Porsche 911 GT3:Standard consumption (l/100km): 12.9; Carbon dioxide emissions (g/km): 290; Carbon dioxide emissions of Fuel and / or power supply (g/km): 68; Efficiency category:G
Porsche 911 GT3 PDK:Standard consumption (l/100km): 12.7; Carbon dioxide emissions (g/km): 288; Carbon dioxide emissions of Fuel and / or power supply (g/km): 67; Efficiency category:G*

Porsche 911 GT3:Standard consumption (l/100km): 12.9; Carbon dioxide emissions (g/km): 290; Carbon dioxide emissions of Fuel and / or power supply (g/km): 68; Efficiency category:G
Porsche 911 GT3 PDK:Standard consumption (l/100km): 12.7; Carbon dioxide emissions (g/km): 288; Carbon dioxide emissions of Fuel and / or power supply (g/km): 67; Efficiency category:G*

911 GT3

Many have still never heard of it. Some believe it’s all just a myth. For the true fan, though, behind the idyllic green hills of the Swabian region in Germany the promised land does exist: Flacht. The home of Porsche Motorsport. Our home. The place in which the Porsche heart beats the fastest. Where the transfer from motorsport into series production is routine daily practice. Where the proving ground is our playground. And precision is our greatest passion.

Here, in Flacht, is where the new 911 GT3 turned its first laps. Here is where the mighty sound of its 4.0-litre horizontally opposed and naturally aspirated engine roared for the first time. Here is where the chassis was tuned over the course of countless test kilometres with the meticulous scrutiny only otherwise afforded to the Porsche 919 Hybrid for Le Mans.

Our engineers invested all their racing experience into it, tweaking and honing into the night. Afterwards, they would all say: “It couldn’t get any better.” Only to ask themselves the next morning: “Could we not make it even better?” A hundredth of a second faster, a percentage point more agile, a gram lighter?

Then – and only then – could we award the highest distinction there is at Porsche:

Born in Flacht.

Consumption data

Porsche 911 GT3:Standard consumption (l/100km): 12.9; Carbon dioxide emissions (g/km): 290; Carbon dioxide emissions of Fuel and / or power supply (g/km): 68; Efficiency category:G
Porsche 911 GT3 PDK:Standard consumption (l/100km): 12.7; Carbon dioxide emissions (g/km): 288; Carbon dioxide emissions of Fuel and / or power supply (g/km): 67; Efficiency category:G *

Aerodynamics and design

Aerodynamics and design

The greatest resistance we know here in Flacht? Headwind. It’s a matter of confronting it – with optimum aerodynamics and favourable drag coefficients. But it’s also a matter of exploiting it. By using it to cool the brakes, for example – or as a supply of combustion air. And, of course, to generate downforce on the racetrack.

How do we reconcile these most conflicting of parameters? With a harmonious overall concept. And, of course, a design in which every detail must demonstrate its functionality first and foremost.

The new front end of the 911 GT3 makes one thing instantly clear: this car is not here simply to make up the numbers. Large openings left and right, together with new airblades on each side, improve cooling. Even the customary 911 GT3 air outlet to the front of the luggage compartment lid helps to ensure plenty of fresh air. All cooling air intakes are protected by air intake grilles in titanium colour.

Responsible for the leaner build: lightweight polyurethane with hollow glass microspheres and carbon-fibre elements. The complete front end is made from this light yet extremely robust high-tech material. Responsible for the extra downforce at the front axle: the wide front spoiler lip.

Responsible for clear vision: Bi-Xenon main headlights, fitted as standard, including dynamic range control and headlight cleaning system. LED headlights are available as an option. Direction indicators, daytime running lights and position lights, all designed with LED technology, have now been made even sleeker – leaving a larger surface area for the air openings.

The first impression is like the second: the new 911 GT3 has a more imposing appearance. And always looks ready to pounce. More aggressive as well? We prefer to say: more impatient. At least for those on the racetrack who see it approaching in their rear-view mirror.

Squat is how the rear looks. And squat is also its stance on the road. That’s because the 911 GT3 is an extra 44 mm wider and sits approximately 25 mm lower than the 911 Carrera. It’s because the LED taillights are not only slimline, they are now also shaped three dimensionally. It’s because the central twin tailpipe of the sports exhaust system is a visual clue to the car’s low centre of gravity.

Like the front, the revised rear end is also manufactured from lightweight polyurethane. The rear lid, wing and wing uprights are in carbon. The central air outlet slit is larger and positioned higher than on the predecessor model. The two black-finish ram-air scoops on the rear lid supply the engine with combustion air.

A trademark of the GT models and a pointer in the direction of motorsport: the fixed rear wing. It is approximately 20 mm higher than on the predecessor model. For a further gain in downforce.

Four additional fins at the rear of the underbody panelling reinforce the aerodynamic effect of the diffuser. And they also appear to pull the new 911 GT3 down closer to the racetrack. Especially to those who just saw it overtake.

Performance

Performance

The engine of the new 911 GT3 is not meant as a friendly Swabian gesture, but as a throwing down of the gauntlet. To everyday life. To physics. But, above all, to all the other drivers on the racetracks of this world.

Brief for the new engine: naturally aspirated engine from motorsport, low down in the rear, six cylinders, horizontally opposed pistons. A full four litres of displacement. And high performance potential with unadulterated sound.

The new drive unit was developed – where else? – in Flacht. Particularly robust and powerful, it is based on the engine fitted in the 911 GT3 Cup.

The oil supply principle, which uses a separate engine oil tank, and the concept of four valves per cylinder with cam followers and rigid valve train have also been derived directly from motorsport.

Transmission

Transmission

Porsche Doppelkupplungsgetriebe (PDK)

Porsche Doppelkupplung (PDK) is part of Porsche motorsport history. In 1986 and 1987, the Porsche 962 secured overall victories in Le Mans – with the Doppelkupplung dual-clutch transmission that had undergone continuous development since the 1960s. The rapid gear changes added up to seconds and, over the course of 24-hour races, to minutes that would ultimately lead to era-defining victories.

Today, PDK is continuing to set standards – this time in series production. With gear changes that take place in milliseconds and with no interruption in the flow of power – for faster acceleration and moderate fuel consumption.

But it gets even better. In the 911 GT3, PDK boasts an even sportier setup – with the short gear ratios specific to the 911 GT3 and the crisp, short movements of the gearshift paddles.

The racing feel is down to seven performance-oriented gears, where even 7th gear has a sports ratio engineered for maximum speed. Manual operation of the gear selector is based on the established motorsport principle: back to shift up, forward to shift down.

This is how it works. PDK is essentially two gearboxes in one and thus requires two clutches. This double-clutch arrangement provides an alternating, non-positive connection between the two half gearboxes and the engine by means of two separate input shafts. During a gear change, therefore, one clutch simply opens and the other closes at the same time, enabling gear changes to take place within milliseconds.

All that has consequences, not least for acceleration, for overall performance and for fuel economy. Driving feels even more dynamic and agility is increased.

What about the gear changes themselves? You’ll feel them and you’ll hear them. The electronic transmission control logic of the Intelligent Shift Program (ISP) offers more immediate and faster traction-induced upshifts and downshifts on overrun. In PDK SPORT mode, downshifts under braking are more aggressive while, under acceleration, the shift points are raised even further. So changing up a gear becomes a physical experience – and an emotive one.
6-speed GT sports manual transmission*

In all honesty, we can’t promise you a particularly great deal at this point. Apart from a whole lot of effort, sweat, aching muscles and tears. Tears of joy, that is, because the optional 6-speed GT sports manual transmission brings pure, handson pleasure back to the cockpit.

Six performance-oriented gears are available for you to select, with every single bite of the clutch also accompanied by a surge of adrenaline.

Your job: hand and leg work. Lots of it. The shift throw? Extremely short. Every gear change? Exceedingly precise.

With the 6-speed GT sports manual transmission, the focus is not on every tenth of a second, but on unconditional driving pleasure and unfiltered emotion.

By the by, the 911 GT3 with manual transmission including dual-mass flywheel and mechanically locking rear differential saves approximately 17 kg.

What does this mean for you? Unfiltered driving pleasure. On twisting roads as well as on the racetrack. In a thoroughbred sports car that will move you to tears of joy, time and time again.

The dynamic throttle-blip function gives your emotions no respite. And the sound will be music to your ears. No matter which gear you’re in.

*Available from 09/2017 at the earliest.

Gallery

Design

Design

New front and rear end, Bi-Xenon main headlights, three-dimensionally shaped taillights, underbody panelling with finned rear diffuser, front spoiler and rear wing for aerodynamic downforce.

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