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If you want to perceive the history of the new Porsche 911 GT3 RS, just look at the spoiler and really where else would you look?
The newest variant of the 911 is rumoured to have a 4. 2-litre engine, the same displacement as the wild GT3 R racing car, but Porsche claims the larger engine would have met emissions standards. Car without expanding its muscles, the German logo bowed in front of the wind.
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This is where we point out that the naturally aspirated 4. 0-liter six-cylinder engine with 518 hp is not far behind, with a dizzying 9,000 rpm redline and six individual throttle bodies, inherited from the GT3, delivering a crisp and rewarding reaction. from the right pedal. But this is an evolution of an existing engine, while the car’s downforce figures to its predecessor can come seamlessly from a completely different machine.
At 124 mph, it produces twice the downforce of the vehicle in front, and at 177 mph, it has that of a Clydesdale (1,895 pounds) sitting on its carbon-fiber roof.
But while downforce is perfect for grip, it deprives the vehicle of straight-line speed. To solve this problem, the automaker designed a drag relief formula (DRS) to automatically allow for more slippery aerodynamics on the outside of corners by comparing a parameter matrix, adding G-forces, steering angle and suspension compression, and adjusting a segment of the rear wing to improve airflow accordingly. Two fins under the nose paints in conjunction with the tail configuration at the point of tension of the air through the car, eliminating the roll effect. DRS formulas are an integral component of modern Formula 1 cars, and it’s a clever trick to play Lewis Hamilton with the touch of an undeniable left thumb, cutting off the drag of the rear wing to overtake slower traffic.
A host of other components, from a unique radiator at the front to roof fins designed to move hot airflow away from the engine inlet, are working to take credit for the last ounce of speed and athleticism of an already very complex platform, though handling those variables is serious work: The dials on the steering wheel guide everything from the rear electronic differential habit to the front and rear suspension compression and rebound settings. All in all, the result is heroic degrees of grip, notably more in fact than the current-generation GT3.
During an incredibly rainy consultation at the Silverstone circuit in the UK, the lead instructor unceremoniously turned this car into gravel, even as the GT3 RS showed grip, aided largely by Michelin Pilot Sport Cup 2 tyres.
However, while the GT3 RS’s wider stance and competitive aerodynamics give it an air of rock-solid skill at high speeds, the slower corners show the same old vulnerabilities that stem from smooth surfaces and cold temperatures, namely a tendency to move your hips when you step on the accelerator. applied to the exit of a curve. But the car is reassuringly simple at friction speed, reversing course with DRS and turning it into an air brake to stop the car. Dramatically, the car’s unflappable driving bravado comes not from brute force (the twin-turbocharged Porsche GT2 RS develops an additional 182 hp), but from an uncanny ability to bend the air at will.
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