Porsche 911 GT3 RS 4.0 – Sports car
Sports Cars

Porsche 911 GT3 RS 4.0 – Sports car

We will not go so long: GT3 RS 4.0 it's much better than the 3.8, which in itself is one of the best cars I've ever driven and the winner of the latest Ecoty, beating a Ferrari 458, Lexus LFA and even a Porsche GT2 RS. It sounds incredible, but this version is even better. He's faster, he has more drive, and he chews on more gritty asphalt. And that's not all: she is more discerning in her reactions and takes feelings and involvement to another level. This is absolutely best road embodiment of Porsche 911.

È the ultima 997 GT3 and will only be built 7 copies per day until the end of 2011. Although, of course, there will be other GT3s in the future. Andreas Preuninger, project manager, promises that "they will always be interesting," but is the first to admit that they will not be like this version. And they won't even have the legendary Metzger six. Thus, RS 4.0 is destined to become an icon immediately. His debut will cause such a stir that the lucky owners (600 worldwide) will automatically find themselves on a potential gold mine. The engine is the driving force behind the RS 4.0, and not just literally. Preüninger claims the car "was built around him." This is undoubtedly a beautiful swan song. As the bore diameter was already at its limit, the stroke was increased to provide additional power. But even that wasn't enough to come up with 500 CV from a flat six, and therefore the RS 4.0 was equipped with frame racing Porsche RSR3 e GT3 R... It also has Titanium connecting rods modified, different heads, reinforced cam adjusters and stiffer tensioner, plus reassignment. The result is 500 hp. even with a compression ratio lower than 3.8. To increase air flow in 4.0, there are two new air filters big and red with carbon frame, new exhaust manifold and a new air box.

It's not just the 50 hp that are striking. and 30 Nm more: a smooth ride throughout the entire rev range makes this engine very enjoyable, and couple ai low revs allows cornering in a higher gear than 3.8. At this point, one might think that the 4.0 engine has a racing configuration and that it only becomes really alive at high revs, and instead is even fuller than the 3.8. Not only is it the same across the entire rev range, but it also gives an extra boost at the end of each gear. It is very docile, the throttle response is electric and very fast, and it is 0-100 it only goes down 3,9 seconds (a tenth of a second less than 3.8).

The drivetrain is identical to the older version, with the exception of a reinforced clutch disc that can handle extra traction. In a world increasingly dominated by paddle shifters, it's only fitting that the latest incarnation of the GT3 remains loyal to the leadership. Take this big leverage covered Alcantara it still evokes emotions that cannot be denied, no matter if the machine is faster and more efficient. You enjoy not only the sequence of perfect changes, but also the feeling of intimate connection with the car and all its mechanical parts. And when they work so well, it would be a crime to put a filter between you and them.

Chassis 4.0 has i uniball hinges As for the lower rear arms, this is an upgrade we first saw on the GT2 RS. There are still rubbers on the shoulders to reduce noise and bumps, but this car has its own special settings for springs, dampers and camber. The rims, tires and diff are the same as the 3.8 but are now more responsive and precise. The steering has kept the precision and naturalness of the previous version, but now it is even more ready. It's hard to accuse 3.8's management of being lazy, and yet from that point of view 4.0 is a real splinter. It's like going from a chisel to a laser.

There is only one category of people who might prefer 3.8 or 4.0: those who choose a car to be admired. Because this GT3 RS 4.0 is even more ready to go than Traverse - and do it suddenly - from the previous one, and for those who speak better than drive, fools are insured. What hasn't changed is the obedient driving (cars made for the track are usually not as soft on the road). Yes, it reacts to uneven pavement, but it never breaks and never causes its passengers to break.

All this precision breeds trust, and trust, in turn, translates into speed. The 4.0 isn't always a loaded weapon like the GT2 RS, but I'm sure it'll be faster than its big sister on a tough road. Weight savings and aerodynamic changes also contribute to the 4.0's advantage over the 3.8. IN front flaps и Bonnet в carbon (colored, because the paint weighs less than the varnish), i rear windows в plexiglass like the rear glass and there is a lighter battery (which was already present at 3.8) although one is available Battery tiny and even lighter AI lithium ions As an option. But even without it, 4.0 weighs 10 kg less than 3.8.

The aerodynamic balance between front and rear is the same as before, but now the downforce is greater thanks to wider aerodynamic characteristics on the rear wing and movable carbon fins on the sides of the nose. Together, these devices produce 190 kg di deportation in addition to top speed 310 km / h... I couldn't investigate its greater stability at this speed, but it took a couple of laps on Silverstone's South Circuit to get the feel of the tires running more heavily than usual.

There is no doubt that this is an exceptional car and I am sure it will be difficult to make it better. In short, this is the culmination of the 911's development. It will be interesting to see where the Porsche engineers go after this masterpiece. We have heard that there are people who are willing to pay 30.000 4.0 euros without delay in order to take the place of future owners on the waiting list. All I know is that if I were in their place, it would take a lot more money to convince me to give up XNUMX.

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