Porsche 911 GT3 RSR Heavily Modified for 2012

Unlike the 2013 Porsche 911 GT3 Cup car that stayed pretty much the same from the previous version, the 2012 911 GT3 RSR is heavily modified from the 2011 version. You can see this post for pricing, pics and specification of the 2012 Porsche 911 GT3 RSR.

The four recently delivered Porsche race cars will all competed in the American Le Mans Series. Should they so choose, they are also qualified to run in the Le Mans 24 Hours, the FIA World Endurance Championship, the Le Mans Series and the International GT Open to name but a few.

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At the same time that the new, seventh generation Porsche 911 (type 991) is arriving at Porsche dealerships nationwide, Porsche Motorsports North America President Jens Walther told Porsche racing customers that the 2013 Cup cars (based on the 997 platform) will continue virtually unchanged from this year’s model.

“As with previous models of the 911 GT3 Cup cars, it takes some two years for the race car design to be completed based on a new street car, so we anticipate the Porsche 911 GT3 Cup (type 997) to be the racing platform through at least the 2013 racing season. Meanwhile, we have a limited number of 2012 Cup cars and will have a limited number of 2013 Cup cars that have no specification changes,” said Walther, who pointed out that the Cup car has remained essentially the same since 2010.

Where is the the Porsche 911 GT3 Cup Car Raced

The Porsche 911 GT3 Cup car is the defending Rolex Grand-Am GT champion, as well as the defending SCCA Pirelli World Champion title-holder and the SCCA GT2 Club Racing National Champion, and the spec car for the American Le Mans Series GT Challenge, the International Motor Sports Association GT3 Challenge by Yokohama, and the IMSA GT3 Cup Challenge Canada. Cup cars are also popular in Porsche Owners Club and Porsche Club of America racing series.

“The whole Porsche family is excited about the new Porsche 911 (type 991) street car, but there is so much more to be accomplished in 2012 and 2013 with the current 911 GT3 Cup (type 997),” said Walther.

Since its introduction in 1989, the Porsche 911 GT3 Cup has shown to be both fast and reliable, maintaining its value as it races in different countries in different classes. In last week’s Rolex 24, there were 23 Cup cars that started the race, with 2006 to 2012 models, each made competitive by the upgrades allowed by the sanctioning body and made available by PMNA.

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Rodger Hawley, owner of Orbit Racing in Riviera Beach, Florida, found an owner of a 2011 Porsche 911 GT3 RS who was game to give it a go. According to Rodger, the project uses all original Porsche factory body parts from a Cup R (a RSR variant raced in Europe and not sold in the US) that provides the exact same body dimensions as the RSR, but with benefits. Perhaps the biggest reason why Orbit chose the Cup R body panels is that they allowed use of the stock radiators and duct work from the donor RS (saving the owner $50k by not having to purchase all the ancillary parts from an actual RSR). Upon completion, the only visible difference is the shape of the inlet ducts (something anyone other than a Porsche race engineer probably won’t notice). Another benefit of the Cup R parts is the ability to retain the factory turn signal housings in the front bumper (a necessity for a street legal Porsche).

Ride Height and Suspension Geometry

The project, originally expected to take around five weeks, ended up taking closer to ten, said Hawley. When I asked him the reasons for the extra five weeks, he couldn’t point to any one thing in particular. He did, however, discuss the time and attention needed to deal with ride height. More specifically, he talked about the geometry of the suspension and the expertise needed to get it right; in effect, providing a comfortable experience at the now even lower ride height while accommodating much more rubber than normal.

While the engine remains stock for now at 3.8 liters (Rodger says the owner has future plans to increase displacement to 4.1 or 4.2) the build is nothing short of stunning. Since the completion of this project, Orbit has had multiple requests for even more conversions. Rodger thinks similar conversions will take around 8 weeks to complete. While cost wasn’t disclosed, Rodger did mention that his team put over 200 hours into this project and that’s just labor alone. All in all, if you can afford it, it seems like a great way to have an amazing, wide body RSR look for reasonable money (remember it’s all relative).

Watch and Learn How to Build a Street Legal Porsche 911 GT3 RSR

Fortunately, Rodger and Orbit likes to document their work. The crew at Orbit Racing took hundreds of pictures during the construction phase of this project and put each of them (along with a lot of notes) up on their web-site. Follow this link to start at the beginning. Just hit the “previous” button (you’re going in reverse order) after viewing each picture to see the next in line.

About the only thing better than the photo documented build are the four videos Orbit produced during the project. They show a fair amount of the work and explain some of the more difficult steps of the build process. The third video is by far the most detailed and explains how Orbit tackled some of the suspension issues. We posted them below for your viewing pleasure.

Be sure to check out the Orbit Racing site for pictures and videos of other completed project and ongoing conversions. Special thanks to Rodger for taking the time to speak with us about this extraordinary project!

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[Photo Source: TeamSpeed.com, Orbit Racing, F1Photography.net]

Extensive Modification of the 2012 Porsche 911 GT3 RSR

Heading into the 2012 season, the GT3 RSR comes with extensive modifications from last year’s version. Most noticeable are the changes to the body. The 2012 version flares out almost 48 milimeters (2 inches) wider than last year. Paddle shifters operate the sequential six-speed gearbox that put 460 hp (even with the mandatory air-restrictor affixed) to the 310 millimeter (12.2 inches) wide rear wheels and front wheels that have increased by 30 millimeters (1.2 inches). Lastly, there is new ducting for the intake of air including openings on the rear side sections (similar to the Turbo variants) that replace the air scoop on the engine hood.

The new Porsche 911 GT3 RSR will be delivered to customer teams starting in January of 2012. If you want one for your garage, the selling prices is about 500,000 Euros (we’re still trying to get in touch with Porsche Motorsports North America to get the US price).

UPDATE: The 2012 Porsche 911 GT3 RSR sells for $533,000 from Porsche Cars North America, Inc. plus features listed below.

Vehicle Base Price: US$ 533,000 f.o.b. Weissach (Germany). This includes:

• A/C System
• heated windshield
• Bosch memory kit
• thermostat kit for long-distance

Add another $657.80 for the four required transportation hooks (you would think at $533k that Porsche could include those), $5,600 for the required ALMS lighting package (consists of Xenon main lights, additional headlights, start number lighting and cockpit lighting. Your only true option is the Bosch Memory Darab License for $5,100. Oh yeah, don’t forget about the sales tax…

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Along with the release came the cutaway above (you can click on the image for a larger version) and the explanation below. I’m a huge fan of the 911 GT3 R 2.0 Hybrid so I always like to see more of the technology explained and illustrated. The rest of the info from the release is below for your enjoyment and information. For even more pictures be sure to check out the gallery on the PorschePurist.com Facebook page. If you do jump over to look at the pictures, please be sure to take a minute and “like” our page too! We post lots of photos and information on Facebook that never make it to the site.

The Porsche 911 GT3 R Hybrid 2.0, with two 75 kilowatt electric motors on the front axle supplementing the 465 hp four-liter, six-cylinder power unit at the rear, particularly embodies the philosophy of “Porsche Intelligent Performance”: The electric energy is generated during braking and stored in an electric flywheel. During acceleration, this energy is automatically delivered to the front wheels, supporting the combustion engine. This leads to a reduction in fuel consumption and increases the cruising range on the circuit. Moreover, drivers can manually utilize the stored energy with a boost-paddle on the steering wheel for overtaking. The 911 GT3 R Hybrid has undergone further development since 2010, and compared to its predecessor, its weight was reduced from 1,350 kilograms (2970 lbs.) to 1,300 kilograms (2860 lbs.).

Two Porsche works pilots, Romain Dumas (France) and Richard Lietz (Austria) will share the cockpit of the orange and white racer from Weissach

Dumas has already driven the world’s most innovative GT vehicle last year at the “Petit Le Mans”, the ALMS race at the Road Atlanta circuit. Lietz piloted the Hybrid-911 at the 24 hour races on the Nuerburgring in 2010 and 2011 as well as at various other long distance races.

“I’m very much looking forward to demonstrate the capabilities of this very special car at race speed to the spectators in California. Many Porsche fans live on the west coast, and some of them have already discovered the advantages of the hybrid system at the wheel of a Porsche Cayenne S Hybrid,” said Romain Dumas. “I’m very excited, because Laguna Seca is one of the most challenging race tracks on earth. Its layout with a series of up and downhill passages should actually suit our 911 GT3 R Hybrid.”

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[Source: Porsche Motorsport]

Today, Porsche announced that the final 2012 spec Porsche 911 GT3 Cup is ready for prime time and will be delivered to teams around the world starting in September. This final build (adding to the the 2200 already produced and delivered) will be run for the 2012 and 2013 race season.

The new Porsche 911 GT3 Cup will be delivered to teams around the world from September and will be run in this specification for the 2012 and 2013 race seasons in selected one make series. Amongst other improvements, the new Cup car is fitted with an even larger fuel tank making it suitable for an even wider range of endurance races.

Like those before it, the 2012-spec Porsche 911 GT3 Cup is based on the lightweight 911 GT3 RS (997) street sports car. The engine is largely identical to the production power plant of the 911 GT3 RS. It delivers the same 450 bhp and the same maximum engine speed of 8,500 rpm. A specially fitted race exhaust system with a controlled catalytic converter keeps emissions to a minimum.

The flared wheel arches at the front axle accommodate light alloy rims measuring 9.5Jx18 with 25/64-18 Michelin race tires. The light alloy rims at the rear measure 12Jx18 with 30/68-18 tyres. Depending on the type of racing, the new 911 GT3 Cup features different rim specifications. The blade-type anti-roll bars at the front and rear are adjustable in seven positions allowing an extremely precise set-up for each race track. Exclusive to the Porsche Mobil1 Supercup which runs as support to Formula 1 is the PCCB Porsche Ceramic Composite Brake. Compared to the composite cast brakes in the Carrera Cups and the GT3 Cup Challenges, PCCB reduces the weight of the car by around 20 kilograms (about 44 lbs).

The cockpit of the new 911 GT3 Cup caters to the needs of the driver. The controls for the info display are positioned on the steering wheel which houses six switches. As in street going versions, the reach and height of the steering wheel can be adjusted.

If you’re interested in racing, the price of entry (well at least the price of the GT3 Cup) is 161,750 Euro plus value-added tax of the respective countries.

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A rear-mounted 3.8-litre flat-six delivers 408 hp – an upgrade of 23 hp over the 911 Carrera 4S on which it is based – thanks to a number of internal changes, including a wholesale revamping of the intake duct. The special aspiration system not only improves peak power output, but flexibility as well, thanks to a more generous torque curve. The extra power is enhanced by a sports exhaust system that delivers its unmistakable acoustic signature through four black tailpipes finished with polished, nano-coated inner shells.

The extra power results in improved acceleration. A Carrera 4 GTS coupe equipped with the optional seven-speed Porsche Doppelkupplungsgetriebe (PDK) and Sport Chrono Package with launch control makes the sprint to 100 km/h in just 4.2 seconds. Yet the additional sportiness comes without an increase in consumption: following the Porsche Intelligent Performance development philosophy, the new model consumes no more fuel than the Carrera 4S in the New European Driving Cycle (NEDC).

Porsche Carrera 4 GTS Delivers Value

The Carrera 4 GTS features an electronically-controlled Porsche Traction Management (PTM) all-wheel drive system that delivers impressive traction, stability and agility in any driving situation. The electromagnetically-controlled multi-plate clutch ensures optimum distribution of power between the front and rear axles. A standard mechanical limited-slip differential further improves traction and driving stability around turns and on varying road surfaces.

Like every all-wheel-drive 911 model, the Carrera 4 GTS features a body with 44-mm wider wheel arches at the rear. It is also distinguishable by its SportDesign front apron, black side skirts from the 911 GT2, red reflective strip between the rear lights and a black panel between the rear tailipipes. Centre-locking 19-inch RS Spyder design wheels, painted in high-gloss black with polished lips, are a final visual flourish.

Inside, black is the dominant colour, with the standard interior featuring Alcantara on the centre sections of the standard sport seats with their larger side bolsters. Black Alcantara is also used wherever the driver comes into direct contact with the vehicle – like on the rim of the three-spoke SportDesign steering wheel, on the gear and handbrake levers and even the door handles and storage box lids.

The extra all-weather performance, visual muscle and standard equipment of the Carrera 4 GTS comes at an attractive price. On sale this fall, prices will start at $111,150 for the Porsche 911 Carrera 4 GTS Coupe and $121,050 for the Porsche 911 Carrera 4 GTS Cabriolet.

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The 911 GT3 RS, one of Porsche’s most popular, coveted and successful track-inspired production cars, has been given a final, thrilling injection of thoroughbred motorsport technology resulting in the 2011 Porsche 911 GT3 RS 4.0. Limited to 600 vehicles worldwide, the 911 GT3 RS 4.0 brings together in a sports car the attributes that have made the Porsche 911 GT3 a consistent winner on the race track.

The motorsport-derived 4.0-liter engine, already the highest displacement 911 engine ever, also features the highest per-liter output — 125 horsepower (hp) per liter — from a naturally aspirated Porsche flat-six engine. The engine uses forged pistons, the connecting rods are fashioned from titanium, and the crankshaft has been lifted unchanged from the 911 GT3 RSR race car. It achieves its maximum power of 500 hp at 8,250 rpm. Maximum torque of 339 ft/lbs is reached at 5,750 rpm.

The 911 GT3 RS 4.0 offers truly impressive performance, lapping the famed Nürburgring-Nordschleife in 7 minutes and 27 seconds. Available exclusively with a six-speed manual transmission, the 911 GT3 RS 4.0 sprints from 0 to 60 mph in only 3.8 seconds, and with its gearing designed for the race circuit it reaches the 124 mph mark on the race track in under 12 seconds.

The 911 GT3 RS 4.0’s outstanding driving dynamics come from numerous, meticulously coordinated details. In addition to using suspension components typically encountered in motor racing, weight reduction is also of supreme importance. Equipped as standard with lightweight components such as light but strong carbon fiber sport bucket seats, carbon fiber front fenders and luggage compartment lid, and weight-optimized carpets, the two-seater’s ready-for-action weight is just 2,998 lbs with a full fuel tank. The 911 GT3 RS 4.0’s power-to-weight ratio is 5.99 lbs/hp.

This limited edition 911 is painted Carrara White as standard and emphasizes its proximity to motor racing by its dynamic appearance. Signature characteristics are the wide track, the low vehicle position, the large rear wing with side plates, central twin tailpipe, and the aerodynamically optimized body. Air deflection vanes mounted on either side of the front bumper – called ‘flics’ or dive planes – make their first appearance on a production Porsche. They create increased downforce on the front axle, and together with the steeply inclined rear wing, provide aerodynamics on par with its performance capabilities. As a result, at the 193 mph top track speed, aerodynamic forces exert an additional 426 lbs of downforce, thus pushing the 911 GT3 RS 4.0 onto the road.

With a manufacturer’s suggested retail price starting at $185,000 (excluding destination), the new Porsche 911 GT3 RS 4.0 goes on sale in the United States in late 2011.

New Porsche 911 GT3 R Hybrid Pictures

If you’re viewing this post via email it may be easier to visit our site to see the Pictures of the 911 GT3 R Hybrid. The interface works better that way.

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Porsche takes up the Nürburgring 24 hour race on 25 June with a further developed version of the Porsche 911 GT3 R Hybrid. Priority of the development was given to the improvement of efficiency through the targeted optimisation of hybrid components, which also resulted in a 20 percent weight reduction. Version 2.0 of the 911 GT3 R Hybrid is intended to achieve the same lap times as its predecessor but with less fuel consumption.

The general layout of the hybrid was adopted from the 2010 model. A portal axle with two electric motors drives the front wheels and supplements the four-litre, depending on the balance of performance classification approximately 470 hp, six-cylinder boxer engine at the rear. The output of both electric motors has increased from 60 to 75 kilowatts each. For seconds at a time, pilots now have almost an additional 200 hp at their disposal with the 911 GT3 R Hybrid 2.0. Depending on the programming, this power is automatically activated through use of the throttle pedal. Moreover, pilots can manually call up this extra power, for instance when overtaking.

The electric flywheel accumulator, with its rotor spinning up to 40,000 rpm and storing energy mechanically as rotational energy, is now housed with the other hybrid components in a carbon fibre safety cell on the passenger’s side.

At first glance, the new GT3 R Hybrid is clearly distinguishable from the 2010 model. Thanks to the optimisation of the hybrid system’s high voltage components, the large louvres in front of the rear fenders were no longer necessary. This reduces drag and also lowers fuel consumption. All in all, the weight of the vehicle decreased from 1,350 to 1,300 kilograms.

“We’ve collected a great deal of information from our races on the Nürburgring, at the ALMS race at Road Atlanta in the USA, as well as from the ILMC race on China’s Zhuhai circuit, which was an invaluable help for the further development of our racing laboratory,” says Hartmut Kristen, head of Porsche motorsport. “The emphasis of our work was on improving efficiency. That means we want to keep the lap times consistent with 2010 but use less energy, hence less fuel. In this way, we support future developments of road-going, sporting hybrid vehicles.”

The cockpit of the 911 GT3 R Hybrid has also been completely revised. Most of the displays and controls have moved to the steering wheel. Drivers can operate the rest of the functions via backlit buttons now situated on the centre console. Priority was placed on the ergonomics and the clear layout for pilots – particularly in darkness.
The new 911 GT3 R Hybrid is a perfect example of the ‘Porsche Intelligent Performance’ philosophy, a principle found in every Porsche: More power on less fuel, more efficiency and lower CO2 emissions – on the race track and on the road.

[Source: PCNA]

 
Called the Porsche 911 GT3 Cup Experience, this program features the most successful race car ever produced – the 2011 version of the Porsche 911 GT3 Cup racer – complete with a custom-built second front instructor seat for maximum instruction.
 
The 911 GT3 Cup Experience is designed to provide the ultimate GT race car curriculum. Vehicle attributes include 450 horsepower (hp), Michelin racing slicks and a team of elite instructors featuring Hurley Haywood, one of the world’s most successful road racers. Participants will learn from the best in the industry with personal one-on-one coaching and video along with data acquisition review that will provide the most intense driver training experience available.
 
Built specifically for this program, the two 911 GT3 Cup cars – like all Cup cars – came down the same assembly line in Stuttgart, Germany, as the street version of the 911, and were tested at the Porsche Research and Development Center at Weissach before being shipping to the U.S. They were then prepared at Porsche Motorsports North America in Santa Ana, Calif., where the second seat was added.
 
This program is designed for experienced drivers that are ready for the next level and qualified candidates will be able to sign up by calling 888-204-7474 or visiting www.porschedriving.com for more information on this, or the other Porsche Sport Driving School courses.
 
“The school has been very successful from the outset, due both to the great facility we have here at Barber Motorsports Park and our experienced instructor staff. As a matter of fact, we have just surpassed 10,000 students; teaching drivers how to get the most out of their Porsche,” said David Pryor, Vice President of Marketing for Porsche Cars North America.
 
“This 911 GT3 Cup Experience gives us a chance to demonstrate the link between Porsche racing cars and their street counterparts,” said Pryor.
 

The 911 GT# Cup is Stronger, wider, faster

The new version of the Porsche 911 GT3 Cup race car offers its many customers around the world even greater value and performance than ever before. The successor to the best-selling racing car of all time built in a production series of more than 1,400 units is based on the 911 GT3 RS, with the weight of the racing model reduced significantly versus the already lightweight road-going version. This is the first GT3 Cup to feature the 44-millimetre (1.73”) wider body at the rear, providing sufficient space for even larger wheels. Wider wheel arches at the front clearly show that the front wheels are also likewise new. Engine capacity is up by 0.2 liters over the former model; engine output is 30 bhp more than before. The most important facts and figures: 3.8-litre six-cylinder horizontally-opposed power unit developing 450 HP (331 kW); sequential six-speed manual gearbox; weight 1,200 kg (2,646 lb); racing version of the 911 GT3 RS.
 
The most recent success of this race car was several weeks ago as the TRG Porsche 911 GT3 Cup lead a one-two Porsche finish at the 2011 Rolex 24 at Daytona.

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