Special Feature - Porsche 911 997 GT3 RS Mk.I 3.6 (M)
15 Jul 2011|17,627 views
I guess it's no small secret that I have a deep undying love for Porsches. I can't quite put my finger on exactly when but this love was formed some time in my adolescent schoolboy years eons ago. What is clear though are the cars that led me down this sordid love affair with all things 911.
It goes back to when I first saw a promotional poster of a 993 Porsche Turbo in Burgundy Red. The poster showed the rear view of a Turbo going blisteringly fast through a forest road kicking up dead leaves in its wake. And it was the most powerful image I had ever seen up till then.
Though these days my cynical mind knows that powerful image was the creation of a rather expensive camera rig and a low shutter speed. Despite the fact, that image taken by Clint Clemens in 1996 sealed my undying devotion to the brand. Then later that year, I received an issue of Motoring magazine with a 993 GT2 in Sunburst Yellow on its cover and I was a goner from then on.
It goes back to when I first saw a promotional poster of a 993 Porsche Turbo in Burgundy Red. The poster showed the rear view of a Turbo going blisteringly fast through a forest road kicking up dead leaves in its wake. And it was the most powerful image I had ever seen up till then.
Though these days my cynical mind knows that powerful image was the creation of a rather expensive camera rig and a low shutter speed. Despite the fact, that image taken by Clint Clemens in 1996 sealed my undying devotion to the brand. Then later that year, I received an issue of Motoring magazine with a 993 GT2 in Sunburst Yellow on its cover and I was a goner from then on.
The fire for force induced Porsches had started and the flame grew ever hotter and brighter with each new generation. This love culminated in the 997 Turbo and GT2 which I was hopelessly in love with. This love seemed one that would last forever until two years ago when my love for Porsches went through a seismic shift.
In November 2009, I attended a track day with a local group of Porsche lovers in Sepang and naturally I was more keen on the 997 Turbos that were present that day. I hardly noticed the Porker in the background that sported bright orange lettering on its black paint job.
Up till that point, I had never been exposed to the pure unaltered induction sound and mechanical clatter of a race bred flat six. But as that black/orange Porker came screaming down the Sepang straight echoing its sweet mechanical symphony off the empty grandstands, I was a changed man...
In November 2009, I attended a track day with a local group of Porsche lovers in Sepang and naturally I was more keen on the 997 Turbos that were present that day. I hardly noticed the Porker in the background that sported bright orange lettering on its black paint job.
Up till that point, I had never been exposed to the pure unaltered induction sound and mechanical clatter of a race bred flat six. But as that black/orange Porker came screaming down the Sepang straight echoing its sweet mechanical symphony off the empty grandstands, I was a changed man...
 |
Still a GT3 but different...
When the Porker returned to the pits, I managed to pore over every inch of this beautiful unaltered and unapologetic track machine. From that moment on, I knew the Turbo had shifted to second place in my heart.
Every inch of the GT3 RS bore signatures of its motorsport origins. From the front, the car possessed an aggressive front lip spoiler that pushes the front end down for greater grip in the corners. Although the first thing that really catches your eye is that gigantic feather light carbon fibre wing that adds as much as 40kgs of downforce at speed.
Another clue to its special nature is the wider track it sports both in the front and back. The GT3 RS's bodyshell is derived from the Carrera 4 which allows the more focused car to benefit from the additional rigidity found in the Carrera's bodyshell that was designed to cope with the four wheel drive system. In the rear track, the RS gains an additional 34mm for improved stability.
The fastidious amount of effort gone into weight saving meant that the previous 996 GT3 RS went as far as to have its enamel badge replaced with a sticker, a powerful testament to Porsche's commitment to lightweight. While weight saving is no less strict on the 997, the enamel badge has survived the dieting this time around. Though the GT3 RS badge on the rear engine cover remains a sticker.
When the Porker returned to the pits, I managed to pore over every inch of this beautiful unaltered and unapologetic track machine. From that moment on, I knew the Turbo had shifted to second place in my heart.
Every inch of the GT3 RS bore signatures of its motorsport origins. From the front, the car possessed an aggressive front lip spoiler that pushes the front end down for greater grip in the corners. Although the first thing that really catches your eye is that gigantic feather light carbon fibre wing that adds as much as 40kgs of downforce at speed.
Another clue to its special nature is the wider track it sports both in the front and back. The GT3 RS's bodyshell is derived from the Carrera 4 which allows the more focused car to benefit from the additional rigidity found in the Carrera's bodyshell that was designed to cope with the four wheel drive system. In the rear track, the RS gains an additional 34mm for improved stability.
The fastidious amount of effort gone into weight saving meant that the previous 996 GT3 RS went as far as to have its enamel badge replaced with a sticker, a powerful testament to Porsche's commitment to lightweight. While weight saving is no less strict on the 997, the enamel badge has survived the dieting this time around. Though the GT3 RS badge on the rear engine cover remains a sticker.
As part of the weight saving process, the RS receives an aluminium bonnet unlike the carbon fibre ones found on previous 996 RS models. The weight saving measures goes on with the rear glass replaced with Perspex that shaves another 3kg from the lithe Porsche's fighting weight.
The extent of weight saving was further underlined with Porsche giving owners the option of specifying a lithium ion battery that was less than half the size of a normal car battery.
Such was the extremes that Porsche took to make the RS an all out track machine and it seemed to work. When compared to the GT3 Cup, the RS weighs just 1250kg dry compared to the former's 1185kg. Not bad for a civilised track focused machine with the aircon and stereo intact.
On the inside...
On opening the lightened doors, you get a sense of the car's seriousness for track work. Greeting you in their full glory are a pair of Recaro carbon racing buckets. Gone are the rear seats which are replaced with a bit of scaffolding. The body coloured half roll-cage here is slightly different from GT3s fitted with the Clubsport option.
The scaffolding in the GT3 RS gets greater bracing as compared to the CS option. Owners can even specify for a full roll cage that includes door bars. This however has to be done at the factory as the entire roll cage is handmade and is impossibly difficult to retrofit without significant modifications to the front and rear sections where they join together.
The extent of weight saving was further underlined with Porsche giving owners the option of specifying a lithium ion battery that was less than half the size of a normal car battery.
Such was the extremes that Porsche took to make the RS an all out track machine and it seemed to work. When compared to the GT3 Cup, the RS weighs just 1250kg dry compared to the former's 1185kg. Not bad for a civilised track focused machine with the aircon and stereo intact.
On the inside...
On opening the lightened doors, you get a sense of the car's seriousness for track work. Greeting you in their full glory are a pair of Recaro carbon racing buckets. Gone are the rear seats which are replaced with a bit of scaffolding. The body coloured half roll-cage here is slightly different from GT3s fitted with the Clubsport option.
The scaffolding in the GT3 RS gets greater bracing as compared to the CS option. Owners can even specify for a full roll cage that includes door bars. This however has to be done at the factory as the entire roll cage is handmade and is impossibly difficult to retrofit without significant modifications to the front and rear sections where they join together.
 |
The seriousness of this car is further underlined by Porsche's inclusion of a full six-point harness and a fire extinguisher. The factory leaves it to the owner's discretion to install these items. The six-point harness while impractical for day to day road use, gives the GT3 RS a proper motorsports look.
The driving position is no less than perfect with the Recaros forcing an excellent posture. The Alcantara clad steering wheel and gearshifts are in excellent working distance from your limbs. Personally I absolutely love the steering wheel that is set at a slight angle and really close to me. A look at the rear view mirror gives you a satisfying view of the criss-crossing scaffolding of your very serious machine. You know you've got a serious machine when your door handles are made up of nothing more than nylon pulls straps.
While practicality does take a backseat in the GT3 RS, it however still provides an adequate amount of boot space in the form of a 'bucket' in the nose. Enough to fit an overnight bag but not much else. I'm told that the space between the criss-crossing metal is perfect for storing your helmet and whatever else you can get in between those bars.
Engine and Gearbox
At first glance, the GT3 RS's 3.6-litre flat six doesn't differ from the same lump in the GT3. Both cars are running with the same GT1 derived dry-sumped powerplant that revs up to 8400rpm. It punches out a furious stable of 409 ponies and 407Nm of unhindered naturally aspirated torque.
Despite having exactly the same unit as the plain vanilla GT3, the engine feels more urgent in the RS. No doubt affected by the single-mass flywheel and a more tightly stacked gear ratio. The performance of the 3.6-litre unit is exceptional and is already tuned to the limits of its performance capability. This explains why Porsche chose to up the capacity to 3.8-litres for the second generation. Thus the engine is best left unmolested.
The driving position is no less than perfect with the Recaros forcing an excellent posture. The Alcantara clad steering wheel and gearshifts are in excellent working distance from your limbs. Personally I absolutely love the steering wheel that is set at a slight angle and really close to me. A look at the rear view mirror gives you a satisfying view of the criss-crossing scaffolding of your very serious machine. You know you've got a serious machine when your door handles are made up of nothing more than nylon pulls straps.
While practicality does take a backseat in the GT3 RS, it however still provides an adequate amount of boot space in the form of a 'bucket' in the nose. Enough to fit an overnight bag but not much else. I'm told that the space between the criss-crossing metal is perfect for storing your helmet and whatever else you can get in between those bars.
Engine and Gearbox
At first glance, the GT3 RS's 3.6-litre flat six doesn't differ from the same lump in the GT3. Both cars are running with the same GT1 derived dry-sumped powerplant that revs up to 8400rpm. It punches out a furious stable of 409 ponies and 407Nm of unhindered naturally aspirated torque.
Despite having exactly the same unit as the plain vanilla GT3, the engine feels more urgent in the RS. No doubt affected by the single-mass flywheel and a more tightly stacked gear ratio. The performance of the 3.6-litre unit is exceptional and is already tuned to the limits of its performance capability. This explains why Porsche chose to up the capacity to 3.8-litres for the second generation. Thus the engine is best left unmolested.
The flat six sounds rough and clunky at start up but settles into an uneven idle once the engine oil is warmed up and circulating. The sound (obviously motorsport derived) is closely related to the high pitched cacophony of the GT3 Cup racers though a tad flatter.
The six-speed manual helming the ponies is firm and accurate. Operated by a clutch that will give you the thighs of a Roman Centurion in no time. masochistic drivers who love a heavy clutch will be right at home here.
Chassis and Brakes
The GT3 RS shares a similar suspension setup with the standard GT3 though the setup on the former has been retuned to reflect the track bias performance. The RS gets dampers that are ten percent stiffer compared to the base car. In the rear, the RS also gets a different set of springs to the GT3 due to the weight difference between the two.
The Porsche Active Stability Management (PASM) system comes as standard on the RS but gets retuned to give a stiffer damper setting for track use. In standard mode, the car rides reasonably well for such a track focused machine but hit that button marked with a suspension strut and the RS immediately goes into bitch mode. Communicating every minor tarmac imperfection directly to your bottom.
For more enthusiastic driving, the RS comes with a 'Sport' mode that is separate from the PASM. Once activated, the system sharpens throttle response, loosens the traction control and an exhaust valve opens up to vocalise the flat six freely.
While the standard steel brakes gave incredible stopping power and fade resistance, they are prone to cracking with extensive track use. Owners of the GT3 RS were given a choice of fitting Porsche's Carbon Ceramic Brakes (PCCB) that were a $15,000 option.
The six-speed manual helming the ponies is firm and accurate. Operated by a clutch that will give you the thighs of a Roman Centurion in no time. masochistic drivers who love a heavy clutch will be right at home here.
Chassis and Brakes
The GT3 RS shares a similar suspension setup with the standard GT3 though the setup on the former has been retuned to reflect the track bias performance. The RS gets dampers that are ten percent stiffer compared to the base car. In the rear, the RS also gets a different set of springs to the GT3 due to the weight difference between the two.
The Porsche Active Stability Management (PASM) system comes as standard on the RS but gets retuned to give a stiffer damper setting for track use. In standard mode, the car rides reasonably well for such a track focused machine but hit that button marked with a suspension strut and the RS immediately goes into bitch mode. Communicating every minor tarmac imperfection directly to your bottom.
For more enthusiastic driving, the RS comes with a 'Sport' mode that is separate from the PASM. Once activated, the system sharpens throttle response, loosens the traction control and an exhaust valve opens up to vocalise the flat six freely.
While the standard steel brakes gave incredible stopping power and fade resistance, they are prone to cracking with extensive track use. Owners of the GT3 RS were given a choice of fitting Porsche's Carbon Ceramic Brakes (PCCB) that were a $15,000 option.
 |
The latter, while an expensive option seemed the appropriate choice for such a track focused Porsche. Aesthetically, the yellow calipers of the PCCB seemed to match the exotic body colours of the RS much better than the red calipers that came with the standard steel brakes.
The Drive
I have to admit that my drive in the GT3 RS wasn't spectacular as it was just a short trot to get an impression. But the biggest surprise was that despite the car's track focus, the ride was surprisingly comfortable. Of course with the PASM on, the ride does immediately become more intense.
In the corners you can feel the wider rear end do its thing with the massively sticky Michelin Pilot Cup tires doing their thing. Steering feel is just short of reaching out to the wheels with your hand and turning them yourself. Communication is like conversations with an old flame. Familiar.
The 3.6-litre reacts swiftly in standard mode but is almost telepathic with the Sport button on. Unhindered by spinning turbines or boost pressure build up. Pure, unaltered naturally aspirated bliss. The time spent in the GT3 RS was 15 minutes of indescribable heaven.
I have to admit that the F430 I drove not too long ago was something to remember but my short drive with the RS was like a 10 year crush finally reciprocated. It was short but nostalgically sweet.
The Drive
I have to admit that my drive in the GT3 RS wasn't spectacular as it was just a short trot to get an impression. But the biggest surprise was that despite the car's track focus, the ride was surprisingly comfortable. Of course with the PASM on, the ride does immediately become more intense.
In the corners you can feel the wider rear end do its thing with the massively sticky Michelin Pilot Cup tires doing their thing. Steering feel is just short of reaching out to the wheels with your hand and turning them yourself. Communication is like conversations with an old flame. Familiar.
The 3.6-litre reacts swiftly in standard mode but is almost telepathic with the Sport button on. Unhindered by spinning turbines or boost pressure build up. Pure, unaltered naturally aspirated bliss. The time spent in the GT3 RS was 15 minutes of indescribable heaven.
I have to admit that the F430 I drove not too long ago was something to remember but my short drive with the RS was like a 10 year crush finally reciprocated. It was short but nostalgically sweet.
Conclusion
The second generation GT3 RS might boast better performance figures but the first generation will always remain the more significant for me. The RS blurs the line between an all out racer and a sports car for the road. One can literally drive the RS from the garage, to the track, enter a race and drive the same car home again on the same evening.
And just to prove a point, Porsche did just that in 2010 when they entered a stock standard (only modifications being slick tires) Porsche 911 GT3 RS in the Nurburgring 24 hours. Piloted by a team of two factory drivers and two journalists which included the famous Porsche advocate Chris Harris, the team came in 9th after completing 145 laps.
Testament to the GT3 RS's incredible prowess, the car drove an additional 306 kilometres on the Autobahn back to the Porsche factory.
Now tell me, how could we not love it?
What do you think? Jot down your opinions at the comment box below.
The second generation GT3 RS might boast better performance figures but the first generation will always remain the more significant for me. The RS blurs the line between an all out racer and a sports car for the road. One can literally drive the RS from the garage, to the track, enter a race and drive the same car home again on the same evening.
And just to prove a point, Porsche did just that in 2010 when they entered a stock standard (only modifications being slick tires) Porsche 911 GT3 RS in the Nurburgring 24 hours. Piloted by a team of two factory drivers and two journalists which included the famous Porsche advocate Chris Harris, the team came in 9th after completing 145 laps.
Testament to the GT3 RS's incredible prowess, the car drove an additional 306 kilometres on the Autobahn back to the Porsche factory.
Now tell me, how could we not love it?
What do you think? Jot down your opinions at the comment box below.
I guess it's no small secret that I have a deep undying love for Porsches. I can't quite put my finger on exactly when but this love was formed some time in my adolescent schoolboy years eons ago. What is clear though are the cars that led me down this sordid love affair with all things 911.
It goes back to when I first saw a promotional poster of a 993 Porsche Turbo in Burgundy Red. The poster showed the rear view of a Turbo going blisteringly fast through a forest road kicking up dead leaves in its wake. And it was the most powerful image I had ever seen up till then.
Though these days my cynical mind knows that powerful image was the creation of a rather expensive camera rig and a low shutter speed. Despite the fact, that image taken by Clint Clemens in 1996 sealed my undying devotion to the brand. Then later that year, I received an issue of Motoring magazine with a 993 GT2 in Sunburst Yellow on its cover and I was a goner from then on.
It goes back to when I first saw a promotional poster of a 993 Porsche Turbo in Burgundy Red. The poster showed the rear view of a Turbo going blisteringly fast through a forest road kicking up dead leaves in its wake. And it was the most powerful image I had ever seen up till then.
Though these days my cynical mind knows that powerful image was the creation of a rather expensive camera rig and a low shutter speed. Despite the fact, that image taken by Clint Clemens in 1996 sealed my undying devotion to the brand. Then later that year, I received an issue of Motoring magazine with a 993 GT2 in Sunburst Yellow on its cover and I was a goner from then on.
The fire for force induced Porsches had started and the flame grew ever hotter and brighter with each new generation. This love culminated in the 997 Turbo and GT2 which I was hopelessly in love with. This love seemed one that would last forever until two years ago when my love for Porsches went through a seismic shift.
In November 2009, I attended a track day with a local group of Porsche lovers in Sepang and naturally I was more keen on the 997 Turbos that were present that day. I hardly noticed the Porker in the background that sported bright orange lettering on its black paint job.
Up till that point, I had never been exposed to the pure unaltered induction sound and mechanical clatter of a race bred flat six. But as that black/orange Porker came screaming down the Sepang straight echoing its sweet mechanical symphony off the empty grandstands, I was a changed man...
In November 2009, I attended a track day with a local group of Porsche lovers in Sepang and naturally I was more keen on the 997 Turbos that were present that day. I hardly noticed the Porker in the background that sported bright orange lettering on its black paint job.
Up till that point, I had never been exposed to the pure unaltered induction sound and mechanical clatter of a race bred flat six. But as that black/orange Porker came screaming down the Sepang straight echoing its sweet mechanical symphony off the empty grandstands, I was a changed man...
|
Still a GT3 but different...
When the Porker returned to the pits, I managed to pore over every inch of this beautiful unaltered and unapologetic track machine. From that moment on, I knew the Turbo had shifted to second place in my heart.
Every inch of the GT3 RS bore signatures of its motorsport origins. From the front, the car possessed an aggressive front lip spoiler that pushes the front end down for greater grip in the corners. Although the first thing that really catches your eye is that gigantic feather light carbon fibre wing that adds as much as 40kgs of downforce at speed.
Another clue to its special nature is the wider track it sports both in the front and back. The GT3 RS's bodyshell is derived from the Carrera 4 which allows the more focused car to benefit from the additional rigidity found in the Carrera's bodyshell that was designed to cope with the four wheel drive system. In the rear track, the RS gains an additional 34mm for improved stability.
The fastidious amount of effort gone into weight saving meant that the previous 996 GT3 RS went as far as to have its enamel badge replaced with a sticker, a powerful testament to Porsche's commitment to lightweight. While weight saving is no less strict on the 997, the enamel badge has survived the dieting this time around. Though the GT3 RS badge on the rear engine cover remains a sticker.
When the Porker returned to the pits, I managed to pore over every inch of this beautiful unaltered and unapologetic track machine. From that moment on, I knew the Turbo had shifted to second place in my heart.
Every inch of the GT3 RS bore signatures of its motorsport origins. From the front, the car possessed an aggressive front lip spoiler that pushes the front end down for greater grip in the corners. Although the first thing that really catches your eye is that gigantic feather light carbon fibre wing that adds as much as 40kgs of downforce at speed.
Another clue to its special nature is the wider track it sports both in the front and back. The GT3 RS's bodyshell is derived from the Carrera 4 which allows the more focused car to benefit from the additional rigidity found in the Carrera's bodyshell that was designed to cope with the four wheel drive system. In the rear track, the RS gains an additional 34mm for improved stability.
The fastidious amount of effort gone into weight saving meant that the previous 996 GT3 RS went as far as to have its enamel badge replaced with a sticker, a powerful testament to Porsche's commitment to lightweight. While weight saving is no less strict on the 997, the enamel badge has survived the dieting this time around. Though the GT3 RS badge on the rear engine cover remains a sticker.
As part of the weight saving process, the RS receives an aluminium bonnet unlike the carbon fibre ones found on previous 996 RS models. The weight saving measures goes on with the rear glass replaced with Perspex that shaves another 3kg from the lithe Porsche's fighting weight.
The extent of weight saving was further underlined with Porsche giving owners the option of specifying a lithium ion battery that was less than half the size of a normal car battery.
Such was the extremes that Porsche took to make the RS an all out track machine and it seemed to work. When compared to the GT3 Cup, the RS weighs just 1250kg dry compared to the former's 1185kg. Not bad for a civilised track focused machine with the aircon and stereo intact.
On the inside...
On opening the lightened doors, you get a sense of the car's seriousness for track work. Greeting you in their full glory are a pair of Recaro carbon racing buckets. Gone are the rear seats which are replaced with a bit of scaffolding. The body coloured half roll-cage here is slightly different from GT3s fitted with the Clubsport option.
The scaffolding in the GT3 RS gets greater bracing as compared to the CS option. Owners can even specify for a full roll cage that includes door bars. This however has to be done at the factory as the entire roll cage is handmade and is impossibly difficult to retrofit without significant modifications to the front and rear sections where they join together.
The extent of weight saving was further underlined with Porsche giving owners the option of specifying a lithium ion battery that was less than half the size of a normal car battery.
Such was the extremes that Porsche took to make the RS an all out track machine and it seemed to work. When compared to the GT3 Cup, the RS weighs just 1250kg dry compared to the former's 1185kg. Not bad for a civilised track focused machine with the aircon and stereo intact.
On the inside...
On opening the lightened doors, you get a sense of the car's seriousness for track work. Greeting you in their full glory are a pair of Recaro carbon racing buckets. Gone are the rear seats which are replaced with a bit of scaffolding. The body coloured half roll-cage here is slightly different from GT3s fitted with the Clubsport option.
The scaffolding in the GT3 RS gets greater bracing as compared to the CS option. Owners can even specify for a full roll cage that includes door bars. This however has to be done at the factory as the entire roll cage is handmade and is impossibly difficult to retrofit without significant modifications to the front and rear sections where they join together.
|
The seriousness of this car is further underlined by Porsche's inclusion of a full six-point harness and a fire extinguisher. The factory leaves it to the owner's discretion to install these items. The six-point harness while impractical for day to day road use, gives the GT3 RS a proper motorsports look.
The driving position is no less than perfect with the Recaros forcing an excellent posture. The Alcantara clad steering wheel and gearshifts are in excellent working distance from your limbs. Personally I absolutely love the steering wheel that is set at a slight angle and really close to me. A look at the rear view mirror gives you a satisfying view of the criss-crossing scaffolding of your very serious machine. You know you've got a serious machine when your door handles are made up of nothing more than nylon pulls straps.
While practicality does take a backseat in the GT3 RS, it however still provides an adequate amount of boot space in the form of a 'bucket' in the nose. Enough to fit an overnight bag but not much else. I'm told that the space between the criss-crossing metal is perfect for storing your helmet and whatever else you can get in between those bars.
Engine and Gearbox
At first glance, the GT3 RS's 3.6-litre flat six doesn't differ from the same lump in the GT3. Both cars are running with the same GT1 derived dry-sumped powerplant that revs up to 8400rpm. It punches out a furious stable of 409 ponies and 407Nm of unhindered naturally aspirated torque.
Despite having exactly the same unit as the plain vanilla GT3, the engine feels more urgent in the RS. No doubt affected by the single-mass flywheel and a more tightly stacked gear ratio. The performance of the 3.6-litre unit is exceptional and is already tuned to the limits of its performance capability. This explains why Porsche chose to up the capacity to 3.8-litres for the second generation. Thus the engine is best left unmolested.
The driving position is no less than perfect with the Recaros forcing an excellent posture. The Alcantara clad steering wheel and gearshifts are in excellent working distance from your limbs. Personally I absolutely love the steering wheel that is set at a slight angle and really close to me. A look at the rear view mirror gives you a satisfying view of the criss-crossing scaffolding of your very serious machine. You know you've got a serious machine when your door handles are made up of nothing more than nylon pulls straps.
While practicality does take a backseat in the GT3 RS, it however still provides an adequate amount of boot space in the form of a 'bucket' in the nose. Enough to fit an overnight bag but not much else. I'm told that the space between the criss-crossing metal is perfect for storing your helmet and whatever else you can get in between those bars.
Engine and Gearbox
At first glance, the GT3 RS's 3.6-litre flat six doesn't differ from the same lump in the GT3. Both cars are running with the same GT1 derived dry-sumped powerplant that revs up to 8400rpm. It punches out a furious stable of 409 ponies and 407Nm of unhindered naturally aspirated torque.
Despite having exactly the same unit as the plain vanilla GT3, the engine feels more urgent in the RS. No doubt affected by the single-mass flywheel and a more tightly stacked gear ratio. The performance of the 3.6-litre unit is exceptional and is already tuned to the limits of its performance capability. This explains why Porsche chose to up the capacity to 3.8-litres for the second generation. Thus the engine is best left unmolested.
The flat six sounds rough and clunky at start up but settles into an uneven idle once the engine oil is warmed up and circulating. The sound (obviously motorsport derived) is closely related to the high pitched cacophony of the GT3 Cup racers though a tad flatter.
The six-speed manual helming the ponies is firm and accurate. Operated by a clutch that will give you the thighs of a Roman Centurion in no time. masochistic drivers who love a heavy clutch will be right at home here.
Chassis and Brakes
The GT3 RS shares a similar suspension setup with the standard GT3 though the setup on the former has been retuned to reflect the track bias performance. The RS gets dampers that are ten percent stiffer compared to the base car. In the rear, the RS also gets a different set of springs to the GT3 due to the weight difference between the two.
The Porsche Active Stability Management (PASM) system comes as standard on the RS but gets retuned to give a stiffer damper setting for track use. In standard mode, the car rides reasonably well for such a track focused machine but hit that button marked with a suspension strut and the RS immediately goes into bitch mode. Communicating every minor tarmac imperfection directly to your bottom.
For more enthusiastic driving, the RS comes with a 'Sport' mode that is separate from the PASM. Once activated, the system sharpens throttle response, loosens the traction control and an exhaust valve opens up to vocalise the flat six freely.
While the standard steel brakes gave incredible stopping power and fade resistance, they are prone to cracking with extensive track use. Owners of the GT3 RS were given a choice of fitting Porsche's Carbon Ceramic Brakes (PCCB) that were a $15,000 option.
The six-speed manual helming the ponies is firm and accurate. Operated by a clutch that will give you the thighs of a Roman Centurion in no time. masochistic drivers who love a heavy clutch will be right at home here.
Chassis and Brakes
The GT3 RS shares a similar suspension setup with the standard GT3 though the setup on the former has been retuned to reflect the track bias performance. The RS gets dampers that are ten percent stiffer compared to the base car. In the rear, the RS also gets a different set of springs to the GT3 due to the weight difference between the two.
The Porsche Active Stability Management (PASM) system comes as standard on the RS but gets retuned to give a stiffer damper setting for track use. In standard mode, the car rides reasonably well for such a track focused machine but hit that button marked with a suspension strut and the RS immediately goes into bitch mode. Communicating every minor tarmac imperfection directly to your bottom.
For more enthusiastic driving, the RS comes with a 'Sport' mode that is separate from the PASM. Once activated, the system sharpens throttle response, loosens the traction control and an exhaust valve opens up to vocalise the flat six freely.
While the standard steel brakes gave incredible stopping power and fade resistance, they are prone to cracking with extensive track use. Owners of the GT3 RS were given a choice of fitting Porsche's Carbon Ceramic Brakes (PCCB) that were a $15,000 option.
|
The latter, while an expensive option seemed the appropriate choice for such a track focused Porsche. Aesthetically, the yellow calipers of the PCCB seemed to match the exotic body colours of the RS much better than the red calipers that came with the standard steel brakes.
The Drive
I have to admit that my drive in the GT3 RS wasn't spectacular as it was just a short trot to get an impression. But the biggest surprise was that despite the car's track focus, the ride was surprisingly comfortable. Of course with the PASM on, the ride does immediately become more intense.
In the corners you can feel the wider rear end do its thing with the massively sticky Michelin Pilot Cup tires doing their thing. Steering feel is just short of reaching out to the wheels with your hand and turning them yourself. Communication is like conversations with an old flame. Familiar.
The 3.6-litre reacts swiftly in standard mode but is almost telepathic with the Sport button on. Unhindered by spinning turbines or boost pressure build up. Pure, unaltered naturally aspirated bliss. The time spent in the GT3 RS was 15 minutes of indescribable heaven.
I have to admit that the F430 I drove not too long ago was something to remember but my short drive with the RS was like a 10 year crush finally reciprocated. It was short but nostalgically sweet.
The Drive
I have to admit that my drive in the GT3 RS wasn't spectacular as it was just a short trot to get an impression. But the biggest surprise was that despite the car's track focus, the ride was surprisingly comfortable. Of course with the PASM on, the ride does immediately become more intense.
In the corners you can feel the wider rear end do its thing with the massively sticky Michelin Pilot Cup tires doing their thing. Steering feel is just short of reaching out to the wheels with your hand and turning them yourself. Communication is like conversations with an old flame. Familiar.
The 3.6-litre reacts swiftly in standard mode but is almost telepathic with the Sport button on. Unhindered by spinning turbines or boost pressure build up. Pure, unaltered naturally aspirated bliss. The time spent in the GT3 RS was 15 minutes of indescribable heaven.
I have to admit that the F430 I drove not too long ago was something to remember but my short drive with the RS was like a 10 year crush finally reciprocated. It was short but nostalgically sweet.
Conclusion
The second generation GT3 RS might boast better performance figures but the first generation will always remain the more significant for me. The RS blurs the line between an all out racer and a sports car for the road. One can literally drive the RS from the garage, to the track, enter a race and drive the same car home again on the same evening.
And just to prove a point, Porsche did just that in 2010 when they entered a stock standard (only modifications being slick tires) Porsche 911 GT3 RS in the Nurburgring 24 hours. Piloted by a team of two factory drivers and two journalists which included the famous Porsche advocate Chris Harris, the team came in 9th after completing 145 laps.
Testament to the GT3 RS's incredible prowess, the car drove an additional 306 kilometres on the Autobahn back to the Porsche factory.
Now tell me, how could we not love it?
What do you think? Jot down your opinions at the comment box below.
The second generation GT3 RS might boast better performance figures but the first generation will always remain the more significant for me. The RS blurs the line between an all out racer and a sports car for the road. One can literally drive the RS from the garage, to the track, enter a race and drive the same car home again on the same evening.
And just to prove a point, Porsche did just that in 2010 when they entered a stock standard (only modifications being slick tires) Porsche 911 GT3 RS in the Nurburgring 24 hours. Piloted by a team of two factory drivers and two journalists which included the famous Porsche advocate Chris Harris, the team came in 9th after completing 145 laps.
Testament to the GT3 RS's incredible prowess, the car drove an additional 306 kilometres on the Autobahn back to the Porsche factory.
Now tell me, how could we not love it?
What do you think? Jot down your opinions at the comment box below.
Photos by Benjamin G, Kline
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