That engine was known as the 'Mezger' engine, after its designer Hans Mezger. The engine is naturally aspirated and based on the unit used in the 962 and 911 GT1 race cars. The engine of the 996 GT3 set it apart from most of the other 996 models, although it shared the same basic design of the standard so-called "integrated dry sump" flat-six engine. Sound deadening was almost completely removed, as were the rear seats, rear loud speakers, sunroof, and air conditioning, although automatic air conditioning and CD/radio became no-cost optional add-ons. As with Porsche's previous 911 RS models, the 996 GT3 was focused on racing, and so was devoid of items that added unnecessary weight to the car. More on that in a bit.The "GT3" nameplate was introduced in 1999 as part of the first generation of the Porsche 996 model range (commonly known as 996.1 ) as a homologation model for the cars entered in the FIA GT3 cup.
Porsche gt3 rs driver#
Not bad considering it’s got the full canon of driver aids including rear-wheel steering, and adjustable… well everything. The resulting kerbweight (with all the lightweight goodies) is 1,450kg, 15kg more than an equivalent GT3. That podge is counteracted by optional magnesium wheels, the single radiator layout and carbon fibre for the wing, roof, doors, bonnet and front wings. Next to a GT3, the hydraulic two-piece wing, the 911 Turbo body, the active aero in the front bumper and the wider track and fatter tyres all pile on the pounds. Presumably some lightweighting has occurred?Ĭorrect, but not before some additional weight was added. But worry not, this is still not a slow car - 0-62mph in 3.2 seconds and a top speed of 184mph (14mph slower than the GT3-with-wing) are enough to be getting on with. Like on the seven-speed PDK gearbox which gets a shorter final drive ratio than the GT3, or the wing-profiled wishbone suspension arms that contribute 40kg of downforce at top speed. Refreshing, isn’t it, in this age of easy access turbocharged and electric grunt, that Porsche has kept power pretty much constant, and focused its attention elsewhere. The engine is a 4.0-litre naturally-aspirated flat-six revving to 9,000rpm and producing 518bhp, mainly thanks to hotter cam shaft profiles, but that’s only 15bhp more than a current-gen GT3 and only 5bhp more than the previous gen GT3 RS. Let me guess, it’s got monster power too? All those holes and vents around the wheels are designed with one purpose, too, to extract air from the arches and reduce lift. Is it worth it? Well, the difference between 20 deg intake air versus 30 deg is a loss of 15bhp, so Porsche says yes it is. Naturally aspirated engines like cool, dense air, so those black fins on the bonnet usher the warm air out to the sides, and those blades on the roof stop it sneaking back towards the engine. Problem is, the radiator wants to shoot hot air straight out of the bonnet nostrils over the roof of the car and into the engine intakes on the rear deck.
Upsides? Space is freed either side for those moveable underbody vanes that are constantly adjusting and working with the rear wing and diffuser to keep the aero balance 30 per cent front, 70 per cent rear. Downsides? You lose any storage in the front trunk.
Instead of three radiators in the front bumper – as per every other 911 in the range – the GT3 RS has one massive forward-leaning radiator inspired by the RSR and GT3 R racers. The aero package required to pull this off is a triumph of attention to detail.
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