Porsche 911 GT3 RS: engine Speaking of the engine, the new GT3 RS gets the same naturally aspirated 4.0-litre flat-six revving to a hysterical 9,000rpm. Hotter camshafts have upped power by a very
Click to view our Accessibility Statement or contact us with accessibility related questions My Porsche Login / Register Porsche Experience Center Los Angeles The 911 Turbo vs 911 GT3 Experience 911 Turbo vs 911 GT3 Experience the difference between the 911 Turbo and 911 GT3. PDK AWD 640hp max horsepower 0-60 mph 205mph Top track speed PDK RWD 500hp max horsepower 0-60 mph 197mph Top track speed The 911 Turbo vs 911 GT3 package will test your limits of maximum speed. For two of our fastest production cars, this course will explore the performance of the naturally aspirated Porsche 911 GT3 and the turbo-charged 911 Turbo model. Maximum Time Behind the Wheel We believe the best way to learn is by doing. We'll get you behind the wheel quickly. Personalized Driving Coach You'll receive instruction from our Porsche Drive Coach for the entire experience. In-depth Instruction Our world-class instructors will teach you the "why" of how the vehicle responds. Restrictions/Prerequisites Drivers must be 21 years or older to participate Porsche Experience Center Los Angeles THE PEC LA TRACK Mile Handling Circuit The Handling Circuit has been designed to mimic a challenging country road. Using the contours of the land we have created a flowing series of corners and undulations that offer very differing variables for both car and driver. You will learn the correct lines, braking points and how to safely extract the maximum enjoyment from your drive experience. THE PEC LA TRACK Low-Friction Handling Circuit The Low-Friction Handling Circuit consists of a polished concrete surface with tight curves that mimic slick road conditions. You’ll quickly develop a feel for the car’s balance and world class handling, while honing your own driving skills - specifically over-steer and under-steer. THE PEC LA TRACK Ice Hill The Ice Hill has a 7% slope and computer-controlled water jets creating a wetted epoxy, low-friction, surface that holds true to its name. This unique and challenging scenario tests even the most experienced of drivers. As you begin to appreciate the handling characteristics of the car, you’ll become addicted to the module. THE PEC LA TRACK Kick Plate The Kick Plate is a flush-mounted, hydraulic plate set flush to the road. Its surface is designed to induce loss of rear wheel traction, putting the car into a skid or spin. You will be taught the correct technique to ‘catch’ the slide and bring the car under control, (but maybe not the first time). THE PECLA TRACK Acceleration Straight The Acceleration Straight provides a safe and controlled environment to fully explore how a Porsche accelerates using launch control with an added twist. Near the end of the nearly ¾ mile straight, a replica of the Karussell, (Carousel), the famous banked curve on the Nordschleife, (North Loop) of the Nurburgring, awaits you for an enthralling g-force experience. THE PEC LA TRACK Low-Friction Circle The Low-Friction Circle consists of highly polished concrete on a wet surface that in turn creates an ideal environment to provoke, correct and hold oversteer at all speeds. The circle also enables you to build an understanding of car dynamics. THE PEC LA TRACK Off-Road Circuit The Off-Road Course is designed to show how the technical systems of the Porsche Cayenne and Macan work in off-road conditions. The 40-degree vertical descent, ravine bed and fallen timbers are only a few of the all-terrain obstacles packed in to test the ability of the car and yourself. By the end, you will be better equipped to tackle nearly every type of off-road terrain. THE PEC LA TRACK Dynamics Pad Test the speed, agility and lane-change performance on a large asphalt pad designed to simulate unique maneuvers you may encounter during your daily driving. Here, you can really test your personal driving and handling skills.
Go to https://omaze.com/throttlehouse for your chance to win a Tesla Model S Plaid and $20,000 and help a great cause!The Tesla Model S Plaid ($191,090 CAD a Media Platforms Design Team LAP TIMES: Carrera S: 1: secGT3 RS: 1: sec The Porsche 911 Carrera S and its evil twin, the GT3 RS, share the same famed rear-engine 911 profile. The GT3 RS stands slightly wider and lower, and features a lower lip spoiler up front and a pronounced wing on the rear deck. Probably the bright M&M-green paint job is what really sets the RS apart from the Carrera S. But the devil is always in the details. If you haven't checked the engine specs listed nearby, you'd know — with the first twist of the ignition key — that the Carrera S and the GT3 RS do not share the same powerplant. The S has a strong, but muted engine note. The RS spins to life with authority and makes its presence known, thanks to a thundering crackle through the exhaust. The road-going 911 is equipped with a flat-6 rated at 355 bhp and 295 of torque. And the more potent twin is armed with a different, race-bred flat-6 capable of pumping out 415 bhp and 300 of torque. Moreover, the RS's different engine fitment also calls for a 6-speed manual with slightly taller gearing in the lower ratios to take advantage of the car's higher 8400-rpm redline. To turn the Carrera S into a worthy track racer, the GT3 RS takes the same basic front MacPherson strut and rear multilink suspension setup and firms it up with more aggressive springs and shocks. The Porsche Active Suspension Management (PASM) can already change the RS's ride character on the fly with a push of button in the cockpit. But to allow additional fine-tuning of the suspension on the track, front and rear struts have external threads and spring perches for ride-height adjustments. Further, at the rear are unique split track-control arms; metal bushings replace rubber ones for more precise wheel location at speed. Both front and rear anti-roll bars are also adjustable. The GT3 RS is about 80 lb. lighter, thanks in part to deleting the rear seats. The Porsche Ceramic Composite Brakes (PCCBs) on the RS are 50 percent lighter than the stock rotors, reducing unsprung mass by lb. The combination of weight savings and more horsepower equates to better acceleration numbers. Zero to 60 mph in the RS is clocked at sec., which is sec. faster than the Carrera S. But as the speed builds the high-revving RS engine pulls more aggressively, thanks to a variable-volume intake system that switches over at 6350 rpm. The car pushes past the 100-mph mark with a advantage. The quarter-mile is covered in sec. at mph, sec. and almost 5 mph faster than the Carrera S. In the handling department, the RS again edges out the stock S with on the skidpad, and travels more than 3 mph faster through the slalom course. In brake tests, the GT3 RS actually needed a few feet longer to stop from 60 and 80 mph. This is perhaps due to the PCCBs not reaching their most effective operating temperature. Of course, warming up the brakes is never a problem at Willow Springs. Right after Millen lapped the GT3 RS nearly 4 sec. quicker than the Carrera S, he noted: "The brakes are great. It got better as the laps went on." He is able to drive deeper than the Carrera S into the corners. The data showed that significant time was saved here in Turns 1, 2 and 3. This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at Porsche sent us a GT3 on the stickier, dealer-installed Cup 2 Rs. Grip on the skidpad comes in at 1.11 g's, but it's the way the GT3 conquers turns that will impress even a prior GT3 owner.
With the imminent release of the latest versions of the GT3 RS, the usual questions surface: how does it compare to the “plain” GT3, what does one get for the extra $45,000 and is it worth it? First, A Few Straightforward Comparisons Porsche 911 GT3 vs Porsche 911 GT3 RS specifications What The Statistic Don’t Tell You Power: From a technical standpoint, the major difference between the two cars is their engines. The RS version is packing a liter flat six pumping out 25 more horsepower and 13 more ft/lbs of torque than the “plain” GT3. Does that really make that much of a difference? For driving tours and trips to the opera, no. Do you participate in Track Days? Do you care if you’re fastest off the corners and onto the straights? If you do, then it’s worth it. Aerodynamics and general body appearance: The “plain” GT3 already looks pretty racy but has cleaner lines than its RS sibling. The RS version is far more aggressive due to its larger, rear wing, wider body, and numerous scoops and outlets. The car is designed for going harder and longer, which generates more heat. Generating more power and demanding more from brakes requires more air to both engine and brakes. But then that air has to go somewhere. On a normal street car air flow, for the most part, just stays under the car and since downforce/lift isn’t as important, that’s OK. For race-cars, and more serious track-day cars, managing that air can add dramatically to performance and the health of the overall system. Most notable on the latest version of the RS are the very large outlets on the front fenders. Porsche claim that letting all that air out improves downforce and cooling considerably. It also looks pretty cool when you attend Cars and Coffee. Overall Performance: A couple sets of interesting numbers are those of the cars’ heights and their top speeds. Porsche shows the RS as being almost an inch taller and its top speed 2mph slower. Both numbers have meaning. The RS is taller because its rear tires are taller and wider. Presumably, its top speed is slightly slower because of the combined height and width of those big tires. I suppose if you’re at the drag strip, the “plain” GT3 would be the better car. For the track, go with the RS. The bigger tires and more aggressive aerodynamics will mean overall better grip and cornering, even if you give up some top speed. Still no manual: After the last generation of GT3s, it was rumored that this one might reintroduce the manual transmission for those of us who still like to stab the clutch and wiggle the gear-shift lever. But no, Porsche had retained the PDK “option” only. Two reasons: first, as much as everyone says they want manual, buyers overwhelmingly voted in favor of PDK; two, as much fun as the clutch stabbing and lever wiggling are, a well-driven PDK is significantly faster in all track conditions. Important to remember: these are ego cars and ego drivers are not willing to get passed on track just so they can do the stabbing/wiggling thing. Other cool stuff: The RS apparently has a “pit” button, similar to those on real race cars for controlling the speed in the pit lane. It also has track-driven options for racing-type seats, a roll-cage, battery disconnect, fire-extinguisher mount and six-point restraint systems. The Porsche GT3 is designed for occasional use on the race track while the Porsche GT 3 RS is designed for occasional use on the road. Which one for you? I’ve always been of the opinion that when you reach these levels of spending, there are no considerations of dollars. You just get what you want. If you just want a great street car that’s also great on the track, then it’s the GT3. If you want to be the fastest at your local track day and have the baddest looking ride at Cars and Coffee, then it’s the RS. Or maybe you get both…. You’re more than likely going to drive your Macan to work anyway. If you want to see even more of the nuances and differences between these two models, Porsche’s own web-site has an excellent comparison tool. Once you go to Porsche’s website, simply roll your mouse over the model you’re interested in and click “compare”. This will bring up a new window where you can then select up to 3 models to choose between. Never Miss Another Update, Review, or Giveaway Subscribe to the first and only source of original Porsche-related content.
Sound Battle: The brand NEW 2023 Porsche 992 GT3 RS vs Porsche 992 Turbo S vs Porsche 992 Carrera! Enjoy LOUD start up sounds, revs and driving scenes. Which
The History and Key Differences Between Them The GT2 RS and GT3 RS are two Porsche 911 models designed with a simple yet compelling premise in mind: a powerful sports car that can also be taken on regular roads. Porsche calls each a “thoroughbred sports car” in the sense that each came from long lines of distinguished and highly capable sports car models Both are undoubtedly dream machines for any motorsport enthusiast. While these two cars may look superficially similar, they differ substantially in power, character, performance, and cost. This article will go over the origins and key differences between the GT2 RS and GT3 RS. A GT2 RS and GT3 RS, both with the Weissach package. Source: YouTube. CLICK HERE FOR A VIDEO REVIEW OF THE GT2 RS AND GT3 RS WEISSACH PACKAGES. A Brief History The Original GT2 Let’s start with the GT2. Named after the Group GT2 (Grand Touring Cars) racing class of the FIA, this car was built with racing in mind. As a high-performance sports car made by Porsche from 1993 to 2009, the GT2 was initially based on the 911 Turbo and used an analogous twin-turbo engine. Despite these core similarities, the GT2 included a smorgasbord of upgrades such as larger brakes and suspension recalibration. The original 993 generation GT2. Photo courtesy of The Car Spy. Source: Wikipedia. The original 993 version of the GT2 ditched many of the unnecessary components of the Turbo and thus was quite a bit lighter overall. It had widened plastic fenders and a large rear wing with air scoops for improved engine cooling. Its original engine generated a maximum power of 316 kW, or 444 horsepower. It could hit a top speed of 187 MPH and go from 0 to 60 in seconds. The 996 model came out in 1999 and, unlike its predecessor, was envisioned first and foremost as a road car. The new GT2 featured a twin-turbo version of the GT3’s flat-six engine (see below). It had a maximum power output of 350 kW (476 hp). The body also witnessed several changes from the previous 993 model. Major differences included wide fenders, a sharper, more aggressive nose, and a larger rear wing. The 996 GT2. Source: Car Throttle. Sources: Sport Car Market; Car and Driver. The Original GT3 The GT3 was first introduced in 1999 as a homologation model of the ever-popular Porsche 911, specifically the Porsche 996 model range. Like the GT2, the GT3 was named after the class from the FIA. Also like the GT2, the GT3 was focused on racing and eliminated any items or features that added unnecessary weight to the car. Gone were the rear seats, sound dampening, rear loudspeakers, sunroof, and air conditioning. In came a new flat-six engine design based on units used in the 911 GT1 race car. The engine became known as the Mezger after its chief designer, the engineer Hans Mezger. The original GT3, made from 1999 to 2005. Photo courtesy of Alexandre Prévot from Nancy, France. Source: Wikipedia. Although the Mezger is very similar to the completely water-cooled 962 engines, except that the GT3 engine uses two-cylinder heads each covering a battery of three cylinders. Interestingly, because the air-cooled crankcase has an engine-to-transmission mounting flange configuration, the 996 GT3 used six-speed manual gearbox that was also inherited from the air-cooled 911. Because this gearbox had interchangeable gear ratios and was more durable overall, it was better suited for racing than the standard 996 type of gearbox. The GT3 also featured enlarged brakes, a lowered and retuned suspension system, lighter wheels, and a special front bumper with rear spoiler to bolster downforce and increase overall grip. The sum total of all these features made the GT3 one of the best track cars Porsche had produced up until that point. Source: Road & Track. The GT3 RS In 2003, Porsche introduced the first 911 GT3 RS, a somehow even more racing-focused version of the 996 GT3. The “RS” stands for RennSport, or “racing sport” in English. Notable improvements over the original GT3 included aerodynamic body enhancements, carbon fiber parts, and a magnesium rooftop. The GT3 RS possesses a flat-six engine with 520 HP. Just as interesting are its optional Porsche Ceramic Composite Brakes (PCCB), which are extremely heat and fade resistant compared to typical cast iron units included as factory standard. The GT3 RS (with the Weissach Package), released in February 2018. Source: Despite all these extra features, the GT3 RS is slightly lighter than the GT3 thanks to a polycarbonate rear window, a carbon fiber hood, and a rear wing for reduced drag. The GT3 RS came out in 2016. Since then, Porsche has continued to release new, facelifted GT3 RS models ever since, the most recent being an update of the GT3 in 2018. Additionally, the GT3 RS has a number of different engine specifications from the GT3. For the purposes of racing homologation, the cylinder heads of the GT3 RS have reshaped intake and exhaust ports. It has progressive, rather than linear, springs, and the dampers are somewhere between 10 and 15% stiffer than the GT3. Wheel carriers are made to maximize dynamic control, while the suspension top mounts can be turned 120 degrees. One result of all this is that the GT3 RS is about a tenth of an inch lower to the ground than the GT3. The GT3 RS can accelerate from 0–60 MPH in seconds and has a top speed of 190 MPH. Sources: EVO. The GT2 RS In 2010, Porsche introduced the first GT2 RS to the world. Whereas the GT3 RS was produced alongside the original GT3 for several years, the GT2 wholly replaced the GT2 when it came out. Both lighter and stronger than the original GT2, the GT2 RS engine generates a power output of 456 kW along with 700 N⋅m of torque. The original 2010 Porsche 911 GT2 RS. Photo courtesy of Falcon® Photography from France. Source: Wikipedia. In 2017 the 991 generation of the GT2 RS was unveiled. With a L twin-turbo flat-six engine, the 991 GT2 RS has a maximum power output of 515 kW, or 691 hp, along with 750 N ⋅ m of torque. This version of the GT2 RS holds the distinction of being the most powerful production 911 variant Porsche has ever built. Because it does not have all-wheel drive, the GT2 RS is also about 300 lbs. lighter than the Turbo S it was originally based on. In order to minimize weight, the GT2 RS incorporates a titanium exhaust system, carbon-ceramic brakes, rear-axle steering, and a stability and traction control program. The Porsche 991 GT2 RS. Photo courtesy of By Alexandre Prévot from Nancy, France. Source: Wikipedia. In 2017, Porsche test driver Lars Kern used a 911 GT2 RS to set a 6 minute, second record time around the Nürburgring Nordschleife, with an average speed of MPH. A GT2 RS holds the record for the fastest production lap eve recorded, coming in at 3 minutes, seconds around a km track. This record was set in 2018 by Warren Luff, an Australian race and stunt driver. The 2019 Porsche GT2 RS is, as far as we can determine, the fastest street-legal car available right now. It goes from 0 to 60 MPH in seconds. Sources: Auto Express; Porsche; Bring a Trailer. Differences between GT2 RS and GT3 RS We spoke to several customer service representatives from Porsche. They told us that the difference between the GT2 RS and GT3 RS can be summarized in one word: speed. The GT3 RS is renowned for its mix of speed, handling, performance, and feel. The GT2 RS, on the other hand, pushes the speed envelope as far as Porsche cars can possibly go. Another thing to note is each car’s limited availability. “These two models are limited productions,” one agent noted. “The GT3 is only available every 4 years, whereas the GT2 is available every 7-8 years.” Additionally, “the GT2 RS will only be available once during that model’s lifespan.” This article will primarily discuss the latest versions of the GT2 RS and GT3 RS, released in 2017 and 2018 respectively. Engines The key difference between the GT2 RS and GT3 RS, our sources told us, lies in the core engine each one is built off of. They share many of the same design elements and both are great for road or track use. However, the GT2 RS takes those elements and combines them with its powerful twin-turbo engine. The GT2 RS uses a flat-six twin-turbo engine inherited from the original 911 Turbo S. The GT3 RS, on the other hand, is built with a naturally aspirated 4-liter flat-six engine. It uses a VarioCam system that constantly alters the timings of all four cams. This allows the engine to maximize all 22 lbs. of its boost. The flat-six twin-turbo engine used in the GT2 RS. Source: duPont Registry. What this means is that the GT2 RS produces 700 HP compared to the 520 HP of the GT3 RS. The GT2 RS can hit a top speed of 211 MPH, compared to the 193 MPH limit of the GT3 RS. This allowed a GT2 RS to complete the legendary Nürburgring lap a full 10 seconds faster than its GT3 RS competitor. The GT3 RS, in contrast, is all about performance. With its standard PDK transmission, performance-tuned suspension system, carbon ceramic brakes, and multiple aerodynamic enhancements, the GT3 RS exhibits fantastic handling in every way. However, be aware that the GT2 RS does not allow for either all-wheel drive or 4-wheel drive. This may be a serious concern for some drivers who demand stability and grip in their cars. The lack of AWD or 4WD has led the duPont Registry to call the GT2 class “the modern Widowmaker.” Take that information as you will. Most people agree that, while the GT2 RS possesses raw (at times frightening) power, the GT3 displays superior handling and makes for a better track car overall. Other Features: Cooling, Shock Dampening, Calipers, Brakes, etc. Compared to the GT3 RS, the GT2 RS has larger turbochargers, a modified crankcase, different pistons, a special kind of multi-tube air filter, large intercoolers, enlarged airducts, and a water injection system. All this means that, even in the most extreme conditions, the GT2 RS will turn in a reliable performance. As you can see, there is quite a power difference between these vehicles. For this reason, they also have differently calibrated shock dampening, steering (both axles), and stability control systems. Our sources especially wanted to emphasize the larger brakes on the GT2 RS, which have a caliper “about 10 mm bigger” than the GT3 RS. Further, whereas the GT2 RS comes standard with carbon ceramic brakes, the GT3 RS uses cast iron rotors. However, “the 3 brakes are slightly smaller at 380 mm in diameter.” Price We should, of course, mention the cars’ relative price ranges. According to our sources, “The [GT3 RS] will usually be around 300 thousand whereas the [GT2 RS] will be about half a million” in price. Take the latest versions, for example. The latest version of the GT2 RS has an MSRP from about $293,200. The GT3 RS, on the other hand, starts at around $187,500. It’s up to you to decide if the extra speed and raw power of the GT2 RS is worth the extra hundred grand. Weissach Package Before concluding, we should mention the Weissach Package that is optional for both GT2 RS and GT3 Rs. The WP, originally devised for the Porsche 918 Spyder, grants extra engine power and reduces the weight of a car by about 40 lbs. The package comprises of anti-roll bars on front and rear axles, coupling rods and roof both made of carbon-fiber reinforced plastic, and optional forged magnesium wheels. It includes a bolt-in roll cage made of titanium, which, as we all know, possesses the best strength-to-weight ratio of any metal. This makes it approximately lbs. lighter than the steel roll cage. If that weren’t enough, the ultra-light gearshift paddles and the steering wheel trim are also made of carbon-fiber reinforced plastic with a carbon-weave finish. They even made the carpet trim lighter. It would be safe to assume that the GT2 RS with the Weissach Package is hands-down the lightest and fastest Porsche ever conceived. Source: Sources: Porsche; Conclusions So, in conclusion, the GT2 RS is about pure speed, whereas the GT3 RS is about balancing speed with exquisite performance. If you’re need for speed is absolutely unquenchable, the GT2 RS could be the car for you. But if you want smooth handling and control while still easily achieving white-knuckle speeds, give the GT3 RS a try. Sources: Top Gear; Porsche Centre North Toronto; Rusnak / Pasadena Porsche; Romans International; phone interviews conducted with customer service representatives from Porsche (06/02/2020).
The German automaker Porsche has once again impressed with the 992 generation of the Turbo S. This car boasts a powerful 650 horsepower 4.0-liter twin-turbo

Porsche Experience Center Atlanta The 911 Turbo S vs 911 GT3 Experience 911 Turbo S vs 911 GT3 Feel the difference between the 911 Turbo S and 911 GT3. PDK AWD 572hp max horsepower 0-60 mph 199mph Top track speed PDK RWD 500hp max horsepower 0-60 mph 197mph Top track speed The 911 Turbo vs 911 GT3 package will test your limits of maximum speed. For two of our fastest production cars, this course will explore the performance of the naturally aspirated Porsche 911 GT3 and the turbo-charged 911 Turbo model. *Please note, if ambient temperatures are below 45 degrees Fahrenheit on the day of your booked drive experience, conditions may not be safe enough to run the 911 GT3 vehicle. In this instance, a suitable substitute vehicle is selected from our fleet. For more details on our winter weather policy, contact us at Maximum Time Behind the Wheel We believe the best way to learn is by doing. We’ll get you behind the wheel quickly. Personalized Driving Coach You’ll get one-on-one instruction for the entire experience In-depth Instruction Our world-class instructors will teach you the "why" of how the vehicle responds. Restrictions/Prerequisites: Drivers must be 21 years or older to participate with a valid, state-issued driver's license. For safety purposes, all drivers must be able to speak and understand driving commands in English. // Por motivos de seguridad, todos los conductores deben hablar y comprender instrucciones de conducir en inglés. Welcome To Our Playground In order to truly appreciate what a Porsche is engineered to do—we’ve designed our circuit to showcase the incredible performance of Porsche vehicles. Test it out for yourself from the kick plate to the off-road circuit, you’ll be able to experience the unique capabilities of Porsche vehicles. On all six aspects of the track, our various driving experiences are set up so you can get the most out of every lap. The Track At PEC ATL 1 Mile Handling Circuit This one-mile handling course is designed to mimic a winding country road. Its varying curves and undulations will teach a driver the finer points of choosing the correct path and brake application when navigating those conditions. The Track At PEC ATL Dynamics Area The large asphalt pad of the Dynamics Area is designed to stimulate unique maneuvers encountered during daily driving. Here, you’ll test the speed, agility, and lane-change performance of both yourself and the Porsche you’re driving. The Track At PEC ATL Kick Plate As your vehicle travels over the plate, sensors trigger it to move randomly, mimicking sliding that occurs during inclement weather conditions. This experience forces the driver to react effectively in the scenario of a vehicle skid or spin. The Track At PEC ATL Wet, Low-Friction Circle Ever wanted to experience the glorious drift of a Porsche? In the low-friction circle, test out over-steer capabilities using a combination of throttle and steering input, on an inward slope of wet polished concrete. The Track At PEC ATL Low-Friction Handling Circuit Similar to the Circle, the Low-Friction Handling Circuit is a polished concrete surface. Featuring a series of unique, tight curves in various radius types on-and-off camber corners this circuit is designed to test the driver’s skills during extreme understeer conditions. The Track At PEC ATL Off-Road Circuit Designed with a Cayenne in mind, the Off-Road Circuit will test your handling skills and the expansive capabilities of a Cayenne's off-road engineering and safety technology.

Vysokootáčkový motor s objemem 4,0 litru s atmosférickým plněním motor a s výkonem 525 k (386 kW) 911 GT3 RS (WLTP)*. Plně automatické nastavení předního difuzoru a zadního křídla. Systém pro snížení odporu (Drag Reduction Systém – DRS) – zadní křídlo. Aero vahadlo na přední nápravě pro zvýšení přítlaku až Two or three? I've been asked it many times; not children, though that's a debate Mrs Fortune and I have been having for a long time. Instead it relates to Porsche's current GT cars. The strength of feeling out there to one or the other is like the People's Front of Judea's scorn for the Judean People's Front - only the splitter here's an aero by naturally-aspirated or turbocharged Stuttgart flat sixes, they hail from the same GT department and were developed in parallel, that much is obvious. GT road car boss Andreas Preuninger even admitted on the quiet that perhaps they should have launched the 3 before the 2, but circumstances prevented they share so much is unsurprising; what does shock, though, is the extent to which they differ. We'll avoid the debate on lap times, as that's a whole different sport, and instead concentrate on how they feel on the road. I've driven both, but until now the opportunity to sample them back-to-back has proved elusive. That all changes today, on the sensational Scottish roads up near Ullapool, on the North Coast 500 route. The bridge in the pics is Kylesku. The roads around there as brilliant as the scenery, and about as far removed as any track as it gets - even the one where these RSs perform so in the GT3 RS first. Having been around the Isle of Man in this exact car only a few weeks earlier, it feels very familiar. In the middle of the Irish Sea it mesmerised; its abilities catapulted far beyond the already sensational heights of the Gen I GT3 RS, a car I genuinely couldn't conceive Porsche making any better when it launched. It is though. The changes to the Gen II GT3 RS might have initially logged in the 'meh' category on first reading the specification, but the car is less a minor evolutionary leap than it is an entire change of that end the GT3 RS has a lot to thank its GT2 RS relation for. It rides on suspension that, barring a slight adjustment to the set-up to account for the differing performance delivery and weights, is all but identical. That's ball-jointed throughout, save for one connection that links the rear-wheel steering system. The spring rates are up, the dampers and roll bars significantly wound back. The effect, on both cars is incredible poise, without any significant compromise in ride both can cope with the vagaries of UK tarmac is testament to the GT department's decision to take such a route. The resulting wheel and body control is tremendous, allowing each to better exploit their NA or turbocharged take on the obsessively honed flat-six engine, slung out the back behind the same 325/30 ZR21 tyres. The dimensions are the same, too, save for the 3's slightly lengthier shape (although there's only 8mm in it).Visually they're riotous, as befits their performance goals, both wearing the aero addenda that defines their track-refugee status, with NACA ducted bonnets, huge intakes to cool, vents to depressurise and evacuate spent air, and rumps adorned with wings so vast they'd surely take flight if they were inverted. As similar as they are, it's the differences that really hit home, the GT2 RS's more upright, plough-like front more pugnacious, likewise the rear's lower diffuser, with the massive exhausts situated in contrasting black bodywork, the GT2 RS, shouting, in Preuninger's own words: "I'm the alpha animal."That's as may be, but with the 2 RS ultimate downforce wasn't such a key development focus; Preuninger admitting that he wanted less drag to enable its ridiculous pace deep into three figures on the Autobahn. That's a subtly different proposition to the GT3 RS; its aero has always been all about downforce, albeit while still trying to minimise drag, which is the enemy to its racing less overt, relatively speaking, the exhausts inboard, situated among painted rather than contrasting bodywork, lacking the forceful visual pugilism that the 2 RS brings, and denied in UK form its most outrageous look (the Weissach pack being unavailable to British buyers). Either way, they both look incredible - unless you're in the Touring camp, of course. The chances are you know the figures, but in case you need reminding the GT3 RS produces 520hp from its naturally-aspirated flat-six. The GT2 RS loses 200cc of capacity for a flat-six, but adds a pair of variable vane turbochargers with a water-injection induction system, allowing it an almighty 700hp. And the performance? Take these as typically Porsche conservative; the 2 RS reaching 62mph in seconds, the 3 RS trailing it by seconds. The 3 trailing is true everywhere, 99mph arriving in seconds and 124mph in seconds as it runs to its 211mph maximum. In Germany, only, of course. The 3, meanwhile, takes seconds to reach 99mph, and after that we're left guessing, though it will reach 193mph. Plenty quick, particularly when the limit around here is the GT3 RS is absorbing enough even at legal speeds to deny me the pleasure of the sensational views. No, the richness here is in the drive, the detail, and the way the GT3 RS is able to engage and delight on the roads that meander like rivers around the topography, every turn and twist communicated with such clarity, dealt with with such precision as to wonder why you'd ever want anything chassis might have been the key in defining the evolutionary leap with this GT3 RS over the Gen I car, but the engine changes are no mere support act. To experience the 9,000rpm redline, and specifically the enthusiasm with which the engine responds all the way to it, should be on every PHer's bucket list. Add a transmission that's so fast as to feel like it's hard-wired to your synapses and the combination of the three, in conjunction with the incredible brakes, creates about as absorbing and immersive a driving experience as you could ever wish GT3 RS's talent seam is so deep, yet even when you're just scratching at the surface it engages, every input rewarded with immediate response, underpinned with detailed control to the end benefit of speed. The GT2 RS, as with its looks, is more overt in its delivery. That's hardly surprising given the more forceful nature of its engine, the way it hauls from low revs has to be experienced to be believed. That it still loves revs, thrives on them even, is wonderful, the 2 RS's powerplant representing a revolution in turbocharged engines which takes all of the advantages forced induction brings, yet leaves any compromises on a shelf marked 'history' back in difficult not to be seduced by the GT2 RS's massive urge, yet the old adage that power corrupts just isn't applicable. The chassis is more than a measure for the incredible forces that the engine creates. That we've reached a point where an arse-engined, RWD, 700hp turbocharged Porsche can genuinely be described as exploitable underlines just how far we've come. Less widowmaker these days, then, and more mistress - you'd spend less and less time at home if you had one of these...Here, on these roads, its ability to shorten journey times is other-worldly, arriving at the next corner seemingly before you've exited the last one. It's that fast, for which you can read, that capable. There's the same incredible poise, the chassis acting as an enabler to the phenomenal engine; ably assisted by the brakes' unerring stopping power and the PDK transmission's ability to fire up and down its seven ratios with is surprising over the same roads is how different they feel. Yes, the anticipation is of nuances, but had you described this experience I'd have dismissed it. The GT2 RS feels bigger, physically, a manifestation of its greater performance potential, even if the reality is that they occupy the same amount of tarmac. It's not a blunt tool by any measure, but the rear axle's dominance is apparent, the steering marginally less eager to turn in than on the GT3 the GT2 RS delivers more of its performance earlier, the GT3 RS needs teasing to produce its best. There's a greater input to reward ratio with the 3, simply because you have to work it that little bit harder to deliver. That the reward is a 9,000rpm redline is enticing enough, the sound emanating from it as it reaches those heights being of the goosebump-inducing variety. The GT2 RS's mightier, deeper notes are sensational, but lack the finer delicacy of the 3's are incredible, intoxicating cars, and for me to say one is better than the other is nigh on impossible, if not arguably moot given many buyers will simply have both. But I'll stick my head out there, disagreeing with the man responsible for building them himself, and say if I had to pick one it would be the GT3 RS. To many, that'll be wrong, to others right. I don't really care, as both factions have enormous merit. What is indisputable, however, is that both camps having such outrageously talented, exploitable and engaging offerings available to them is surely no bad thing. SPECIFICATION - PORSCHE 911 GT3 RSEngine: 3,996cc flat-six, petrolTransmission: 7-speed PDK, rear-wheel drivePower (hp): 520@8,250rpmTorque (lb ft): 347@6,000rpm0-62mph: speed: 194mphWeight: 1,430kg (DIN)MPG: 291g/kmPrice: £141,346SPECIFICATION - PORSCHE 911 GT2 RSEngine: 3,800cc twin-turbocharged flat-sixTransmission: 7-speed PDK, rear-wheel drivePower (hp): 700@7,000rpmTorque (lb ft): 553@2,500-4,500rpm0-62mph: speed: 211mphWeight: 1,470kg (DIN)MPG: 24CO2: 269g/kmPrice: £207,506 (plus £21,042 for Weissach package) According to Porsche, the 911 S/T launches to 60 mph in 3.5 seconds and can achieve a top track speed of 186 mph. Slower than a PDK-equipped GT3, sure, but still plenty quick. View Interior Photos We’ve been blown away by the pace of the new Porsche 911 Turbo S, but how does it compare to its drop-top Cabriolet cousin? Oh, and we’ve chucked in a stripped-out GT3 wildcard for good measure… Tap the video to watch the race. There’s no denying that the new Porsche 911 Turbo S is carwow’s king of drag racing – watch it demolish a Ferrari 812 Superfast and Lamborghini Aventador SVJ if you don’t believe us. But, can you have even more fun with your top off? To find out, we’re pitting the new Turbo S against the Turbo S Cabriolet. These cars are almost identical on paper – both have twin-turbo flat-six engines pumping out 650hp and 800Nm of torque. But, the 1,710kg Cabriolet tips the scales at 70kg more than the coupe. It can’t match the hard-top’s slippery aerodynamic shape with its roof folded down, either, which could hold it back at high speeds. As an added bonus, we’ve thrown in a Porsche 911 GT3 for good measure. This hard-core track-day toy is a model, meaning it’s one generation older than the two Turbo cars, but it weighs in at just 1,430kg – that’s 210kg less than the new Turbo S Coupe. Sounds pretty promising so far, but the GT3 chalks up ‘only’ 500hp – 150hp less than the new Turbo S – and has to make do with rear- instead of four-wheel drive. The instant throttle response from its naturally aspirated engine could mean it has the edge in the rolling race, though. So, think you’ve decided which rear-engined racer will win our latest drag race? Watch the video to see if you’re right. Read our in-depth Porsche reviews or check out the latest carwow offers on the best sports cars on sale.
The 2023 Porsche 911 Carrera T is powered by the company's least potent flat-six engine, which sends 379 hp and 331 lb-ft exclusively to the rear wheels. But the Carrera T ownership experience isn
Since you need help choosing from two of the most expensive and exclusive models, I'm going to assume this is more of an image thing or a dream for you than outright performance requirement. My vote is for the Turbo S, even though you don't seem to fully understand why it is the top of the entire 911 line. It's more than a drag car, full on S is way easier to live with everyday and can be a daily driver. Also way cheaper to run as you don't sweat the resale milage as much. It's a more capable car depending on what configuration you get. Also gets just the right amount of attention so you can park it anywhere and not also get backseats with the turbo, which do come in handy. It's quieter by default and there's a cabriolet option as well so you can really go in style (passengers love the cab). Decimates anything else on sale under 400k and can be tuned to the professional drivers, both cars turn the same lap times. The turbo S will be faster for the everyman. I'm not convinced all GT owners can even back up that car's racing pedigree with the technique required. There's very little room for modesty when your car has stickers and wings all over my mind GT3RS is really for sitting around in carshows or on track running laps with semi-professional drivers. I know Porsche's intention is "race car for the road" but in my taste It's still too flashy "boy racer" to drive on the street (unless it's on the way to a track) and belongs on a - if you have to ask which car, you are not ready for the GT3RS. Get the Turbo S until your desire to go racing and abundant driving technique support getting into the GT - since you are literally a child, why not dream bigger and shoot for a 918 Spyder? Better yet just settle for a regular old Carrera that most people working their entire lives still can't afford. Porsche 911 Insurance cost. Average car insurance rate: $312/month; Most affordable company: Allied ($98/month) 911 insurance cost vs. average vehicle insurance cost: $183 more expensive than the average vehicle; The estimates below and above are based on our sample driver profile — a 30-year-old single male driving a Porsche 911 with full
Recently, Evo Magazine had the opportunity to test Porsche's twin range-topping 911s, the ludicrously fast all-wheel-drive luxury rocket sled 911 Turbo S and the ludicrously fast stripped-out track special 911 GT3 RS, back-to-back at Anglesey Circuit. The cars ended up being two remarkably different ways to produce two remarkably similar lap times around the circuit. Seeing the opportunity for an experiment, Evo then placed the two cars' onboard videos side-by-side to demonstrate the differences between the two rear-engine masterpieces. Which of these two big-power Porsches would you rather take for a lap of the track? It's obvious from the video that the GT3 RS carries more speed through the corners and uses its downforce to full advantage; on the other hand the Turbo S makes excellent use of its horsepower advantage, but due to its extra weight, it has to get on the brakes earlier. The Turbo S has an additional acceleration advantage, with AWD to help drive the car out of the corners. At the end of the day, they're both supremely quick...but which would take?You can watch the side-by-side onboard here:The GT3 RS full video is available here:And the Turbo S full video is available here:
2dr Coupe (3.0L 6cyl Turbo 8A) 2dr Coupe AWD (3.8L 6cyl 8A) Can get loud when pushed too hard. Rear seats are unusable. Very pricey as compared to its rivals
Power is important, but one also has to consider the way it’s applied. This is a point proven time and again on the drag strip, where all-wheel drive vehicles perform exceedingly well. The latest proof of this comes from Porsche and CarWow, who decided to pit a 992-generation 911 Turbo S and 911 GT3 against a 991-generation 911 GT2 RS. The 911 GT2 RS, despite being the oldest car of the trio, makes the most power. Its twin-turbocharged flat-six pumps out 690 hp (700 PS/515 kW) and 553 lb-ft (750 Nm) of torque, which is without a doubt impressive, but all of its goes to the rear wheels. Read Also: Porsche 911 Turbo S 20th Anniversary Edition Celebrates Two Decades Of The Brand In China The 911 GT3 also powers its rear wheels exclusively but its naturally aspirated engine makes “just” 503 hp (510 PS/375 kW) and 347 lb-ft (470 Nm) of torque. That actually makes it the least powerful of the trio. The 911 Turbo S, ostensibly the least track-focused of the three, gets AWD and a twin-turbocharged engine that churns out 641 hp (650 PS/478 kW) and 590 lb-ft (800 Nm) of torque. That makes it the second most powerful car lining up for this race but it’s also the only one that powers all four wheels. The results speak for themselves as the more powerful 911 GT2 RS struggles to put its power down off the line regardless of whether its driver is using launch control, stability control and launch control, or is simply relying on his right foot. Although it finishes each drag race closing in on the 911 Turbo S, it never manages to catch it. And that’s the advantage of all-wheel-drive. Even against another car that was made by the same manufacturer and features a more powerful engine, more grip means more speed.
The 2022 Porsche 911 GT3 responds with its coveted 4.0-liter H-6 motor. Like the LT6, the 911's engine lives on the upper floors of the high-rpm skyscraper, making its max 502 hp at 8,400 rpm and
Is this the greatest Porsche drag race of all time? You know what, we think it just might be! We’ve got the new Porsche 911 Turbo S facing off against a new 911 GT3 and a 991 generation GT2 RS! And of course, as you’d expect, the stats on all three cars are absolutely wild… Starting with the 911 Turbo, it’s powered by a twin-turbo flat-six that puts down 650hp & 800Nm. Of course, it’s super expensive, costing around £165,000, and it’s also pretty heavy, weighing in at 1,640kg. Alongside it, we have the awesome GT2 RS. It’s also powered by a twin-turbo flat-six, but it puts down 700hp & 750Nm. It’s a fair bit lighter than the Turbo S, at 1,470kg. However, it’s got one big disadvantage – it’s RWD only! It’s also SUPER expensive these days, costing you around £300,000! Then finally we have the GT3. It’s powered by a 4-litre naturally-aspirated flat-six that delivers 510hp & 470Nm. It’s the lightest car here, at 1,435kg, and it’s also the cheapest, at £128,000. But just like the GT2 RS, it’s also only equipped with RWD! So what do you think, will it be a walkover for the Turbo S? There’s only one way to find out… LET’S RACE!
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For a new model, the Porsche 718 Cayman GT4 RS's price is between $168,801 and $221,280, with the Porsche 911 Turbo S priced between $227,841 and $269,753. Porsche 718 Cayman GT4 RS vs. Porsche 911 Turbo S Resale/Retained Value. Looking at the 5-year depreciation rate for both models, the Porsche 718 Cayman GT4 RS loses 21.7 percent of its Unofficial Collectors Resource Website Porsche 911 991 Turbo S vs GT3 RS EVO Testing the 991 Generation This was a great test to watch for both amazing cars. Comparing the two on the Anglesey Circuit you can see the 911 Turbo S and GT3 RS are matched. Interesting to note is the Turbo S running normal road tyres and from the EVO presenters comments, who is used to new car tests, the Turbo S just worked. The Porsche 911 GT3 starts at $172,450, which includes a $1,450 destination and delivery charge, and a $1,300 gas guzzler tax. From there, it’s easy to drive the price tag well north of $200,000 with options such as $5,900 full bucket seats, $10,000 carbon ceramic brakes, $4,000 matrix LED headlights, and more. Home News Porsche 911 Drag Race: 991 GT2 RS Vs. 992 Turbo S Nov. 24, 2020 3:11 PM ET Video This is closer than you may expect. When it comes to the Porsche 911, you can't make a bad decision. All of them are powerful and, more importantly, handle beautifully, but seeing how they compare in a drag race is always interesting. The scenario in the video below sees the latest 911 Turbo S go up against the previous generation's insane GT2 RS. Although from the same family, these cars are very Turbo S produces 640 horsepower and 590 lb-ft of torque while the GT2 RS makes 700 hp and 553 lb-ft. Both have an eight-speed dual-clutch auto changing gears, but the Turbo S has the added benefit of all-wheel-drive, and with conditions looking damp, the lesser-powered Porsche should be in with a shot here. 888MF/YouTube 888MF/YouTube 888MF/YouTube Out of the gate, the rear-wheel-drive GT2 RS is still astonishing. When Porsche claimed a 0-60 mph sprint time of seconds in a car with 700 hp, it seemed insane that such a thing could be achieved by powering just one axle, but even in the wet, the more powerful car quickly asserts its dominance. As always, however, power is nothing without control. With a different driver behind the wheel, the AWD Turbo S is able to pull ahead and stay there, and it takes another attempt for the GT2 RS to reclaim its position on top, which just goes to show that anything can happen in a race. Porsche Porsche Despite the overall loss, the 911 Turbo S is an incredibly satisfying machine that can decimate lap records. It's pretty impressive if you find an unrestricted piece of tarmac to fully exploit its engine on too, so we doubt that this video will cause any sleepless nights for those who already own one. Still, there's no getting away from the fact that the GT2 RS is on another level. While we have seen it on a winding circuit on numerous occasions, this video just makes us respect the road-legal racer even more. Even in the rain and even away from its comfort zone, the GT2 RS is an animal. We can't wait for the next one. Porsche Porsche There’s no mistaking the GT3 RS for anything other than a Porsche 911, but clearly wind tunnel data took priority over seductive styling in the design process. Based on the broad 911 Turbo body - splitters, vents, blades, gills and wings are placed in, on and around the car in a dramatically carved and channelled, obviously aero-driven Atacama Beige/Black, Leather Seat Trim w/Two-Tone Heritage Design Interior Black, Exclusive Manufaktur Lthr Seat Trim w/Two-Tone Interior Black, Leather Seat Trim w/Heritage Design Interior Black, Leather Seat Trim w/Leather Interior Black, Leather Seat Trim w/Sport-Tex Centers Black, Lthr Seat Trim w/Lthr Interior & Chalk Stitching Black, Lthr Seat Trim w/Sport-Tex Centers & Chalk Stitching Bordeaux Red, Exclusive Manufaktur Lthr Seat Trim w/Two-Tone Interior Bordeaux Red, Leather Seat Trim w/Leather Interior Bordeaux Red, Lthr Seat Trim w/Lthr Interior & Chalk Stitching Graphite Blue, Exclusive Manufaktur Lthr Seat Trim w/Two-Tone Interior Graphite Blue, Leather Seat Trim w/Leather Interior Graphite Blue, Lthr Seat Trim w/Lthr Interior & Chalk Stitching Slate Grey, Exclusive Manufaktur Lthr Seat Trim w/Two-Tone Interior Slate Grey, Leather Seat Trim w/Leather Interior Slate Grey, Lthr Seat Trim w/Lthr Interior & Chalk Stitching .