Porsche 911 GT3 RS Instruction Manual

The new 911 GT3 RS and 911 GT3
Extreme truth

The 911 GT3 6
The new 911 GT3 RS 18
Drive 30
Chassis 46
Safety 58
Comfort 68
Motorsport 78
Environment 90
Personalization 94
Service 108
Summary 110
Technical data 112
Index 114

The 911 GT3
For many motorsport is enjoyable.
For us it is a core value.

· 8 ·
You can develop a sports car from experience.
Or from the heart.
The 911 GT3.
You might be able to build a
sports car with experience alone.
But never a Porsche – and
especially not a 911 GT3. That
takes much more: engineers
who are dedicated to the develop-
ment of race cars right from
the start. Whose passion is for
motorsport, above all else.
Engineers who firmly oppose any
form of compromise. Developed
from the heart. The 911 GT3.
At the heart of the 911 GT3 is
the engine. A development
from motorsport, of course. An
engine with more power than
its predecessor, but with a
similar level of fuel consumption.
The key data: a flat-six Boxer
engine located right at the
back for a low center of gravity
and increased traction on the
drive axle. The cubic capacity
is 3.8-liters. The engine has
advanced VarioCam, a system
for adjusting the inlet camshafts,
and also the outlet camshafts.

The new 911 GT3 RS and the 911 GT3 | The 911 GT3
This gives even more power and
higher torque, resulting in 435 hp
at 7,600 rpm. The maximum
engine speed is 8,500 rpm and
maximum torque is 317 lb.-ft.
at 6,250 rpm. Impressive values,
especially if you look at the per-
formance figures it can achieve.
A smooth six-speed manual
gearbox effectively transmits
this power onto the road. The
gear-lever throw is short and
precise.
With regard to propulsion, two
values sum up the potential
power of the 911 GT3. First,
acceleration: 4.0 seconds
from 0 to 60 mph. Second,
top track speed: acceleration
doesn’t stop until the car
reaches 194 mph.
Improved driving dynamics and
stability are achieved with the
optional new dynamic engine
mounts (page 48).This system
reduces vibration and the move-
ment of inert masses in the power
unit by automatically modifying
the stiffness and damping of the
engine mounts.

The new 911 GT3 RS and the 911 GT3 | The 911 GT3
Porsche Active Suspension Man-
agement (PASM, page 56) ensures
a responsive drive and superior
handling.
Everything that’s crucial for use on
the racetrack can be adjusted on
the chassis, including the settings
for height, camber, toe angle and
the anti-roll bars on the front and
rear axles.
The 911 GT3 has Porsche Stability
Management (PSM, page 54)
with
two control systems: Stability
Control
(SC) to provide stabilization
within the limits of driving dynamics
and Traction Control (TC) to regu-
late the longitudinal dynamics and
improve acceleration on various
road surfaces. Both systems
can be disabled completely in two
stages – for an active driving
experience on the racetrack. Tire
Pressure Monitoring System
(TPMS) is included as standard.
One feature that has come directly
from motorsport is the central
locking device for the 19-inch
GT3 wheels (page 52). The road-
approved sport tires are designed
to enable higher cornering speeds,
as well as precision handling
on the road or racetrack.
Everything on the 911 GT3 is
designed to save weight. The
doors and front hood are made
from aluminum and the engine
cover is made from a lightweight
synthetic material. The result:
a weight-to-power ratio of just
7.1 lb per hp.

· 11 ·
If that were not enough, especially
for use on the racetrack, instead
of the conventional battery,
Porsche is offering an optional
lithium-ion battery (page 73).
The main advantage is a weight
saving of approximately 22 lb.
Even everyday use has been
considered, with a new optional
ride-height lift system for the front
axle (page 51). At low speeds,
the front of the vehicle can be
raised by 1.2 inches if there is
a risk of it grounding.
Our approach to safety is as
uncompromising as usual, in
terms of both active and passive
safety features. A heavy-duty but
lightweight braking system offers
excellent performance, even in
extreme conditions. To reduce
weight, the monobloc calipers in
the compound brake disks are
made from aluminum. Porsche
Ceramic Composite Brake (PCCB,
page 64) is also available as an
option.
The latest in communication tech-
nology is also included with the
standard CDR-30 audio system or
the optional Porsche Communica-
tion Management (PCM, page 75).
The 911 GT3. Developed from the
heart so that you do not have to
make compromises.

· 12 ·
with the front lip spoiler, provide
even more front-end downforce.
As is typical in motorsport, all of
the cooling air inlets are protected
by air inlet grilles with a dark grey
powder-coated finish.
The lights enhance the powerful
appearance of the 911 GT3,
with Bi-Xenon™ headlights fitted
as standard. Indicators and LED
daytime running lights are
harmoniously integrated into
the separate front light units
over the outer air intakes.
In motorsport there are clear
rules. One of these is to push the
boundaries of performance. An
attribute that is clearly reflected
in the exterior of the 911 GT3
with a design that follows function
in every respect.
The front air vents, ahead of the
front lid, channel cooling air to
the radiator and, in combination
Along ideal lines.
The aerodynamics and design of the 911 GT3.

The new 911 GT3 RS and the 911 GT3 | The 911 GT3
At the rear, distinctive LED lights
are drawn right into the fascia and
taper outwards. Unmistakable –
just like the fixed bi-plane wing.
This provides aerodynamic down-
force and greater driving stability,
even at speed. It is made from
a lightweight synthetic material
and the angle of incidence on
the upper wing profile can be
adjusted for use on the racetrack.
Embossed on the side plates of
the rear wing: ‘3.8’. A reference
The combined effect of all of
these aerodynamic refinements
is a low drag coefficient of just
0.32. Also, greater downforce,
better aerodynamic balance,
excellent road-holding character-
istics, better directional stability
and improved driving safety.
Our core motorsport values can
be both felt and seen in the new
911 GT3.
to the engine size and a clear
indication of its power.
As the car’s speed increases, two
ram-air collector intakes on the
engine lid help to force additional
air into the intake manifold and
engine compartment. Another
distinctive feature of the 911 GT3
is the central, black dual-tube
tailpipe of the sport exhaust
system.

The new 911 GT3 RS
Life is not a spectator sport.

· 20 ·
A new RS? Didn’t we reach the
pinnacle with the last model? But
we couldn’t stop thinking about it.
It kindled our ambition. We defined
a performance level that seemed
impossible even for a 911 GT3 RS.
Now we know better.
Based on the 911 GT3, it had
the best starting point. The task
set for our engineers was clearly
defined: more power, higher
performance and faster lap times.
To increase engine power, the air
intake system was reviewed and
improved using a new air filter.
The result is a vehicle for maxi-
mum performance powered by
a six-cylinder Boxer engine with
3.8-liter displacement and enhan-
ced VarioCam timing (page 36).
The performance figures: 450 hp
at 7,900 rpm. Maximum torque is
317 lb.-ft. at 6,750 rpm. Maximum
revs are reached at 8,500 rpm.
Values that speak for themselves.
Producing power that demands
respect. From stationary, the
new 911 GT3 RS can accelerate
to 60 mph in just 3.8 seconds.
The top track speed is 193 mph.
No illusions. No compromises.
Nothing but the truth.
The new 911 GT3 RS.

The new 911 GT3 RS and the 911 GT3 | The new 911 GT3 RS
The transmission? Manual. Six
gears. Short shift precision gear
changes.The ratios of gears 1 to
5 are about 13% shorter than in the
911GT3. For better acceleration.
Instead of a dual-mass flywheel,
the new 911 GT3 RS uses a single-
mass flywheel which is lighter
and allows the engine to rev more
freely.
Porsche Active Suspension Mana-
gement (PASM, page 56) is set
for even higher performance than
in the 911 GT3. Of course, in the
new 911 GT3 RS as well, height,
camber and toe-angle, and the
front and rear axle stabilizers, can
be adjusted individually for use
on the racetrack. In addition, the
wishbone on the rear axle of the
new 911 GT3 RS is split so that
camber can be set even more
precisely to meet the demands of
motorsport.

The new 911 GT3 RS and the 911 GT3 | The new 911 GT3 RS
The new dynamic engine mounts
(page 48) are fitted as standard
in the 911 GT3 RS. This system
reduces the vibration and move-
ment of the power unit by chang-
ing the damping and stiffness of
the engine mounts. For a notice-
able increase in driving dynamics.
The excellent driving stability is
down to Porsche Stability Manage-
ment (PSM, page 54), which
includes two control systems,
axle. This increases the toe angle
by 12 mm and 30 mm, resulting
in even greater stability. And so
even higher performance levels.
In addition to power and precision,
an essential consideration when
designing the 911 GT3 RS was, of
course, lightweight construction.
A weight-to-power ratio of only
6.7 lb/hp has been achieved
thanks to the use of materials
taken directly from motorsport,
Stability Control (SC) and Traction
Control (TC). However, if you
want to perfect your driving skills
on the racetrack, PSM can be
disabled completely in two stages.
The 19-inch GT3 wheels (page 52)
with central locking device and
‘RS’ logo are fitted with road-legal
sport tires. Compared to the
911 GT3, the tires are wider on
the front and back and have a
smaller offset on the front and rear

· 23 ·
including titanium, aluminum and
carbon. The new 911 GT3 RS also
has lightweight door panels. For
use on the racetrack, for the
first time Porsche is offering an
optional lithium-ion battery (page
73), thus saving approximately
another 22 lb.
Developing a driving machine like
the new 911 GT3 RS also means
taking responsibility. Firstly, for the
driver’s safety. As in the 911 GT3,
the braking system has been
improved – the new composite
brake discs with aluminum
monobloc calipers are highly effi-
cient. Porsche Ceramic Composite
Brake (PCCB, page 64) is available
as an option. The sport bucket
seats are standard.
More power. Greater driving dynam-
ics. Less weight. Not an easy task.
And all just for a few tenths of a
second less. Because to you – and
to us – they mean everything.

Der neue 911 GT3 | Das Konzept
· 24 ·
enables a wider toe-angle and the
user of wider tires for greater
stability and improved cornering.
Like the 911 GT3, the 911 GT3 RS
has new air inlet grilles – effective
protection for the cooling air
inlets.
A striking visual feature is the
fixed rear wing, bringing technol-
ogy straight from the racetrack
for excellent driving stability and
downforce. The mounts are made
from forged aluminum and the
carbon rear wing can be adjusted
for use on the racetrack.
The requirements were unambi-
guous: no gimmicks. It is not the
eye that will make the decision,
but the hand on the stop watch.
Although some may disagree.
The difference from the 911 GT3
can be seen at first glance.
The body of the new 911 GT3 RS
is wider – 44 mm at the rear
axle and also, for the first time,
26 mm at the front axle. This
The design speaks a clear language.
The language of functionality.
The aerodynamics and design of the new 911 GT3 RS.

The new 911 GT3 RS and the 911 GT3 | The new 911 GT3 RS
The engine lid with a ‘GT3 RS’
logo is made from a lightweight
synthetic material, as is the new
rear middle section. A typical
feature is the additional large air
inlet on the engine cover (ram-air
collector) for increased air
intake and even better cooling.
The dual-tube tailpipe is integrated
into the center of the body. The
silencer and tailpipes are made
from lightweight titanium. Their
diameter is 5 mm larger than
A further reflection of the car’s
sporting credentials is the new
Aluminum Look fuel filler cap.
In short, it gets noticed. Certainly
because of its design, but
especially because of its effective
aerodynamics. The result is
greater downforce front and rear,
helping to ensure excellent road-
holding, stability and handling.
those on the 911 GT3. You can
see, and hear the difference.
Another, particularly noticeable
difference compared to the
911 GT3 is the paintwork. The
air inlet frame on the front, the
wheels, the exterior mirrors, the
logo above the fenders and on
the engine lid as well as the
side plates on the rear wing are
painted in a contrasting color –
as is the decorative side logo.

Drive
Many ignore the figures that come after the decimal point.
We measure ourselves against them.