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    OFFICIAL: New 991.2 GT3 (2017)

    The Porsche 911 GT3 delivers motorsport-like performance, a systematic lightweight construction and an unfiltered driving experience. In the new generation of the radical 911, the connection between everyday driving and the racetrack is even more intense. At the heart of the latest enhancement beats a four-litre flat engine. The extremely high-revving naturally aspirated engine with 368 kW (500 hp) remains virtu-ally unchanged from the thoroughbred 911 GT3 Cup racing car. The redesigned chas-sis with rear-axle steering and the systematic lightweight construction are specifically tuned to convert the engine power into superior driving dynamics. Developed on the same test track and manufactured on the same production line as the racing cars, Porsche’s motorsport technology has once again been incorporated into a road-ap-proved sportscar. 

    The majority of Porsche GT drivers also like to take their sportscars for a spin on the racetrack, which is where the new 911 GT3 really comes into its own thanks to its weight-to-power ratio of 3.88 kg/kW (2.86 kg/hp). With seven-speed double-clutch transmission (PDK) as standard, which has been specifically tuned for use in the GT, the two-seater weighs in at 1,430 kg with a full fuel tank and can accelerate from 0 to 100 km/h in 3.4 seconds. Its boasts a top speed of 318 km/h. For proponents of pure unadulterated driving, Porsche also offers the 911 GT3 with a six-speed sports manual gearbox. This allows the high-performance 911 to sprint from 0 to 100 km/h in 3.9 seconds and reach a top speed of 320 km/h. 

    Fast on the corners, stable on the straights: Rigid chassis with rear-axle steering 

    The chassis of the new 911 GT3 benefits from Porsche’s motor racing experience and its tuning has been reworked for even better driving dynamics. The new two-seater sits around 25 mm lower than the 911 Carrera S. In addition to the further refined basic design, the chassis also boasts superior handling characteristics, thanks in large part to the active rear-axle steering. Depending on the speed, it steers either in the opposite or the same direction as the front wheels, thereby improving the vehicle’s agility and stability. The dynamic engine mounts and the rear differential lock also boost the car’s driving dynamics. 

    When it comes to its appearance, the 911 GT3 leaves little doubt as to its purpose. The dominant carbon rear wing emphasises the fact that the sportscar’s form is deter-mined by aerodynamics. The lightweight front end and front spoiler have been opti-mised for an even better airflow. The aerodynamic enhancement is also evident on the lightweight rear end with exhaust air openings and on the new diffusor. 

    Interior: Experience centre for exceptional driving dynamics 

    The interior of the new high-performance sportscar is tailored to the 911 GT3 driving experience. The GT sports steering wheel with a diameter of 360 mm originates from the 918 Spyder. Both the driver and passenger experience the dynamics in Porsche Sports seats Plus with enhanced seat side bolsters and mechanical fore/aft adjust-ment. The seat height and backrests are adjusted electronically. As the 911 GT3 is traditionally a two-seater, the seat pans in the rear are covered. 

    Porsche offers three additional seat variants for the 911 GT3: The adaptive Sports seats Plus boast electrical adjustment of all seat functions (18-way). The second option is sports bucket seats with folding backrest, integrated thorax airbag and manual fore/aft adjustment. And the third variant is full bucket seats made from light carbon fibre-reinforced plastic in carbon-weave finish. 

    Porsche Track Precision app as standard 

    In addition to Porsche Communication Management (PCM) including an online navi-gation module with real-time traffic information, the standard equipment also includes the Connect Plus module and the Track Precision app. The Track Precision app ena-bles 911 GT3 drivers to display, record and analyse detailed driving data on their smartphone. 

    Market launch and prices 

    The 911 GT3 is available to order now. It will be launched in Germany from mid-May. Prices for the new high-performance 911 start at 152,416 euro, including VAT and country-specific equipment.

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    Re: OFFICIAL: New 991.2 GT3

    Fantastic package. No wing delete, always said there wouldn't be. It looks a bit more radical too than the .1. Its just right imo..


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    throt

    "I Have Done It!".

    991 GT3 pick up in October 2014.

    Rennteam Hairy Chest Advisor.


    Re: OFFICIAL: New 991.2 GT3

    Weltpremiere in Genf - der neue Porsche 911 GT3: http://youtu.be/TDe_AmwxeJA


    Re: OFFICIAL: New 991.2 GT3

    What a car!!! angel


    Re: OFFICIAL: New 991.2 GT3

    Kreso, I updated your initial post with a few things, I hope you don't mind. Smiley

    So they finally decided to go with the 500 hp power figure...courageous. indecision

    Specced a car for 172k EUR with everything I would need/want. Not bad for such a performance. 

    0-160 kph (100 kph) in 7.3 seconds (manual: 7.6 seconds).

    PDK version weights only 17 kg more.

    It is interesting that manual and PDK cost the same (I actually expected manual at extra cost Smiley).


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    RC (Germany) - Rennteam Editor Porsche 991 Carrera 4 GTS Cabriolet (2015), Porsche Cayenne S Diesel (2017), Audi R8 V10 Plus (2016), Mini JCW (2015)

     


    Re: OFFICIAL: New 991.2 GT3

    I ended in 187k €

     

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    Re: OFFICIAL: New 991.2 GT3

    187k? Wow. I only chose black as exterior color, black rims, sport shells, blackened LEDs, BOSE, digital radio and carbon. Also dark windows and lift. Nothing else needed. indecision

    Btw: Car is not limited, just saying. So if you want one, go to your dealer now. Don't wait, demand will be high.


    --

    RC (Germany) - Rennteam Editor Porsche 991 Carrera 4 GTS Cabriolet (2015), Porsche Cayenne S Diesel (2017), Audi R8 V10 Plus (2016), Mini JCW (2015)


    Re: OFFICIAL: New 991.2 GT3

    ***** Andreas Preuninger on the new Porsche 911 GT3 -- FULL INTERVIEW *****

    This chat with Andreas Preuninger was conducted a few weeks ahead of the car's official unveiling at Geneva and before any details were made public. If you're reading this we'll assume you want to know ALL about the car and the full transcript of the private audience we had with him. If that's the case get yourself a brew and a comfy chair and enjoy!

    Tell us about the car!

    "Well what do we have? One step closer to perfection, the finest GT3 yet, the makeover of the generation one, the new '17 model year of the GT3 991. The 991 gen one was by far and away the most successful GT3 to date and we were overwhelmed by the success - it boosted the religion to another level."

    Did it bring new people to the GT3 fold?

    "New people to GT3, yes. All this hype, it can become a fashion; it attracts people. The former GT customer is still around and they are growing numbers. But there are as well people who come from Carrera S or GTS, they use the car relatively normally as a road car and I think with the introduction of the PDK on the gen one that became possible to use it as an all year round car.

    "We are astonished when we get feedback from the market and we see the clock for the car and it says 40,000km. There's really a clientele that use the car quite a lot in the daily traffic, which hasn't been the case in the 996 or 997 car, absolutely not. On the other hand we have the go-fast aficionados who are very close to our heart to our brand and they love the car and they use their car for motorsport activities on the track at the weekend. And these are still around as well. The end of the story is yes, we attracted more people for the GT3, numbers are growing.

    "This car is more than meets the eye but it is generation two and when you look at it seems powerful, purposeful yet also beautiful so it's another great effort the studio people are giving us. If you look at the front you see the new styling but it also has to have a function too. Function has to look beautiful, otherwise people won't like the function. It's very important the car has a certain appeal to the owner and you shouldn't get tired of the looks and they have to be timeless and typically GT3ish. And we have succeeded - if you look on that front we have the bigger openings than on gen one and we have the side indicator which you have there - it's not a styling gimmick it is an absolute necessary means to lower the drag coefficient and what we were looking at aerodynamically to reduce the drag on that car to improve the efficiency.

    "We didn't want to change the drag coefficient but gained more downforce. After the distraction of the R project, where we were concentrating on driving and fun - with the R we didn't look too much on the values you need for faster track driving but with this we came back to business. And we're really looking for efficiency on the track and gasoline consumption - it serves the same purpose that's cool - and this [the new aerodynamically shaped DRL] provokes the air to hug closer the front part. This [the area in front of the wheel] is a very crucial area on 911s for drag. On the gen one we had a lip, protruding further here to create downforce because you can make a lot of downforce here but you were creating drag. And we sought ways on the GT3 non-RS version to make it very efficient so to find downforce which doesn't harm the drag coefficient. And at the same time it also looks beautiful, which is quite a handful!"

    So no flics?

    "This is different from flics, this is first to calm out the airstream at the side of the car there is a little bit of higher and low pressure management here too so the design of that trim doesn't block air coming in here because there's a low pressure zone here. It gets sucked in here in so there is no penalty in making the surface where the air can entry in smaller, so that's not the case and it's a nice styling feature too and it does something too.

    "So, styling wise bigger openings; what you can't see, the coolers behind here are bigger and more efficient than gen one so the car is good for race track use in very hot conditions. The people that booked their driving event, they want to drive and with the PDK, that is a component that adds to the heat of the car, it gets a little bit hot hotter than the manual and you need to get rid of the heat. So we have bigger radiators and new fans and that is for the front part.

    "The body in white the width of the car didn't change, it's the same and if we are talking about the aerodynamics we can't go to the back yet because - again - more than meets the eye and underneath the car there are some spoilers on the underside that accelerate the airstream that comes from the front to the back."

    Did you have those on the gen one?

    "No, they haven't been there before. We didn't touch the underbody of the gen one compared with the Carrera but now we did. What we found out is that you can make a decent amount of downforce using the diffuser. But we added a diffuser-like element at the middle and in front of the rear wheels to accelerate the air towards the rear diffuser, and that brings aero efficiency. In a way you can improve the downforce without harming the drag coefficient at all, it keeps the clean look and the car has 20 per cent more downforce than the gen one for the same drag coefficient, which is impressive.

    "But it doesn't stop with the front, the middle and the underbody of the car! At the back if you look at the spoiler!"

    What speed to you calculate downforce at?

    "Normally we compare at top speed and if you look at the top speed of the car, and the downforce at top speed, it's about 155kg. We are the same region now as we were with the 997 second generation RS and it's about 20 per cent more than a gen one GT3, so this is about the maths to it.

    "If you look at the rear spoiler it is very similar to the gen one but it sits up 20mm higher and 10mm further back. The part in itself is the same although not the end plates - we just mounted it differently, at the different angle and the rear lid is different. Here it has to work well with the wing and the trailing edge does a lot, it works in cooperation with the wing and the ram air intakes here so all these measurements, including the diffuser, make quite a tremendous difference."

    Is this the diffuser you developed for the R?

    "Yes, it's a similar part and we are using it now. We had to use it on the R to get additional downforce because we didn't have the spoiler - we had the same body parts and we wanted the car to be as stable as possible without showing off the bodykit because it was the fun car, the driver's car. But on a GT car there has to be a spoiler but if you have a diffuser you can put it higher up and at a different angle. We don't have to put it so high into the wind so you won't harm the drag coefficient and you can take the downforce from underneath to keep the same balance."

    And we have a new rear bumper too?

    "A big part of the development. The rear end is very GT3ish, very stylish, I like it very much. Both bumpers are new they are made from a patented special lightweight polyurethane which is about 1-1.1kg less per part compared to the old part - this is a cool feature without giving up any of the benefits in terms of flexibility or durability so that's quite a step forward.

    "We don't carry on the big opening that was here [between the rear lights] so we transferred the opening onto here as with the RS for the ventilating air - that takes the hot air out of the engine bay onto the rear with the advantage that both scoops we see here are leading straight to the air filter and to the throttle body. On the gen one we ventilated the air into the ram air ducts as well in case you are in traffic and you have the hot air but now these things are completely linked to the throttle body, without any kinks or bends, so we have a better ram air effect."

    Is that the same as the RS?

    "No they are new parts and the channelling to the air filter is new as well. Talking about new things ... the engine is definitely another step forwards and these ram air ducts are especially designed to match the new intake system of the car and the 4.0-litre engine as a whole. And what you unfortunately can't see is that the engine has new parts throughout as well."

    Go on!

    "Definitely the biggest step we took forward with this car was the engine itself, we have this new engine platform that we introduced with the 3.8 991 GT3 and then the 4.0-litre RS and now the 4.0 GT3 engine second generation ... it's a quantum leap and even a big step up from the RS engine. Technology goes on and we learn from the track because that kind of engine family we use in the GT3 R, in the race car it's the same family, we are on the same engine platform and the same technology and lots of parts in the second generation are in the race car. It's absolutely the same engine as in the new Cup car, for example. Last year's Cup car had a Mezger engine but now we are at full strategy fulfilment and have all our motorsport engines on one platform, even the new RSR.

    "So the engine has a different crankshaft, a bigger crankshaft with bigger diameter main seals. It's a lot stiffer, it is drilled so there is central oil feeding so all the con-rod bearings get their oil from within it, it gets channeled through the crank to where it is needed this is all new for the second generation. We learned from motorsport, we need to use this kind of engine in motorsport as well. There has to be more meat in the engine to fulfil other requirements in the RSR and the R and that is a technology transfer because the same people that are responsible for the race engines build them for the road car as well.

    "It is the same engine as the Cup car but it doesn't have the same exhaust system because it doesn't have to worry about being loud. It should be loud - especially in Supercup! The intake is a little different, it comes without flappers because you don't need low-down torque, you are always shifting beyond 6,000rpm maybe and you don't need all the emissions stuff. But I wasn't finished with the engine! We have a new set of pistons with a new set of high performance race technology ring package and we have different liners. We have coated cylinder liners on the bore that are very slippery because we are always looking for getting resistance out of the system - make it move freely and free up the power of the engine so it ends up at the wheels and doesn't get lost along the way."

    Because it was so sluggish before, right?

    [Laughs] "It was great, it will always be great but we wouldn't be engineers to be happy with that and go to bed, it goes on and on!

    "But the main point on this engine is the cylinder head. We changed the valvetrain to almost a race car or motorcycle engine so we do not have any longer the hydraulic valve adjusters, we threw them out. So you cannot adjust the play in the valves, which is not necessary because it will never change because of the materials involved here. We ran one engine on the dyno for 300,000km and it did not change, not one a half a tenth and we did it several times. So the owners do not have to worry that they have to go to the dealer every 10,000km to adjust the shims.

    "The advantage is you need a lower oil pressure because the hydraulic valve lifters, they need to be fed, they need pressure and oil lines through them ... this is a part that calls for a lot of oil pressure and to create oil pressure you need a pump. Mostly you need the oil only for the bearings but they don't need the pressure.

    "We have new finger followers with a stiff connection to the valve without any hydraulic adjustment between, which makes it lighter, which makes it a lot lighter to turn, which makes the forces pressure forces between the cam lobe and the finger follower much less - it is about 20 per cent less - so the material is less stressed without the pressure and it just frees up horsepower by deleting it. These are elements which called for a different head design, which called for a different geometry - you can't just go to a gen one engine and take them out! It is a new head and it is worth at least six, seven, eight, nine horsepower, something like that just with less friction."

    Does that mean more revs?

    "It revs to 9,000 and it's a 4.0-litre. The 4.0-litre on the gen one [RS] did not rev that high; it could have revved that high it was not a problem. On the RS it was 8,800rpm and on the R it was 8,500rpm but this was for a different reason because of the single-mass flywheel and the clutch system. But on this car it is a 4.0-litre that can rev to 9,000 - it will have this virtue of revving explosively from 6,000 to 9,000 and this is a unique selling point on this car.

    "The valvetrain is new with all the benefits I described. So if you lose the adjusters you lose weight, you lose complexity which is very cool - keep it simple stupid because that works best - and you reduce the friction between the rotating parts in the cylinder head, you can rev higher. You could rev higher in a race application but so far this is unique to the gen two."

    At the moment is this the most advanced engine in the GT motor range?

    "Absolutely, this is the absolutely the most modern engine of the family at the moment with the central oil feeding, with the new valvetrain, with the new intake. We have a new intake system as well with the two flappers now - gen one we only had one now we have two resulting in down low torque which is better and mid-range substantially. In addition to the 4.0-litre displacement that helps a lot with the mid-rpm 'snap' I would call it - the car really goes, it's able to rev explosively to 9,000. But if you are on a 180-degree bend and you have maybe 2,000rpm and go on the throttle it just goes. And the bandwidth of revs of the engine is just mind boggling.

    "The oil system in itself has changed because through the installation of the central oil feed and the deletion of the hydraulic lifters - we could do some more changes to the oil pump and the whole oil pressure is lower because we got rid of some elements that were calling for higher oil pressure."

    Nothing related to the early engine failures then?

    "That was something completely mechanical, the bolts holding the con-rods and the coating it had, different story, this was it. People were saying 'it's the revs it's the revs'. Not at all, not at all, we are making 9,000rpm. But the car has to have decent power and it doesn't make any sense on the RS to make it rev any higher so the gen one RS had peaked out at maybe 8,100 and sharply dropped towards nine, so there wasn't any sense letting it rev any higher. But this one is different, it tops out a little later so it's worth it letting it hang out until later. These are the major differences, new valvetrain, new crankshaft, new cylinder walls and pistons and the resonance intake system is new.

    "More than meets the eye! It's the changes under the body that nobody can see, it's the changes to the engine nobody can see, unfortunately that underwent a huge development programme, it's more the little things and in the interior. We took out some of the dampening to reduce the weight, to get some weight back because the bodyshell of the second generation - as always because of worldwide regulations - has some extra sheet metal welded in for safety. So we have to compensate for that and we are looking elsewhere to get the weight at the same level, it was 1,430kg before and it's 1,430kg now but 1,420kg with a manual gearbox. Which is the next big thing on that car!"

    Sure is! Tell us about the manual then...

    "Because now we are able to offer both versions - it's a non-cost option so you can choose. So if you're a race track driver going for a lap time on the track or when you're going use the car daily and you're too lazy to shift we offer the PDK, which is set up very emotionally with the resistance reduced as well. So we didn't just take it from the shelf and put it back in again - programming is a little different, it shifts a little bit quicker but nobody will notice that because it was lightning fast before. But the manual gearbox is the real news on the car and we have to confess it's the same as the R and we developed it for the R but had it in mind for the GT3 and we never made a secret out of that, even in the R presentation.

    "It's a different flywheel, it's a dual-mass flywheel and not a single-mass one, which is very important on that kind of engine because now we have a stiffer crank and the engine behaves very differently on what we call the primary side. It is stiffer than the R crank and if you have a single-mass flywheel it is mounted directly on the crankshaft - the stiffer it is the different the swinging behaviour is and the more weight you put on the side and the more you harm the first main bearing. On the old crankshaft, because it was more flexible, it spread the load on the other bearings because the 'swinging' was different when it came into resonance. So the new engine with the single-mass flywheel up to this point in time is not possible, so I would suggest to people not taking the single-mass flywheel out of the R off the shelf ... it would fit but you would harm the engine. But the dual-mass flywheel is a bit different because the weight from the flywheel is sitting on the gearbox, not on the crank. But nobody will miss it because the engine is so explosive, even with the dual-mass. It is absolutely a dream, it goes it's so responsive, especially with the manual.

    "You don't have the electronic diff on the manual because you don't have the power pack, the hydraulic pump there's just no space. But you need it on the PDK for the clutch system so it's there anyway and it can take this hydraulic pressure for the differential. The PDK version has a power actuator built in that you have to propel, that is resistance and you have two clutches that you have in the sump, resistance again. These are things you don't have in the manual, that's why there's a little bit more power getting to the wheels with the MT compared with the PDK but that's normal. We have a normal fixed value diff in that car, not a variable one like in the PDK which gives advantage on the track. So I would say the manual is the driver's fun car if you're not looking for the last tenth.

    "It really qualifies for that new found niche with the R of the driver's car that lets you do something, this retro feeling a little bit and the GT3 with a manual does this very well. And we will satisfy the demand of all the people who didn't get an R, and this is I think the right way to do it."

    Is it lighter?

    "It's about 15kg, more saving on the R because of the single mass, in the back of the car. Ratios are the same, it's the same gearing as the R."

    Does that mean it is slower than the PDK having one gear less?

    "No, so the sixth gear is about the same reduction in the seventh on the PDK so the revolutions are about the same so the top speed difference is more to the MT car because there is less resistance. So the top speed is higher in the MT car, it goes 320km/h and PDK 318km/h. It's just a missing the launch control that you have in the PDK - the first few metres are unbeatable in the PDK, even a very good driver can't match this, but frankly when you use the car how often is 0-60 drill performed by the owner? It's theoretical a little bit, only you journalists are doing launch control all the time, the owners rarely."

    Do we have a 'ring lap?

    "You will laugh but if you look at the calendar when you present a car at Geneva in March. The last half year of the development, which is very important, is getting the fine tuning and getting the car to lap quickly, is in the winter time and you can't go to the Nurburgring. So the times we are doing are nearly a year old and we know for sure we got faster so we didn't make an attempt yet. But sure it will be quicker than the gen one it was our own drivers managed 7min 25sec with the old one. It's very hard to make a statement here with that one but I think it will be shy of 7:20."

    With the PDK?

    "PDK is definitely quicker, it's just simple, if you imagine same car, one with PDK one with manual maybe Hockenheim entering the main straight, maybe you have to shift three times and with every shift operation no matter how good the driver is the PDK car is maybe gaining a third of a car length That is what I said - for people living for the clock on the track PDK is the way to go. It boils down always to the question what you want from the car, what do you expect from the car, there's no right or wrong, just personal taste.

    "We just wanted to give the people choices, there's no PDK gearbox or automatic gearbox in the world which is that emotional and it got even more emotional on the gen two with all that crackle on the downshift. It's just so much fun, but on the other hand PDK is perfect as well. It depends what you want from the car. My personal taste, maybe because it's a newer thing, I love the manual, maybe I'm getting old for race track. But being on a track definitely PDK."

    After all the fuss it will be interesting to see how many people put their money where their mouths are and go for the manual - what do you think the split will be?

    "This is very interesting ... 60:40 in favour of PDK maybe but nobody knows. But it will be interesting and whatever they tick we can supply the car, it is just something to look forward to.

    "And this is a message I want to get across too. I got letters from R owners saying 'oh, I heard there is going to be a manual version of the gen two, now I have the R, I have to protect my investment'. And I say we are a company that produces cars, we live because we sell cars and we have to make a profit on the cars to go on. We are not a hedge fund so we cannot offer cars with a built-in promise to keep value for a small amount of chosen people, this is wouldn't fair. I mean the R will stand on its pedestal for ever, as with the RS 4.0 - with the RS 4.0 it didn't hurt that there was a 991 GT3, it didn't hurt that there was an RS, it didn't hurt that there was an R with a manual gearbox. RS 4.0 values are sky high, it is the same with the R, it is not challenged by that car but if we discover a niche or a want for a driver's car why shouldn't we do it, we are a motor company."

    Did you consider a low-drag car with the manual but no wing? Smiley

    "Maybe that would make sense!" -- Andreas Preuninger

    What about the suspension?

    "Suspension is re-worked as well, so we have a very RS-ish suspension on the car, we have helper springs on the back - more than meets the eye again."

    Did you have that before?

    "On the gen one no, on the R we had them, carried over from the RS and we had some little tricks we did on that car. The dampers are a new set up, so the low speed or normal road comfort - as stupid as it sounds - is better than a gen one, more compliant. You can use it on B-roads in the UK better than the gen one, while at the same time more responsive and taut on the track. So the variety of use of this car is ... it was big on the gen one ... now it's bigger, it's better on the road and on the track."

    What's the main benefit of the helper spring - is it keeping damper stroke while maintaining low ride height?

    "This is one of the reasons but the main one is weight, we can use a shorter main spring and the travel when you go over a crest for example you don't need as much pressure to get the wheel down because there is gravity working for you. In summary it is mainly a weight thing and it has other advantages as well but it can save weight better. Because the helper spring is a lot thinner and smaller and lighter and for the travel out of the wheelarches with one spring you have to make compromises.

    "And we have some changes in the wheel guiding material too in the lower wishbones, especially in the front, it is stiffer. There is one bearing we stiffened up a lot, which makes for better high speed controllability. If you have to steer at 150mph the car will be more precise."

    Is the steering carried over?

    "Steering is from the hardware the same but the software is the next level, we are learning a lot about the systems, on the gen one it was great, on the RS it was even better on the GT4 it was super cool - everyone commented that it was a dream on the R and this is the next step in feel and feedback. It's the best we've had so far.

    "It is also a new spec tyre from Michelin and Dunlop, it's not a racetrack dry only tyre it's a tyre you can run on the street, it has enough safety on the road. We are not convinced by the strategy of a tyre that only works on the track with the ultra high performance tyres. You can be quick on a track but all the rest is definitely down the drain and we want to offer the best package, which causes some compromises but it's not this gung ho tyre you can only use on a track. But it's better than the last spec better on the road too, next step forward.

    "And that is the idea behind the car, jump in Sunday morning, go to the track, do some laps and drive home again, not the trailering of the car - buy a GT4 Clubsport, a Cup car something like that. We know the people who use the car a lot on the track still use their car 80 per cent on the road."

    Will production be limited?

    "Production is not limited, but we have certain limitations in the daily outcome of how many cars we can build. Although we are open to it we cannot build 10,000, this car it will always be limited by the production capacity we have. We have about 4,000 or the last one and we are curious to see if that repeats, we are ready for that.

    "The main market is US, as often these days, second biggest is Germany and then is England, so you are in the top three. But the additional consumers that bought the car are evenly spread, relatively evenly spread."

    And what about the electronics?

    "We have a new set-up on the stability control ... it's a loose bungee cord but it will save you but it gives you more room to play. Absolutely more slip than a Carrera and once it's off it's off, it doesn't come back after are in an emergency situation. One button and then you are on your own.

    "But the set-up of the car is all done without the system active, so we first make the car very stable without anything on and THEN we are adjusting the system, not the other way around. My impression when I drive some cars of the competition is exactly that - the mechanical flaws of the chassis can easily be covered with systems and mostly it's when the system comes in early and then I am asking why. Ours come late because the chassis can take it."

    Do you expect your customers to drive without the systems then?

    "They want to be on their own sometimes; it's a safety thing, sometimes it's good to have it on the road when you are not concentrating as you are on the race track or a drift event. But we want the driver to be able to decide, not the car, they have to make their decisions. They are grown-ups, and they should be able to live with their decisions, I think that's just fair."

    And brakes?

    "Ceramics optional, we changed the calipers - something else the eye doesn't see but the pistons have another set-up so the brake pads are further from the rotor, less resistance, the car rolls better so you save gas, less resistance means more acceleration.

    "With the PCCB it is 390mm at back, 410mm at the front while it is 380mm front and rear on standard brakes; they are good still. You get some weight off with the ceramics and the 410 disc looks really cool! To be frank on 100-0 in metres you won't feel that much of a difference but if you drive back to back you find yourself braking later on the track with the ceramics - it's there and when you turn in the rotating mass is less so dynamically it has advantages too. I would always go PCCB I think for weight if you don't track the car too much. If you really are a track racer you should go with the steel rotors just because of money."

    What about inside?

    "In the interior, we now freshen it up a bit with the 3D Alcantara stripe, which you can have or leave off it's up to you. 360 degree steering wheel black inserts ... no buttons. Because we think we have everything covered in the rest of the buttons - we like to have one button one function, this makes it easily available without having to go through some menus to be able to address it. Again it's keep it simple stupid, because I'm stupid!

    "We have a new PCM system, the new generation in the gen two cars. We offer the RS seats without a folding position, adjustable in height with very light electric motors because I want to sit as low as possible because this is vital for the car. There is a lot of deadening material that went down the drain compared with the gen one so it sounds different from the inside. The R is clattering more, we didn't go as far as the R because the R has nothing at all, this has as much as the old RS has and the engine with the valvetrain has a different distinctive sound too, so even more mechanical noises. Different mechanical noises, so it's different but pleasing. The exhaust note is similar to the RS, we have a different exhaust on the back things are a little bit bigger - two or three millimetres bigger in diameter - and it all makes for a very special gen two atmosphere. You will notice the difference."

    Anything else?

    "Wheels are the same - we couldn't bring ourselves to ditch that wheel, it is such a nice wheel it deserves a second generation! We know a lot of people going for the black wheels. With the stripe I can live with it because it separates the tyre from the rim, I like it, a superbike look. At the moment it's optional and this is we are starting with the red but the exclusive line can reproduce whatever, it's painted."

    Thank you! Smiley

    PistonHeads -- Full Interview with Andreas Preuninger: http://www.pistonheads.com/news/ph-germancars/andreas-preuninger-on-the-new-gt3/35880

    Smiley SmileySmiley


    Re: OFFICIAL: New 991.2 GT3

    Thx Kobalt for the video link to Drivetribe.

    Great interview with AP. Engineer, public relations guru, car nut and all round nice bloke.

    kiss


    Re: OFFICIAL: New 991.2 GT3

    Fantastic interview. Got to admit Andreas has the best job in the world...!


    --

    997.1 C4 Silver (current), 996.1C4 (sold), 997.1C2S (sold) 986.1S (sold)


    Re: OFFICIAL: New 991.2 GT3

    RC:

    187k? Wow. I only chose black as exterior color, black rims, sport shells, blackened LEDs, BOSE, digital radio and carbon. Also dark windows and lift. Nothing else needed. indecision

    Btw: Car is not limited, just saying. So if you want one, go to your dealer now. Don't wait, demand will be high.

    Keep in mind  that in Spain it starts at 175k Smiley

    I didn't choose many options neither, colours of body and rims, seats, and some interior details


    Re: OFFICIAL: New 991.2 GT3

    RC:

    Kreso, I updated your initial post with a few things, I hope you don't mind. Smiley

    So they finally decided to go with the 500 hp power figure...courageous. indecision

    Specced a car for 172k EUR with everything I would need/want. Not bad for such a performance. 

    0-160 kph (100 kph) in 7.3 seconds (manual: 7.6 seconds).

    PDK version weights only 17 kg more.

    It is interesting that manual and PDK cost the same (I actually expected manual at extra cost Smiley).


    --

     

    RC (Germany) - Rennteam Editor Porsche 991 Carrera 4 GTS Cabriolet (2015), Porsche Cayenne S Diesel (2017), Audi R8 V10 Plus (2016), Mini JCW (2015)

     

    Christian, your edit was most welcome.Smiley

     


    Re: OFFICIAL: New 991.2 GT3

     


    Re: OFFICIAL: New 991.2 GT3

    Wow - 9k redline with the longer stroke means higher piston speeds than the 991.1 GT3 with all new heads (no hydraulic valve lash).  Very exciting!


    --

    73 Carrera RS 2.7 Carbon Fiber replica (1,890 lbs), 06 EVO9 with track mods. Former: 16 Cayman GT4, 73 911S, Two 951S's, 996 C2, 993 C2, 98 Ferrari 550, 79 635CSi


    Re: OFFICIAL: New 991.2 GT3

    The car to have....


    Re: OFFICIAL: New 991.2 GT3

    I'm not a big fan of wings and aerokits but this car is drop dead gorgeous, they nailed it IMO, best looking GT to date.


    --

    ⇒ Carlos - Porsche 991 Carrera GTS


    Re: OFFICIAL: New 991.2 GT3

    Grant:

    Wow - 9k redline with the longer stroke means higher piston speeds than the 991.1 GT3 with all new heads (no hydraulic valve lash).  Very exciting!

    I guess you didn't expect that :)


    Re: OFFICIAL: New 991.2 GT3

    Carlos from Spain:

    I'm not a big fan of wings and aerokits but this car is drop dead gorgeous, they nailed it IMO, best looking GT to date.

    Tempting? Smiley

    I have to admit I was thinking about it for a second but I already have a weekend toy.

    Still, amazing car... Smiley


    --

    RC (Germany) - Rennteam Editor Porsche 991 Carrera 4 GTS Cabriolet (2015), Porsche Cayenne S Diesel (2017), Audi R8 V10 Plus (2016), Mini JCW (2015)


    Re: OFFICIAL: New 991.2 GT3

     


    Re: OFFICIAL: New 991.2 GT3

    RC:
    Carlos from Spain:

    I'm not a big fan of wings and aerokits but this car is drop dead gorgeous, they nailed it IMO, best looking GT to date.

    Tempting? Smiley

    I have to admit I was thinking about it for a second but I already have a weekend toy.

    Still, amazing car... Smiley

    Very Smiley but wouldn't work for me for the type of use I give it, GTS is stil the best compromise for me but if I could have two 911's, this GT3 would be the weekend one!driver.gif its my favorite 911 in the line up. 


    --

    ⇒ Carlos - Porsche 991 Carrera GTS


    Re: OFFICIAL: New 991.2 GT3

    Beautiful! Perfect spec. Beautiful aesthetics. Finally a front spoiler that does not look like it came from a kit from the 80's.  Need one!!!


    Re: OFFICIAL: New 991.2 GT3

    In the German configurator, when you select the Club sport option , this description appears 

    Überrollkäfig hinten in Schwarz (geschraubte Ausführung) inkl. Verstärkungen mit Anbindung zum Rohbau und Vorrüstung Batterietrennschalter.Beigelegt: leichter Motorsport-Handfeuerlöscher (Löschmittel: 2 kg FX-G-TEC-Gas) mit Halterung aus Aluminium und 6-Punkt-Gurt für die Fahrerseite in Rot. 6-Punkt-Gurt inkl. 2-facher Ausführung der Schultergurte zur Verwendung mit oder ohne HANS®-Sicherheitssystem (Head And Neck Support). Hinweis: Angebot nicht in Verbindung mit der Option Touring-Paket (Bestell-Nr. 039). Angebot nur in Verbindung mit der Option Vollschalensitze (Bestell-Nr. P11) oder Sportschalensitze (Bestell-Nr. P03). Ergänzung Überrollkäfig vorn mit FIA-Homologation ist für den Einsatz auf Rundstrecken über die Porsche Motorsportabteilung erhältlich

    Now what is this Touring-Packet option, there is no mention elsewhere ?  The rumoured wingless GT3?  In the interview (when questioned about the wingless GT3)  Preuninger did not really say it will never happen .


    Re: OFFICIAL: New 991.2 GT3

    Did I not tell you guys the incoming GT3 is the car to have? Much better than the 911R!smiley

    And I spilled most of the stuff last year too indecision

     

     


    --

     

     


    Re: OFFICIAL: New 991.2 GT3

    Whoopsy:

    Did I not tell you guys the incoming GT3 is the car to have? Much better than the 911R!smiley

    And I spilled most of the stuff last year too indecision

    I wouldn't say much better but definitely the Porsche to have right now, if you love the 911 and sportscars. Smiley 


    --

    RC (Germany) - Rennteam Editor Porsche 991 Carrera 4 GTS Cabriolet (2015), Porsche Cayenne S Diesel (2017), Audi R8 V10 Plus (2016), Mini JCW (2015)


    Re: OFFICIAL: New 991.2 GT3

    m4ever:

    In the German configurator, when you select the Club sport option , this description appears 

    Überrollkäfig hinten in Schwarz (geschraubte Ausführung) inkl. Verstärkungen mit Anbindung zum Rohbau und Vorrüstung Batterietrennschalter.Beigelegt: leichter Motorsport-Handfeuerlöscher (Löschmittel: 2 kg FX-G-TEC-Gas) mit Halterung aus Aluminium und 6-Punkt-Gurt für die Fahrerseite in Rot. 6-Punkt-Gurt inkl. 2-facher Ausführung der Schultergurte zur Verwendung mit oder ohne HANS®-Sicherheitssystem (Head And Neck Support). Hinweis: Angebot nicht in Verbindung mit der Option Touring-Paket (Bestell-Nr. 039). Angebot nur in Verbindung mit der Option Vollschalensitze (Bestell-Nr. P11) oder Sportschalensitze (Bestell-Nr. P03). Ergänzung Überrollkäfig vorn mit FIA-Homologation ist für den Einsatz auf Rundstrecken über die Porsche Motorsportabteilung erhältlich

    Now what is this Touring-Packet option, there is no mention elsewhere ?  The rumoured wingless GT3?  In the interview (when questioned about the wingless GT3)  Preuninger did not really say it will never happen .

    Surprise, surprise... Smiley Smiley


    --

    RC (Germany) - Rennteam Editor Porsche 991 Carrera 4 GTS Cabriolet (2015), Porsche Cayenne S Diesel (2017), Audi R8 V10 Plus (2016), Mini JCW (2015)


    Re: OFFICIAL: New 991.2 GT3

    Whoopsy:

    Did I not tell you guys the incoming GT3 is the car to have? Much better than the 911R!smiley

    And I spilled most of the stuff last year too indecision

    Yes Sir, you did!

    Smiley


    Re: OFFICIAL: New 991.2 GT3

    RC:
    m4ever:

    In the German configurator, when you select the Club sport option , this description appears 

    Überrollkäfig hinten in Schwarz (geschraubte Ausführung) inkl. Verstärkungen mit Anbindung zum Rohbau und Vorrüstung Batterietrennschalter.Beigelegt: leichter Motorsport-Handfeuerlöscher (Löschmittel: 2 kg FX-G-TEC-Gas) mit Halterung aus Aluminium und 6-Punkt-Gurt für die Fahrerseite in Rot. 6-Punkt-Gurt inkl. 2-facher Ausführung der Schultergurte zur Verwendung mit oder ohne HANS®-Sicherheitssystem (Head And Neck Support). Hinweis: Angebot nicht in Verbindung mit der Option Touring-Paket (Bestell-Nr. 039). Angebot nur in Verbindung mit der Option Vollschalensitze (Bestell-Nr. P11) oder Sportschalensitze (Bestell-Nr. P03). Ergänzung Überrollkäfig vorn mit FIA-Homologation ist für den Einsatz auf Rundstrecken über die Porsche Motorsportabteilung erhältlich

    Now what is this Touring-Packet option, there is no mention elsewhere ?  The rumoured wingless GT3?  In the interview (when questioned about the wingless GT3)  Preuninger did not really say it will never happen .

    Surprise, surprise... Smiley Smiley

    RC, do you have the official description for "Option 039 Touring-Paket" and when it will be available?

    Smiley


    Re: OFFICIAL: New 991.2 GT3

    Car looks STUNNING! Love the color too. kisscoolangel


    Re: OFFICIAL: New 991.2 GT3

    Boxster Coupe GTS:
    RC:
    m4ever:

    In the German configurator, when you select the Club sport option , this description appears 

    Überrollkäfig hinten in Schwarz (geschraubte Ausführung) inkl. Verstärkungen mit Anbindung zum Rohbau und Vorrüstung Batterietrennschalter.Beigelegt: leichter Motorsport-Handfeuerlöscher (Löschmittel: 2 kg FX-G-TEC-Gas) mit Halterung aus Aluminium und 6-Punkt-Gurt für die Fahrerseite in Rot. 6-Punkt-Gurt inkl. 2-facher Ausführung der Schultergurte zur Verwendung mit oder ohne HANS®-Sicherheitssystem (Head And Neck Support). Hinweis: Angebot nicht in Verbindung mit der Option Touring-Paket (Bestell-Nr. 039). Angebot nur in Verbindung mit der Option Vollschalensitze (Bestell-Nr. P11) oder Sportschalensitze (Bestell-Nr. P03). Ergänzung Überrollkäfig vorn mit FIA-Homologation ist für den Einsatz auf Rundstrecken über die Porsche Motorsportabteilung erhältlich

    Now what is this Touring-Packet option, there is no mention elsewhere ?  The rumoured wingless GT3?  In the interview (when questioned about the wingless GT3)  Preuninger did not really say it will never happen .

    Surprise, surprise... Smiley Smiley

    RC, do you have the official description for "Option 039 Touring-Paket" and when it will be available?

    Smiley

    A few weeks ago, I would have said wing delete but it could also mean rear seats and no cage...still with a rear wing.

    We need to wait and see, I really don't know. A few weeks ago I had the 495 hp on my table and now it is 500. Smiley 

    Btw: Engine is closer to Cup car than to GT3 RS engine... Smiley Smiley


    --

    RC (Germany) - Rennteam Editor Porsche 991 Carrera 4 GTS Cabriolet (2015), Porsche Cayenne S Diesel (2017), Audi R8 V10 Plus (2016), Mini JCW (2015)


    Re: OFFICIAL: New 991.2 GT3

    What color is that? Guards red or Carmine red? I went to the Europe configurator and they have enough colors for me to choose from which would not necessitate PTS and delay delivery.


    --

    "A man wrapped up in himself makes for a very small bundle."


     
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