911 GT3 my 2006 is designed primarily for the road. Even so, it was in fact developed by the same engineers who are responsible for our competition vehicles. Although exclusively track-derived, it is perfectly well suited to the varied requirements of day-to-day road driving. One of the most tangible benefits of its motorsport origins is the intimate connection between driver and car. The sense of integration is so complete that you almost feel part of the car. Feedback from the road is detailed and direct, while every driver input is implemented through the car with equal clarity and precision.
The new front apron features a range of aerodynamic refinements which help to cool the brakes and additional central radiator. The third radiator unit is a necessary inclusion given the higher thermal loads on the engine. Naturally, the aerodynamics at the front of the car are also a major source of downforce. A key element in this respect is the narrow vent ahead of the front lid. Incoming air is channelled through the radiator and expelled over the top of the car. This simple solution provides a further increase in positive front-end downforce.
The most prominent feature at the rear of the car is the fixed bi-plane wing structure. The upper wing element has an adjustable angle of incidence for individual setup use. In addition, the rear wing creates greater stability at high speed. An interesting detail on the lower wing surface is the smaller rubber spoiler or ‘Gurney flap’. This device creates added downforce with a negligible increase in drag.
As the car’s speed increases, a pair of ‘air collector’ openings on the engine lid help to force air into the intake manifold as well as the engine compartment. Warm air around the engine is expelled from the car through a system of vents on the rear apron.
The combined effect of all these aerodynamic refinements is another remarkable achievement: rather than merely limiting aerodynamic lift, they generate positive downforce on the front and rear axles. The resulting benefits include increased levels of grip, greater directional stability, enhanced active safety, and better all-round handling, even at high speed.
Powering the new 911 GT3 is a rear-mounted, water-cooled six-cylinder boxer engine. Special features include four-valve technology and VarioCam variable valve timing.
Naturally aspirated, it develops 305 kW (415 bhp) at 7,600 rpm from a total displacement of 3,600 cm3. Maximum torque of 405 Nm is available at 5,500 rpm. When ‘Sport’ mode is selected, as much as 25 Nm of additional torque is available in the medium rev range, i.e., below the point of maximum torque. Maximum engine speed is 8,400 rpm.
Even more impressive is the high specific output in excess of 115 bhp per litre. Indeed, the new 911 GT3 offers more power per unit of engine displacement than any other naturally aspirated production Porsche. The benchmark sprint to 100 km/h (62 mph) requires as little as 4.3 seconds. Maximum speed is 310 km/h (193 mph).
All components in the engine cooling system are directly sourced from the Porsche Motorsport division. Each of these parts is, of course, designed for the unique challenges of endurance racing.
Ultra-lightweight connecting rods and specially lightened pistons help to further reduce the oscillating masses, enabling a more dynamic, free-revving throttle response. The valvegear also features intelligent design solutions originally developed for racing engines. The inlet and exhaust valves, for example, use ultralight tappets with hydraulic valve clearance adjustment. Thanks to this and other performance-oriented features, the new 911 GT3 engine has a maximum speed of 8,400 rpm.
This higher rev limit allows a closer drop between individual gear ratios and thus faster acceleration.
[flagallery gid=12 name=Gallery]
Other standard features include a limited-slip differential with asymmetrical lock factor. The term ‘asymmetrical’ means that one lock factor is applied when cornering under power, and another when cornering on the overrun (i.e., throttle released).
When cornering under power, a greater proportion of drive torque is applied to the loaded outer rear wheel. Not only does this improve the acceleration of the car, it also enables greater precision when cornering.
The story of Porsche is one of remarkable success based on two fundamental principles: technical innovation and the application of each new development to the genuine needs of the driver. The resulting integration of driver and car is at the root of our many achievements. Key among these are more than 23,000 racing victories in just over half a century of Porsche motorsport. With the new 911 GT3, we have applied these principles to unique and compelling effect. Drawing on pure racing origins, we have created a road-going car that is equally well suited to everyday driving and genuine competition use.