One look at this 2018 Porsche 911 GT3 RS seems like it is ready for the races.

Though appearances are a prelude for what more the eyes will see.

Sporting a Guards Red factory exterior color, the 991.2 GT3 RS model is an upgrade of the 2018 year model that is built for both on the track, and the street, blessed with sling-shot acceleration for when the lights green.

For a long time, aerodynamics has been a vital component in helping to deliver the highest performance possible for the automobile. With speed produced in today’s high performance cars, aerodynamics remain a valuable asset in automotive development.

Take for instance, the 911 GT3’s rear wing, a familiar feature that carries on the tradition of the 911’s legacy of sporting rear spoilers. And what better continuation than to increase the height of the spoiler for improved downforce, as compared to the 2017 year model’s shorter rear wing, which is great because the driver is expected to feel less turbulence in both the slow and high-speed corners.

Riding shotgun from the start at Sebring International Raceway, as part of an afternoon passenger experience of the track March 2018, the 911 took off as if it were the Millenium Falcon in warp-drive mode. Though the driver knew when not to go over the limit, for it was a demonstration of the 911’s performance, averaging more than 500 max horsepower at 8,250 rpm, with an estimated 346 Ib-ft at 6,000 rpm, according to the 911 GT3 RS factory specs. Entering the turns, the braking was very smooth, and yet the transition would not occur without feeling the G-forces pushing one’s body all around, a feeling illustrated in the video below I filmed and published on my Motor Lens YouTube channel. On a personal level, riding passenger in the GT3 RS was not only first time riding in a Porsche ever, it was generally the first time I ever went fast on an actual road racing track. And what better place for the experience than the Birthplace of American Road Racing: Sebring. Check out the video below for onboard footage of the 911 GT3 RS at Sebring:

Interior: Fashion designer, John Galliano, once said the joy of dressing is an art. For the 911’s interior, one can say Porsche dressed it up with some art of its own making, equipping it with the Porsche Communication Management (PCM) system; mobile phone preparation, and even audio interfaces (Bluetooth, USB, aux-in). Aside from the GT3 RS possessing GPS navigation, factory assembliers installed the Porsche Vehicle Tracking System, an electronic vehicle tracker that not only is design to protect all Porsche models like the GT3 RS, the PVTS also looks after classic Porsche models anytime, anywhere, according to the online PDF of Porsche’s quick guide of the PVTS. If say the driver has an iPhone or any brand of smartphone, the guide says to download the app and create a PVTS account in three steps and then “start.”

My three favorites:

Acceleration: I may not have been behind the wheel, the driver of the 911 GT3 took off as if he were waiting for the traffic light to turn green, and not a spec of tire smoke was seen when looking back at the single file line of hot lap cars. From my recollection, the 911 GT3 went from 0-60 mph in about 3.6 seconds. Though its factory specs states the 911 averages a 0-60 mph time of 3.8 seconds, which I was off by two tenths. But it is worth taking pride in the fact that it was the fastest I ever went in a car since riding with my family on the Autobahn in Germany.

Aerodynamics: Air flow in the front and rear, good to help keep the engine block cool for either a 20-minute endurance track day race, or for those long road trips on the interstate.

Computer-controlled performance: Traction control, rear wing adjustments, the 911 GT3 gives its pilot the feedback he needs for where and when to push the boundaries. With behind-the-wheel mastery of this German rocketship, drivers of the might be left with only a brief explanation of piloting the 911 GT3: Oh Ja!

Although I was a mere passenger, the 911 GT3 demonstrated its capabilities as a track car that can be bought right off the showroom floor, if one makes more than $100,000 a year. If modern-era lightness and speed fits the fancy of the average Porsche enthusiast, with high expectations of being a front runner among the competition, the 911 GT3 might be the one for them to choose. If purchased, the driver must be prepared to adapt and tame the dynamics of the 911 GT3, like a cowboy riding a bucking stallion for eight seconds. If operating the manual transmission version, grip the steering wheel with one hand and the other on the shifter, heeling and toeing all the way.



Type Aluminum horizontally opposed and naturally aspirated

Cylinders 6

Displacement 3,996 cm³

Max. power (DIN) 520 hp

at rpm 8,250

Maximum torque 346 lb-ft

at rpm 6,000

Maximum engine 9,000 rpm



Drive Rear-wheel drive

Porsche Doppelkupplung 7-speed



Front axle MacPherson strut suspension with all mountings ball-jointed

Rear axle Multi-link suspension with all mountings ball-jointed, rear axle steering

Steering Variable steering ratio, power-assisted (electromechanical)

Turning circle 36.4 ft (11.1 m)

Brakes Six-piston aluminum monobloc fixed brake calipers at front, four-piston units at

rear, discs internally vented and cross-drilled

Brake disc diameter 380 mm front and rear

Vehicle stability system Porsche Stability Management (PSM)

Standard wheels Front: 9.5 J × 20 ET 50

Rear: 12.5 J × 21 ET 48

Standard tires Front: 265/35 ZR 20

Rear: 325/30 ZR 21

See more at: file:///C:/Users/dan-f/Downloads/911%20GT3%20-%20Catalogue%20(1).pdf

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