Porsche 911 GT3 – Sports Cars – Sports Cars
The only Carrera with a naturally aspirated engine remained. Trivially new could be defined in this way Porsche 911 GT3but that would be an understatement. Even calling it the sportiest and cleanest of the 911s would not be entirely correct, given that the scepter belongs to the GT3 RS. However, GT3 remains the most racing, polished and concentrated version of the line, no frills RS and with a pinch of added convenience in everyday use.
In the photo, it looks like a 911 with a large wing and mouth, but its lively muscles and its understated structure make it much more flattened and exotic... He doesn't have a Ferrari stage presence, but he is very close to him. The rear wing with carbon flaps is now larger and pushed back., and provides even more downforce at high speeds.
Porsche technicians claim that the new GT3 has the same downforce as the previous generation GT3 RS.: impressive result, especially considering the size of this wing. L 'steering axle stayed like me active engine mountings; but what pleases the porschists the most is the opportunity to order it withsix-speed manual transmission (no extra charge). If it's not for you, there is always immensity Seven-stage PDK our test car.
But the biggest change concerns the engine: instead of the 3,8-liter, 475 hp. 4,0 liters 500 liters. which goes into stratospheric mode 9.000 rpm An engine that boasts an additional 500 rpm over the previous GT3 RS, although displacement and power are the same.
NO FILTER
I don’t deny it: Porsche 911 GT3 is one of those cars that I wanted to get my whole life. I've tried every modern 911 in all sauces and versions, but the GT3 is one of those cars you have to drive to have a reference point a bit like a Mégane RS or a Mazda Mx-5. Opinion proposed profiled seat with carbon shell (sweet tooth on request from almost 4.000 euros) allows you to admire much more carbon fiber and Alcantara than other 911s. There is also a steering wheel with a red ring that acts as a viewfinder and a speedometer with so many numbers that I think it's a joke. But the real moment you realize you're in a special 911 is when you look in your rearview mirror and catch a glimpse of the black roll cage where the rear seats should have been. Fabulous.
After walking the first few meters, you realize that absorbent panels were sacrificed on the altar of lightness, and every grain of sand, stone, or ass ends up knocking under the body and echoing inside the cabin. You don't need to rush to figure it out the machine is taut, hooked, as if it were being screwed on tightly with a giant wrench. The first kilometers of the track are quite nervous, but I need them to get the first impressions. Engine noise at low revs is very civilized and almost trite even with the exhaust open (which is turned on with a button). He does not growl, does not crackle, he growls a little, but to a lesser extent than the GTS. Truth be told, the GT3 is a real car. polite and polite at a leisurely pace, really fit for everyday useand even more so without bucket seats, which can ultimately cause problems. But they contain very well and it costs more to me.
It is also known that there is no "ring" on the steering wheel, which allows you to select different driving modes. Electronic control, suspension stiffness and transmission speed can be changed by pressing the buttons on the center tunnel, you have the following options: ESP OFF (which however supports traction control), all deactivated (needs special attention), PDK gearbox in Sport mode and the suspension is even stiffer. I like the lack of a "comfort" mode, the GT3 - in my opinion - should always be tight and responsive (otherwise why would you buy it?). The fact remains that I would have preferred more freedom in setting up the electronic control, and then I will explain why.
ON THE WAY
I leave the highway and head towards Lake Orta in Piedmont, where there is gorgeous, traffic-free roads, long and varied enough to cause trouble for any frame.
Le Michelin Pilot Sport Cup 2 when they heat up, they look like glue, but when it's cold they are not very encouraging and, to use a non-technical term, “soap“; also because with a 35″ shoulder (30″ in the back) and a 20″ rim, they don’t quite progress when they lose traction.
At a leisurely pace, GT3 has already acquired a special flavor: A lot of information comes from the sides, and the steering wheel, differential clatter and transmission sounds when engaging first gear (even with PDK) are very racing-like.
I do not hesitate to research the qualities of the engine.
The flat-six, 4,0-liter V-4.000 up to XNUMX rpm is rather empty and makes a full but not very personal sound.but if you have the patience to take your time, the world will open up. After 6.000 rpm, it feels like someone has lit the fuse, and between 8.000 and 9.000 rpm, the sound becomes so high that even a violin inserted into your ear cannot do better. This engine is old school: it screams, it screams. This engine is endless. It doesn't have the harsh traction that would give you a pain in your neck (the 911 Turbo is definitely shocking in a straight line), but it's impossible not to burst into hysterical laughter after pressing the limiter. There are so many circles available that you will have to mentally reconfigure, and you need to stay above 6.000 to jump normally. With this assumption, we get to the very heart.
The speed the GT3 is capable of on these roads is almost comical, and the ease with which the limit is reached is the same. There are a series of middle corners to be taken in the third, with bad asphalt and some bumps: GT3 looks at them completely, unperturbed, like a MiG-31 breaking through a dense gray cloud. This is madness. The engine picks up speed in a few minutes, and you will be absolutely dependent on that shrill whine that comes to the limiter. But the engine is just one of the elements that make the GT3…GT3.
When cornering, the big difference compared to the Carrera S is in the front end. The feeling of a light nose that "floats" is always present, even if it is loosened and manifests itself at much higher speeds, but the speed at which the front part enters the corner is likely to be double that.... It's true that the rear-axle steering pushes you almost hard into corners, but it's also true that this doesn't happen as quickly on the Carrera S. Quite impressive. During the curve roll just doesn't existbut the shock absorbers work so exquisitely that they do not make the car jump like a cricket in the presence of potholes, but on the contrary: you can drive on uneven roads with the confidence that the Michelins Maxi will not let go. This instills great confidence and encourages courage, something not taken for granted for a 500 hp car. with rear wheel drive and semi-race tires.
I would almost like to say that the Porsche specialists tried to make the 911 "not 911", but when I easily get out of the "closed" curve, all the qualities and disadvantages of the Carrera fall on my head like a balloon with cold water. A few degrees of the right foot and the 911's nose lifts up and tries to expand, while the rear crushes and finds grip even where it isn't.
By this I am not saying that the front wheels are touching each other, but when you actually push, the 911 gives you a signal and reminds you exactly where its masses are located. It was as if he started to fight on every corner against the laws of physics, emerging victorious, but not without gaining a few punches. It's not an intuitive car like the Ferrari 488 or Lamborghini Huracan, it needs to be understood and still needs to be driven the way you want it (even if you can digest a lot more driving styles by now), but for that very reason. it satisfies.and every time you block it after a run, you realize that it really is your involvement.
Electronic note: I would have preferred a mode that would allow me to play more in the rear while still maintaining the "electronic parachute". With ESP off—and traction control on—the car can move and shake, but it doesn't paint black commas on the pavement, which is one of the great joys of rear-wheel drive. However, when “everything is off,” the GT3 will make you sweat: not because it’s not a very sincere car, but because the rear end has such strong traction and the engine is so snappy and responsive that oversteer can occur. very seriously. but very quickly and at fairly high speeds. But there is always a track ...
ON THE ROAD
Wormwood, damp spots and 6 degrees Celsius: I am in Circuit Tazio Nuvolari, and it's not exactly the best day to squeeze Porsche 911 GT3 on the road. Semi-slick tires are not ideal at these temperatures, and although the asphalt is depleted, it rains a lot, so I find myself in front of dark, poor traction areas in unpleasant places on the track.
The track is as wide as it needs to be, it has a straight line long enough to take a fifth, two of them to test the balance of the car, and a few tight turns to face in the second, perfect for testing traction.
Given the changing conditions of asphalt, I decide to remove all controls to get a feel for how much GT3 is ready to play. It's amazing what grip the GT3 can provide in such unfavorable temperatures, but is equally unsettling when it loses it. To do long oversteer, you have to be fast in your hand and heavy on your feet, but above all you have to be careful when going straight back because the way the 305/30 Michelins regains traction is so harsh that you risk getting stuck in grass.
When the track is completely (almost) completely dry, I'm trying to drive a couple of dry and clean laps to see how much the GT3 lives up to its fame. One is enough to understand that this is so.
He has absolute driving precision, especially when brakingand expects equally accurate guidance from you. The steering tells you everything, has fantastic weight and, above all, is direct without any nervousness.
I steel wheels - if you want, there is me carboceramics optional - they offer extraordinary feel and buildability, and the way the GT3 handles big chunks of speed in such a small space is amazing. Even when you try to step on the pedal, ABS intervention is subtle and effective. there is not a single moment when you cause a rear leak or feel like the front 245/35 tires want to knock you off the track.
If it appears almost as balanced on the road as a mid-engined car, the GT3 drops the mask between the curbs. As you increase the pace, the muzzle begins to expand, not much, but enough to let you know what's going on. The drama is in the change of direction, like in a fast "S" when weights are felt and balance becomes a delicate matter. The engine reacts sharply like a blade and you have to keep the throttle pointed and steady to balance the car. However, when the steering straightens out, you can press the throttle to the floor and rely on the endless traction that only a rear-engined car can provide.
The Porsche GT3 on the track has always offered much more powerful cars to race for its money, and now I understand why. It doesn't have monstrous power, but it allows you to brake so late and accelerate so early that the lap times are almost self-compensating.
CONCLUSIONS
New Porsche 911 GT3 it's as fast as the previous GT3 RS, but wears a more restrained and down-to-earth look. it's the same compact and convenient enough to use it every day without much sacrifice: the irregularities do not scare her, their pits digest well and the review is excellent. It's almost useless to talk about fuel consumption, but if you drive slowly, you can drive more than 10 km / l.
Riding it to the limit is an intense and extremely rewarding experience. You must adapt your driving style to it: brake sharply right on the bend, keep your nose down until the road opens and gives you the opportunity to shoot gears one after another. And it seems like the engine never stops. It screams so clearly that it could distinctly change 2.000 rpm earlier, but it's these last few degrees of tachometer that make this engine so special.
TECHNICAL DESCRIPTION
DIMENSIONS
| the weight | 1505 kg |
| Length | 456 см |
| width | 185 см |
| height | 127 см |
| Trunk | 125 liters |
TECHNOLOGY
| engine | opposed six cylinders, naturally aspirated |
| bias | 3996 см |
| Potenza | 500 CV at 8250 weights / min |
| couple | 460 Nm and 6.000 gigit / min |
| broadcast | 7-speed PDK dual-clutch (optional 6-speed manual transmission) |
WORKING
| 0-100 km / h | 3,4 seconds |
| Velocità Massima | 318 km / h |
| consumption | 12,7 l / 100 km |
