear. “The individual throttle valve system is taken straight from motorsport and significantly improves responsiveness,” says engine specialist Mader.
The high longitudinal and lateral acceleration forces produced by the new 911 GT3 on race tracks mean that the oil supply for the high-revving engine is of particular importance. Like in motorsport, this is performed by a dry-sump lubrication system with separate oil tank. With a total of seven suction stages, this routes the engine oil back into the external reservoir quickly and efficiently, while lubrication of the highly loaded connecting-rod bearings takes place directly via the oil pump through the crankshaft. “The engine in our 911 GT3 Cup race car essentially differs in respect of just two components: the exhaust system and the engine control unit. Everything else is identical,” explains Mader.
The engine of the new 911 GT3 was also put through its paces by the engineers and test drivers off the test rig. “We conducted 600 emissions tests during development in order to meet the strict standards,” says Thomas Mader. Very strict standards were also applied in terms of the engine's endurance: it had to perform flawlessly on a continuous stretch of more than 5,000 kilometres on the oval at Nardo in Italy at a constant speed of 300 km/h, stopping only to refuel.
*Change in the equipment options and price as a result of the change in the model year.
Further information, film and photo material in the
The consumption and CO2 emission values were determined in accordance with the new Worldwide Harmonized Light Vehicle Test Procedure (WLTP). The NEDC values derived from this should continue to be specified for the time being. These values cannot be compared to the values determined in accordance with the NEDC measuring procedure used up to now.
Further information on the official fuel consumption and official, specific CO2 emissions of new passenger cars is available in the publication entitled ‘Guidelines on fuel consumption, CO2 emissions and power consumption of new passenger cars’, which is available free of charge from all sales outlets and from Deutsche Automobil Treuhand GmbH (DAT).
911 GT3 (PDK): Fuel consumption combined 12.4 l/100 km; CO2 emissions 283 g/km
911 GT3 (MT): Fuel consumption combined 13.3 l/100 km; CO2 emissions 304 g/km