MotorTrend was fortunate enough to be one of the first to review the new Porsche 911 (998) GT3, which is due in South Africa later this year. Here’s what they had to say…

It’s the sound that hits you first. Roll into the throttle at 2000rpm and rising above the raspy whir behind is a single sonorous wail — like the bass notes belted out by the Wagner tubas of Der Ring des Nibelungen.

This Wagnerian tone lasts for only a second as the rapidly soaring engine speed leans out the brassy resonance and elevates the pitch to that familiar flat-six howl. But this is no normal Porsche 911, this is the 2010 GT3 — the purest evolution of the breed.

As in versions past, the GT3 badge means normally aspirated power and a heavy focus on racing — a tradition Porsche does not take lightly.

Just look at the intensive give and take that went into the 2010 GT3’s engine development. Displacement jumps from 3.6 to 3.8 liters via enlarged cylinder bores (100mm to 102.7mm) that require steel liners weighing 3.5 kilograms more than the previous version. Stricter European emission standards demanded a more sophisticated version of VarioCam, Porsche’s adjustable intake and exhaust camshaft system. This added another 2 kilograms, yet Porsche claims the 2010 GT3’s entire engine weighs 1 kilogram less the previous version.

To achieve such a feat, no part of the powertrain was left untouched, save the crankcase. The seven oil pumps of the dry sump lubrication system were put on a strict diet as were the air-con compressor and dual mass flywheel. Forged pistons, titanium connecting rods, hollow camshafts, and special lightweight valves and cup tappets not only reduce mass, they allow for a maximum engine speed of 8250rpm — 100rpm higher than the previous GT3.

Then there is the complex exhaust system; though composed of a complicated arrangement of fan-type manifolds, boxy catalytic convertors, and presilencers connected via ECU controlled butterfly valves to a single transverse mounted muffler, the system weighs 1 kilogram less than the older system on the previous GT3. What’s more, the new system significantly reduces back pressure and adds 20Nm of performance (and that deep bass roar) at the push of a dash mounted sport button.

Net result of all of these improvements? A claim few manufacturers can make; despite jumping 200cc, the GT3 still puts out roughly 85 naturally aspirated kilowatt per litre — 324 kilowatt at 7600rpm and 429Nm of torque at 6250rpm.

The bragging rights don’t end there. Outside of the engine bay, every facet of the GT3 has been massaged in the name of speed and efficiency. Race-derived center lock wheels (8.5 x 19 in. front, 12 x 19 in. rear) save a total of 2.5 kilograms. The standard brake discs gain 29.9mm up front to 381mm in diameter, yet lose 1.18kg for the pair. Optional Porsche ceramic composite brakes lose an additional 4.5kg’s.

Above the bumpers and between the head- and taillights are horizontal, mesh covered air outlets. Two additional vertical vents on the rear bumper draw hot air out of the engine bay, cooling it two to three degrees, while two ram air scoops perched on the rear decklid force feed the air intake.

Frontal area and air flow beneath the car have been reduced via a 30mm drop in ride height, which also brings the front lip spoiler closer to the ground for additional aero gains. A wider race inspired rear wing — featuring 3.8 emblazoned sideplates — helps achieve downforce in excess of 90 kilograms.

So how fast is it? Porsche claims the GT3 will hit a top speed of 310km/h. During the press drive in Southern Germany, we easily saw in excess of 264km/h on a lightly crowded stretch of autobahn between Stuttgart and Munich. We also found the GT3 will nail 100km/h in 4.0 sec, 160km/h in 9.0 sec, and run the quarter mile in 12.2 sec at 186.7km/h.

Now numbers like these and a price tag starting at US$113,150 will no doubt draw comparisons to the two ‘it’ cars of late — the Corvette ZR1 and Nissan GT-R. Yes, those two are faster and cheaper, but such comparisons are fair to none of them.

Consider the GT3 the anti-GT-R. Unlike Godzilla, the GT3 will do nothing for you, yet everything you ask. There is no dual clutch transmission option, only a manual racing gearbox, lightly disguised for street use. This Getrag six speed requires hard, precise throws through tight gates because of steel synchros built for the demands of racing. Swappable gears allow for track-tailored transmission ratios. Try that in your GT-R.

Stomp on the throttle and you’re rewarded with windshield smearing acceleration — just like in the Nissan — except maintaining this momentum requires more than just a lead foot. You just have to shift it all the time, because it’s heaps more rewarding than thunking back a paddle.

In that regard you might think it offers a similar DIY (that’s Drive It Yourself) experience as the ZR1, but it’s more focused and articulate. Take the steering; though lighter than you might expect (especially vis–vis the brutish clutch and gearbox) the sensation feels natural and precise. Porsche engineers did not add in artificial heft in place of road feel.

Furthermore, the GT3’s traction and stability control systems are fully defeatable with the single touch of a button. Hit the SC button and a light comes on indicating stability control is off. Press the SC+TC button right next to it, and the horizon is completely yours — whether you charge headlong into it or find yourself backing in at full pucker.

Sure, the ZR1 and GT-R allow you to take your life in your hands in similar fashion — but clicking those switches requires some serious premeditation. The GT3’s 435 free revving thoroughbreds are not the same as the ZR1’s supercharged 638 stallions. Similarly, a 1400 kilogram rear driver with a penchant for oversteer is not the same thing as a 1770 kilogram, all wheel drive boost machine that understeers all day (until it instantly doesn’t).

Still, the Chevy and Nissan fanboys will gloat over the numbers and gloss over the more rewarding subjective elements — like GT3’s deliciously executed, Alcantara-swathed interior. They’ll scoff at exclusive extras only the GT3 offers, like Porsche Active Drive Mounts — magnetorherological engine mounts that stiffen according to engine load and soften over bumps.

And you know what? Stuttgart will remain blithely unconcerned. The last GT3 and GT3 RS sold roughly 5200 units worldwide, and Porsche has every intention of repeating that success.

Adapted from MotorTrend

The new Porsche 911 GT3 RS has been caught doing some serious laps at the Nürburgring. Making its recent debut in Geneva, the 911 GT3 facelift received new rear lights, LED daytime running lights, and a bigger 3.8-litre flat-six engine, providing 15kW more for a total of 324kW.

The most recent spy shots reveal the GT3 facelift in RS trim, showing widened front fenders and a more purposeful rear wing. This wing is more than likely one of several different designs that will be tested during the GT3 RS’s development. The lighter weight GT3 RS also boasts wider wheels and retuned suspension over that of the “standard” GT3. These close-up shots also provide a good view of the roll cage and the tops of the carbon fiber race seats, which are the same as the previous version.

Speculation is rife that Porsche’s PDK gearbox will be available as an option for the GT3 RS, which may be controversial to the Porsche purist. However the rationale is quite simple, in that it makes gear changes quicker and the car faster.

The current GT3 RS is 20kg’s lighter than the standard GT3 so expect comparative weight loss figures as a result of carbon fiber and plastic used throughout the interior and body. As is currently the case, the GT3 RS should better the standard GT3’s sprint time, of zero to 100km/h in 4.0 seconds, by 0.1 to 0.2 tenths of a second.

The first public reveal is expected to take place at the Frankfurt International Motor Show in September.

Adapted from WorldCarFans

Nissan has taken the covers off of their latest factory tuned GT-R, the Spec V, and unfortunately this model has been uncovered to be the slowest of the R-35s. Despite this, Nissan is still developing the GT-R in order to release an upgraded version that they are calling the Series II. This vehicle will receive an upgraded suspension; a retuned transmission, stickier rubber and a 3.5kW increase. Toshio Suzuki, Nissan’s head test driver, told GT-R blog that the modifications made to the Series II should allow the vehicle to navigate the 33 left turns and 40 right turns that make up the Nürburgring in about 5 seconds less than the current model.

The Nürburgring’s Nordschleife circuit is a 20.64km loop in western Germany that has been used since 1927 to test man and machine. Since 1983 automobile manufacturers and the media alike have been recording lap times on the circuit’s current configuration. The lap times are a benchmark for a vehicle’s performance, and are used to evaluate and compare the fastest vehicles in the world.

The GT-R has some history with the “Green Hell”. The R-33 Skyline GT-R was the first production car to lap the Ring in less than 8 minutes. More recently the Japanese car maker has had some words with the Porsche camp concerning lap times. In every video of track tests of the preproduction GT-R there is a Porsche 911 Turbo following not far behind. The 997 Turbo was the benchmark that Nissan had set for the performance of their supercar.

When Nissan announced an initial lap time of 7m38s the people at Porsche took notice. With some more tuning Nissan engineers were able to bring the time down to 7m29s. When this happened Porsche purchased a GT-R and put it head to head against their products. Porsche did not use their normal driver former World Rally Champion Walter Rohrl, but instead a Nürburgring expert. They managed to run a lap time of 7m54s in the GT-R, a 7m38s in the 911 Turbo and a 7m34s in their 395kW GT2. It was then that August Achleitner, product chief for the 911, called foul. He stated that the lap time is impossible from the stock GT-R on stock tires. Nissan retaliated by posting the video of their 7m29s run on the internet and offered Porsche an opportunity to attend driving school.

The Series II GT-R would hypothetically bring the lap time down to 7m24s. Ahead of the Ferrari Enzo, right between a Pagani Zonda and Maserati MC12 supercars.

Adapted from TopSpeed

Porsche’s 911 GT3 RS was built to homologate their GT3 Cup racecar. With a modified 3.6-litre 6-cylinder boxer engine producing 324kW at 8000 r/min, intimidating bodywork based on the GT2-class GT3 RSR, upgraded suspension components and bigger brakes, there’s no guessing that the GT3 Cup is built exclusively for racing purposes.

With specifications likes these it goes without saying that the drivers of these cars are no strangers to huge amounts of power and speed. What may come as a surprise though is how some drivers choose to get around once they’ve pulled into pitlane.

Team Porsche AG

Team Porsche AG pit-car

Team UPS Porsche

Team UPS Porsche pit-car

Matching their “bigger brothers” in such detail, even down to the wheels, means I’m sure there have been more than a few unofficial race’s off the track during the course of the race season!

Adapted from Jonsibal