Porsche GT3 RS, everything you ever wanted to know and more
Welcome to the Porsche stand of the Geneva Motor Show 2018 and I have the one person that you all want to hear from.
Andreas Preuninger, thank you very much for joining us again.
And we have behind us-
Thank you for being here.
[LAUGH] We have behind us the GT 3RS.
Yes, we have.
Isn't it beautiful?
Let's start with the exterior.
Well, so a lot of hidden carbon fiber.
So, on a non weissach package which we see here.
Lots of carbon fiber involved, but all is painted.
Two differences if you compare that to the predecessor, bigger openings here for more extracting air out of the wheel wells.
It's very similar to the GTRS, its GT2RS' system.
And a carry over from the GT2RS as well are the air duct Here, the make-up ducts as we call them.
And a lot of people ask me what are they good for?
They're brake cooling.
So there's an intersection through the body and lights.
So there's ducts leading all the way to the brakes.
And getting it clean, cool air stream directly on calipers and disk rotors and there by Reducing temperature on the brakes substantially.
The overall effect is less coefficient drag, more downforce and cooler brakes, so it's a triple win situation and we are kind of happy with that.
And I think it looks quite good.
So this is the difference between Gen 1 and Gen 2, and we have a different front as well.
It's leaning on the GT3 second generation with the air vents here, which have a little bit different form up here to ventilate the wheel wells better and to keep the airflow very, very linear as we call it here.
And this little lip that's going up like **** Jagger a little bit.
Looks beautiful, I think we like it.
And the dive planes on the front.
You mean dive planes here?
It's definitely not necessary.
And dive planes like we had on the RS 4 liter for example.
They help with down force, but they are very very bad for coefficient drag But you have some inserts on the underbody here, which we can take out, which complements the higher angle of attack of the rear spoiler, they can adjust.
So it's similar to the GT-4, where we introduced that first, so there's some inserts that you can take out with two screws.
It's easily doable.
And that set up the [UNKNOWN] about 350 kilos of down force which is plenty.
And you can up that if you change the angle of the tank and [UNKNOWN] thing out for the track to about 400 kilos or more.
Which is enough.
Right, you were saying before a lot of people actually spec
It's matter of how often you track the car.
So it's cost of ownership involved as a matter of fact.
A steel rotor to replace is a lot cheaper than PCP rotor.
And we'll see on the Viset pack, we get the magnesium wheels are an option?
I mean there's buy bub pack available as for the 2D3RS but it's al litle bit differently
Set up then on the GT2 RS.
So there are three different versions, three different steps.
It's not everything in whole.
You can't have everything we have on the GT2 RS that's the full version, including the magnesium wheels, which will unfortunately be only available from end of this year on.
Because the demand on GT2 RS is so high.
At the moment, we are like About it 70 percent of the worldwide market of magnesium wheels just for the [UNKNOWN].
I mean, this is it shows you how rare a magnesium wheel really is and for this high numbers.
Talking magnesium their roof.
The roof is magnesium but on the bicep package is very lightweight cabin fiber.
It's from that head
Don't you think those were on the?
Well, this has a story.
I wanted to have the graphics back on the car.
The black, it just works together perfectly.
The original idea was to have this R S engraved in here.
Then, we said okay
GT3RS here or right here may be a little too much.
And then there was this space, the surface just big one.
And our design people said we have to do something there.
And I said, "Okay, if you want".
And this was the result of it so it's not really functional, it doesnt.
It's maybe one of the first times that we did something purely aesthetical.
The part itself, its bigger opening than before.
And there's some changes to the diameters made so there's more air coming in than on the [INAUDIBLE].
You'll get the ram air effect into that.
Yeah, big time on that one.
Yeah, absolutely, which I think means cuz the power and torque that you quote, therefore the power certainly is actually, generally higher than [UNKNOWN].
If you compare the two engines, the gen 1 with 500 horses, 4 liter, and the 520 on this 4 liter
One might say, okay, that's neglectable.
It isn't if you drive it.
You notice it because a torque curve is different, the way then engine revs is different.
So the whole oil some system, the whole drive, the whole valve train, the pistons, the rings, everything is gen two.
And it's keener, it's easier, it's more eager to rev so that the It feels more than 520 horsepower, definitely.
Talking engine, so we've obviously got slightly more power than the TT3 with this engine.
Yes, it's got 20 horses up.
How is that?
Have you liberated that?
Well it's a package.
It's the intake system.
It's the exhaust system, which features a titanium exhaust, which is a little bit different from the internals
And as a matter of factly, it's a motor energy management system as well.
Because there's so much meat in this engine.
I mean, the race version of that engine without restrictor does more than 600 horses on the same displacement, so-
There's more to come.
There's emission rules, there's noise rules, though we're quite happy with that.
On a GT-3 AS it was never about the sheer power, and what you can see is the suspension, for example.
[CROSSTALK] The suspension is completely different.
The way we set up the car is more like a cup car.
The strategy that we've chosen is.
So make a, stiffen up the springs by quite a lot.
I mean, on the Gen-1, we had 45 newton-millimeters per newton-millimeter at the front, now we got hundred.
That's more than double.
On the back, it used to be 120s, now it's 160s.
But at the same time, we lowered the rate of the stabilizer bars They're weaker now.
So a little bit compensating for the ride quality.
And that's more the way you set up a race car.
And the damper technology on that car is on a next level as well to be able to cope with this higher forces and to make the damper react fast enough.
I would daresay after 500 meters.
You notice immediately, this is even more precise than the gen one was and this says something because I think we were best in class when we're talking about precision.
But this is even better.
It's like when we come from a sharp knife we're now having a scalpel, like an instrument for the doctor, you know.
That's how it feels, and this is the difference, this makes a big difference and I think this was maybe the drivability and the comfort zone that got white on the car, will be the reason along with the engine and the new calibration of the gear box, for the better lap time, which will be, A lot better than only 20 horsepower more would indicate.
If you look at interior, we've got perforated [UNKNOWN] which looks nice, which feels very good.
But more important for RS aficionado, we took weight out.
If you compare apple to apple, this car's about six kilos lighter than the predecessor, why?
Because there's more titanium on the exhaust.
There's less material in the back.
If you look here on the predecessor we had this [UNKNOWN] lining thing with GD3 OS on them.
This is just a lightweight carpet now.
And there's less foam and less dampening materials.
And we took like 3.5 kilos out of the old RS into that.
New calibration of the electronical diff, very important for performance as well.
Going hand-in-hand with the stiffer springs, so we can lock a little bit earlier on when you exit the curve.
Because the car is most stable sitting on the, stable on the stiff springs.
And that shows on the clock, believe it or not, and you feel it and it adds to the precision and the comfort you have when you drive the car.
Gear box is changed?
The gear box, we did something to the oiling system, to the bearings, and we made it a little bit more efficient internally.
That you have Some less, well there's some less power necessary to turn everything.
But there's a lot of hardware.
Along the hardware there's some software changes as well, made it even a little bit quicker.
Which is hardly imaginable.
And maybe you don't notice it at first.
You need an atomic watch to Too too funny but at the end of an Evergreen lap it's measurable.
So, its continuous improvement everywhere.
That's for sure.
We forgot about the windows.
This is 2RS Gorilla Glass so it's not any more polycarbonate so its not plastic anymore.
It's the same weight
Thin like the plates you cover on your iPhone or mobile phone.
This is new to the automotive industry, and on that large surfaces.
The good thing is for American customers it's available in the U.S. too, because back then on the Gen one we couldn't supply the plastic windows for the U.S. for some legal reason.
The rims on US Valley if you look closely, look at this here.
There's GT two, GT three RS engraved here, so this surface is a new.
We wanted to keep the oval a look of the way because we like it so much but at all the outer rim is new and a little bit lighter as well.
Couple hundred grams for the car but it was more optical reasons And by the way, I love this pinstripe.
I know you like the pinstripe.
Here I can see the obvious lightweight measures that we did on the RS, so there's not this folding thing which is kind of heavy.
It's a netting, and the carpetry is cut out underneath the seats to save some weight It's only 100 grams on each side, but I mean, we keep counting.
On the backend side is a lot, I think it's more than meets the eye, more than meets the eye.
It's not just another makeover of the GT3RS as it was, and I think we'll prove that point home when we do the lap time.
And then you can see how the package works But that's a proof that we have to do.
We will, and I don't think it will disappoint.
I'm sure it won't.
Andreas, thank you very, very much.
A pleasure as always.
Pleasure as always.
Proves as always that
There is more than meets the eye with this car.
Yeah, that's definitely true.
> It's fascinating [INAUDIBLE] as always so thank you very much indeed.
Have a great time.
Aston Martin gives us one last blast of analogue excellence with...
How Morgan made the mighty V8 very British indeed
From Polo to T-Roc: The weird and wonderful world of Volkswagen...
The Alfa Romeo Stelvio Quadrifoglio deserves the S in SUV
The cars we drive: 1979 MkII Ford Escort rally car
The McLaren Speedtail is like a private jet for the road