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New Porsche 911 GT2 spec revealed

Porsche insiders have finally confirmed to Total911.com the arrival of the next-generation Widowmaker. The GT2, the first model to wear that iconic badge in the 991 series, will deliver 650hp from a development of the existing Turbo S’s 3.8-litre twin-turbo flat-six. Our sources admit that as much as 700hp is possible, but 650hp is able to be achieved within Porsche’s expectations for reliability. The new Porsche 911 GT2 will retain its rear-wheel drive chassis, though the previously three-pedal six-speed manual transmission will make way for a seven-speed PDK automatic.

Nürbrurgring lap times have always been important to Porsche, and officials are also beginning to whisper these for the new 911 GT2. Our sources admit an actual representative time has yet to be achieved thanks to the onset of winter, but internal calculations suggest a time of 7 minutes 5 seconds. The previous GT2 RS had a quoted figure of 7 minutes 18 seconds, don’t forget.

Given Porsche’s usually conservative official figures, expect that to be a bit quicker when given to Nürburgring experts like a certain Mr Walter Rohrl. Engineers involved in the GTS model series say that with road-legal Pirelli PZero Corsa tyres, a perfectly equipped GTS coupe can achieve a Nurburgring laptime of 7 minutes 22 seconds, underlining the narrowing gap between the ‘conventional’ Carrera line-up and the GT department’s more extreme models, and the need for ever quicker, more intense models.

What is certain is that the new Porsche 911 GT2 GT2 will have a top speed in excess of 200mph and a 0-62mph time around that of the Turbo S’s 2.9 seconds, that achieved thanks in part to some weight reduction by binning the Turbo’s four-wheel drive, though that itself limits the potential traction. As befitting its extreme nature, the GT2 will lose its rear seats, offer a Clubsport package with a half cage and lightweight seats, with Porsche certain to strip out as much mass from its most hardcore 911 yet to help deliver its legend and anticipated extreme performance.





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The new 2017 Porsche 911 RSR in numbers

Dr Frank-Steffen Walliser, Head of Porsche Motorsport, has described the new 2017 Porsche 911 RSR as “the biggest evolution in the history of our top GT model”.

This statement regards, in part, Porsche’s decision to move the engine in the new LM-GTE contender ahead of the rear axle (for the first time since the 911 GT1 two decades ago).

However, Weissach hasn’t stopped there with the new Porsche 911 RSR. The motorsport department has optimised almost every area of the GT racer – from the engine itself to the aerodynamics – as a quick look at some of the car’s vital statistics shows: 

  2017 Porsche 911 RSR 2013-2016 Porsche 911 RSR
Engine capacity 4,000cc 3,996cc
Bore 102mm 102.7mm
Stroke 81.5mm 80.4mm
Valves per cylinder Four Four
Max. power 510hp 470hp
Front brakes 390mm discs; six-piston calipers 380mm discs; six-piston calipers
Rear brakes 355mm discs; four-piston calipers 355mm disc; four-piston calipers
Front wheels 12.5×18-inch 12.5×18-inch
Rear wheels 13×18-inch 14×18-inch
Gearbox Six-speed sequential Six-speed sequential
Weight 1,243kg 1,245kg
Power-to-weight 410hp/tonne 378hp/tonne

Of course, the numbers don’t tell the whole story. Porsche has been typically cagey with certain details (as you would expect any manufacturer to be with a brand new racing car).

In lieu of any official rpm figures, the longer stroke of the new DFI flat six would suggest that it may run at slightly slower engine speeds. Despite developing nearly ten per cent more power, this would help to put less stress on the internal components of the 2017 RSR’s powerplant.

It’s also interesting to note that, with the significant shift in the new car’s weight distribution, Porsche has had to increase the front disc size by 10mm in order to deal with the increased load on the front axle under braking.



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Radical 2017 Porsche 911 RSR revealed at LA Auto Show

The new 2017 Porsche 911 RSR has been officially unveiled at the Los Angeles Auto Show and, after months of speculation, the racer’s public debut brings confirmation that Weissach has switched to a mid-engined layout for its latest LM-GTE contender.

The move means the 2017 RSR becomes the first 911 since the Le Mans-winning GT1-98 to feature its flat six engine ahead of the rear axle, with the gearbox now sitting behind the powerplant, connected via a new magnesium bellhousing.

While the more central positioning of the engine improves weight distribution, the major advantage afforded to Porsche is in the aerodynamic department, where it can now make full use of new rules brought in at the start of the 2016 season.


With the engine moved forward in the car (and a new exhaust system doing away from the previously central tailpipes), the space has been freed up to fit a much larger diffuser, which combines with a new top-mounted rear wing to provide the 911 RSR with more downforce than ever before.

Unlike rivals Ford and Ferrari (who have successfully campaigned new turbocharged units this year), Porsche has stuck with a naturally aspirated flat six for 2017, contrary to rumours that suggested a new forced induction flat six was in the offing.

Despite this, the venerable ‘Mezger’ unit has made way for a new 4.0-litre DFI engine that puts out around 510hp (depending on the size of the restrictor), a 50hp over the outgoing flat six.


“For the [new] 911 RSR, we deliberately focussed on a particularly modern and light normally-aspirated engine, as this gave our engineers immense latitude in developing the vehicle,” explained Head of Porsche Motorsport, Dr Frank-Steffan Walliser.

Like the current 911 GT3 RS, the new RSR breathes through the enlarged Turbo-esque vents in the rear arches while, without the need for a traditional decklid, the rear windscreen has been replaced with a vented cooling panel.

Away from these striking changes, the 2017 RSR takes some of its styling cues (including the rear light design) from the 991.2 facelift while the bodywork (made extensively from carbon fibre) has been optimised for ease of replacement.


Inside, the drivers will benefit from a new ‘Collision Avoid System’, a radar-supported warning system that is able to detect approaching cars (such as faster LMP1 prototypes) even in the dead of night.

The new racing 911 retains a six-speed paddleshift gearbox, while the double wishbone suspension setup (first introduced on the previous RSR) has been optimised for even faster setting changes.

Porsche has also confirmed that it will return to the FIA World Endurance Championship with a pair of factory-run entries, while another pair of new 911 RSRs will compete in the United SportsCar Championship, where they will make their competition debut at the 24 Hours of Daytona on 28-29 January.


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2017 Porsche 911 GT3 Cup car unveiled at Paris Motor Show

Porsche has unveiled the new 2017 911 GT3 Cup car at the Paris Motor Show ahead of the car’s competition debut next season in the Porsche Mobil 1 Supercup, Carrera Cup Deutschland and GT3 Cup Challenge USA.

Based on the upcoming Porsche 991.2 GT3 – due to be launched early next year – the latest Cup car features a number of styling cues taken from the Gen2 road car (including the ‘3D’ brake lights) while there’s a new Cayman GT4-esque front bumper.

The biggest change over the outgoing 991 GT3 Cup car (which will continue to run in the majority of national Carrera Cup series next year) is under the huge 184cm wide rear wing, where the venerable Mezger flat six has finally been phased out.


While the 997.2 was the last to road car generation to feature the Mezger engine, the famous flat six lived on in motorsport circles, powering both the 991 GT3 Cup car and GTE-class 911 RSR (the former in 3.8-litre form, the latter in 4.0-litre guise).

However, the launch of the 991 GT3 R last season saw the competition debut of a new 4.0-litre motorsport engine featuring direct fuel injection, which has now found its way into the 2017 Porsche 911 GT3 Cup car.

Developing 485hp, the DFI powerplant, a mildly down-tuned version of the GT3 R’s unit, will provide next year’s Supercup competitors with an extra 25hp over the outgoing car (which will continue to race on in the majority of national Carrera Cup series in 2017).

991 GT3 Cup cockpit

Elsewhere, much of the Cup car’s specification is the same as the 991.1 variant, keeping the six-speed paddleshift constant-mesh gearbox, mechanical limited slip differential and single-piece forged alloy wheels (wrapped in Michelin slick racing rubber).

The unveiling of the new 2017 Porsche 911 GT3 Cup car comes on the same day that Porsche announced its Supercup contract had been renewed through until the end of 2019, ensuring that the premier one-make 911 championship would remain a support race at European Formula One events for another three years.

2017 marks the 25th year of Supercup competition, with the silver anniversary season set to be contested over nine meetings, eight at European Grand Prix and, as has become traditional, one at a yet-to-be-confirmed overseas event.

For more of the latest Porsche 911 race news and reports, make sure you check out our dedicated motorsport section now.

2017 Porsche 911 GT3 Cup rear


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Porsche release new 911 Targa 4S Exclusive Design Edition

Hot on the heels of the Porsche 911 Endurance Racing Edition (details of which can be found in the latest issue of Total 911), Zuffenhausen’s Exclusive department has been busy at work with its next bespoke creation: the 911 Targa 4S Exclusive Design Edition.

The 991 Targa is unarguably Porsche’s most retro piece of styling and the Exclusive team have played with this theme for the Design Edition, giving the new car a classic paint hue that helped it fit right in at the Nürburgring’s Oldtimer Grand Prix, the venue for the Targa 4S Design Edition’s public debut.

Originally a standard colour for Porsche 356Bs in 1960 and 1961, the Etna Blue shade utilised on the body is used on much of the exterior trim as well, including the decklid and roll hoop badges.

Targa 4S Design Edition badge

Contrasting against the pale blue hue, the Exclusive Department has finished the roll bar itself in satin white gold, matched to the 20-inch ‘RS Spyder’ alloys and ‘Porsche’ side script decals, while the headlights surrounds, tailpipes and decklid grill are all gloss black.

Porsche Exclusive’s customary bespoke sill plates and embossed centre console cover (the latter bearing the Targa’s iconic silhouette) are present and correct inside the Graphite Blue leather-clad interior, which features decorative Provence Blue stitching, air vents and floor mat trim.

Unlike the Endurance Racing build, the Porsche 911 Targa 4S Exclusive Design Edition doesn’t feature any performance enhancing options as part of its £132,887 list price. In the UK, the single-digit allocation will be sold solely via the Porsche Exclusive Centres at Mayfair, Solihull and Hatfield.

What do you think of the Porsche 911 Targa 4S Design Edition? Join the Porsche Exclusive debate in the comments below, or head to our Facebook and Twitter pages now.


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