911 (991) [Official] 2014 Porsche 911 GT3
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The Porsche 991 is the seventh generation of the Porsche 911 sports car, produced from September 2011 to December 2019. It was unveiled at the 2011 Frankfurt Motor Show on 15 September as the replacement for the 997.
PC Valkyrie
Headlight Hero
According to another forum:
Ring: 7:32
Hockenheim: 1:09,6
Ring: 7:32
Hockenheim: 1:09,6
EKaru
Diesel Dynamiker
Source?
Porsche 911 GT3 991 specs, 0-60, quarter mile, lap times - FastestLaps.com
2013 Porsche 911 GT3 specs, 0-60, quarter mile, lap times, price, top speed, engine specifications, pictures, updated April 2023.
fastestlaps.com
tristatez28lt1
Tire Trailblazer
Car and Driver Test: (Great numbers!)
http://www.caranddriver.com/reviews/2014-porsche-911-gt3-test-review
VEHICLE TYPE: rear-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE AS TESTED: $142,265 (base price: $131,350)
ENGINE TYPE: DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection
Displacement: 232 cu in, 3800 cc
Power: 475 hp @ 8250 rpm
Torque: 324 lb-ft @ 6250 rpm
TRANSMISSION: 7-speed dual-clutch automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 96.5 in
Length: 178.9 in
Width: 72.9 in Height: 50.0 in
Curb weight: 3197 lb
C/D TEST RESULTS:
Zero to 60 mph: 3.0 sec
Zero to 100 mph: 7.1 sec
Zero to 130 mph: 12.0 sec
Rolling start, 5–60 mph: 3.9 sec
Top gear, 30–50 mph: 2.2 sec
Top gear, 50–70 mph: 2.1 sec
Standing ¼-mile: 11.2 sec @ 126 mph
Top speed (drag limited, mfr's claim): 195 mph
Braking, 70–0 mph: 135 ft
Roadholding, 300-ft-dia skidpad: 1.12 g
FUEL ECONOMY:
EPA city/highway (C/D est): 16/23 mpg
C/D observed: 17 mpg
TEST NOTES: The GT3 is absolutely neutral around the skidpad. At the limit, it's much easier to provoke understeer than it is to break the 305/30 Michelin Pilot Sport Cup 2 tires loose at the rear.
2014 Porsche 911 GT3
The Ringer: The Porsche GT3 parts ways with a classic engine, embraces an automatic transmission, and is still the most desirable current-generation 911.
TESTED
Just two years in, the new Porsche 911 lineup doesn’t lack for variants, and yet the GT3 still seems more exceptional than all the others, a naturally aspirated hothead stripped of the frivolous and prepped for track duty. It’s also the 911 most willing to slay a few sacred cows. It only comes as an automatic, for one thing, and you’d better get used to hearing that: Porsche hints that all 911s will eventually be PDK only. Also, the GT3’s engine isn’t quite as fabulously special as it once was.
The GT3 has shared core engine components with the 911 GT3 RSR racer since its creation in 1999, making it the rare machine that can honestly be described as a race car for the road. But the 2014 GT3 doesn’t use the RSR’s “Mezger” flat-six, named after Hans Mezger, the career Porsche engineer famous for designing possibly the ultimate air-cooled automobile engine, the mighty 917’s flat-12. During development in the 1990s, the 996’s new water-cooled engine was deemed unfit for racing, so the motorsports department continued to improve the original 911’s flat-six, favoring its dry sump and stout bottom end. Porsche would finance this work, in part, by selling that engine in 911 Turbos, GT2s, and GT3s. The Mezger mill, already water cooled for racing applications, became a symbol of superiority for its owners, boasting brand heritage and a motorsports pedigree that added to the GT3’s mythology. The Mezger is a staple of Porsche lore, but its link to the GT3 has been broken by the steady march of technology—or, more specifically, direct injection and the PDK transmission. Though the GT3 Cup and RSR race cars soldier on with the storied engine, the new roadgoing GT3 is powered by a derivative of the Carrera S six.
The 911 GT3 is all business, with a 9000-rpm redline, optional carbon-ceramic brakes, and, sadly, no time-wasting manual gearbox.
While the GT3’s new engine can’t claim a 50-year history or race-proven durability, it does move the needle in the right direction on every quantifiable measure. Chiefly, redline comes 600 rpm later than in the old GT3, now at 9000 rpm, and power is up 40 horsepower to a peak of 475 at 8250 rpm. Reassuring Mezger attributes such as titanium connecting rods, forged aluminum pistons, and a proper dry-sump oiling system have also found their way into the new GT3. The real magic, though, is in the breathed-upon cylinder heads, which now use finger followers between the cams and valves. Compared with the standard 911’s bucket lifters, this arrangement increases the contact area between the cam lobe and the follower, but more significant is the follower’s lighter mass, which makes 9000 rpm possible.
Ignore that the Carrera S makes one more pound-foot of torque. In the GT3, it’s all about revs. At 4000 rpm, the six-cylinder shifts its pitch as two resonance pipes open in the intake manifold. The flat-lined torque curve comes alive, the power band takes an even steeper tack, and the raspy, at times tinny, exhaust note swells orchestrally. We would spin this flat-six right past redline if it weren’t for the fuel cutoff.
We’ll need more time to warm up to the two-pedal transmission. The GT3’s sole gearbox, the seven-speed dual-clutch automatic, is a merciless machine, with snap-action shifts and the most exacting launch program in a modern car. A 6700-rpm start leads to a 3.0-second run to 60 mph and a lightning-quick 11.2-second quarter-mile time at 126 mph. With improvements of 0.6 second in both tests over the old stick-shift GT3, there’s no debate that PDK is a performance-enhancing supplement with big benefits on the track.
Reconfigured for GT3 duty, the dual-clutch transmission claims shorter, more closely spaced gearing, such that top speed occurs in seventh rather than sixth as in lesser 911s. Smaller shift paddles require a higher effort through a shorter pull, so there’s never any doubt; if the paddle moves, you’re getting a gearchange. Left to its own devices, the transmission smartly interprets gas-pedal movements to consistently choose the perfect gear.
PDK may be the industry’s best automatic, and it’s perfectly suited to the racetrack, yet no 911 is more deserving of a manual transmission than a GT3. Naturally aspirated engines like this one are among the last great analog driving experiences, and enjoying this car requires a committed and focused driver. (Hint: If you’re not in the lowest possible gear, you’re in the wrong gear.) A great manual trans should at least be an option here. Alas, Porsche has delivered a self-fulfilling prophecy: No one buys sticks when they’re not for sale.
In the absence of a clutch pedal, Porsche has devised a new “paddle neutral” function that disengages the clutches as long as you’re holding both shift paddles. With stability control disabled, the transmission slams back into the previously selected gear as soon as you release the paddles, regardless of revs. This is useful for burnouts, aggressive oversteer, and imperfect launches, if you are so inclined.
The GT3 doesn’t give up grip willingly, though. The Michelin Pilot Sport Cup 2 tires are tenacious, and the GT3’s balance is impeccable. We recorded 1.12 g on the skidpad and stopped from 70 mph in 135 feet with the optional carbon-ceramic brakes. Electronically adjustable dampers are standard, but you won’t find a use for the stiffer of the two settings anywhere other than a racetrack.
The GT3 is helped around corners by a pair of electric motors that take the place of toe-control links to contribute minor steering inputs at the rear wheels. At low speeds, steering opposite of the front wheels has the effect of shrinking the wheelbase 5.9 inches. Above 50 mph, the rear wheels point in the same direction as the fronts to effectively lengthen the wheelbase for added stability. The GT3 approaches Cayman-like levels of agility in tight corners, obediently following the heavy steering. At 175 mph, the GT3 is as resolute as an S-class at half that speed.
Solid, indeed. The GT3 can barely lay claim to being the lightest 911 despite the carbon-ceramic brakes and the omitted rear seats that help knock off 68 pounds versus an automatic Carrera S. PDK adds mass, and we’ve weighed a manual-transmission 911 that was only two pounds heavier than our test car. Still, the GT3 has the air of a singularly focused track car. It forsakes fuel-saving measures like engine stop-start and PDK’s coasting feature and conveniences such as cruise control. More to the point, the steely ride, massive grip, and hard-working flat-six demand a vigorous pace to extract maximum satisfaction.
The GT3 has loosened its literal tie with the Cup car, but its place in the 911 range is secure. Not as effortless as a Turbo nor as indulgent as a Carrera S, the GT3 is the 911 for the nostalgic among us, even as it parts ways with its past. Its magnetic handling and high-strung engine recall a time when the rear-engined Porsche was more sports car than grand tourer. It’s the 911 that will restore faith to those who’ve lost theirs.
http://www.caranddriver.com/reviews/2014-porsche-911-gt3-test-review
VEHICLE TYPE: rear-engine, rear-wheel-drive, 2-passenger, 2-door coupe
PRICE AS TESTED: $142,265 (base price: $131,350)
ENGINE TYPE: DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection
Displacement: 232 cu in, 3800 cc
Power: 475 hp @ 8250 rpm
Torque: 324 lb-ft @ 6250 rpm
TRANSMISSION: 7-speed dual-clutch automatic with manual shifting mode
DIMENSIONS:
Wheelbase: 96.5 in
Length: 178.9 in
Width: 72.9 in Height: 50.0 in
Curb weight: 3197 lb
C/D TEST RESULTS:
Zero to 60 mph: 3.0 sec
Zero to 100 mph: 7.1 sec
Zero to 130 mph: 12.0 sec
Rolling start, 5–60 mph: 3.9 sec
Top gear, 30–50 mph: 2.2 sec
Top gear, 50–70 mph: 2.1 sec
Standing ¼-mile: 11.2 sec @ 126 mph
Top speed (drag limited, mfr's claim): 195 mph
Braking, 70–0 mph: 135 ft
Roadholding, 300-ft-dia skidpad: 1.12 g
FUEL ECONOMY:
EPA city/highway (C/D est): 16/23 mpg
C/D observed: 17 mpg
2014 Porsche 911 GT3
The Ringer: The Porsche GT3 parts ways with a classic engine, embraces an automatic transmission, and is still the most desirable current-generation 911.
- OCTOBER 2013
- BY ERIC TINGWALL
- PHOTOGRAPHY BY TOM SALT
TESTED
Just two years in, the new Porsche 911 lineup doesn’t lack for variants, and yet the GT3 still seems more exceptional than all the others, a naturally aspirated hothead stripped of the frivolous and prepped for track duty. It’s also the 911 most willing to slay a few sacred cows. It only comes as an automatic, for one thing, and you’d better get used to hearing that: Porsche hints that all 911s will eventually be PDK only. Also, the GT3’s engine isn’t quite as fabulously special as it once was.
The GT3 has shared core engine components with the 911 GT3 RSR racer since its creation in 1999, making it the rare machine that can honestly be described as a race car for the road. But the 2014 GT3 doesn’t use the RSR’s “Mezger” flat-six, named after Hans Mezger, the career Porsche engineer famous for designing possibly the ultimate air-cooled automobile engine, the mighty 917’s flat-12. During development in the 1990s, the 996’s new water-cooled engine was deemed unfit for racing, so the motorsports department continued to improve the original 911’s flat-six, favoring its dry sump and stout bottom end. Porsche would finance this work, in part, by selling that engine in 911 Turbos, GT2s, and GT3s. The Mezger mill, already water cooled for racing applications, became a symbol of superiority for its owners, boasting brand heritage and a motorsports pedigree that added to the GT3’s mythology. The Mezger is a staple of Porsche lore, but its link to the GT3 has been broken by the steady march of technology—or, more specifically, direct injection and the PDK transmission. Though the GT3 Cup and RSR race cars soldier on with the storied engine, the new roadgoing GT3 is powered by a derivative of the Carrera S six.
The 911 GT3 is all business, with a 9000-rpm redline, optional carbon-ceramic brakes, and, sadly, no time-wasting manual gearbox.
While the GT3’s new engine can’t claim a 50-year history or race-proven durability, it does move the needle in the right direction on every quantifiable measure. Chiefly, redline comes 600 rpm later than in the old GT3, now at 9000 rpm, and power is up 40 horsepower to a peak of 475 at 8250 rpm. Reassuring Mezger attributes such as titanium connecting rods, forged aluminum pistons, and a proper dry-sump oiling system have also found their way into the new GT3. The real magic, though, is in the breathed-upon cylinder heads, which now use finger followers between the cams and valves. Compared with the standard 911’s bucket lifters, this arrangement increases the contact area between the cam lobe and the follower, but more significant is the follower’s lighter mass, which makes 9000 rpm possible.
Ignore that the Carrera S makes one more pound-foot of torque. In the GT3, it’s all about revs. At 4000 rpm, the six-cylinder shifts its pitch as two resonance pipes open in the intake manifold. The flat-lined torque curve comes alive, the power band takes an even steeper tack, and the raspy, at times tinny, exhaust note swells orchestrally. We would spin this flat-six right past redline if it weren’t for the fuel cutoff.
We’ll need more time to warm up to the two-pedal transmission. The GT3’s sole gearbox, the seven-speed dual-clutch automatic, is a merciless machine, with snap-action shifts and the most exacting launch program in a modern car. A 6700-rpm start leads to a 3.0-second run to 60 mph and a lightning-quick 11.2-second quarter-mile time at 126 mph. With improvements of 0.6 second in both tests over the old stick-shift GT3, there’s no debate that PDK is a performance-enhancing supplement with big benefits on the track.
Reconfigured for GT3 duty, the dual-clutch transmission claims shorter, more closely spaced gearing, such that top speed occurs in seventh rather than sixth as in lesser 911s. Smaller shift paddles require a higher effort through a shorter pull, so there’s never any doubt; if the paddle moves, you’re getting a gearchange. Left to its own devices, the transmission smartly interprets gas-pedal movements to consistently choose the perfect gear.
PDK may be the industry’s best automatic, and it’s perfectly suited to the racetrack, yet no 911 is more deserving of a manual transmission than a GT3. Naturally aspirated engines like this one are among the last great analog driving experiences, and enjoying this car requires a committed and focused driver. (Hint: If you’re not in the lowest possible gear, you’re in the wrong gear.) A great manual trans should at least be an option here. Alas, Porsche has delivered a self-fulfilling prophecy: No one buys sticks when they’re not for sale.
In the absence of a clutch pedal, Porsche has devised a new “paddle neutral” function that disengages the clutches as long as you’re holding both shift paddles. With stability control disabled, the transmission slams back into the previously selected gear as soon as you release the paddles, regardless of revs. This is useful for burnouts, aggressive oversteer, and imperfect launches, if you are so inclined.
The GT3 doesn’t give up grip willingly, though. The Michelin Pilot Sport Cup 2 tires are tenacious, and the GT3’s balance is impeccable. We recorded 1.12 g on the skidpad and stopped from 70 mph in 135 feet with the optional carbon-ceramic brakes. Electronically adjustable dampers are standard, but you won’t find a use for the stiffer of the two settings anywhere other than a racetrack.
The GT3 is helped around corners by a pair of electric motors that take the place of toe-control links to contribute minor steering inputs at the rear wheels. At low speeds, steering opposite of the front wheels has the effect of shrinking the wheelbase 5.9 inches. Above 50 mph, the rear wheels point in the same direction as the fronts to effectively lengthen the wheelbase for added stability. The GT3 approaches Cayman-like levels of agility in tight corners, obediently following the heavy steering. At 175 mph, the GT3 is as resolute as an S-class at half that speed.
Solid, indeed. The GT3 can barely lay claim to being the lightest 911 despite the carbon-ceramic brakes and the omitted rear seats that help knock off 68 pounds versus an automatic Carrera S. PDK adds mass, and we’ve weighed a manual-transmission 911 that was only two pounds heavier than our test car. Still, the GT3 has the air of a singularly focused track car. It forsakes fuel-saving measures like engine stop-start and PDK’s coasting feature and conveniences such as cruise control. More to the point, the steely ride, massive grip, and hard-working flat-six demand a vigorous pace to extract maximum satisfaction.
The GT3 has loosened its literal tie with the Cup car, but its place in the 911 range is secure. Not as effortless as a Turbo nor as indulgent as a Carrera S, the GT3 is the 911 for the nostalgic among us, even as it parts ways with its past. Its magnetic handling and high-strung engine recall a time when the rear-engined Porsche was more sports car than grand tourer. It’s the 911 that will restore faith to those who’ve lost theirs.
mini_cooper4
Autotechnik Ace
WOW! I missed some stuff in this thread! So... the GT3 RS should be about as fast as the Aventador around The Ring...
A few years ago only hyper cars were able to achieve such times...
Give us a manual RS, Porsche... and I'll skip the Cabrera!
A few years ago only hyper cars were able to achieve such times...
Give us a manual RS, Porsche... and I'll skip the Cabrera!
DeDe
Subscriber
Yes, it did.
On the Autobahn the engine went into "notlauf" (emergency?) mode at 7500 rpm, it also shut down at 7440 rpm on the dyno. Therefore the power- and torque-curves above 7440 rpm are Porsche's own claimed figures.
Soup
Premium
Mafalda
Stuttgart Specialist
avaible next weekend
GT3 Vs turboS
"increibly figures"
http://www.auto.it/2013/12/11/porsche-911-gt3-vs-turbo-s/17132/
GT3 Vs turboS
"increibly figures"
http://www.auto.it/2013/12/11/porsche-911-gt3-vs-turbo-s/17132/
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Porsche
Dr. Ing. h.c. F. Porsche AG, is a German automobile manufacturer
specializing in high-performance sports cars, SUVs, and sedans,
headquartered in Stuttgart, Baden-Württemberg, Germany. Owned by
Volkswagen AG, it was founded in 1931 by Ferdinand Porsche.
In its early days, Porsche was contracted by the German government
to create a vehicle for the masses, which later became the Volkswagen
Beetle. In the late 1940s, Ferdinand's son Ferry Porsche began
building his car, which would result in the Porsche 356.
Official website: Porsche
Official website: Porsche
