New 911 GT3

[Swoxy]

Porsche is to produce a road-going version of the car to feature in the 2004 single-make Porsche Carrera Cup Great Britain.
The previous 911 GT3 was the first production road car in the world to lap the legendary 14-mile Nordschliefe of the Nürburgring, Germany in less than eight minutes. The new GT3 has been improved in every area and is certain to reduce that time when the summer arrives.
With 381 bhp, the new 911 GT3 delivers 21 bhp more than its predecessor and 61 bhp more than the 911 Carrera, with the same displacement. The specific output of 105.8 bhp per litre makes the 3.6 litre boxer engine one of the most powerful naturally aspirated engines in its class. The GT3 will accelerate from 0 to 125 mph and back to 0 mph in just 19.7 seconds, and commands a top speed of 191 mph.
Improved power and torque is achieved through a controlled increase in engine speed. The red sector of the rev counter begins – depending on gear selection – at 8200 rpm, representing an increase of 400 rpm over the previous model, which greatly enhances the car's sprinting ability. The GT3 will accelerate from 0 – 62 mph in just 4.5 seconds – three-tenths faster than its predecessor – and 0 – 100 mph in 9.4 seconds. At least 80 per cent of the maximum torque of 385 Nm is produced from 2000 rpm, and to handle the increase in performance, the six-speed manual transmission has been reinforced and fitted with transmission oil cooling and injection oil lubrication.
The GT3 sports suspension, with a centre of gravity 30mm lower than the 911 Carrera, has been tuned to optimise the ride and handling advantages provided by the new wider and lighter wheels. The brake system has also been improved to keep pace with the increase in performance. The front axle is fitted with high performance 6-piston monobloc calipers (previously 4-piston), and front brake discs have been increased by 20mm to 350mm diameter, fitted with Porsche–patented coolant ducts.
The most striking visual feature of the new GT3 is the unique rear wing, which is largely responsible for impressive directional stability at high speeds and increased positive downforce for the generation of higher cornering forces. The rear wing is adjustable and the front apron has been re-designed, achieving an outstanding drag coefficient (Cd=0.30) for a car in its class.
The new 911 GT3 will be available in the UK during the summer of 2003 and is priced at £72,750.00 on the road.

[Landbarger]

Nice.

[Tetsuo]

The new Porsche 911 GT3

The Purist Sports Car

The rev counter now extends all the way to 8200 rpm, 400 rpm more than before. This benefits above all the car's acceleration, the option to shift gears at a later point allowing the driver to capitalize on engine power and reduce the power gap when shifting down to higher follow-up revs. Expressed in figures, this means that the new 911 GT3 accelerates from a standstill to 60mph in 4.5 seconds, 3/10ths of a second faster than its predecessor. This higher standard of performance is clearly born out in the car's ongoing acceleration to 100mph, the new GT3 completing this exercise in just 9.4 seconds as opposed to 10.2 seconds in the past. This does not mean that the new power unit in the GT3 has to rely on engine speed alone. The engine's maximum torque can be experienced from just 2000 rpm, thus benefiting from ideal conditions for driving leisurely with substantial power reserves without shifting gears in the process.

The steel foundation for the body shell of the 911 GT3 comes as before from the 911 Carrera 4. The body shell has been further reinforced at all essential points, offering an even higher standard of passive safety and enabling the new 911 GT3 to pass all the crash tests with flying colors. These reinforcements serve to increase torsional stability by no less than 25 percent, providing ideal conditions for stable road holding and exact suspension control. Enhanced by Porsche's motorsport specialists to the highest standard, the new coupe offers a level of driving dynamics only a thoroughbred sports car is able to provide. This pure driving experience remains untouched by any suspension control systems, with all components being designed and coordinated for the toughest demands when driving on a race track. Various components on the suspension and the car's streamlining may be adjusted individually for motorsport requirements. The GT3 comes with all the features of half a century Porsche motorsport. It is a sports car for the purist through and through. A sports car with all the classic virtues a car of this kind is expected to have - and without all the electronic aids, which might in some way impair the driving experience. The car is not “just" a two-seater coupe homologated for the road and taking you to work reliably every day without the slightest problem. For it can be used on the racetrack and for the first time the GT3 is also available in the USA.

With engine displacement remaining unchanged at 3600cc and a relatively unchanged compression ratio of 11.7:1, engine output is up from 360 bhp at 7200 rpm to 381 bhp at 7400 rpm. Maximum torque has also increased from 272 to 284 lb-ft at the same 5000 rpm as before. The reason for this improvement is quite literally the lightweight of the car and engine. The six-cylinder revs up even more smoothly and quickly than before. With greater dynamic performance and a higher cut-off speed: Instead of a rev limit of 7800 rpm, engine management now allows the first four gears to rev up all the way to 8200 rpm, with a redline of 8000 rpm on fifth and sixth gear. The rev limit on top gear is more of theoretical significance, since the 911 GT3 reaches its top speed of 190 mph at approximately 7600 rpm. In gears 1 - 4 the higher cut-off speed up over the former 911 GT3 by 400 rpm provides an over-proportional increase in performance.

Lighter engine parts allow increased engine speeds. The plates on the steel intake and outlet valves now come with a dome-shaped profile, the valves shedding 19 percent of their previous weight. Reduced in diameter from 33 to 28 millimeters, the newly developed cup tappets serve to take another 21 grams per tappet (42 percent) off the engine's moving masses, cutting approximately 0.5 kilos more off the total weight of the valvetrain. A special feature of the tappets is their ball-shaped bottom curved like an arch to the outside. This special design of the tappet/cam contact surface is the prerequisite for reducing the diameter of the tappets, making the side contact surface even smaller than before. The cams themselves have even “sharper" contours, opening the valves more quickly and with higher lift. This improvement of gas flow was made possible without paying the price of greater wear - by the change in cup tappet design to the ball shape just mentioned. The surface of the tappets is hardened by carbon nitriding, reducing friction and the need for lubrication and thus again helping to cut back the flow of oil required. To ensure, finally, that the valves close properly despite performance-optimized valve timing and the consequential increase in forces, dual valve springs are used in the new engine as before. Particularly the pistons and connecting rods too benefit from an efficient “diet" of the engine's moving masses: Weight of the forged pistons is down thanks to the lower height of the piston jackets by 24 to 404 grams per piston. The piston pins are made of a new, high-strength material allowing more slender dimensions with the same strength as before and therefore reducing pin weight from 120 to 96 grams. Overall weight of the six new pistons is 3000 grams, 288 grams less than before. Lightweight technology in design and the materials used also serves to reduce the weight of the connecting rods. Although they now measure 130 millimeters length instead of the former 127.8 millimeters, the connecting rods are down in weight from 420 to 418 grams, primarily thanks to precision forging and shot-peening of the titanium connecting rods. With the new connecting rods and pistons allowing an improved flow of forces to the crankshaft, Porsche's engineers were able to dispense with the usual vibration damper on the crankshaft, again saving more than 2 kg in rotating masses and helping to further enhance the free-revving performance of the six-cylinder power unit. In all other respects the crankshaft of the 911 GT3 running in 8 bearings and finished by plasma-nitriding remains unchanged. The elaborate plasma-nitrided finish incidentally ensures extremely strong and stable surface qualities around the connecting rod and main bearing journals, achieving a standard otherwise offered only by racing engines.

Another reason for the increase in power and performance of the GT3 engine is the introduction of infinite intake camshaft adjustment well known as VarioCam Plus. With this technology the angles on the intake camshaft are adjusted by helical gearing inside the sprocket, which also houses a helically geared piston connected to the crankshaft and moved axially by oil pressure. The basic engine is largely identical to the former power unit of the GT3 in sandwich design, with the cylinder housing, cylinder head and crankshaft housing combined with one another to form one unit for the three cylinders on each side and increase the torsional stiffness of the engine accordingly. Contrary to the engine in the 911 Carrera, the cylinder housings are not connected to the respective section of the crankcase on each side, but rather form separate units. The reason is that the engine of the GT3 provides the foundation for homologating motorsport engines, meaning that Porsche has chosen this most elaborate structure in order to respond very quickly to any changes in motorsport regulations involving, say, the size of the engine. The cylinder liners featured in the light-alloy cylinder housing are made of aluminum and are coated with Nikasil. The cylinder heads, in turn, are made of an extremely temperature-resistant light alloy.

Featuring ME 7.8 engine management, the 911 GT3 comes with the most sophisticated and highly developed Porsche engine management system. Apart from “classic" features such as single coils in the high-voltage ignition, sequential intake manifold injection, double lambda control and anti-knock management, ME 7.8 serves to mastermind the throttle butterfly via the E-gas and VarioCam Plus control systems. Being separated from one another, the gas pedal and throttle butterfly help to optimize both fuel consumption and emissions, without any effect on the engine's immediate response to the driver's commands, the six-cylinder following even the slightest movement of the gas pedal directly and instantaneously. Another clear pledge to the motorsport orientation of the 911 GT3 is dry sump lubrication with a separate oil tank. Both when applying the brakes to the extreme and remaining on the brakes consistently for a long period, this system ensures an optimum supply of oil to the engine, with a total of five pumps ensuring the necessary lubrication: The main pump in the crankcase feeds oil to the pressure pipes, two suction oil pumps in the crankcase and, respectively, in the cylinder heads feed the oil used back into the reservoir.
The power unit of the Porsche 911 GT3 draws in air through an air filter without an intake funnel. The resonance intake system made of light alloy and featuring shorter intake manifolds, in turn, operates in two stages: The resonance flap remains closed in the speed range between 2500 and 5500 rpm, with long intake travel providing high torque. Beyond 5500 rpm the resonance flap is opened in the interest of maximum power. The exhaust system is basically the same as on the 911 Carrera, meaning that it comes in twin-chamber design, exhaust gas from the left- and right-hand row of cylinders flowing back separately. Each of these exhaust pipes comes with a control oxygen sensor arranged upstream of the metal-based catalytic converter, double control of this quality reliably fulfilling the strictest emission legislation worldwide. Conceived as a high-performance power unit, the flat-six engine is designed to ensure optimum energy yield, which naturally calls for fuel of the highest quality: The engine reaches its maximum output on 98-octane premium plus petrol. Thanks to anti-knock control, however, the 911 GT3 can also be run without problems on less knock-resistant fuel grades down to regular petrol with 92 RON. The power unit also achieves its highest standard of fuel economy on premium plus, although fuel consumption tests are conducted with standardized fuel equal to 95-octane premium. In the EU composite consumption test, the new 911 GT3 consumes 21.9 mpg, which is exactly the same level of fuel economy as its predecessor, a marginal increase in fuel consumption in urban traffic being set off by the same reduction in fuel consumption when driving out of town.

The power unit a perfect teamed with the six-speed gearbox enabling the driver to enjoy the agility of this six-cylinder particularly at high speeds. With a transmission ratio of 1.00 and, respectively, 0.85, fifth and sixth gear have a slightly shorter ratio than before (previously 0.97 and, respectively, 0.83). New steel rings guarantee the high standard of gearshift precision expected of a sports car, with gear strength and service life increasing approximately by a factor of 10. Introducing splash oil lubrication and the new external transmission fluid cooling again confirm how carefully the transmission has been prepared for motorsport requirements. With this new concept, a pump extracts the hot oil and sends it through an oil/water heat exchanger integrated in the engine cooling system. After being cooled down, the transmission fluid is sprayed as required on to the individual gears, thus being used precisely where critical temperatures have to be avoided.

The 911 GT3 comes as standard with an asymmetric-control limited-slip differential. Since, thanks to its underlying concept with the engine at the rear and the resulting distribution of weight, the 911 GT3 has all the qualities required for getting the power of the engine safely on to the road even on slippery surfaces, limited slip of 40 percent is quite sufficient under load conditions. Any higher slip factor would only have a negative effect on the car's behavior in bends, without providing any significant improvement of traction. The slip factor under engine power is 60 percent, this higher figure being chosen first because engine drag forces are lower than the engine's maximum torque and second because this configuration serves to stabilize the car against oversteering under load in turn. With this system both wheels are braked more smoothly and consistently when the driver suddenly takes his foot off the accelerator.

The supreme qualities of the 911 GT3 in terms of acceleration, flexibility and top speed are matched just as convincingly by the car's stopping power and deceleration to master the even greater power of the engine and the car's dynamic performance enhanced to a new level by the optimized chassis and suspension. The front brake discs have been increased in diameter by 20 millimeters to the new dimension of 350 millimeters. Compared with the previous model featuring four-piston fixed calipers, the new 911 GT3 comes with far more powerful six-piston brake calipers finished by tradition in red, versus the four-piston fixed calipers on the former model. These calipers enlarge the contact area between the brake pads and the brake discs by approximately 40 percent, ensuring outstanding deceleration and stopping power even under the toughest conditions. Measuring 34 millimeters in thickness, the cross-drilled, inner-vented brake discs come with involute cooling ducts patented by Porsche. These sickle-shaped ducts inside the discs act like a turbine, making a significant contribution to the brake disc's cooling behavior. In determining the dimensions of all parts and components, Porsche's engineers have given priority not only to the increase in performance, but also to other conditions and requirements of a particular significance on the racetrack. This includes the enhanced brake cooling system featuring brake air spoilers integrated in the wheel arches. Acting as air guidance vents, these spoilers direct most of the air coming out of the radiators through the wheel arches directly to the disc brakes and calipers, thus enhancing the thermal capacity and load resistance of the brake system to an even higher standard. Together with the new rims providing better heat extraction, the brake air spoilers reduce temperature loads on the brake discs on a race lap at competition speed by up to 20 percent. To reduce the transmission of high brake temperatures to the hydraulic fluid, the brake caliper pistons are separated thermally by heat-insulting zirconium ceramic inserts also protecting the brake fluid from excessive heat under extreme conditions.

As an option, the 911 GT3 can be fitted with Porsche Ceramic Composite Brakes (PCCB). These cross-drilled, inner-vented ceramic discs measuring 350 millimeters in diameter and 50 percent lighter than metal discs and reduce unsprung masses by approximately 18 kilos. Operating in conjunction with brake linings also developed especially for this brake system, the ceramic brake discs immediately provide and maintain a very high frictional coefficient during application. Clearly, this avoids any unpleasant surprises for the driver, for example when he is required to apply the brakes from high speeds, since brakes initially offering a high level of stopping power but not built especially for high speeds like Porsche brakes quickly lose their frictional coefficient under high temperatures and force the driver to exert extra pressure on the brake pedal. Porsche's new brake system also offers significant advantages when applied at low speeds, with emergency application of Porsche Ceramic Composite Brakes requiring neither high pedal forces nor any kind of technical assistance in order to build up maximum brake power within fractions of a second. Compared with metal brake discs, abrasion is extremely low thanks to the very hard surface of the ceramic discs. This also means a much longer service life further enhanced by the anti-corrosion qualities of the material used: Ceramic brake discs are absolutely immune to salt grain and liquid salt solutions on the road.

The only electronic control system fitted in the 911 GT3 is the ABS brake system with intervention parameters matched to the new balance of the chassis and suspension. A particular feature of this four-channel system is even faster and more precise brake control. With ABS acting individually on all four wheels, it serves in particular to improve the car's stability, brake response behavior and, as a result, brake stability in bends. Highly efficient ABS control systems of this kind are an advantage also in motorsport, which Porsche naturally wishes to offer even the most ambitious driver of a 911 GT3. However, this new sports model intentionally does without any other, further-reaching drive control and stability programs.

Incorporating wider and lighter wheels, the sports chassis allows even faster longitudinal and lateral acceleration than before. Developed especially for the 911 GT3, the tires come on new rims bearing the GT3 logo on the wheel hub cover. Tire dimensions at the front are 235/40 ZR 18 on 8 1/2" rims; the rear tires measure 295/30 ZR 18 by 11 rims. One of the most important objectives of Porsche's motorsport development engineers in creating the new model was to ensure maximum traction under all conditions – which made it essential to give the tires particular consideration. In close cooperation with one of the world's leading tire manufacturers created new tires especially for the new 911 GT3 offering not only superior everyday driving qualities, but also exceptional dynamic reserves with even more precise driving and steering behavior as well as an extremely high standard of lateral acceleration. The relatively soft rubber compound of the tires serves to provide optimum grip even under high temperatures. Until further notice, the 911 GT3 will come exclusively with these tires for road use. Winter tires and special snow chains are however available as an option, as with the 911 Turbo. A wheel repair kit is housed beneath the carpet in the luggage compartment for the event of a puncture. Consisting of a can containing repair foam, a tire pressure compressor, and an air pressure gauge, this kit has already proven its qualities most convincingly in the event of minor tire damage. After sealing a hole and pumping up the tire with the kit, the driver can proceed to the nearest workshop without any problems.
Porsche's engineers and aerodynamicists have focused on each and every millimeter of the car's outer skin in the interest of maximum performance. Particularly striking points are the newly designed front end with its enhanced swept-back nose and the new side skirts as well as the truly dominating rear spoiler. These are the main reasons for the ongoing reduction of lift forces on both the front and the rear axle, without any change in the drag coefficient of 0.30. Although this figure is the same as on the previous model, lift forces on the front and rear axle have been reduced once again. Featuring a 40-millimetre-wide spoiler “lip" extending round the entire front end, the new front bumper cover significantly reduces the flow of air beneath the car. The optimum position of the cooling air intakes, in turn, feeds a large share of the air coming out of the radiators at the side directly to the brake system, and not beneath the car, thus helping to significantly reduce front axle lift. Like all Porsche 911 models, the under floor of the new 911 GT3 is covered from the front axle all the way to the engine by three extra-large plastic panels in the interest of good streamlining. These floor covers serve at the same time to cool components running under high strain by vent openings at all the appropriate points. The result of this aerodynamic balance of front and rear axle loads tailored to the car's chassis and suspension is a standard of driving qualities and handling features that makes the new 911 GT3 a top performer even at very high speeds.

The interior of the Porsche 911 GT3 leaves no doubt that the driver and co-driver are enjoying the qualities of a thoroughbred sports car. Leather-covered bucket seats made of a high-quality synthetic material guarantee not just optimum side support, but also a very high standard of comfort even on long distances. And they provide a reduction in weight by about 20 kg versus the seats in the 911 Carrera. To further optimize vehicle weight, the 911 GT3 comes without rear seats, again saving 8 kg. The leather-padded bucket seats made of a special synthetic material guarantee optimum side support, but also a very high standard of comfort even on long distances. A further feature is the reduction in weight, the new seats weighing about 20 kg less than the seats in the 911 Carrera. To further optimize vehicle weight, the 911 GT3 comes without rear seats again saving 8 kilos. The three-spoke leather steering wheel offers sporting qualities in every respect, with adjustment for reach by up to 40 millimeters in order to give the driver his perfect, ergonomic seating position. The modified dashboard, in turn, now comes with a lockable glove box as well as a cup holder. The new orientation lights comprise light-emitting diodes in the door linings, in the courtesy light on the roof lining, and at the front of the door closing handle to illuminate the ignition lock and light switch. The 911 GT3 is clearly recognizable from outside at very first sight. But even inside the car comes with numerous GT logos standing out clearly on the sills, on the rear carpet, the handbrake lever handle, and in the rev counter. The standard interior color is black, all of the high-quality plastic components being covered by black soft paint and with the roof lining finished in black alcantara. It almost goes without saying that driver, passenger and side airbags as well as electric window lifts, an immobilizer complete with transponder, central locking with remote control, and an alarm system, to mention only some features, are standard equipment on the 911 GT3. Air conditioning with an activated charcoal filter is available as a no-cost option. To meet the owner's individual wishes, finally, a wide range of options is also available, such as bi-xenon headlights or complete preparation for installation of a car telephone.

The Clubsport version was specially developed to enable the driver of the 911 GT3 to participate in motorsport with the homologation required but without having to elaborately retrofit his car. Features include a roll cage bolted to the body as well as the absence of side airbags. The cage interacts with the spring strut supports on the rear axle in order to stabilize the car, with chassis and suspension forces being fed not only into the body, but also directly into the roll cage. Under tough motorsport conditions this means that forces acting on the rear spring struts cause only minimum deformation of the body. The rear axle geometry, in turn, is not influenced by these forces and ensures much more precise guidance of the rear wheels serving again to improve the driving characteristics of the 911 GT3 Clubsport. Instead of leather, the bucket seats in the Clubsport version come in flame-resistant cloth upholstery. And apart from the use of red three-point seat belts the Clubsport model is also fitted with a red six-point seat belt on the driver's side not homologated for public roads in Germany as well as a fire extinguisher mounted on a separate support.

Through its modified chassis and suspension, the 911 GT3 impressively confirms Porsche's vast experience in motorsport and marks the utmost limit of what is currently possible in sports car engineering. The chassis is designed and built for extremely sporting behavior, superior handling and a high standard of driving safety. Apart from the general requirements made of the front and rear axle, they include

• the center of gravity lowered by approximately 30 millimeters (with the suspension kinematics being modified accordingly)

• adjustable anti-roll bars and a suspension system compatible with race springs for various types of tracks and requirements

• a larger range of axle geometry adjustment for the use of sports tires

• the reinforcement of relevant components such as the swivel bearings and wheel mounts at the front.

To reflect the higher standard of performance on the road, the new 911 GT3 comes with even firmer springs, dampers and anti-roll bars. An outside-thread damper leg on the front axle and height-adjustable spring plates provide the possibility not just to lower the height of the vehicle, but also to make the necessary fine adjustments. In the interest of precise damper piston pin mounting with only a minimum influence on axle kinematics under spring load with the springs being compressed, the support bearings come with a single-ball joint resting on a metal bushings and not – as is usually the case with production cars – on rubber bushings. This support bearing is designed to provide two assembly positions for the different camber of road and racing tires requiring only minor adjustment. The anti-roll bar on the rear axle is adjustable to four different settings. And the damper leg featuring a single-sleeve gas pressure damper comes with an even firmer response in the compression and rebound mode. At the same time the rear axle has been prepared for the use of racing springs, featuring an outer thread like on the front axle for installation of a height-adjustable spring plate. The springs are cylindrical, arranged concentrically to the steering leg axis, and come with progressive response. The upper spring plate is made of aluminum and is held firmly in place. Allowing different settings and adjustments, the chassis and suspension of the 911 GT3 enables the driver to re-align his sports car for specific requirements on the racetrack. These adjustments strictly for racing and sports requirements are not allowed on public roads, since they have a very significant influence on the car's handling and behavior. The new 911 GT3 comes with suspension management carefully matched to the tires approved by Porsche for road use. This coordination of the various components even including tire pressure is based on elaborate tests. Whenever the original settings are modified, say, for the use of racing tires on the race track, it is absolutely essential to return to the original setting before driving the car again on public roads with regular tires. And it is equally essential to remember that no single chassis and suspension setting is able as a kind of compromise to cater for all driving conditions.

This what Porsche has done with the 2003 911 GT3. With the engineering efforts put to the max, we can expect a driver's car with the abilities to astonish and inspire. Thank you for reading about the new GT3.

[993cc Man]

Now thats what I call thorough!


And these are some of the highest quality pics I have EVER seen anywhere!

[Swoxy]

Tetsuo, did you write all of that yourself? And please give me some info on your car! I love it!

[Tetsuo]

Check out the official UK Porsche site. They have a section dedicated to the new GT3. There are wallpapers to downloads to watch and hear the car in action. Official UK Porsche site









Actually now I own a 89 RX-7.

[MX100]

nice!
thx for the great pics and info!

[EncryptedMinds]

Talk about a wet dream! Wait a minute...I was awake! The new GT3 has been running through mind ever since I read an article about it in Excellence. Simply amazing. Thanks for the pics! Those are always a plus+

[Menu dei Motori]

waaah so much to read... i got the hardbook sales brochure yesterday and the price list. if sb. has questions of prices.. contact me

[Pringles]

Originally posted by Tetsuo

The engine's maximum torque can be experienced from just 2000 rpm

That can't be right?

[crayzayjay]

Porsche engineers are genii, that’s all I can say. Plus a lighter model is hot on the tracks of the GT3, to be named, you guessed it, GT3 RS. A hardcore version of a hardcore race-car. It’s going to be insane.

[crayzayjay]

from evo magazine

The GT3 RS is being lightned to the extent of using plastic windows and carbon fibre body addenda. A few extra bhp has been liberated through a tuned exhaust, it is thought, and all will be white"


not too keen on all of them being white, but apart from that it sounds like a legend before its even born. Looks like we're looking at well over 300bhp/ton

i just hope it gets meaner looking alloys than the new GT3 - its alloys are too "pretty" and not as mean looking as the mk1 GT3... i have faith in Porsche

[Pringles]

lol

no pics yet though?

[crayzayjay]

sure there are... heard of google image search?

[crayzayjay]

Here s a link to the mk2 GT3

http://www.qv500.com/porsche996p4.htm