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    Re: OFFICIAL: New 911 GT3 (991)

    I don't believe he came close to the limit with this car. But to your point, for a while I wasn't sure with this was a two way road or a two lane one direction road. He was in the on coming lane often. They may have had radio communication for the run.


    Re: OFFICIAL: New 911 GT3 (991)

    lor:

    This thread was bugged a couple of days for me, yellow car here http://www.9tro.com/features/new-cars/porsche-991-gt3-velocity-raptor

    Thanks!

    Stunner in yellow too! 

    What do you guys think of the comments about the "single-mass flywheel"? That it's "not racy enough?" I can't tell. Unfortunately I haven't had the pleasure of driving a GT3 RS 4.0. 

    Really looking forward what you think.

     


    --

    - HS (Belgium)  -  '14 Porsche 991 GT3 (oct build) - '06 BMW 335I Coupe  


    Re: OFFICIAL: New 911 GT3 (991)

    Ian Kuah is one of the longest serving, old school and most respected Porsche journos in the world. hes also written a number of books.

    In the article he gives away a little detail we havent seen before. I believe the "lighter flywheel" comment is an indication as to what we may see in the new 991 GT3 RS. No one yet has complained about the flywheel needing to be lighter so my guess is hes had some inside information from the engineers during the presentation and perhaps this is his way of introducing the idea. I dont believe they will  hange the capacity of the engine and I think playing with the ratios will be difficult in teh RS now there are 7 so perhaps small fettling like software and a flywheel is pointing to teh direction with which the factory will help differentiate the two models. Im not sure it will lead to any improved times but it may well give the car a slightly different feel...

    Like most he talks about a strong desire to get this car on the track and I believe this is where the car will REALLY start to convince many of the naysayers. My sources tell me this is a phenominally quick car on a shortish track and 10 laps will convince you your old GT3 is no longer the trackmeister you may have thought it was (although neither is my 993 buts its a lot of fun going slow too!).

     


    Re: OFFICIAL: New 911 GT3 (991)

    Yellow looks awesome on GT3! kissangel


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    Re: OFFICIAL: New 911 GT3 (991)

    DaveC:
    lor:

    This thread was bugged a couple of days for me, yellow car here http://www.9tro.com/features/new-cars/porsche-991-gt3-velocity-raptor

    The sound of that engine is intoxicating and the shifts are clearly felt even in the video.  However am I alone thinking that the driving was a little sketchy for a public road with admittedly light traffic, but traffic nonetheless?

    Totally agree ! Never seen such stupid driving going to the left lane that much on public roads.....Smiley


    Re: OFFICIAL: New 911 GT3 (991)

    Boxster Coupe GTS:

    It sounds like the 2014 Porsche 911 GT3 Cup will debut at Laguna Seca on the weekend of 17-18 August...

    Porsche to Showcase 918 Spyder and 50th Anniversary Edition 911

    Porsche celebrates 50th anniversary of the 911 during Monterey, California automotive week

    (31 July 2013)
     
    Atlanta. Porsche is continuing to celebrate the 50th birthday of its 911 sports car at the 63rd annual Pebble Beach Concours d’Elegance with static and dynamic displays of new and historic models. From Aug. 14 – 18, a special, limited edition 50th Anniversary Porsche 911 will be showcased alongside rare Porsche road and racing cars.
     
    The upcoming 918 Spyder hybrid super sports car will be at various locations throughout the Monterey peninsula during the weekend, including at the Porsche Zentrum at Quail Lodge, Rolex Monterey Motorsports Reunion at Mazda Raceway Laguna Seca and at the Pebble Beach Concours d’Elegance.
     
    On Friday, Aug. 16, The Quail Motorsports Gathering will feature a Porsche exhibit highlighting 50 Years of the 911. One of the first 911s sold in the US will be displayed alongside the new 50th Anniversary 911 and the 2014 911 GT3.
     
    The Porsche Zentrum (8000 Valley Greens Drive, Carmel, Calif., 93923) will host the current lineup of Porsche models, including the  2014 911 GT3 and the upcoming plug-in electric Panamera S E-Hybrid, from Aug. 14 - 18.
     
    A special Porsche 911 class, the Weissach Cup will be featured at the 38th running of the Monterey Motorsports Reunion at Mazda Raceway Laguna Seca in honor of the 50th anniversary of the 911.
     
    A 1972 Martini 2.1 Turbo RSR, the 1978 “Moby Dick” 935, the 1978 “Baby” 935 and not one, but two 911 GT1s will be on display in the garage area of Laguna Seca, before they move to Pebble Beach Concours d’Elegance for display on Sunday.
     
    The latest 911 GT3 Cup car which will race next year in the United Sports Car Racing (USCR) series will debut and be on display all weekend at Laguna Seca.
     
    About Porsche Cars North America:
     
    Porsche Cars North America, Inc. (PCNA), based in Atlanta, Ga. is the exclusive U.S. importer of Porsche sports cars, the Cayenne SUV and Panamera sports sedan. Established in 1984, it is a wholly-owned subsidiary of Porsche AG, which is headquartered in Stuttgart, Germany, and employs approximately 220 people who provide parts, service, marketing and training for 189 dealers. They, in turn, work to provide Porsche customers with a best-in-class experience that is in keeping with the brand’s 63-year history and leadership in the advancement of vehicle performance, safety and efficiency.
     
    At the core of this success is Porsche's proud racing heritage that boasts some 30,000 motorsport wins to date.
     
     
     

    ...it will be interesting to see the engine specification for the 991 GT3 Cup racer in 2014! driving.gif

    Smiley SmileySmiley

     Mezger


    Re: OFFICIAL: New 911 GT3 (991)

     

    Evo (UK) GT3 review (posted on another forum by Bill_C4S)
     
    "So after four days of intensive testing that took in the mountains of Austria, the flatlands of Lincolnshire, a racetrack, a GT-R, a 12 C and a 997 GT3 RS 4.0, what conclusions can we draw?
     
    Well, first and foremost, the GT3 is very fast and very, very capable. On dry roads in Austria, the GT-R just couldn't live with the GT3's braking stability and cornering speed, the GT3 RS 4.0 didn't see which way it went here in the UK, and the 12C - perhaps the only car in our tests that can claim to be faster than the GT3 on the road - was just pipped on the track. If you get your kicks from numbers and driving around like your hair is on fire, the GT3 looks like a positive bargain at GBP 100,540. 
    ...
    the chassis's crazy ability to change direction and its vast reserves of grip mean that to make the GT3 really alive, you need a clear road and an unhealthy disregard for your driving licence. Inevitably the sweet, punchy PDK box only pours fuel on the fire, giving easy access to the new engine's wild top-end and allowing you to use every last drop of the car's stunning composure to good effect. To criticise a car for such qualities might seem odd, but as Dickie (Meaden) discovered, its predecessor's physical manual box, short-travel suspension and gritty engine provides greater engagement and excitement at lower, more accessible speeds. 
    ...
    Despite this, the new GT3 is a remarkable machine. Its combination of useability and devastating dynamics truly is a new benchmark, and although it marches into new territory - face to face with the likes of the Ferrari 458 and McLaren 12C - it retains enough character and excitement to proudly wear the GT3 badge. And on track it is gobsmackingly brilliant."

    --

     

    2011 Porsche Carrera 4S Platinum Silver (sold)
    2013 Porsche Panamera GTS Basalt Black

    2013 Porsche Carrera S GT Silver

    “The greatness of a man is not in how much wealth he acquires, but in his integrity and his ability to affect those around him positively” 
    ― Bob Marley


    Re: OFFICIAL: New 911 GT3 (991)

    Boxster Coupe GTS:

    2014 Porsche 911 GT3 -- First Drive by Autoblog...

     
    "The Bearable Lightness Of Being"
     
    (1st August 2013)
     
    Start with a standard Porsche 911 Carrera and its 350-horsepower, 3.6-liter flat six-cylinder engine. Bore a crepe-thin slice of aluminum from each cylinder to get to 3.8 liters, add a wider track out back and two extra exhaust pipes and voila, you can append an S to the Carrera's name. Hang two sets of wet, multi-disc clutches along its spine and you can make that a 4, or a 4S. Bolt on two forced-induction compressors and piping, add two fender vents and comically wide rear tires and you've redeemed your ticket to a Turbo. Increase the boost pressure and swell the corral to 560 horses and you have the Turbo S, which is the Virginia Slims of the 911 line-up because it's come a long way, baby.
     
    Or you can go in a different direction. At that second stop, grab the 3.8-liter and cart it over to the engineers at Porsche's development center in Weissach, Germany. If racing were meat, they would be among the alpha carnivores. The baseboards in their homes are probably painted with miniature billboards for motor oil and vintage cigarettes along the straights, red-and-white stripes around every corner.
     
    Instead of watching them add things to the 911, watch them take away. They will subtract the kinds of things you can feel in your hands, like components and weight and mass. By doing that, they will add the things you can feel in your butt and your gut, like acceleration and handling and thrill.
     
    That has been the formula for the previous four generations of the 911 GT3, and it is that same incantation chanted over this fifth generation 991-based GT3. It's stiffer, more powerful, faster and handles better than the coupe that came before it. It weighs more than the outgoing model, but it also - as we've come to expect - has more power.
     
    And when Thomas Jefferson's line "Every generation needs a revolution" was the opening quote of the press conference that introduced the 2014 911 GT3, the easy explanation would be that the speaker was referring to the coupe's advances. But we're pretty sure he was answering the question everyone's been asking since the words "PDK-only" began being applied to the car: "What in Gott's name have you done with my manual transmission?"
     
    But let us start with the positive subtractions they made.
     
    The lineage of this car is traced back to the 1957 Porsche type 356 A 1500 GS Carrera GT, the first Porsche to wear the letters "GT." Fame would come in the '70s, though; the dynasty of Porsche's road-legal racers began with the 1972 911 Carrera RS and the ducktail by which it was known.
     
    The first 911 GT3 showed up in 1999. It weighed 2,970 pounds, got 360 hp from its 3.6-liter engine, got from 0-62 miles per hour in 4.8 seconds, didn't run out of go until 188 miles per hour and bore features still found on this new car: dry sump lubrication, forged pistons, titanium connecting rods, modified engine mounts and a limited-slip differential.
     
    By the time the second-generation 997 GT3 arrived in 2009, it was getting 435 hp from its 3.8-liter engine, ran from 0-62 mph in 4.1 seconds and had a top speed of 194 mph.
     
    And now: the new 991 GT3 produces 475 hp from a 3.8-liter flat-six, the stoplight dash to 62 mph comes off in 3.5 seconds and the top speed is 195 mph.
     
    Those are the numbers birthed by an engine whose origins date to the 1997 GT1, Porsche's Le Mans racecar that spawned a 544-hp, road-legal version homologation. The powerplant is almost entirely different from that in the regular 911, only sharing parts like the crankcase and timing chain. There's a new tubular manifold and a lighter crankshaft, dry-sump oil system and intake system. This is the first GT3 with direct injection, but it uses a different system than the regular Carrera with higher pressures.
     
    There are larger hubs and wheel carriers suspended by forged wishbones with bigger bearings, but the suspension's aluminum dampers are another source of weight savings. As on previous GT3s, the all-aluminum suspension is adjustable for height, toe and camber.
     
    The 20-inch forged aluminum wheels are nine inches wide in front – half an inch wider than on the previous generation – and 12 inches in back, the same as before. Peer behind them and you'll find the standard brakes, hybrid 380-millimeter units front and rear composed of cast iron discs with aluminum covers, or the optional PCCB brake package with its carbon ceramic rotors – 410 mm in front with six-piston calipers and 390 mm in back with four-pistons – that is also found on the upcoming 918 Spyder hybrid supercar.
     
    Lastly, increased use of aluminum for the roof, fenders, rear boot lid and doors, as well as high-strength steel, lowers the weight of the bodyshell by nearly 13 percent.
     
    So what did they add? Well, overall weight, to start. The Gen II 997 GT3 weighed 3,076 pounds, this one weighs 3,153 pounds. They also added more revolutions: the 435 hp in the last car came at 7,600 rpm, 900 rpm short of its 8,500 rpm redline, while in this one, the 475 hp clocks in at 8,250 rpm, 750 rev per minute below the 9,000 rpm redline. Torque also goes up a pinch, from 317 pound-feet at 6,250 rpm in the last GT3 to 324 lb-ft at the same 6,250 rpm.
     
    They added aggression, the bodywork nothing less than an aluminum mask of vicious sin. It's lower and wider than the last model, and torsional rigidity has climbed by 25 percent. A stouter front air dam with a fuller lower lip, straighter lines and larger mesh-covered intakes feeds more air to the radiators. The air outlet between the trunk edge and the front spoiler, as we'd find out during the afternoon rains, emits clouds of heat into cooler air.
     
    The composite rear wing is still adjustable, but the molded number "3.8," which refers to the 1993 911 RS 3.8, has moved from the wing endplates to the supports. Along with that beefier front lip, it provides 20-percent more downforce overall.
     
    It is here that we get to Houdini, and the six-speed manual transmission he took with him when he disappeared. Another line we got at the press conference: "At Porsche we all love to shift gears manually. But what we love even more is being the fastest."
     
    Porsche saved 20 kilograms with the redesigned engine, which happens to match the weight penalty incurred by the seven-speed PDK gearbox. No doubt, it is a quick transmission: the so-called "lightning shifts" during sequential manual operation take less than 100 milliseconds.
     
    While there'll be no more swapping gear ratios to suit different tracks, the PDK is "geared to performance" with every one of its seven cogs chosen for their ability to accelerate proceedings – that seventh gear is not an overdrive gear.
     
    One of its prime tricks is that it can be used like a sequential manual transmission, the driver pushing the console-mounted lever forward for downshifts, pulling back for upshifts. But there are paddles on the wheel, naturally, and they're the source of the second trick. Pull them both toward you and the gearbox goes into neutral, as if you had a real clutch to press. Release them and the PDK returns to the gear you had it in.
     
    The adoption of the PDK has made fitment of an electronically controlled, fully variable rear locking differential possible. The LSD on previous cars had fixed locking values of 28 and 40 percent.
     
    The result, on paper, is improved metrics everywhere. Porsche says it's 15 seconds faster around the Nürburgring's Northern Loop than the last GT3, going flag-to-flag in 7:25.
     
    The result, behind the wheel, is improved performance everywhere – but you've got to get to it. Slide into the Porsche Sports Seats Plus, which we won't get in the US because the seatbacks are fixed, and get into position. For the first time on a GT3, height adjustment is electric. Save for the lack of back seats, the cabin is mostly like you'd find in the 'plain' 911, except much of it is swathed in Alcantara.
     
    Turn the car on, and not much happens. The new 3.8-liter sounds exceptionally mechanical from the outside – it doesn't purr – and muted mechanical from the inside. Pull out onto the main road out of the small German town you find yourself in, and not much happens – no wild noises, no drama, a comfortable suspension, an easy seating position, plus navigation and dual-zone climate control. It's like driving... a plain old car. If you can forget about the carbon buckets, it takes a truly nasty section of road to remind you that you're driving a track car.
     
    What you quickly discover is that after you turn it on, you've got to turn it on.
     
    So you roll on a bit to let everything get toasty, then attack the German B-roads, which are winding, rolling and well tended to. Get some altitude in the rpm range and hit the throttle, making your home between 5,000 and 9,000 rpm, then everything out back goes berserk. It roars like an extraterrestrial on PCP, cut only by the sound of a large-caliber air cannon as the PDK obeys your command to hook up the next gear. Things are so well-sorted out back that as long as the road is just alright, the 12-inch rubber will find a way to stay planted.
     
    Cornering is excellent, beginning with the steering. It's lighter on center than we expected, but as soon as you apply lock it loads right up, and it provides more than just accuracy but actual steering feel – an old yet rarely seen friend in a world of electronically assisted power steering.
     
    A suspension lowered by 1.2 inches, Porsche Torque Vectoring aided by that rear diff and the active rear-wheel steering help immensely. Whereas the 2014 Porsche Turbo will offer up to 2.8 degrees of rear wheel steer, the GT3 offers up to 1.5 degrees, but it's plenty. Under 31 mph the rear wheels turn in the opposite direction to the fronts, above 50 mph they turn in the same direction. The coupe flicks around anything from a U-turn to a hairpin almost like a bearing in a rail. Long fast corners don't require heart medication while you wonder if, just maybe, you're putting too much faith in a rear end that still greets physics with a backhand to the mouth every time they meet. It's so sticky front and rear that our co-driver said at one point, "The grip never ends." Of course, that's not true. But what felt true is that the grip only ends after you cross the line marked, 'I Want to Hurt Myself.'
     
    Not being the biggest fan of paddle shifters, we spent almost all of our time behind the wheel swapping cogs with the sequential manual mode, pushing and pulling the lever into and out of corners. We found the experience the perfect middle ground between the soulless (but yes, fast) contraction of forearm flexors needed to pull paddles and the (what now seems like) geologic span of time needed to shift and get back on the power when using a third pedal.
     
    And then there's launch control. Hold down the brake, press the accelerator to the floor and listen to the car holler and wail as it holds 4,500 rpm. Let go of the brake and boom – you're 200 yards down the road before your senses can catch up to your reflexes, which have been busy shifting gears for you.
     
    When you're done filling the boondocks with the shrieking thunder of that 3.8-liter, scaring the bejeezus out of every kind of forest and farm creature, take the GT3 back down to around-town speeds and be reminded, incredibly, that you're driving... a plain old car. Kind of. Along with that high-revving wail you can't help remembering that the co-driver tailed a diesel Audi A7 that was fireballing down the highway during a serious rainstorm, and the GT3 never once fell into any skittish, floaty sports car antics. Rather, it sang Elvis to the Autobahn: "I'm gonna stick like glue, yeah yeah, because I'm stuck on you..."
     
    About the only knock we can give the driving experience is due to that ass-planting tail. Get the rear-view mirrors placed just right and don't be afraid to work your neck, because you can forget about seeing cars behind you in the rearview mirror.
     
    Way back yonder in time, the magazine Car had a section at the back of each issue that detailed the specs of every car sold in the UK. The entry to each brand was noted with a one-liner, and the tagline for Porsche was: "If you can, then you must."
     
    When it comes to the GT3, we can boil that down to one word: "Bingo."
     
    Vital Stats
     
    Engine: 3.8L Flat-Six
    Power: 475 HP / 325 LB-FT
    Transmission: 7-Speed PDK
    0-60 Time: 3.5 Seconds (62 mph)
    Top Speed: 195 mph
    Drivetrain: Rear-Wheel Drive
    Curb Weight: 3,153 lb
    Seating: 2
    Cargo: 4.41 CU-FT
    MPG: TBD
    Base Price: $130,400
     
     

    2014 Porsche 911 GT3 Demonstrates Launch Control -- Autoblog video...

    2014 Porsche 911 GT3 Demonstrates Launch Control -- Autoblog video link

    Smiley SmileySmiley


    Re: OFFICIAL: New 911 GT3 (991)

    New Porsche 911 GT3. Driven. Revolution?

     
    (31st July 2013)
     
    CrankandPiston heads to Germany to test the all-new Porsche 911 GT3. Is it a revolution or an evolution over the predecessor?
     
    You may be sceptical, but Porsche’s launch of the new 911 GT3 is probably the most hotly anticipated of the year. When you consider the other contenders to have made an appearance already this year – the new Cayman, Jaguar’s F-Type, BMW’s new 4 Series Coupe, and Volkswagen’s Golf GTI among others – that’s quite a claim. But let’s not forget that Porsche’s headline lightweight sportscar has been with us for 14 years, has amassed a formidable reputation both on-track and off, and spawned probably the most recognised single make motor racing series across the globe. Any changes good or bad on the new generation – particularly during the 911’s 50th anniversary – were always going to be under the spotlight.
     
    None more so than the seven-speed PDK automatic transmission complete with paddle shifters that replaces the GT3’s traditional manual gearbox. Purists were in uproar at the announcement, though this did serve to highlight a significant point: was the automotive world about to see an evolution of the GT3, or an epoch-making revolution? As a former owner of a 911 GT3, I was also keen to discover which.
     
    Though Porsche has (of course) stayed true to the 911 DNA, the new 991 gen GT3 is a stunning piece of kit. At the front the classic round headlines remain, though a lower front spoiler and longer bonnet make for a sleeker, more aggressive look than the retiring 997 iteration. A much wider rear track –wider than any previous GT3 generation at 1555mm – helps emphasise this sportier look as does the redesigned rear wing. But it’s the 20-inch wheels that really make an impression in profile: clad in Michelin’s grippy Sport Cup 2 tyres developed specifically for the GT3, these forged alloys look enormous against the angular body, but actually weigh the same as those on the old model. And, naturally, look the absolute business.
     
    Step inside and the sportiness of the exterior is temporarily replaced by lashings of Alcantara about the rooflining and upholstery. It’s back to track basics with the bucket Porsche Sports Seats Plus, which prove a snug fit but raised side supports improve lumbar support. There’s the traditional Porsche infotainment system, uncluttered centre console and beautifully stitched seams: there’s also the no extra cost optional Club Sport Package, that offers carbon seats, a roll cage and fire extinguisher for those heading regularly to the track. But it’s a cabin boasting little thrills. And that’s good. It matches the character of the car perfectly. There isn’t a myriad of unnecessary settings and systems to play with, the suspension settings, PDK drive mode selection and Sports Exhaust buttons (all important for that irresistible 911 burble) the obvious exceptions. It encourages you only to turn the starter switch.
     
    Doing so unleashes a ferocious roar from the naturally aspirated 3.8-litre flat-six, a replacement to the larger Metzger unit that now incorporates direct petrol injection and lighter cylinder heads for staggeringly high revs: top performance creeps in at 8250rpm and the needle doesn’t stop until it hits 9000rpm. Put together, that equates to 475hp, 325lb ft of torque, a top speed of 315kph and a 0-100kph time of 3.5seconds. Driven in anger, the new GT3 nails 7m 25s around the Nordschleife: that’s a full 15 seconds faster than the outgoing model and 2s faster than the marque’s outstanding GT3 RS 4.0.
     
    Surprisingly, in normal cruising mode, the civility of this proven track weapon throws me completely. The 3799cc unit is quiet at low revs, gearshifts are very smooth with no jostling and normal suspension and damping settings prove comfortable. Even the pneumatic lift system– that raises the front axle by 30mm to avoid scraping the nose on road humps – is a carry-on from the old generation model. This has me worried: despite its ferocious Nurburgring pace, is this ‘revolutionary’ model actually a softer, less ‘grab it by the scruff of the neck’ sportscar than its predecessor?
     
    This thought process lasts until I press the Sport Exhaust button, slip the gearbox into manual, and floor it. Suddenly the GT3 throws off its camouflage and the engine screams as if to say ‘how dare you call me soft’. The flat-six noise is phenomenal in itself working with the exhaust in its full bore and between 8000-9000rpm the sound ricocheting about the cabin hits a level I have not heard outside a Formula 1 circuit. Porsche’s decision to (finally) modify the gearchange selector – so that down is now an upshift and up is a downshift in keeping with a traditional sequential gearbox – means crisp gear changes can be utilised to their fullest. Indeed, hit the Sport PDK button, and as well as remapping the 475hp engine for faster throttle response, shift times are reduced to 100 milliseconds, offering no lag right up to the 9000rpm limit. Power is constant, momentum endless and the thrill absolutely joyful.
     
    Many have knocked Porsche’s decision to take the electronic steering route, but the GT3 demonstrates just how hard the team has worked to perfect it. There’s buckets of feel, solid heft and sharper feedback from the front wheels – coupled with a fully variable e-differential – allowing me to place the front end exactly where I want it. Somehow – and I’m really not sure how – there’s much more feel through the wheel than the 911 Carrera, the car remaining planted as I experiment with speeds through long and tight corners alike.
     
    As well as Porsche’s Torque Vectoring System, which now comes as standard on the GT3, another nifty addition is active rear-wheel steering, a system that through two electro-mechanical actuators either side of the rear axle shortens or lengthens tracking rods by up to 15 percent. This steers the rear wheels in the opposite direction to the fronts, ensuring a tighter turning circle than the older generation, though not at the expense of feel through the wheel. It’s a very clever system, one that can be used at up to 80kph and which keeps the rear wheels in-check. Turn off the traction control and they will start to step out – which is always fun – but solid work from the 305 rear Sport Cup tyres means they’re still difficult to break. Throw in a 20 percent improvement in downforce over the previous model – thanks to the new more aerodynamically savvy body – and grip in the GT3 is beyond belief. The suspension really earns its money in the new Porsche, and for only the most hardcore of rack days run will you feel normal suspension settings are insufficient compared with Sport.
     
    Overall the GT3 is a big step forward from the previous car. As a performance machine it’s as impressive as we expected, thanks to clever engineering and a few nifty new additions to the drivetrain and chassis. It remains one of the few cars you can drive to the track, thrash all day long, and then drive home during your weekend. And yet as a daily driver on the commute to the office, the new GT3 is more versatile than its predecessor, offering plenty of room (for 2), a comfortable driving position and an intelligent (and responsive) PDK gearbox no longer requiring a knackering workout for the left leg.
     
    I feel sure that the new Porsche 911 GT3 will alienate the purists – a curse most new Porsches have to bear – but am also confident that the sportscar will attract a wider audience due to its usability. Indeed, the lack of a manual transmission takes nothing away from the thrill of driving. On the contrary, I think it allows for a greater focus on driving and overall enjoyment of the car.
     
    Without doubt, this is one of the best sportscars crankandpiston has driven in a quite a while. That is a revolution.
     
    2014 Porsche 911 GT3
    • Engine: Inline 6-cyl / 3799cc
    • Power: 475hp @ 8250rpm
    • Torque: 325lb ft @ 6250rpm
    • Transmission: Seven-speed Doppelkupplung (PDK) with controlled rear axle differential lock and PTV Plus
    • Front suspension: Strut suspension (MacPherson type Porsche optimised) with wheels independently suspended by transverse links / longitudinal links and struts / cylindrical coil springs with internal dampers / electromechanical power steering / Porsche Active Suspension Management (PASM) with electro- nically controlled dampers / two manually selectable maps
    • Rear suspension: Multi-link suspension with wheels independently suspended on five links / cylindrical coil springs with coaxial internal dampers / active rear-wheel steering / Porsche Active Suspension Management (PASM) with electro- nically controlled dampers / two manually selectable maps
    • Brakes: Dual-circuit brake system with separate circuits for front and rear axles / Porsche Stability Management (PSM) / vacuum brake booster / electric duo-servo parking brake / auto-hold function / monobloc brake callipers perforated and internally ventilated brake discs / six-piston aluminium 380mm x 34mm (front) / four-piston aluminium 380mm x 30mm (rear)
    • Wheels: 9 J x 20 (front) / 12 J x 20 (rear)
    • Tyres: 245/35 ZR 20 (front) / 305/30 ZR 20 (rear)
    • Weight (kerb) 1430kg
    • 0-100kph: 3.5sec
    • Top speed: 315kph

    New Porsche 911 GT3 -- CrankandPiston article link

    Video: "The new Porsche 911 GT3 screaming in Germany"

    New Porsche 911 GT3 -- CrankandPiston video link

    Smiley SmileySmiley


    Re: OFFICIAL: New 911 GT3 (991)

    Thanks Boxster Coupe GTS :)

    Is this 991 GT3 Cup running the Mezger? It sounds incredible. If only they could make the RS sound this good...

    http://youtu.be/CVCU7zkWxCQ


    Re: OFFICIAL: New 911 GT3 (991)

    boytronic:

    Thanks Boxster Coupe GTS :)

    Is this 991 GT3 Cup running the Mezger? It sounds incredible. If only they could make the RS sound this good...

     

    http://youtu.be/CVCU7zkWxCQ

    Yes, indeed -- the 2013 Porsche 991 GT3 Cup is running the awesome "Le Mans winning" Mezger motorsport engine! Smiley

    Smiley SmileySmiley


    Re: OFFICIAL: New 911 GT3 (991)

    ag23:

     

    Evo (UK) GT3 review (posted on another forum by Bill_C4S)
     
    "So after four days of intensive testing that took in the mountains of Austria, the flatlands of Lincolnshire, a racetrack, a GT-R, a 12 C and a 997 GT3 RS 4.0, what conclusions can we draw?
     
    Well, first and foremost, the GT3 is very fast and very, very capable. On dry roads in Austria, the GT-R just couldn't live with the GT3's braking stability and cornering speed, the GT3 RS 4.0 didn't see which way it went here in the UK, and the 12C - perhaps the only car in our tests that can claim to be faster than the GT3 on the road - was just pipped on the track. If you get your kicks from numbers and driving around like your hair is on fire, the GT3 looks like a positive bargain at GBP 100,540. 
    ...
    the chassis's crazy ability to change direction and its vast reserves of grip mean that to make the GT3 really alive, you need a clear road and an unhealthy disregard for your driving licence. Inevitably the sweet, punchy PDK box only pours fuel on the fire, giving easy access to the new engine's wild top-end and allowing you to use every last drop of the car's stunning composure to good effect. To criticise a car for such qualities might seem odd, but as Dickie (Meaden) discovered, its predecessor's physical manual box, short-travel suspension and gritty engine provides greater engagement and excitement at lower, more accessible speeds. 
    ...
    Despite this, the new GT3 is a remarkable machine. Its combination of useability and devastating dynamics truly is a new benchmark, and although it marches into new territory - face to face with the likes of the Ferrari 458 and McLaren 12C - it retains enough character and excitement to proudly wear the GT3 badge. And on track it is gobsmackingly brilliant."

    SmileySmileySmiley


    Re: OFFICIAL: New 911 GT3 (991)

    RC

    I would love a GT3 without the rear wing and with back seats. Technically, not problem. Product differentiation? Huge problem. Same goes to the 997 GT2 RS for example: 

    I want maximum performance plus AWD minus ugly wings. I hope Porsche understands the potential for such a product one day... Smiley


    --

    RC (Germany) - Rennteam Editor Porsche Panamera Turbo S, Cayenne GTS (958), 991 Turbo S (Oct. 5th), BMW X3 35d (2013)

    Hah RC,

    of course im with you here, i would love to see gt2/3 and turbo s without the ricer wings!  You said it all.  Sorry to pull p 53 forward but im a little behindSmiley


    Re: OFFICIAL: New 911 GT3 (991)

    My order is in November allocation 

      1376437798413image.jpg

    image.jpg1376437798404image.jpg


    Re: OFFICIAL: New 911 GT3 (991)

    DJC:

    My order is in November allocation 

      1376437798413image.jpg

    image.jpg1376437798404image.jpg

    Looks great! Congrats! Love this color!

    I have chosen the LED PDLS too! Have not seen them in real life yet! I can't wait!

     


    --

    - HS (Belgium)  -  '14 Porsche 991 GT3 (oct build) - '06 BMW 335I Coupe  


    Re: OFFICIAL: New 911 GT3 (991)

    I saw them last month at the factory ,they look great!

    what part of Belgium are you from ?

    I was born in Liege and still have family there


    Re: OFFICIAL: New 911 GT3 (991)

    BjoernB:
    DaveC:
    lor:

    This thread was bugged a couple of days for me, yellow car here http://www.9tro.com/features/new-cars/porsche-991-gt3-velocity-raptor

    The sound of that engine is intoxicating and the shifts are clearly felt even in the video.  However am I alone thinking that the driving was a little sketchy for a public road with admittedly light traffic, but traffic nonetheless?

    Totally agree ! Never seen such stupid driving going to the left lane that much on public roads.....Smiley

    Buh? Visibility was perfect, I don't see any issue here. Smiley


    Re: OFFICIAL: New 911 GT3 (991)

    For prospective Porsche 991 GT3 customers, Evo magazine's October 2013 issue should be top of your reading list...

    Evo Magazine: October 2013 (Issue 187)

    The latest Porsche 911 GT3 against Nissan GT-R, McLaren 12C and 997 GT3 RS 4.0

    Evo-187_October-2013_Porsche-991-GT3_01-Subscriber-Cover.jpg

    "911 GT3: Its toughest test"
     
    Save your ‘2013 evo Car of the Year’ jibes for now; some dramatic changes to its make-up mean the new 991 GT3 loses its traditional automatic favourite status. We suss it out via its main rival, a superlative predecessor and a bona-fide supercar that’s twice its price. Nissan GT-R, 997 GT3 RS 4.0 and McLaren 12C: bring it on...
     
    Evo-187_October-2013_Porsche-991-GT3_02.jpg
     
    Evo-187_October-2013_Porsche-991-GT3_03.jpg
     
    Evo-187_October-2013_Porsche-991-GT3_04.jpg
     
    Evo-187_October-2013_Porsche-991-GT3_05.jpg

    ...Evo video footage of the new Porsche 991 GT3 to follow! Smiley

    NB: If you enjoyed this extract, there are two more articles on the 991 GT3 in Evo magazine, so it's worth picking up a copy or (my preference) get an Evo subscription with exclusive covers and early delivery!

    ...thanks and all due credit to Richard Meaden, Jethro Bovingdon, Evo magazine, Andreas Preuninger and Porsche!

    Smiley SmileySmiley


    Re: OFFICIAL: New 911 GT3 (991)

    I like the comment "The GT3 proves the 991 Carrera could and should be so much better than it is."  This is so typical of Porsche for the past couple of decades-every car is a statement of the marketing, not the engineering, department.  


    Re: OFFICIAL: New 911 GT3 (991)




    Re: OFFICIAL: New 911 GT3 (991)

    Making me regret, once again, my decision to let a 4.0RS allocation slip through my fingers (couldn't really afford it, but in hindsight I couldn't afford to pass it up)Smiley


    --

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


    Re: OFFICIAL: New 911 GT3 (991)

    Grant, aside from your preference for manual, the 991GT3 is over $70,000 cheaper and a faster and better car. In a couple of years you will be able to get one at a 20-25% discount. I will be happy to sell you my 991GT3.Smiley


    Re: OFFICIAL: New 911 GT3 (991)

    @DJC

    Nice! I hope they do! I am from the Antwerp region.

    I am thinking about a factory collection. Have not been there yet. Do you think it's worth it? Take the additional track tour too?

    Best Regards,

    Hans


    --

    - HS (Belgium)  -  '14 Porsche 991 GT3 (oct build) - '06 BMW 335I Coupe  


    Re: OFFICIAL: New 911 GT3 (991)

    The museum is a must see

    and I'm sure the track woul be a blast


    Re: OFFICIAL: New 911 GT3 (991)

    There is a big discussion about this article on another porsche forum and it seems that EVO (knowingly or not), failed to mention that the 12C in that test was running on its mediocre pirelli street tires and not on the optional corsas, while the GT3 comes with semi slicks. does anyone have more info on this? it would be nice to find that out for sure. The Gt3 is a great buy and the best deal from porsche right now and to include the 12C against it is actually a compliment to the mac which is supposed to be a street exotic and not a track car. this article made me appreciate mine even more.


    --

    2011 CTT

    2013 12C spider

    2013 Audi A5 Cab

     

     


    Re: OFFICIAL: New 911 GT3 (991)

    BiTurbo:



    Thanks for posting. It is incredible to see that the GT3 is faster than the 12C on this track. Should similar results be achieved on other tracks (and in the SportAuto tests) Porsche's competitors would have a problem Smiley


    Re: OFFICIAL: New 911 GT3 (991)

    That Evo article sums up everything that is wrong with Porsche.  Quicker and better balanced across the range but missing a key ingredient.  Very sad.  surprise


    --

    Gen II Cayman S


    Re: OFFICIAL: New 911 GT3 (991)

    "Engagement, excitement, connection, involvement". Abstract, unquantifiable and very subjective notions that journalists like to use often to blur matters when they come across a perfect car, like the present GT3 yes

     

     


    --

    "Form follows function"


    Re: OFFICIAL: New 911 GT3 (991)

    ^+991

    Actually that article above was one of three reviews in EVO magazine and the other two against the GTR & M12C were full of praise. Depends on reviewer I guess and point of view...


     
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