911 GT3 RS

Watch This 991.2 GT3 RS Challenge a McLaren P1’s Laptime Around Laguna Seca

Under the guidance of Jeffrey Cook, a talented student can threaten a hypercar’s supremacy in a 991.2 GT3 RS. Once a driver is confident in the GT3 RS’ swinging pendulum of a rear and the way it likes to rotate at higher speeds, they can lean on that odd weight distribution and exploit the rear-engine traction in a way that fires them out of faster corners like few cars can.

Before we start off, we should mention that this particular RS was shod in a set of Michelin Pilot Sport Cup 2 Rs, and that while the day was just about ideal, there was a bit of traffic hampering the efforts of our driver, Mr. Yellow. OK—racing excuses are out of the way.

With the sun shining brightly over Laguna Seca, Mr. Yellow achieved an incredible time of 1:31.7—just a second shy of the record Randy Pobst set in a 903-horsepower McLaren P1 back in 2015. Regardless of perfect tires and conditions, snagging a time just shy of McLaren’s flagship is an incredible feat, regardless of rubber or conditions.

After an earlier afternoon with both drivers alternating between shotgun and the driver’s seat (to keep the weight constant) and analyzing the results of their Racelogic data logger, both Cook and Mr. Yellow came to the conclusion that a pretty staggering time would be possible on Cup 2 R rubber. Up until that point, Mr. Yellow’s best around Laguna Seca was a 1:33.4 on the stable and long-lasting Dunlop Sport Maxx tires. With the stickier rubber in place, they chopped that time by nearly two seconds.

To get the most out of the car, « it requires commitment and early throttle application, » advised Mr. Yellow. « Maybe you enter the corner a hair slower than you would in a mid-engine car, but you can—and should—get back to power very early. » Of course, this is all relative; look at how quickly he flies into the Andretti Hairpin (0:28)!

Not only must the driver plant their right foot early to find the lap time, but with the weight transfer present, they must do it quickly to stabilize the rear. « When the rear starts to slide (0:46), it’s critical you don’t lift. You’ve got to be confident, plant your right foot, and launch off the corner,  » instructs Cook. Once a driver is comfortable with the 911’s idiosyncrasies, the communicative car becomes a weapon. Drive it too slow, however, and it sometimes falls on its face.

To nurse the front end into slower corners takes a disciplined approach. « You need to trailbrake all the way to the apex in most corners—Turn 11 being a great example of this. However, once you’re upon the apex, transitioning back to the throttle happens very quickly. Not so quickly that you cause wheelspin, but fast enough to plant the rear and take advantage of the layout, » says Mr. Yellow. In fact, that inherent traction is so immense that they deactivated traction control to allow for a little more slip at corner exit. Rather than hinder the RS’ progression out of the corner, it helps to keep revs in the meat of the powerband.

Once Mr. Yellow gets back to throttle at Turn 11’s apex (1:44), we see a bit of countersteer—but he never lifts.

The Racelogic data suggests that, without the bobble in Turn 11 or any pesky traffic forcing Mr. Yellow off-line, he could’ve rounded the 2.2-mile course in 1:30.9—but that will have to wait for another day. Nevertheless, it’s an indication of how far cars have come in the last few years, and how the GT3 RS can never be underestimated.


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Totaled New Porsche 911 GT3 RS Lasted Only 142 Miles

It looked great until this happened.


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This 991.2 GT3 RS Converts A Porsche Fan For Life

Though Marcus Vandenberg’s Roads Untraveled tends to focus on Japanese performance cars, he occasionally highlights the odd domestic or European car. He’s admitted to having a soft spot for 911s in the past, but they’re not exactly within his wheelhouse.

He’s sampled quite a few turbocharged 911s, and a 991.1 GT3 RS, but this is arguably the wildest of Porsche’s offerings he’s sampled. This 991.2 RS sports a series of modifications that convince its Nurburgring-frequenting owner he’s fulfilled the potential of this Lizard Green RS.

The aptly dubbed Kermit—yes, named after an amphibian and not a lizard—sports an Akraprovic exhaust for a little more power, presence, and noise. Aftermarket coilovers, a Nurburgring-spec alignment, smaller wheels, and Trofeo R tires fulfill the potential of this street-legal track toy. On a cold morning somewhere outside Vancouver, Vandenberg gets to flirt with the limit of this green GT3 RS and a spirited country blast. What a lucky man.

Vandenberg is given to a bit of hyperbole, but it’s still clear that he’s not making a puff piece here. The car’s urgency and directness obviously resonates with him. Along with a brief history of the GT models for the last twenty years, Vandenberg’s describes why the car speaks to him, the merits of natural aspiration, and the  with no shortage of enthusiasm. There aren’t many cars which get people to giggle quite like this one.

Considering his experience with Supras, Lancer Evos, and Skylines making twice the power, he’s still staggered by the straightline speed. These desensitized days, a 520-horsepower Porsche doesn’t raise eyebrows like it used to, but it’s obvious the grunt of the 4.0-liter and the urgency of the PDK leave him smitten.  Needless to say, he’s already saving his shekels for the day he can make one of these his own.

Launching the car puts Vanderberg somewhere in between the realms of terror and ecstasy.


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Le Supertest de la Porsche 911 GT3 RS (2018)

VIDEO. Découvrez le Supertest de la Porsche 911 GT3 RS au Mans.


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Porsche’s GT3 RS Is A Great Race Car Right Out Of The Box

Warning: Some profanity in the footage above

Regardless of how much experience a racing driver has, some cars are so sharp-edged they require a sometimes painful period of adjustment. Despite being quite handy behind the wheel of a supercharged S2000 and now an A90 Supra, former formula racer Jackie Ding initially struggles with the 991 GT3 RS at Toronto Motorsports Park. However, he’s a flexible driver who can tailor his style to suit whatever he’s in, and in this series of dramatic laps, we can see he quickly adapts to the demands of one of the sharper 911s around.

A justifiably tentative outlap shows us just how the GT3 RS will let go abruptly and continue to rotate. Cold Michelin Cup 2 tires and a little more pendulum effect at work nearly rotate Ding off the track within a few corners. Quick hands honed from years in formula cars keep him pointed the right way, but it’s an indication of the edgy nature of such a focused car. Ding’s aggressive style gets the car regularly out of shape, but he soon learns he can’t quite take liberties with it like he can with his Honda.

Unlike his S2000, the GT3 RS doesn’t like to be floated sideways through the middle of the corner as much, and he needs to tread carefully. As he describes it, « such a fine line to try and balance on. » A few corners later, he shows just how unforgiving the car is if hustled over the wrong curb (2:27), and soon he’s pointed in the wrong direction. You can’t accuse him of lacking chutzpah, though.

By attacking the curb at a shallower angle and softening his throttle input, he’s able to get the stiffly sprung GT3 RS to rotate perfectly within just a few laps.

After softening some of his inputs, using delicate maintenance throttle over the curbs, and catapulting out of the corner with a little less wheelspin, he whittles his time down to a scarcely believable 1:15.1. For reference, that’s four seconds faster than he could muster in his tuned S2000 wearing Advan A052 tires, which is lighter and arguably better suited to such a tight, technical track. Just take into consideration his lack of experience of the car, and the achievement is all the more impressive. Not only does this demonstrate the GT3 RS one of the most capable track toys around, but Ding’s ability to change his inputs in short time is just as impressive, if not more so.


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