When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
Once again, the Porsche 911 GT3 RSR is the world’s most successful GT race car. The fastest racing-911, developed following the rules of the GT2 category and based on the principles of Porsche Intelligent Performance, left its mark on race tracks around the globe with good lap times, excellent reliability and particularly low fuel consumption. Powered by a 450 hp four-litre six-cylinder boxer engine, the vehicle triumphed in the GT2 category in 2010 at the Le Mans 24 hour race, won championships in the Le Mans Series and the American Le Mans Series and claimed overall victories at the 24 hour races in Dubai and Spa-Francorchamps. It won against strong competitors including Ferrari, BMW, Aston Martin,
The Porsche 911 GT3 RSR, based on the road-legal 911 GT3 RS, not only impressed with race wins. In the American Le Mans Series, it was once again the GT vehicle with the best overall efficiency in the ratio of lap times and fuel consumption. For this, the vehicle was the overall winner of the environmental Michelin Green X Challenge for the second time in succession. And at the Le Mans 24 Hours, the RSR also won the Green X Challenge. “It’s giving the right signal to place more importance on the efficiency of a racing car,” says Hartmut Kristen, Head of Porsche Motorsport. “Winning the Green X Challenge, which is a very important success for us, proves that the Porsche 911 is not only fast, but also very economical.”
In its current form, the Porsche 911 GT3 RSR of the 997 type has been sold to international customers since 2007. From year to year, the top model of 911 racing vehicles received ongoing modifications. The most conspicuous changes were made to the 2009-model. The capacity of the six-cylinder boxer engine at the rear grew from 3.8 to 4.0-litres, resulting in an optimised torque curve at reduced revs as well as better driveability. The most distinguishing feature of the still current 911 GT3 RSR is the redesigned front section with a large ventilation opening. Noticeable at first sight are the air outlet slots, the so-called louvers, on the front hood. They are an indication of the completely revamped air ducting of the radiators, which became necessary through the new design of supply and discharge air with the installation of an optional air-conditioning unit. The aerodynamics under the rear underwent further optimisation. The rear wing now features a wider adjustment range. Compared to the 2008-model, the weight-optimised brake system and the lighter wiring harness contribute to further improved driving dynamics.
A great deal of know-how from the successful RS Spyder sports prototype went into the gearbox of the 911 GT3 RSR. The sequential six-speed gearbox developed by Porsche engineers is considerably lighter than the unit fitted in the predecessor and has much less internal friction. The flatter angle to the drive shafts allow teams greater scope for the suspension set-up.
The foundation for today’s successes was already laid with the racing variants of the Porsche 911 996 type. Built to contest the GT class of the Le Mans 24 Hours, the 911 GT3 R clinched virtually all GT class wins in the 1999 American Le Mans Series. In 2001, the modified 911 GT3 RS version was raced. This vehicle was not just successful in its class, but also celebrated prestigious overall wins, with the two German Porsche works drivers Joerg Bergmeister and Timo Bernhard an team owner Kevin Buckler beating significantly more powerful prototypes at the Daytona 24 hour race in 2003. Porsche factory pilot Marc Lieb (Germany) won the 24 Hours of Spa with Romain Dumas (France) and Stéphane Ortelli (Monaco) in the same year beating all the much more powerful GT1 cars.
In the 2004 season, the successor model 911 GT3 RSR (996) made its debut. The output of its 3.6-litre six-cylinder boxer engine increased to 455 hp (335 kW) at 8,500 rpm, the maximum torque to 410 Nm at 7,200 rpm. By winning the American Le Mans Series (GT class), the Le Mans Endurance Series (GT) as well as the FIA GT Championship (N-GT), as well as class victories at the Le Mans and Spa 24 hour races and the Petit Le Mans event, the new racing sports car celebrated a brilliant debut season.
“It’s impressive how the 911 GT3 RSR has developed from year to year. The lap times alone are astounding, because despite the restrictions imposed on us again and again by the regulations, the car just got faster every year,” says Porsche works driver Joerg Bergmeister, who celebrated the majority of his successes at the wheel of the RSR. For this reason, the five-time winner of the American Le Mans Series is not at all anxious about tackling the 2011 season: “When you finish a season you always think: now we’ve reached our limit, now the car’s gone as far as it can go. And then Porsche comes up with something new again. And I reckon it won’t be any different in 2011.”
Porsche 911 GT3 RSR (997) – Most important successes
2010
Winner American Le Mans Series (GT class)
Winner Le Mans Series (GT2 class)
1st place Le Mans 24 Hours (GT2 class)
1st place Dubai 24 Hours (overall win)
1st place Spa 24 Hours (overall win)
2009
Winner American Le Mans Series (GT2 class)
Winner Le Mans Series (GT2 class)
Winner FIA GT Championship (GT2 class)
1st place Nürburgring 24 Hours (overall win)
2008
Winner American Le Mans Series (GT2 class)
1st place Sebring 12 Hours (GT2)
1st place Nürburgring 24 Hours (overall win)
1st place Dubai 24 Hours (overall win)
2007
Winner International GT Open Championship
1st place Le Mans 24 Hours (GT2 class)
1st place Nürburgring 24 Hours (overall win)
1st place Spa 24 Hours (GT2 class)
1st place Petit Le Mans (GT2 class)
1st place Mil Milhas Sao Paulo (GT2 class)
Body: Monocoque body (basis 911 GT3 RS) of hot-galvanised steel; aerodynamiccally optimised front end with front spoiler; aerodynamically optimised front underfloor; adjustable rear wing; 90-litre safety fuel tank with fast filling function; air jack; welded-in safety cage; bucket-type racing seat (driver’s side only) with flame retardant seat cover; six-point seat belt adapted for use of the HANS Head and Neck Support; electric fire extinguishing system.
Suspension: Front axle: McPherson spring strut axle; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary spring); front axle arms adjustable for camber; adjustable sword-type anti-roll bar on both sides; power steering.
Rear: Multi-arm axle with rigidly mounted axle sub-frame; Sachs four-way gas pressure dampers; double coil springs (main and auxiliary spring); rear axle tie-bar reinforced and infinitely adjustable; adjustable sword-type anti-roll bar on both sides. Complete suspension infinitely adjustable (height, camber, track).
Brakes: Brake system with balance bar control. Front: Single-piece six-piston aluminium fixed callipers; inner-vented, 380 mm in diameter; racing brake pads. Rear: Single-piece four-piston aluminium fixed callipers; inner-vented, 355 mm in diameter; racing brake pads.
Wheels: Front: Three-piece BBS light-alloy wheels (11J x 18-34); central bolt. Rear: Three-piece BBS light-alloy wheels (13J x 18-12.5); central bolt.
Electrical system: Motec display with integrated data recording; multi-function display with integrated gearshift indicator; adjustable traction control; battery: 12 volt, 50 Ah, 140 Ah alternator.
Weight: Approx. 1,220 kg complying with A.C.O. regulations, 1,245 kg complying with FIA regulations.
Porsche unveils new 2012 911 GT3 RSR racecar By Mark Kleis
While you may know Porsche for its extensive lineup of road-ready coupes and convertibles available at your nearest dealer, Germany’s largest sportscar manufacturer also produces race-ready solutions like this new 2012 911 GT3 RSR.
The latest GT3 RSR is a serious racecar, filling the range-topping role among Porsche Motorsports’ lineup, and for the 2012 season the car arrives with a bevy of changes, including a sizable widening of the body by 48 millimeters.
“Our customer teams can expect a technically mature, high performance race car with which they will be highly competitive at international long distance races,” assures Hartmut Kristen, head of Porsche Motorsport. “Our test program on various international race tracks is currently running at full speed. We are very pleased with the car’s performance and driveability.”
One quick glance at the car and it should be clear that it is definitely of a widebody design, intended to carve through corners at obscene rates of speed, tucking wheels that have also grown for 2012, by 30 mm in the front. Power is sent exclusively to the rear wheels from an air-restricted (racing regulations) 460 horsepower 4.0-iter boxer engine.
Being a racecar, shifting is handled by the efficient and practical six-speed sequential gearbox with paddle shifters mounted to the rear of the steering wheel.
Ducting for the latest car has been modified to fit the wider design, with the nose and rear panels adapted to the flared front and rear wheel arches, as well as the door sill and wheel arch coverings. A keen Porsche eye will also notice that the engine scoop normally found on the 911 GTS2 RS has been replaced by opening in the rear, side sections, known as turbo variants.
Want a Porsche 911 GT3 RSR for yourself? You have until January 2012 to fork over 498,000 Euros – not including tax.
The new Porsche 911 GT3 RSR is ready to race. The top model of Porsche Motorsport’s customer racing vehicles will head into the 2012 season with extensive modifications. Particularly striking at first glance are the changes to the body: the width of the new GT3 RSR has grown by 48 millimetres. Built to conform to the A.C.O. “LM” GTE regulations, the 911 represents the crowning pinnacle of a range of successful customer sport race cars that are based on the 997 type 911 GT3 RS street sports car.
Powering the new 911 GT3 RSR is a particularly efficient six-cylinder boxer engine with a four-litre capacity. With a mandatory air-restrictor, it generates 460 hp (338 kW) and drives the 310 millimetre wide rear wheels. The diameter of the front wheels has increased by 30 mm to now measure 680 millimetres. The Porsche sequential six-speed gearbox is operated via paddle shifts on the steering wheel.
The nose and rear panels are adapted to the flared front and rear wheel arches, as are the door sill and the wheel arch coverings. The aerodynamic concept is complemented by a new ducting of the intake air. Openings in the rear side sections, as known from the turbo variants of the Porsche 911, replace the air scoop on the engine hood, which is very similar to the 911 GT2 RS street sports car.
The new 911 GT3 RSR can be raced at the Le Mans 24 Hours, the FIA World Endurance Championship, the Le Mans Series, the American Le Mans Series as well as the International GT Open and in other series and races.
“Our customer teams can expect a technically mature, high performance race car with which they will be highly competitive at international long distance races,” assures Hartmut Kristen, Head of Porsche Motorsport. “Our test programme on various international race tracks is currently running at full speed. We are very pleased with the car’s performance and driveability.”
The new Porsche 911 GT3 RSR will be delivered to customer squads around the world from January 2012. The selling price is 498,000 Euro plus value added tax of the respective countries.
Porsche’s new 991-based GTE contender broke cover today at Sebring as it prepares for the start of the FIA World Endurance Championship.
SPEED.com has obtained the first photos of the new 911 RSR model, which is testing alongside a group of cars from the American Le Mans Series on the famed airfield circuit.
Reports indicate the new-generation 991 turned its first laps shortly after 9 a.m. ET, making short five-lap stints with lap times in the 2:05 range. The pace picked up in the afternoon, which saw both factory drivers Patrick Pilet and Richard Lietz take turns in the car today.
The German manufacturer elected to take part in a single-day test at Sebring in order to evaluate the durability of the new car ahead of the 24 Hours of Le Mans, where it will return with a factory effort for the first time since 1998.
"We are very pleased with how the testing has gone so far," said Porsche's Head of Motorsport Hartmut Kristen. "Our goal is to be well prepared for the challenges of the very strong GTE class in the WEC and at Le Mans. The circuit in Sebring is very well suited to put a new vehicle through some demanding trials.
"For this reason, a test in Sebring is a very good rehearsal for one of the toughest races of all, the 24 Hours of Le Mans. Until the season kicks off in Silverstone, we will conduct some final tests on other race tracks so that our new 911 RSR is well and truly ready for the World Endurance Championship season."
There are currently no plans to race the car full-time in America until 2014. Porsche AG Team Manthey will campaign two of the new 911 RSR's in the FIA WEC this year as a development program.
Pilet will be joined by former ALMS champion Joerg Bergmeister in the No. 91 entry, while Lietz and longtime co-driver Marc Lieb are slated to pilot the No. 92 car in the full eight-round global championship. They'll be reinforced by Timo Bernhard and Romain Dumas for Le Mans.
The development of the new Porsche 911 RSR based on the current generation 991 model is nearly complete. On the Sebring International Raceway in Florida/USA the GTE race car from Weissach completed another successful test on Thursday. The successor to the Porsche 911 GT3 RSR will be run exclusively by the Porsche AG Team Manthey works squad at the 24 Hours of Le Mans and in the World Endurance Championship (WEC). The vehicle celebrates its race debut on April 14 at the WEC season-opener in Silverstone.
Sharing driving duties at Sebring were Porsche works drivers Richard Lietz (Austria) and Patrick Pilet (France). Lietz contests the WEC including Le Mans with Marc Lieb (Germany) at the wheel of the 911 RSR with the starting number 92. Patrick Pilet joins forces with Joerg Bergmeister (Germany) in the number 91 vehicle. At the first two WEC rounds in Silverstone and Spa-Francorchamps as well as at Le Mans, they receive backup from their factory pilot colleagues Romain Dumas (France/No. 92) and Timo Bernhard (Germany/No.91).
“We are very pleased with how the testing has gone so far,” said Porsche’s Head of Motorsport Hartmut Kristen. “Our goal is to be well prepared for the challenges of the very strong GTE class in the WEC and at Le Mans. The circuit in Sebring is very well suited to put a new vehicle through some demanding trials. For this reason, a test in Sebring is a very good rehearsal for one of the toughest races of all, the 24 Hours of Le Mans. Until the season kicks off in Silverstone, we will conduct some final tests on other race tracks so that our new 911 RSR is well and truly ready for the World Endurance Championship season.”
Please note: Photos of the new 911 RSR test drives are available for accredited journalists from the Porsche Press Database under the internet address https://presse.porsche.de. On this website you can also activate the Porsche Motorsport SMS Info Service and receive the latest news and information from race tracks around the world.
Please note: Photos of the new 911 RSR test drives are available for accredited journalists from the Porsche Press Database under the internet address https://presse.porsche.de. On this website you can also activate the Porsche Motorsport SMS Info Service and receive the latest news and information from race tracks around the world.
What an incredible premiere: In its first appearance at the 24 Hours of Le Mans, the Porsche 911 RSR shone last year with magnificent first and second place finishes in the GT Class. The GT racer from Weissach, which is distinguished by its systematic lightweight design and refined aerodynamics, has been further improved in many aspects for 2014. And with success; it started the 2014 season impressively as class victor at the 24 Hour race at Daytona.
The 911 RSR, which is used in the 24 Hours of Le Mans as part of the WEC World Endurance Championship - and the new United Sports Car Championship in the USA and Canada - made its appearance in 2013 as a successor to the successful 911 GT3 RSR. It is based on the seventh generation of the 911 sports car icon. As in its production car counterpart, its wheelbase was lengthened by a full ten centimetres.
A bespoke wishbone front suspension arrangement replaces the previously used MacPherson spring strut suspension. The lightweight racing gearbox is also a special new development by Porsche Motorsport. Its six gears are selected by shift paddles on the steering wheel. The 470 hp four-litre flat six engine was taken from the previous model and optimised in its details.
One of the central areas of attention in developing the 911 RSR was to attain a balanced weight distribution. The vehicle's centre of gravity is also significantly lower than in the previous model. Carbon fibre material assumes a special significance here. The front and rear bumpers, front and rear lids, the doors, underbody, wheel arch panels, rear wing, dashboard and centre console are made of this exceptionally lightweight and strong material. In addition, all windows are made of very thin and lightweight polycarbonate. The familiar lightweight lithium-ion battery of the 911 GT3 road cars also makes a contribution towards weight savings.
More service-friendly for shorter pit stops
The look of the new 911 RSR is marked by broad flared wheel arches and a deep cooling air channel at the front end. The new air flow system enables a centrally-located radiator at the front end, which operates even more efficiently than in the previous model. Climate control of the interior was also made more efficient. For enhanced service friendliness and shorter repair times, a quick-change concept for body parts was tuned for long-distance racing. The nose, front lid and rear apron are attached with quick-action clamps and can be replaced within just a few seconds.
The static cornering lights that are positioned very low in the front end improve the driver's view in bends. This improves night-time driving safety. The reflective labels on cockpit controls, combined with anti-glare interior lighting, provide for optimal legibility in darkness. The layout of switches on the new steering wheel was developed together with the Porsche factory drivers. From the outset, they contributed their wealth of experience in GT motor sport to the design of the 911 RSR.
Numerous improvements
The 911 RSR was systematically further improved for the 2014 season. The re-designed front end, for example, and the new rear wing provide for optimal aerodynamic balance and therefore for greater stability in fast driving through corners. Even more precise steering response, which leads to better vehicle handling in bends at slow and moderate speeds, was attained by optimising front suspension kinematics.
Further improvements to the car's structural rigidity result in more precise steering response. Also new is the engine air induction system, which was optimised in its details, such as in its air filter geometry, which contributes towards reducing the effects of contamination on power output. The new FT3 safety fuel tank with a lowered centre of gravity enables improved filling under race conditions.
Live telemetry that is permanently transmitted to the command station via the car's roof antenna ensures that engineers are always well informed of all relevant vehicle data with over 200 measurement values. In addition, all data is stored on a memory card in the vehicle.
“The most spectacular 911 ever"
“The 911 RSR was further optimised in many aspects. The wide rear wheel rims and refined aerodynamics have improved consistency over a sprint," says Porsche factory driver Jörg Bergmeister. “This is undoubtedly the best 911 that I have ever driven. It still always feels like a 911, but it can do practically everything better than the previous model. And on top of that, it is also in my eyes the most beautiful and most spectacular 911 ever.”
His team-mate Patrick Pilet adds: “Last season, we strove constantly to develop the car further. The better weight distribution, in particular, has had a positive effect on performance. The 911 RSR is now more stable over the rear axle and gives the driver a greater sense of trust. This allows the driver to probe performance limits faster."
The most successful GT race car of the 2015 season will be replaced by a completely new race car in 2017. Now begins the test phase on selected racetracks around the world.
The successor to the 911 RSR has already completed a successful rollout on the test track in Weissach. At its first test runs at Weissach, the majority of the Porsche works drivers were able to get a first impression of the new 2017 GTE race car.
“It is definitely unusual to put several drivers behind the wheel at a rollout,” says Marco Ujhasi, Overall Project Manager GT Works Motorsport. “But since all of our works drivers are involved in the development of the new car, the ones who could fit it into their schedules came to Weissach and turned a couple of laps.”
Debut at the 24-hour race at Daytona
The first outing of the RSR successor is planned for January 2017 at the 24-hour race at Daytona. “The race debut of a completely new vehicle at a 24-hour race is a big challenge. But we are right on schedule,” explains the Head of Porsche Motorsport, Dr Frank-Steffen Walliser.
Porsche will tackle the 2017 racing season with an all-out newly developed GT racer. The new 911 RSR makes full use of the breadth of the Le Mans 24 Hours GT regulations, and in addition to systematic lightweight design, features the ultra-modern, flat-six engine positioned in front of the rear axle. The extremely light four-liter powerplant is highlighted by direct fuel injection as well as a rigid valve drive and is characterized by outstanding fuel efficiency. The new 911 RSR will make its debut at the 24 Hours of Daytona race in January 2017.
"While retaining the typical 911 design, this is the biggest evolution in the history of our top GT model," says Head of Porsche Motorsport Dr. Frank-Steffen Walliser.
The new 911 RSR is a completely new development: the suspension, body structure, aerodynamic concept, engine and transmission have all been designed from scratch. The engine concept has enabled the designers to install a larger rear diffuser. Combined with a top-mounted rear wing adopted from Porsche's LMP1 prototype racecar, the 919 Hybrid, the level of downforce and the aerodynamic efficiency has been significantly improved.
"For the 911 RSR, we deliberately focused on a particularly modern and light normally-aspirated engine, as this gave our engineers immense latitude in developing the vehicle," explains Dr. Walliser. "Apart from that, in principle, the LM-GTE and GT Le Mans class regulations stipulate the absolute equality of various drive concepts, as the torque characteristics of turbo and normally aspirated engines are aligned."
The changeover to the new engine generation is now complete. After the 911 GT3 R and the 911 GT3 Cup, the spearhead of Porsche GT racing cars is now also powered by the same cutting-edge six-cylinder boxer engine family. Depending on the size of the restrictor, the new normally aspirated unit develops approximately 510 hp (375 kW). Shift paddles on the steering wheel actuate the sequential six-speed gearbox with a magnesium housing, which delivers power to the 12.2 inch-wide rear wheels.
In the past, Porsche also thoroughly pushed the limits with the concept of the 911, for example, in 1996 with the 911 GT1. In 1998, the 911 GT1 achieved the 16th overall victory for Porsche at the Le Mans 24-hour race. In 2016, Porsche furthered its record by earning an 18th overall class victory with the 919 Hybrid at the most famous of all endurance races.
For the first time, a Porsche GT racecar features state-of-the-art assistance systems. The new 911 RSR is equipped with a radar-supported collision warning system, the popularly-called "Collision Avoidance System". Even in the dark, the faster prototypes are detected early enough that misunderstandings can be avoided. A new safety cage concept and a new, rigidly mounted racing seat enhance driver safety. With the seat fixed to the chassis, the pedals can now be moved and adjusted to fit the driver.
The new 911 RSR's serviceability has also been significantly improved. Entire elements of the carbon-fiber body can be completely exchanged in a very short time thanks to clever quick-release fasteners. Moreover, changes to the suspension setup can be performed much more quickly and easily.
With the look of the body wrapping, the 911 RSR is striking out in a new direction. For the first time, the GT racer bears the new factory design that has further developed the clear and dynamic design language of Porsche Motorsport. From a bird's eye view, a hint of the Porsche emblem silhouette can be seen. The basic colors remain white, red and black.
In the 2017 season, the factory is expected to run the new 911 RSR at 19 outings equating to more than 140 hours of racing. With two factory-entries, Porsche will tackle the FIA World Endurance Championship (WEC) including the 24 Hours of Le Mans as well as the North American IMSA WeatherTech SportsCar Championship. The new racer will celebrate its debut under the toughest conditions at the IMSA season opener in Daytona on January 28-29.
"We're very well prepared for this," says Marco Ujhasi, Head of GT Works Sport. "Since its first rollout in Weissach in March this year, we've covered more than 21,000 test miles (35,000 kilometers) on racetracks in Europe and North America - that's more than in the development of any other previous Porsche GT racer."
The Porsche 911 RSR is a car that has won more than 20 FIA World Endurance Championship races. Porsche hasn’t decided to rest on its laurels, though. The company didn’t even want to make evolutionary changes to its winning racecar. Instead, it replaced 95 percent of the car with all new components and parts, making the 911 RSR better than ever before.
In the last 911 RSR, the major design change was from a rear to a mid-mounted engine position. That change remains in the new car. What also remains is the headlights, brakes, clutch, driver’s seat, and a few other small parts in the suspension, according to Car Throttle. Everything else is all-new.
The engine grew to 4.2-liters, and now the naturally aspirated flat six-cylinder makes a strong 507 hp, which is up slightly from 503. The engine also has a wider rev band, and better power delivery and control. The transmission is a six-speed sequential constant-mesh manual gearbox.
There’s also a multi-disc, self-locking differential. Power goes to the rear wheels. The exhaust pipes have been rerouted and shorted, helping reduce weight. Porsche also reworked the exterior of the car and says it’s more aerodynamic than it has ever been before. If the old car won more than 20 races, you can bet that this one will win even more.
01-07-2011, 11:44 PM
Most Successful GT Racer in the World
Here's a video of F1 vs GT at Eau Rouge corner. It's insane how much faster an F1 car is.
