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If you happen to own your own racetrack or endurance racing team you simply have to get a 2009 spec 911 GT3 RSR, it's now got air-conditioning...
Porsche’s ultimate road-racer has seen subtle upgrades for 2009, including an increase in engine capacity. With its elaborate range of aerodynamic styling details, only the most committed GT3 aficionado’s will notice the new louvered bonnet air outlets, a result of the optional air-conditioning (in a racecar?) necessitating the additional air exchange ports.
Fatter flat-six
The characteristically huge rear wing features a greater range of adjustment for 2009, which is just as well considering the additional down force tweaking capabilities are now responsible for keeping in check an enlarged, 4l flat-six engine – replacing the previous 3.8l.
Featuring a radically oversquare engine architecture (102.7mm bore versus 80.4mm stroke) and subsequently stratospheric rev-limiter (9 400r/min) the GT3 RSR powers along courtesy of 331kW at 7 800r/min and 430Nm at 7 250r/min. The increase in capacity for 2009 was to offset the introduction of even smaller 29.5mm air restrictors by the FIA, the 2009 4l engine produces nearly 10kW less than its 2008 3.8l forerunner.
With such impressive power numbers, and considering the strain of the endurance races GT3 RSR was designed to compete and win, it’s hardly surprising to find Porsche having upgraded the braking system too. Six-piston callipers grab 380mm discs up front, whilst four-piston callipers clamp 355mm aluminium discs at the rear, the system benefits from balance bar control to ensure perfect adjustment between the master cylinders.
Race spec everything
As befits such a thoroughbred endurance racer, GT3 RSR incorporates a few neat design details ensuring safe, efficient operation in the pits.
One of these is the infinitely adjustable blinking frequency of the front apron embedded lights, which distinguishes race cars when they enter the pits during the night at endurance races, ensuring teams are able to identify their cars and be ready for action. Nothing worse that pulling up to your pits at two in the morning and finding cold coffee...
For easier servicing under race conditions GT3 RSR has a new air-jack system onboard with an overpressure valve. Porsche’s rear-engined 911 layout has never endeared itself to the mechanics of the world; especially those who have to babysit them during races. Mercifully the oil refill (with fast filling function) has now moved to the rear lid, allowing mechanics better engine access.
Beside the option of air-conditioning, the GT3 RSR interior is still pure racecar, with a new multifunction display atop the dashboard (if one could call the stripped-out version that) the only change for 2009.
All the other RSR goodies are still present for good measure.
Suspension is thoroughly adjustable for a diffuse range of racetracks. Up front McPherson struts and at the rear a multi-arm axle, both featuring Sachs four-way adjustable dampers and dual coil springs, ensure prodigious handling abilities. Making the most of the traction inducing rear-weight engine bias is a 45/65% torque splitting limited-slip differential.
Porsche 911 GT3 RSR buyers are assured of the highest quality workmanship on their cars. To date 20 have been built at Weissach and are being delivered to customers around the world – at a price just shy of $500 000.
Porsche’s ultimate road-racer has seen subtle upgrades for 2009, including an increase in engine capacity. With its elaborate range of aerodynamic styling details, only the most committed GT3 aficionado’s will notice the new louvered bonnet air outlets, a result of the optional air-conditioning (in a racecar?) necessitating the additional air exchange ports.
Fatter flat-six
The characteristically huge rear wing features a greater range of adjustment for 2009, which is just as well considering the additional down force tweaking capabilities are now responsible for keeping in check an enlarged, 4l flat-six engine – replacing the previous 3.8l.
Featuring a radically oversquare engine architecture (102.7mm bore versus 80.4mm stroke) and subsequently stratospheric rev-limiter (9 400r/min) the GT3 RSR powers along courtesy of 331kW at 7 800r/min and 430Nm at 7 250r/min. The increase in capacity for 2009 was to offset the introduction of even smaller 29.5mm air restrictors by the FIA, the 2009 4l engine produces nearly 10kW less than its 2008 3.8l forerunner.
With such impressive power numbers, and considering the strain of the endurance races GT3 RSR was designed to compete and win, it’s hardly surprising to find Porsche having upgraded the braking system too. Six-piston callipers grab 380mm discs up front, whilst four-piston callipers clamp 355mm aluminium discs at the rear, the system benefits from balance bar control to ensure perfect adjustment between the master cylinders.
Race spec everything
As befits such a thoroughbred endurance racer, GT3 RSR incorporates a few neat design details ensuring safe, efficient operation in the pits.
One of these is the infinitely adjustable blinking frequency of the front apron embedded lights, which distinguishes race cars when they enter the pits during the night at endurance races, ensuring teams are able to identify their cars and be ready for action. Nothing worse that pulling up to your pits at two in the morning and finding cold coffee...
For easier servicing under race conditions GT3 RSR has a new air-jack system onboard with an overpressure valve. Porsche’s rear-engined 911 layout has never endeared itself to the mechanics of the world; especially those who have to babysit them during races. Mercifully the oil refill (with fast filling function) has now moved to the rear lid, allowing mechanics better engine access.
Beside the option of air-conditioning, the GT3 RSR interior is still pure racecar, with a new multifunction display atop the dashboard (if one could call the stripped-out version that) the only change for 2009.
All the other RSR goodies are still present for good measure.
Suspension is thoroughly adjustable for a diffuse range of racetracks. Up front McPherson struts and at the rear a multi-arm axle, both featuring Sachs four-way adjustable dampers and dual coil springs, ensure prodigious handling abilities. Making the most of the traction inducing rear-weight engine bias is a 45/65% torque splitting limited-slip differential.
Porsche 911 GT3 RSR buyers are assured of the highest quality workmanship on their cars. To date 20 have been built at Weissach and are being delivered to customers around the world – at a price just shy of $500 000.
