The signature bark of the 996 GT3 RSR is unmistakable to the sonically sensitive Porschephile. They recognize the dry blat-blat-blat of the 3.6-liter under deceleration and heel-toe and from years ago when they heard those same sounds bounce off the walls at places like Sebring and Daytona. The rasp, the throatiness, and the absence of gearbox noise help it stand out as a distinct piece of music in the Porsche anthology.
The varied soundtrack accompanies a motor that screams to a tick over 8,000 rpm, and made ~445 horsepower while up there. Just a hair under 300 lb-ft was the churning force this motor produces, and though that’s not an exceptional amount by today’s standards, it is plenty of shove to propel a car weighing ~2,400 pounds. With a six-speed sequential to row through, it reaches a much higher top speed than one would imagine after watching it accelerate seemingly casually out of Monza’s hairpins.
Fortunately, these two RSRs brake very well and exhibit great stability while decelerating. The 380mm and 355mm discs front and rear, respectively, bring the Porsche to a halt without much fidgeting. To run at somewhere like Le Mans for 24 hours, the car had to be reasonably stable. The big wing and diffuser help, but by modern standards, the 996 RSR’s areo doesn’t look like that a factory racer.
Still, after Looking at the body movement and the comparatively simplistic bodywork you get a sense of how far GT cars have come in the last fifteen years Body control, downforce, and braking performance are simply different level. Now, GT3 cars are built more like prototypes with an emphasis on aero grip, while back then, cars had to be managed more at lower speeds and slid in a subtle fashion. The steady forward march of progress, right?