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Ride Onboard For Some Silky Smooth Laps in a Track-Spec 996 GT3 at Road America

Photos & video courtesy of Ryan Gates/311RS, LLC.

With the right modifications, the 996 GT3 becomes a car that will sway the most skeptical, please the frigid, and bring out the best in the timid. Not that it was slow from the factory, but with some talented tuners and a skilled set of hands making the most out of the least loved of the GT lineup, we see that it—like every other member of its purebred stable—is made for carving quick laps and stretching smiles.

Minneapois-based motorsports design firm 311RS is responsible for making this GT3 into something capable of cracking off consistent laps in the 2:26-range. They spared no expense here, starting with JRZ-RS Pro coilovers with custom 311RS damping. ERP arms and solid bushings came next, and the suspension maximizes the footprint made by the 311RS-spec BBS E88 18×9″ & 18×11.5″ wheels wrapped in Michelin Sport Cup 2s.

With roughly 400 horsepower courtesy of a Cup exhaust, BMC filters, an IPD plenum, and a tune, it’s definitely rapid and needs serious stopping power. The brakes, still factory reds, use Girodisc rotors, Pagid Yellow pads, and stainless lines. For a track as fast as Road America with heavy braking zones, these bring the ~3,000-lb GT3 to a stop. On that note—they trimmed a little heft by removing the airbags, sun visors, glove box, front console, and head unit. It’s a track special, no doubt.

More than its straightline speed and its stopping ability, this GT3’s stability and responsive front end are its most impressive features. Rather than some frightening, hair-trigger monster, it’s composed and neutral, especially in high speed corners. Granted, Ryan Gates has the deft touch of an experienced driver, but no wiggling under braking, no mild corrections in the quick stuff, and only a hint of oversteer on turn-in proves 311RS really dialed it in. Perhaps a more aggressive driver would bring out its fangs, but Gates is still clicking off quick times with a very economical, subdued style.

Perhaps the large RS wing at the rear must help there, and the broad front splitter can’t hurt. Clearly, it’s a reassuring car with balance, braking performance, and punch enables Gates to charge without breaking a sweat and reel in some 991s. Note the distance he gains in braking and entry speed through the daunting Turn 11, known as the Kink (6:54). There, you want a car to sit nicely lest you leave a big black streak along the outside wall.


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Porsche Destroyed Another Production Car Lap Record, This Time At Road America

Back in 2016 Dodge set the Viper ACR loose on tracks all across the country with the intent of setting track lap records. It was fast and successful in this endeavor, which got people talking about how fast the Viper ACR actually was. With 13 track records owned by the Viper at the time, Dodge had a lot to be proud of. Of course, some of those tracks were small inconsequential tracks like Grattan Raceway in Michigan, or Nelson Ledges in Ohio. They did, however, grab some big names like Laguna Seca, Road Atlanta, and VIR.

Porsche is taking a page out of the Dodge book and taking some of those track lap records away from Dodge, as the GT2 RS now has the Laguna Seca, Willow Springs, and Road Atlanta records. As of today, that car has also set the Road America production car lap record with an incredible lap (shown in the video below) of 2:15.17. Driver David Donohue raced the turbocharged rear-drive uber-911 around the Wisconsin race course to set the record.

While a Dodge Viper owned the previous production car record at Road America previously, it was a fourth-generation car which set the record back in 2011 at 2:20.00 with Dodge racer Kuno Wittmer at the wheel. Interestingly, that record had already been eclipsed by a privately-owned GT2 RS last fall when Steve Dimakos hired pro racer Bryan Sellers to run his car at Road America, where he set a 2:17.04 lap. Porsche’s recent effort simply managed to knock a couple seconds off the lap record it already owned.

Donohue stepped aboard the GT2 RS, and set the record during his second lap of the track. That’s how great the GT2 RS is.

Like the Road Atlanta effort, Porsche also brought along a GT3 RS to set a lap time for the fun of it. While down about 200 horsepower, the GT3 RS was only a tick behind on the clock with a 2:18.57 lap time that would still have been fast enough to beat Dodge’s official lap record time.


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Jim Pace Guides Us Around Road America in a Special Porsche 935

A brave, talented racer and the world’s fastest tour guide, Jim Pace shows us how to handle a flamespitting 935 around the fast and unforgiving sweepers of Road America. The Wisconsin-based track is one of the most beautiful and storied circuits in North America.

Pace has guided us through quick laps before, but this is one of the faster cars he’s been kind enough to share the passenger seat, if you like. This monster was build partly as a commemoration to the aluminum-monocoqued, 820-horsepower,two-ton, wing-laden monstrosities which John Paul Sr. and Jr. developed in the early eighties to dominate IMSA GTP. In fact, this particular car is a one-off designed to raise awareness for Huntington’s Disease, which afflicts John Paul Jr.

Thanks to the labored breathing punctuating Pace’s narration, we get a sense of how physically demanding this car is. The 935’s natural traction, when combined with a heavily turbocharged motor, makes even a seasoned driver pant. That said, Pace’s aggressive style, combined with that torque, means the rear tires spin quite easily out of the slowest corners—listen to the revs spike and howl at 5:15!

Getting on the power at the right moment and exploiting that turbocharged thrust seems to be Pace’s recurring aim—Road America is comprised of many long straights, after all. « Go now » and regular reads of the tachometer at certain corner exits demonstrate his focus on exiting cleanly and keeping the revs high. Running against some cars with even more grunt, he has to do everything in his power to stay competitive.

The classic paint scheme is reminiscent of an old Group 5 racer, yet still looks fresh.

Perhaps that’s why he’s constantly reassuring himself. In the heat of battle, it helps to soothe oneself with simple reminders, such as « eyes up » or « nice and steady. » In fact, when heading into the Kink at outrageous speeds (7:01), « breathe and squeeze » might actually be a life-saving reminder. After all, racing is a mental game, and to extract every iota of performance from a car as taxing as the JLP-HD1, one needs to keep themselves in a positive frame of mind.


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Turbocharged 993 Silhouette Monster Duels with Modern 997 RSR


In a battle between homegrown, tuner-crazy ingenuity and strict precision mandated by strict category rules, we get a dazzling view into how two very differently-built 911s handle on a high-speed circuit.

Under most circumstances, a Porsche 997 RSR, would never seem commonplace. However, the way the silver 993 Turbo in this video performs, at least in the straight line— the RSR feels almost plain.

Squatting and slithering under that colossal thrust, the 993 ekes out a gap whenever the road straightens.

Shock and horror—it’s not actually a 993

Instead, it’s a tube-framed silhouette GTP1 racer built by Fabcar with some 800 horsepower driving those massive rear wheels. It’s laggy, has incredible traction, is rudely quick down the straights, and brakes reasonably well, too—so it’s a force to be reckoned with at somewhere like Road America, where power is king. Say what you will about paying for club performance, but it’s a monumentally quick machine that has afforded a shop and an enthusiast the opportunity to exercise their own creativity and annoy the guys with the professional equipment.

Friedman—our camera man and someone with two decades of racing experience—uses his superior racecraft and consummate skill to keep his rival’s car from becoming a silver speck on the horizon. Additionally, his around-the-outside passes at Turns 9 and 10 show he has faith in his car where the 993 driver doesn’t. It also helps that the responsive 3.8-liter is kept in the prime of its powerband thanks to the sequential gearbox, and as a result, Friedman’s always able to close the gap in the technical sections.

In fact, his duel-clinching move shows him driving around the outside in Turn 8 with greater entry speed and an engine howling in the meat of its rev range (5:55). The driver in the Turbo, having played a little too defensively, cramps his line and is left lagging, and, with a serious knock to the ego, is forced to relinquish the lead to the bold man in the RSR.

The post Turbocharged 993 Silhouette Monster Duels with Modern 997 RSR appeared first on FLATSIXES.


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Leh Keen Hustles a Firebreathing 935 Against Vipers, ‘Vettes, and More

The tall talent from Georgia is at it once again, and this time he’s behind the wheel of a Kremer 935 K3, which spits out a staggering 800 horses in archetypically-turbocharged fashion. Leh Keen is a master of manhandling the rear-engined racing car and is no stranger to opposite lock or minimizing understeer, and when up against better balanced machinery at Road America, he shows just how to grab a car by the scruff of the neck and make it submit to his will.

As much of Road America is reasonably straight, Keen exploits the turbocharged motor by prodding the throttle early and aggressively to build boost, and square off his lines to give the rear tires an easier time; they’re already struggling enough trying to apply the thrust to the asphalt. His lines are also tailored to address the obvious understeer issue, which handicaps him slightly in the slower corners—where nimbler cars like a 997 Cup have the measure of him.

For the faster corners and kinks, of which there are many at Road America, he mitigates the push with an assertive approach. By turning in early, using the curbs to usefully upset the Porsche, and applying the throttle without much restraint, he yaws the car in the right direction so that, by the time the turbos have spooled, the 935 is mostly straight and he can engage the tractor beam.

Keen struggling with the only car which can truly outrun his 935: a Group A 320i Turbo.

However, Keen can’t always countersteer his way out of a sphincter-tightening situation. Through the daunting Turn 11,  which demands an early and subtle direction change, he’s forced to contend with a worrying amount of steering lock past the apex. With the walls that near and the speeds so high, you’d think the hair around his temples would have gone grey then and there, but considering how his forceful approach doesn’t change for the rest of the race, he probably won’t be ordering Just For Men anytime soon.

The post Leh Keen Hustles a Firebreathing 935 Against Vipers, ‘Vettes, and More appeared first on FLATSIXES.


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