Porsche 911 Gt3

Porsche 911 Gt3 – There are the sharpest twists and turns, quickly caught with a slight twist of the wrists. Andy Preuninger keeps his foot down. The corner opens up to a short straight through the trees with shades of red and gold and the darkness of fall amid the green. The tach needle moves past 8,000 rpm, a maniacal steel growl behind us, as Preuninger reaches for the shifter on the center console and pulls the next one. “The Porsche 911 GT3 is like a man,” he said, watching like a hawk for wet spots on the tarmac. “He likes the heat. It likes the same temperatures as us, 15 to 25 degrees Celsius.

Andreas Preuninger’s anthropomorphism is not mistaken: as the head of the company that develops and develops Porsche’s latest generation GT models, the Porsche 911 GT3 2022, like every GT3 in the 996.2 model, her baby is very big. And from where I sit, in the driver’s seat of a lightly camouflaged prototype that Preuninger says is 99 percent of the production car, it feels very smart.

Porsche 911 Gt3

There are many concerns about this new 911 GT3. Will the big, wide platform of the 992 reduce the amazing harmony and precision, the astonishing sports agility characteristics of the 991.2 GT3? Does the engine have the same pop and growl and immediate throttle response? Is it possible to be clean and happy in a sports car? Preuninger: “The challenge is when you have a car like the 991.2 GT3, how do you improve?”

Porsche 911 Gt3 Rs Tested: Grip And Rip

First, keep your job. The 992 GT3 series retains the charismatic 4.0 liter engine from the first car. Preuninger didn’t go into detail, but there are changes to the intake and exhaust, and the engine management system has been redone. Power is up, but not by as much as you might think: It’s the 2019 911 Speedster’s engine, which produces 502 hp and 346 lb-ft of torque. And yes, it revs to 9,000 rpm.

As before, the 2022 911 GT3 will be available with a choice of a standard six-speed manual transmission or a seven-speed PDK dual-clutch automatic as fitted to our prototype. Both transmissions are carried over from the 991-series GT3, although the PDK has larger bearings and a better oil system, with a different power module that allows it to work with the new 992’s electric system. The manual transmission’s ratios are unchanged, but the rear drive ratio was reduced to account for the 992’s 21-inch rear wheels.

Track the activity and then think about what can be improved. The 992 platform means the new GT3 is wider at the front and rear. The 992-spec hardware rear axle is updated, with a rear-wheel drive system as standard. Up front, however, is a new multi-link suspension, a first on a 911 road car. It comes from the front axle of the 911 RSR race car, unlike the new GT3, although it’s reasonable to expect the device to appears under the future 992-. 911 GT2 series. It was the biggest technical change from the old GT3, Preuninger said, and led to a lot of chassis development work.

What I noticed as I drove it down one of the amazing, well-prepared roads near Porsche’s Weissach engineering center was not just the cut, but how responsive, how alert this GT3 was again, even from the passenger seat how well he drives. Its tires are Michelin Pilot Sport Cup 2 R. The 911 GT3 is not soft – see what happens below – but not stiff and wobbly, even at low speeds. Preuninger nodded as we spoke. “Some people associate fitness with sports,” he said. “The wheel needs freedom to travel. Some cars are too stiff and feel dead at low speeds.” This GT3 really feels alive.

The Porsche 911 Gt3 Rs Makes It Okay To Meet Your Heros

A look around the undisguised interior of the new GT3 shows that, apart from the obvious GT-spec equipment such as sports seats and half roll, the original 992 with one famous and welcome difference. The soulless little button used to select drive or shift in the PDK-equipped 992 has been replaced with a manual shifter. “You have to look at three pedals, to be sure,” said Preuninger, who likes to use a center console paddle shifter to paddle the steering wheel, which is typical of PDK-equipped GT3s and GT2s.

Front and center on the new dashboard is an analog tach that reads 10,000 rpm, flanked by screens on either side that can display all the information you can always get in the 911. the bare minimum a racer needs: tire pressure and fluid temperature on the left and oil temperature, oil pressure and fuel level on the right. And circling the lower part of the tach are shift lights that appear in manual Sport mode, with thin yellow vents that build up to the height and then fade to blue at the top.

The exterior gimmick doesn’t hide much, but it doesn’t reveal all the secrets of the new GT3. A quick look around reveals that the front fenders, doors, roof and rear fascia all share 911s. A new front bumper includes a large central air intake and slim vents on either side to direct air to the front wheel. The front hood is carbon fiber and there are vents on the driver’s side to exhaust hot air from the radiators. On previous 911 GT3s, hot air was vented through slots at the top of the bumper, but the more complex front end of the 992 meant there was no room for such a solution in the new car.

The rear end of the GT3 is dominated by a large wing suspended below two brackets that sit on either side of the engine cover. The wing made the internet when the first prototypes came out and the amount of buzz from the hot take commentary was not good. The wing is not a metaphor. It’s pure racing technology. Since the underside of the wing is the most critical surface in terms of downforce generation, a high mounting system is preferred. And while I can’t give you specifics, what I can say is that you don’t know fin racks in their working form. Undisguised, works of art.

Things That Make The Porsche 911 Gt3 Rs The Ultimate Track Weapon

Under the wing is a new engine cover with bag. The rear wing has most of its three configurations, the lower part and the ducktail part are mirrored. The ducktail helps maintain a laminar flow over the roof, and the ram vents featured on the 991 versions of the GT3 are unnecessary. Air enters the engine through the vents at the base of the rear window. Preuninger says the old scoops will affect the efficiency of the rear wing.

Before we return to Weissach, the man who was responsible for creating one of the greatest 911s ever built sums up what he believes is the essence of the Porsche 911 GT3. “It’s fun to drive,” he said. “Communication is necessary, clearly, honestly, at any speed.

From the car seat I hear that noise. I can’t wait to drive the 2022 Porsche 911 GT3.

I can’t remember a time when I wasn’t interested in cars. My father was a mechanic and one of my earliest memories is of me giving him the keys while he was working to replace the tires on the wheels on the family car. Later, when I turned 12, I was allowed to back the Valiant truck up the street and drive it up to the front of the house to wash it. We have the cleanest Valiant in the world. I got my driver’s license three months after turning 16 in a Series II Land Rover, ex-Australian Army, no timing in first or second and about a million miles on the clock. “Run your show on this,” said Dad, “and you can run anything.” He was right. Almost four years later, I’ve driven everything from a Bugatti Veyron to a Volvo 18-wheeler on roads and trails around the world. Very few people have time to combine their passion into a business. I am one of those lucky ones. I started editing my local car magazine, partly because I had nothing else to do and partly because I sold my car to get stock for my first house and I wanted to be involved in sports. Then one day someone gave me a free sports paper and said I might like it

This Is The New Porsche 911 Gt3 Rs And It’s Pretty Much A Race Car Now

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