The New GT3 RS
If GT3 is good, GT3 RS is one step better. The RennSport version takes everything and kicks it up a notch or two. The current GT3 is so good, however, that Porsche really needed to put some massive effort into making this car any better than the one it replaces. It’s more powerful, more technologically advanced, and has more aerodynamic help to click off those incredibly quick lap times. It remains the naturally-aspirated counterpart to the manic turbocharged GT2 RS, and lies at the top of the Porsche pyramid for enthusiasts of high-revving traditional Porsche flat sixes. We knew this one was coming, but didn’t know quite when. Here it is in all its glory. Two new short video segments from Porsche, as well as a full gallery of photographs can be found in this very post. Aren’t those 997.1 GT3 RS throwback stripes just incredibly cool? It’s hard to believe that car is already a decade old.
The 2019 GT3 RS Engine And Performance
If we’re being honest, this is what people click these posts for, right? Let’s get to it immediately, then. The new 4-liter engine is closely related to the 4-liter found in the old GT3 RS, the 911R, and the current GT3. It takes a few of the new concepts in the 991.2 GT3 (plasma coated cylinder liners, a central oil supply through the crankshaft, larger bearing diameters, and a rigid valve train) and stretches them just a little further to make a stellar 520 horsepower, and now it has the higher 9,000 RPM redline. Everyone loves more revs, right? Porsche says its their most powerful naturally aspirated engine ever.
As with the 991.1 GT3 RS, the new RS is available exclusively with an RS tuned seven-speed PDK. This rapid-fire transmission helps the GT3 RS achieve a 3-second 0-60 time, two tenths quicker than the current GT3. The car’s top track speed, 193 miles per hour, is achievable in 7th gear.
Looking something of a mix between the last GT3 RS and the new GT2 RS, the new GT3 RS has aspects of both, combined to lap time perfection. At the front, the new-style GT3-aping bumper sets the tone for the aggressive design of the rest of the car, featuring a pair of duct scoops and an extra deep front splitter. Aft of the headlights, the front quarter of the car is punctuated by a pair of huge brake-cooling NACA-style ducts in the hood, cribbed from the GT2 RS, and the fender vents that became commonplace in the last GT3 RS. Along the door bottoms is an RS-specific side skirt to help delineate air flow under the car. The rear quarters still feature the gaping air inlets for the 4-liter engine. Out back, the stilted wing, deep diffuser, and bespoilered deck lid are familiar, but different enough to warrant mention. The RS is said to make twice as much downforce (at 124 miles per hour) as its lesser GT3 brother (though an actual downforce number is not provided).
Light Weight Concepts
Like the 911 it replaces, and all cars from Porsche’s GT department, really, the GT3 RS features a lot of carbon fiber and omits some items found in other 911s in order to provide a lower curb-weight and better lap-time. This time, the front trunk lid, the front fenders, bucket seats, and the rear wing are all made of the woven carbon reinforced plastic. The roof, as with the last GT3 RS, is crafted of magnesium. The front and rear bumpers are built from thinner lightweight polyurethane. There are lightweight door panels with the RS-staple, door opening loops in lieu of handles. The rear seat has been tossed, and the three windows aft of the driver have been crafted of thinner glass for extra weight reduction. Even the exhaust muffler and tips have been built from titanium. It’s still a very large car with very large components, but the diet has it down to just under 3200 pounds.
The upcoming GT3 RS is a motorsport-inspired chassis that promises to provide quick laps, both around the track, and to work every day. With Porsche Active Suspension Management, active motor mounts, rear axle steering, and Porsche Torque Vectoring Plus all standard, the computers in this Porsche help to make you, the driver, much faster than you’d be without. As has been the case for the last few iterations, rubber bushings in the suspension have been all but eliminated, replaced instead with ball joints to provide greater precision. As with all other GT variants, the ride height, toe, camber, caster and sway bar settings of the suspension can be adjusted to suit individual driver preferences.
The standard wheel is a forged aluminum piece measuring 9.5 x 20 inches up front (265/35-20 tire) are paired with a 12.5 x 21 inch piece in the back (325/30-21). In comparison to the current 991.2 GT3, the wider and larger wheels of the RS provide a bigger tire contact patch, helping with everything from mid-corner grip to standing-start acceleration. Those giant wheels also hide giant brake rotors, measuring 380mm on all four corners. Of course, carbon ceramic units in 410mm diameter at the front and 390mm diameter at the rear are available as an option, and weigh around 50 percent less.
The new GT3 RS’ sporting intentions are immediately apparent by looking inside. With well-bolstered carbon bucket seats in place, you know you’ll be kept in place well. Door pockets are replaced with door nets. Of course, the 911is driver focussed, but also features a matching passenger seat, though the rear seats have been omitted. There is a small 360mm diameter steering wheel with Alcantara covering front and center, featuring a yellow strip at the 12 o’clock point for the extra racing touch. In order to hear more of the action around you, as well as drop a few pounds, some of the 911’s standard insulation has been ditched as well.
While the clubsport pack is not available in the US, it is a no-cost option in many other markets. Ticking that box gets you some rollover scaffolding behind the driver compartment, a fire extinguisher (and mount), extra prep for a battery disconnect switch, and a six-point driver harness for maximum track attack action.
The Weissach Package
If you’re looking for an extra helping of light weight carbon fiber, you can option up the Weissach package. This $18,000 package includes carbon sway bars front and rear, a carbon roof, carbon steering wheel trim, and carbon PDK shifter paddles. The total loss of weight with this cadre of carbon is an incredible 13 pounds. If that’s not enough for you, a set of magnesium wheels can be ordered, dropping another 25 pounds of rotating unsprung mass from the car. Of course, those wheels cost an additional $13,000, on top of the Weissach pack option. Selecting both will get your GT3 RS down to a bantamweight 3,153 pounds, and lighten your wallet by $31,000.
2019 911 GT3 RS Pricing And Availability
The new 2019 911 GT3 RS is available to order now and is expected to reach U.S. dealers in fall 2018. The MSRP is $187,500 ($213,400 CAD in Canada), not including $1,050 for delivery. The Weissach Package is available for $18,000. The magnesium wheels can be ordered now and will be available at a later date.