2019 Porsche GT3 RS Release Date & Price – When Andreas Preuninger, head of GT cars at Porsche, looks at the new 911 GT3 RS he mimes out the motions of steering a car with hands. Showing off the car in the cold and snowy north of Finland, Preuninger doesn’t even really want to speak about the engine, rapidly detailing its 20-hp boost just before moving forward. What will get him happening the new RS is the suspension. Porsche Motorsport began advancement of the new 911 GT3 RS not long soon after it started off working on the GT2 RS, and it shows. Spring rates have been upped from 45 Nm/mm front and 120 Nm/mm in the rear from the earlier GT3 RS, to 100 Nm/mm and 160 Nm/mm in the front and rear, correspondingly. Tennis ball important joints with solid mountings change classic models with rubber bushings, just like on the GT2 RS way too.
2019 Porsche GT3 RS Review
There are helper springs in the front and rear, together with new adaptive dampers and new personally changeable sway bars, all set up with track duty in mind. As with all earlier GT3 RSes, ride elevation, camber, caster, toe may be altered physically. “The first-generation [991 GT3 RS] is really a masterpiece of preciseness, but this is even better,” Preuninger conveys me. “It offers a lot less roll, and significantly less yaw, so it’s truly like a race car.” The GT3 RS receives a new steering system also, with new calibration for its rear-wheel steering made to enhance stability on the racetrack. Preuninger also shared with me his team expended a good deal of time recalibrating the GT3 RS’s electronically locking rear differential to give better performance on spot entry and get out of.
All of these chassis changes work in show with a tailor-made version of Michelin’s Pilot Sport Cup 2 auto tires. The 265-width front wheels are the very same as these on the GT2 RS, while the 325-portion rears have a a bit various building better suited to the GT3 RS’s naturally aspirated engine. Porsche will likely sell you a far more hostile Cup 2 designed for those that place their GT3 RSes to the track. Preuninger says that it’s usable on the street, only in free of moisture, warm circumstances. It’s truly designed to provide highest performance on track, but it’s not a cheater slick for setting crazy lap time prior to necessitating a cool-down-they should final just as long as the standard Cup 2s. “The convert-in is sharper, and all the info you get from the street is more intensified,” Preuninger says. “The preciseness and feedback of this car is on the after that level.”
Look at these pictures and you’ll discover the aerodynamic set-up of the GT3 RS is significantly like the GT2 RS’s also. It uses a similar hood with NACA ductwork leading air to cool the brakes. That allows the Porsche team to produce a better underbody, which routes air to a new diffuser. The side sills can come right off the GT2 RS, as does the manually adjustable carbon-fiber wing. The GT3 RS tends to make a lot more downforce than the GT3-more than double at 124 mph, in fact. Additionally, it successfully tends to make more than the GT2 RS, simply because while each make the very same maximum downforce at top speed-750 lbs with wings in their inventory options, 992 lbs at optimum invasion-the top speed of the latter is higher, 211 mph verses 193 mph. This implies the GT3 RS is making more downforce at reduced rates.
As you’d assume, there are a whole lot of light-weight parts on the GT3 RS also. The front hood and fenders, and rear decklid are manufactured made out of carbon fiber, when the roof is the mineral magnesium. Inside, the rear seats are taken out, as is very much of the sound deadening, and the standard seats are carbon-fiber buckets. There’s also lightweight glass for the rear and rear-side windows, and the door takes care of happen to be exchanged by material pull bands. You could also make the GT3 RS lighter weight continue to, if you’re willing to spend a lot on options. There’s non-obligatory carbon-ceramic brakes, which are 50 percent lighter than the standard cast-metal units, and for the first time on a GT3 RS, you can buy the optionally available Weissach Package. For $18,000 you get a carbon-fiber roof, sway bars, coupling rods, and steering-wheel trim, conserving you 13 lbs. A $13,000 alternative only available with the Weissach Package are magnesium wheels, which are an outstanding 25 lbs lighter than the standard alloys. With all of these cases ticked and provided with carbon-earthenware brakes, the GT3 RS has a curb bodyweight of just 3153 lbs.
2019 Porsche GT3 RS Engine & Performance
And when the engine isn’t the big narrative here, it’s continue to well worth speaking about. It’s largely a carryover from the new GT3-in which it debuted previous year-but a new intake, titanium exhaust, plus a revised spark contour and camshaft timing give it 520 hp. Its 4.-liter displacement stays unaffected, as per homologation specifications for the race car, and redline is set at 9000 rpm, so that it is the maximum-revving GT3 RS possibly. Torque, in comparison to the turbo engines of reduced 911s, is relatively low at 346 lb-ft, but that doesn’t truly matter. The only transmission solution is Porsche’s seven-speed dual-clutch, PDK, in case you want a manual, you’ll have to get a regular GT3.
Porsche estimates a 3.0-second sprint to 60 mph for the new GT3 RS, but that’s not the outstanding number here. Preuninger affirms a Nurburgring lap time won’t appear until the spring, when weather conditions improves, but he’s got quite high expectations for the GT3 RS. His speculate? “At the very least” 10 seconds more rapidly than its predecessor, which sets it proper around 7:05. That’d be a terrific time for a car that “only” has 520 hp on touch.
2019 Porsche GT3 RS Release Date & Price
Of course, you’ll pay out for all this. MSRP is $187,500, not including a $1050 vacation spot charge. And as already mentioned, the Weissach Package will add a hefty premium to that figure. You can buy your GT3 RS at a Porsche car dealership now, and it must arrive on this page this slip.