Porsche Pushes the 911 to New Extremes With the New GT3 RS
43:09

Porsche Pushes the 911 to New Extremes With the New GT3 RS

Cars
Speaker 1: Seeing the transformation of a standard nine 11, Carra into a new 178,500 pound GT three RS Rams at home, even more. [00:00:30] This is a very extreme road car, quite the celebration for 50 years of the REM sport badge, there is so much to look at on this new RS from that rear wing to the gorgeous wheels, to the new switches inside that allow you to change things like the compression and rebound of the dampers front and rear on the fly. This is the standard RS, but we also manage to snag some shots of ack pack components on a prototype vehicle. Things [00:01:00] like the mag wheels, carbon cage, and new paddles. Of course, there's only one person to talk us around all these details. Andreas, pinger the man in charge of Porsche's GT cars as ever. He's so knowledgeable and enthusiastic that he makes my job blissfully easy. So by and large, I just let him talk and to kick things off. I suggested he tell us about the most visible changes for this new 9 92 GT three RS. The aerodynamics [00:01:30] let's start with the arrow because I think that seems like why Speaker 2: The obvious, the obvious thing, huh? Yeah, because arrow was important as, uh, as you can see, <laugh> lots of body cuts out, lots of vents, lots of veins and, and, and air guiding elements on the, on, on the car. And, um, that's, that's the, for a reason, I would say you could divide this arrow discussion in three, in three levels, let's start with the upper [00:02:00] level. Well, um, which is above the car we have for the first time in that car, on a street legal car, a central radiator and former times on the 9 81, we had a radiator at the sides each and one smaller ones, one smaller unit down low in the middle. Now we going full the full motor sport route, like the RSR, like the, like the R they have a central cooler unit. And, uh, that has some very, very, uh, um, [00:02:30] um, uh, positive side effects because we don't need a cooler anymore at the sides that frees up space, um, for the active aerodynamics. Speaker 2: But maybe that's, that's a point, uh, for later, that's start with the radiator. It sits here. It's a Motorsport part. It has less surface than all the three coolers we had in pharma times. So it has to be a lot more efficient. Okay. Uh, so the stream and the, the material in itself, like I said, it's a very expensive Motorsport part has to be more efficient, uh, is very important. Um, as you can see, [00:03:00] the car's almost finished. Uh, we, we, we, we made it so it's, it's the cooling's working. Um, so we have here, the coolest sitting in there, a little disadvantage for our customers. Um, there's no trunk space anymore. <laugh> so you have to, Speaker 1: It's not a shopping car, Speaker 2: Have to get your stuff behind the seats. Um, but, um, I think it's worth it because, um, yeah, we, we, we have, we have a big, uh, big, uh, a big advantage with the central cooling unit. It's lighter as well as three coolers, seven kilos lighter than the three [00:03:30] cooler system. That's so nothing. Yeah. And, uh, we take the air behind the cooler, above the car, which, uh, creates a little bit of a, of a, of a challenge, not a problem, a challenge, but this is, uh, solved by this boomerangs here. Speaker 1: Cause you said these weren't here. Speaker 2: Yeah. Yeah. I mean, this is always on there and, um, we need it because, uh, there's another, there's another flap down low that guides and directs the air to the sides of the car. So we don't want to have the air [00:04:00] streaming above the car. Why not? Because it's hot air because there's a lot of heat now after each, uh, behind each radiator and we have to get this heat away from the intake system on the back of the car because the engine prefers cool oxygen, rich air, as a matter of fact. So we have to find a way to guide it around. And that's the first, uh, the first measure. Um, all the air that's coming out here is guided to the sides, positive [00:04:30] effect for cold countries. <laugh> you can always drive with the window open. There's always a stream of hot air carrying you. Speaker 2: <laugh> when you drive, um, uh, in the summertime, it's even hotter than, than, than outside. That's the downside, but well, and then you see this, uh, this fence here, which at the first, uh, at, at first they are completely new to the nine 11 silhouette. Um, I kind of like them now as an RS specific thing, and these are there to prevent the air because the air coming out of the nostrils in the front [00:05:00] tends to go up here in the middle of the car, um, ending up again, <laugh> at the back where we don't want it. So, and these little things here prevent that because the Airstream is guided to the side of the car. So it goes around, goes up and then goes back down here and leaving here, cold ambient air with a lot of oxygen and alone. If you would take away the fins and this boomerang nostrils you would have on a warm day, 20 horsepower, less [00:05:30] at least. Wow. And that's a, that's a big numbers. Wow. So, Speaker 1: And it's worth pointing out in conjunction with that, that the, what were the intakes on the side in previous models? They're no longer intake to the engine there Speaker 2: That, that we have to discuss when we come to the engine. Yeah, right. Speaker 1: <laugh> right, Speaker 2: Right. Let us continue with the, with the, with the airflow. I mean, this was talk of the town, the rear spoiler, quite logically. And, um, I understand that, I think it looks very, very aggressive and a lot more beautiful and under spy cars or on the SP cars on the SP [00:06:00] shots of the prototypes, um, it's an active element. It sits very high up, um, with the, with the active flap being in the high down force position. I think it's even a little above the roof line, which is wow for a street car. And, um, it sits in clean air because it's so high up very efficient. And, uh, these two hydraulic Rams operate the rear flapper and not only in two positions in infinite positions. So the car always [00:06:30] decides how much down force it can take at the moment and how much downfall it's necessary. Speaker 2: Wow. And that's the cool thing. It's not just a, so I assume on no, no, no. So such a clever system, uh, working for the driver in that moment, it's, it's really, and it works. I tell you, it works. It's, it's, it's incredible. And, um, the max down force we can make with the car, but it's not only the upper side we're coming to the other side as well is, um, as if you would have a, a horse sitting on the roof with its buddy. So it's two horses, 860 [00:07:00] kilos on a dirt, a straight, um, which is 200 8285 kilometers. It's quite a lot. It's more than twice than a predecessor head. And even at 200 kilometers per hour, that's 122 miles, uh, it's 409 kilos, which is, uh, about, as this message that we have on the last car at top speed. Um, so that this is what happens on the, on the, on the, on the, on the front of the car. Speaker 2: Um, but we should mention that it's not only, it's not only the, [00:07:30] uh, the, the, the, the active system that you see here, because as you know, a car always has to stay in air dynamic balance and just producing down force at the back, lifting the front up, doesn't make sense because the light front feels not good plug. And so we need something to, to, to as a, as a counter measure, uh, to keep the current balance. And that's in the front, again, it just talked about the central radiator freeing up the space of the site radiators [00:08:00] that has been there before. So we have an arrow module that you can see right now, right. But the air that enters here goes through a diffuser that has a similar flap than, uh, the one we see in the back, um, being absolutely synchronized in, in, in infinite positions with the one the back. Speaker 2: So the, the balance of the car, when that moves the flappers in front move as well, changing the down force, um, at the same degree then on the back. So you have always 30% at the front and 70 [00:08:30] at the back in all speeds. And this is, uh, this is what you feel as a driver. That's no aerodynamic balance shift in the car, even on the heartbreaking. It's always absolutely exact because why this is a suspension point and we have different pivot points. And the Carta car has, has, has a passive anti dive system. And it never even under the hardest breaking on the track, uh, will, will, will, will, uh, pull it nose down, changing the aerodynamics, because as soon as the car changes, it stands aerodynamic, [00:09:00] um, distribution between front and backs. Yeah. Yeah. So that's just two error modules, which are completely, completely new and bespoke. Speaker 2: These are electro mechanical, so there's little, very little, very light <laugh> electric motors operating this, this, this flapper things in the back, we have an electro hydraulical system. So we have an hydraulic pump that sits, uh, below the spoiler connected with, uh, with lions, with hydraulic lines to this Rams, cuz a lot more forced down there, up there couldn't and we wouldn't, it wouldn't [00:09:30] want to have an electric motor up there because it would have called for, for Ks in some kind, which would've been in the Airstream looking ugly and, um, the better way to do this like that. So this would be the, this would be the, the, the, the first part of the aerodynamics, what you can see as well. So, and that brings us to the lower side is the, the underbody. It has 14 different waves where we tell the air where to go, where we want it mostly away from the car and, um, a complete new, um, revised brake cooling systems or the brakes is really, [00:10:00] really, um, um, very, very, uh, very, really well cooled in that case. Speaker 2: So there's a lot of new elements down there to concentrate really on the trackability of the car. That's a track car. Definitely. It's not the car. I tell the people with, to go to the mountains and drive around. Maybe people will SNE at you if they drive with a car, but depends on the country. Um, this is really a track weapon. And, um, yeah, the underbody is with a full, with a full working diffuser with NA ducts, uh, to the, to [00:10:30] the, to the gear box, additional cooling for the gear box. If you compare it to the predecessor or to the three, three additional cooling for the engine, the engine is more cooling capacity as well, or to, um, yeah. To, to, to better, to better deal with the hot day or the track. And, um, yeah. And we've, that was the lower side. I'll let you talk. I talk, well, Speaker 1: We've got some cause the other aerodynamic, but it was obviously got the splitter at the front, but we've got the front suspension. We've still got the wishbones, but they're now different at teardrop design. Is that [00:11:00] right? Speaker 2: Exactly. So everything that is normally not aerodynamically involved in the car plays an aerodynamic role too here. Like the wishbones, the steering rod, uh, both wishbones the lower and the upper and, uh, the control arms, they're all aerodynamically shaped on the double wishbone front Axel, and believe it or not alone, this measure makes 40 kilos of down force additionally and attacking directly at the suspension, which is exactly where we want, want to have it. It's like in a formula one car, when you have the helmet camera around, you see this, uh, this, [00:11:30] uh, this wing, like struts of the suspension working. That's exactly what's happening here. And it's, it's for aluminum, very strong. And, uh, has it really an aerodynamic purpose because with a wing like that, you have under nine 11, you have to look for all the town force you can get at the front, Speaker 1: Which is where these obviously came from. Speaker 2: This is the venting, the venting of the wheel houses that we know. But if you look at the door, the door is another enabler for the aerodynamics, which brings us to the body. It's a carbon fiber door for the first time [00:12:00] we use a carbon fiber door on the nine 11 or on any street legal car. We know it from the cop cars. You can't really compare it because the cup car has a complete roller cage. It has, it it's allowed lot, much lighter door, but this door fulfills all the safety standards and still is made of carbon fiber inside and out. And that gave us the opportunity. If you look at this at the, at the shape of the door, we can vent the wheelhouse a lot better because from here on the normal nine, 11 door would continue here, [00:12:30] but we squeezed it in a little to the inside to free up here, a channel like opening to get more air quicker out of the, out of, out of the wheel Wells, which is, would be the middle side of the aerodynamics. So I didn't talk about yet, which we need the veins that the air really is hugging the car. It's not creating swells down here. And, uh, it works pretty well. So we have to, had to do a lot of things to get the down force of the front, um, to be able to, yeah. Have a contour, uh, have a counterpart of the [00:13:00] big w in the back. Speaker 1: It's nice. It's reminiscent to the GT one. Isn't it? Speaker 2: Well, I mean, the GT it's reminiscent to any kind of, uh, thorough brand race car because they like to have open. Wheelhouses just look at the bags, same thing. Yeah. We need to rent those wheelhouse. We don't wanna get air trapped here inside because it lifts the car up, which is, uh, counterproductive. Speaker 1: <laugh>. And I also like is a, a little detail, which is obviously not arrow, but the, um, the indicator repeats Speaker 2: In there, the indicator light is hidden in this, in [00:13:30] this strut here that holds the vein, which looks very cool at night. Yeah. Because all this area is illuminated. Um, looks like a little bit little spaceshipy, which is cool, very modern. And, uh, it's a nice trick. Yeah. Speaker 1: Um, as we're here, wheels, big, big wheels, big wheels, Speaker 2: 10 inches at the front two 70 fives, um, also available as our compound, um, three suppliers and, um, Speaker 1: And [00:14:00] that's as opposed to a 2 55 on a G normal G three, Speaker 2: Isn't it. Exactly. And we have a 10 inch, uh, opposed to a nine, 9.5. And, uh, we have offered three different, uh, wheels for the car. What you see here is the aluminum version with the cutouts, the lightweight aluminum version, it's one and a half kilos lighter than the stock wheel. And we have a magnesium wheel that comes along with the visa package that shaves of another eight kilos off the car's weight. Um, on the back, we have 13 inch wide rims Speaker 2: [00:14:30] Ums, quite a lot, 3, 3, 5, and 3, 3, 5. So the contact patch of that thing is really remarkable. And, um, it shows because, uh, you need a lot of contact patch and lot of grip when you can produce so much down force and together you end up at cornering speeds with a cup out compound tire on that car that, uh, beyond a cup car on slicks full stop. So all the, all the customers that should work, that they're their neck muscles, because it's really, really a different [00:15:00] leak in the high speed corners of a, of a track that is Speaker 1: Extraordinary. Um, what should we talk about Speaker 2: Race car out there? Yeah. Sorry, loud. Speaker 1: <laugh>, it's a nice soundtrack to have, um, talking next, I suppose, in terms of, um, we've also got the diffuser down the back, we finished the, the arrow yeah. Side of things diffused down the back, which is fairly similar to G2 Speaker 2: Three it's it's enlarged, uh, has different strikes or different [00:15:30] runners and it's, um, it's, uh, it's, it's developed to, to work in, uh, to work in synchronization with all the other measures of this veins that are hidden or not hidden, but you can't see it, uh, on the underbody. Yeah. Speaker 1: Um, and just going back to rearing, so we, we've got, there's an air break function to it. Yeah. As well as then, obviously the DRS, um, button Speaker 2: Fur. Exactly. The air break is quite interesting because, um, it really helps a lot. And if, if you, if you, if you measure the breaking distance from when you have 122 miles, 200 [00:16:00] kilometers, it's two and a half meters distance, uh, or difference with, or without air break. So you saves you two and a half meters, which is, which is quite when the faster you are, the more it is. Yeah. So it's really, really helpful. And yeah, you can operate like in a formula one car from the steering wheel, you can operate the, uh, the flappers and the car front and back with the DRS button, um, to create down for us or to take it away when you storage, when you, when you, when you wanna do it manually [00:16:30] and which works great on an auto band, on an empty auto ban, as a matter of fact, because when you're approaching a, a curve at high speeds, let's say 150 miles or more. And, uh, you're not so confident when you press a DDS and the car really settles down, like, as it would, would, would click into some rails and goes around that even in the wet, it's incredible what the air does to this car driving. It's, it's absolutely mind boggling. And, um, and it's fun to, to play around with the DRS button [00:17:00] <laugh>, Speaker 1: Um, coming back to suspension. So it's 29 millimeters wider tracker Speaker 2: It's 29, 9 mill wider than on the Threet three. Yeah. Um, which would be the same as on the last and the last three, three RS, because the actual 3d three is about what the last treat D three RS was, and it's 30 at the back as well, but we're talking track here and track is always measured from the middle of the rim. And the rim is so wire with 13 inches. So it's even more at the sides because the rim goes, goes in [00:17:30] both directions. And so the track goes a little bit in as well now, so, but it's 30, 30, imeter more track. And, uh, the body is even more. Speaker 1: And presumably, because you've got so much more arrow, you've had to go up on the spring rate. Speaker 2: Yeah. The spring rate's are 50% higher than on a G D three on a G D three. We were discussing about the they're really, really high, very high and even more here. So, but still Speaker 2: Thanks to the higher world tires, you know, the car is astonishingly complacent [00:18:00] and good to drive even on a B road. Um, that was not the target. That was a eye product. Uh, but it works. You will try it, uh, think we'll be in England showing the car, uh, to the, to the, to the, to the media. And there's some nice bureau roads around it's astonishing. I mean, it's a white car. Yeah. But from the, from the, from the suspension side, you can really live with it on a day to day to day basis, which is astonishing. Speaker 1: I can't, I can't get my head around. Speaker 2: I couldn't, Speaker 1: We're, we're in obviously a sort of we're in a garage and [00:18:30] it looks, it looks extreme sitting in kind of like, it's almost natural habitat within, BIAC the idea of this out sort of in a normal setting sort of, you know, parked up outside the pub down at good or something. It just it's, it's mad. Speaker 2: It looks good in the forest road. Speaker 1: Yeah. I'm, I'm sure it does. It's it's sort. Yeah. Um, the steering wheel on there, we've got quite a Speaker 2: Lot more circular Speaker 1: <laugh> it's circular, but there are some little circles Speaker 2: Inside. We have more satellites to [00:19:00] operate and to work with. And, and this is another innovation on the car. I think they're very proud of. Um, I always see the, the guys that track days lying underneath their cars, clicking compression and rebound going out, or no, it was not good. And going back again, and if it's time consuming and, and you get dirty, mostly it's hot, you don't wanna do it. We can do it from the steering wheel. We can, uh, influence the, on the, on the, on the, on the front end, on the front suspension and the rear suspension, um, rebound and compression, [00:19:30] which helps a lot. You can really change the car's behavior, even on the auto bun when you're tired, after correct day, make the thing a little bit softer and really show us. And you can, you can really influence big time how the car turns in the firmer you make the front end, the more direct it is, and you can, can address the electronic diff another thing as well from the steering, we can create your own setup. Speaker 2: Our works drivers have a ball with this. Everyone say I have a have a, and, and it's really so much fun [00:20:00] to get the best setting for a special day for the individual that's driving. Um, it's, it's, it's a great, great addition to, uh, yeah. To learning, to learning the physics of the car. And it's really something, all the clicks and nots you have, you really notice. And that was important to us not to offer like 120, uh, different settings and you get, you get lost and confused. It's very intuitive. We control it, control it, you on the, on the screen as well. And, and, um, yeah, that's something that's a lot [00:20:30] of fun. Yeah. And it helps to makes you quicker to set the car exactly up like you wanted to have. Speaker 1: Are you going to give people courses and how to do, is it gonna be, come with a, a manual to show people kind of, so they understand the, what they're trying to, um, Speaker 2: That's a good point because, uh, you really have to, to know a little bit of the, about driving dynamics and the physics on a car. Um, I think, I think, um, we should do something like that maybe from the dealerships or the different markets on, but you feel [00:21:00] it, you feel it very good. Maybe we write it down and, um, or do some YouTube videos maybe with you guys explaining it, but we, you have always had to consider, there's not a one setting for Silverton, for example, because you don't know what weather, what the weather will be. You don't know who will be at the wheels. We have cars. Um, when we have two co two works drivers on the cars, they have a complete different setup and our similarly quick, so it's very invi thing. How you want the car to behave. What's [00:21:30] best for you. Speaker 2: You want a car that's a little bit more prone to over steering because you feel comfortable with that. You want more like a stable car. Um, you need, you, you need a different kind of, or you need, you, you need a certain kind of, uh, of, of power when you, and you exit the curve. So you have to have to put the diff lock the diff pretty much up when you have to space around it. And when, when, when you, when you don't need the car to be too agile, it depends. And it depends on, on a personal driving style. So, and that's a good thing about it. [00:22:00] So we, we, we don't wanna bring out a brochure for drag X. You need this and this and the settings, because the settings that are there default all with the zero are the ones we think everybody can can, can, can really be super quick with the car and get accustomed to the car. And from then on, everybody should try. Um, if it is beneficial for him to change a little bit, Speaker 1: It means I can't be, which is fun. It means I can't be critical of the car, doesn't it? Because basically I drive it and I said, well, I wish it did a bit more this, well, you change it though. Yeah. <laugh> [00:22:30] um, and the I'm fascinated about being able to change diff settings as well. Speaker 2: I think, yeah. Diff setting can be changed and the traction crawl control can be changed. And the electronical stability control can be changed in different settings as well. So it's like, like you're the driver in race engineer in one person. Yeah. And, uh, you learn a lot about the driving dynamics doing it. Sure. And if you get lost, always go back to zero and Speaker 1: Start. Exactly. Yes. Yeah. Um, real steer. So yeah, more aggressive than Speaker 2: A little bit, a little bit. [00:23:00] I mean, it's, uh, it's modified, uh, in a way that the car can, uh, can take the most advantage of it, different, uh, different curves. And, uh, but it's on every model. Um, we take into consideration the downfall of the car, the contact patch, the cornering speeds, and, um, the track as a matter of factly. So, um, it's, um, we spoke for the car and it's exactly like, it should be, Speaker 1: Let's talk about the engine. Cause we Speaker 2: Haven't talked about, I Speaker 1: Haven't talked about, Speaker 2: We [00:23:30] have an engine tool, right? Speaker 1: Yes. There Speaker 2: Aren't here. Speaker 1: Um, so it's not, I'd seen sort of, there were all sorts of rumors going around beforehand about maybe it would go to 4.2 liters or something like that. But, but no, Speaker 2: We are, um, 4.2 is, is a pretty decent, uh, I heard 4.5, 4.8. I heard nine, five. I heard 10, five RPM people out there. This is a street legal car. It had to meet emission standards. Yeah. On [00:24:00] a race engine making 570 horses on, on a four liter. No problem. We have to overhaul it every third race, no problem. We can make the power, but not as on a car with four liters that has a specific output of hundred and more than 130 horsepower per liter. This is top of the pops, uh, that lasts forever. And it's Bulletproof that's important. And we didn't want to concentrate so much on the engine net car because it's very easy to make performance and just upping the power more and more we can do on this normally aspirated [00:24:30] engine that the customer wants. They wanna put turbos on it. Speaker 2: And, um, it has 15 horses more than the Threet three. So it has higher, uh, duration cam shats hotter cams. Yeah. Um, the Americans would say, and, um, which you feel from 6,000 RPM to 9,000 dread lines. So it, it drives even more exclusively and eagerly up to the top. We have, um, different cylinder heads in the car with, uh, which, uh, um, our, from their oil volume, [00:25:00] um, modified to the GT three S because we have higher G loads on that car. Obviously, if you look at this, so, um, we like to have, uh, only the oil we really need in the cylinder head. So we have made the passages a little bit smaller. So the casting is different in that case, the DME is different than the whole intake side is different to the GD three as well. So all the way, um, uh, including all, all the way in, including the airbox and filter elements and all that, and that yells about 15 horsepower, more 5 25 now 9,000 [00:25:30] RPM. As a matter of fact, it really is a screamer. And, um, we are quite happy because I think around 500 horses, I said it so many times for me, it's still the sweet spot, even for a track car, because everything you add on top of that calls for even bigger breaks, even sturdier, um, suspension, PA you you've gain you'll gain weight. And, um, and it's never, let's wait how fast the thing will go on the ring. Speaker 1: And you're not, you're saying yet Speaker 2: How fast we, to be honest, um, we, [00:26:00] we, we have a clearly, uh, a target and we think we can reach that, but not, not under the conditions we have at the moment. I mean, it, it's 35 degrees and yeah, this is a normally aspirated engine, the cooler, the air, the better it goes on a turbo. It can always a little bit, um, yeah, overcompensate with more bit more pressure. Um, but, uh, we had some, some, some, some delays and some on some late parts as well, but, uh, we we'll have that in time. No problem. Speaker 1: [00:26:30] And it's never been the GT three RS way to give lots more power over the GT three. It's never been Speaker 2: About the never was. Yeah. That's anyway. That's right. Yeah. Speaker 1: Uh, lightweighting Speaker 2: Lightweight. Everything's carbon fiber, but we painted it here because this is not device our package car. Yes. Because device, our package car looks even Wilder than this one. Um, it looks like crayon or, or chalk. I think the color, it is not, I mean, it's light in here. If you, if you would roll it out in the [00:27:00] sunlight, which we are not allowed at the moment, it's almost, whiteish white metallic. So it's, uh, it's the trick of light somehow, but yeah, lightweight. So the, uh, the ring is carbon fiber. Um, the, uh, the, the upper part as well, the duct tail is carbon fiber. The roof is carbon fiber. The fenders are carbon fiber. The doors are carbon fiber. This is carbon fiber. So we have 90% of the car silhouette is be spoken new and made of carbon fiber. And this [00:27:30] is, um, something that pays in if you weigh the car logically for lightweight, for stiffness. Speaker 2: And, um, we have, uh, extra light carpentry on device of package. We even have a roll cage made of carbon fiber. And, um, all the suspension parts are very lightweight. And the VI package, we have, uh, stabilizers in carbon fiber and, uh, the, the linkages in carbon fiber and the transverses and strutting carbon fiber. It's an known five kilos on the suspension. When you opt for vis a, then we have magnesium wheels that [00:28:00] take the weight down for eight kilos, if you want them. And, um, yeah, on the Viza, there's, uh, the roof invisible carbon fiber, the front end looks very hot because it's carbon fiber, but not all, not, not, not completely. So everything that's behind this nostrils here is painted in the exterior color. So you have these two stripes over the car, which is very attractive, even more aggressive looking for those who want even more aggression. Speaker 2: And, uh, and, um, the doors are [00:28:30] lighter as a matter of fact. So the lowest weights back, and that's always what we communicate, because I think that's fair. Then the customer sees what's coming, um, is about 1,450 kilos. Yeah. So that's a GD three RS with visa package with the PCBs and with the max that's about as low as you can go. Okay. But with a full tank, that's not an Italian thing with a, with a star on top. So dry weight, the dry is much lower. It's the car full of gas, full of water. Full [00:29:00] of oil. Yeah. So ready to go. Speaker 1: And how's that compare to duty three. So that's Speaker 2: Just a little bit, it's 15 kilos heavier than a 3d three in the lowest spec. Uh, but if you look alone at the tires, I mean a 13 inch room in the back 10 at the front 2 75, 2 30 fives, the error modules. I mean, we, we, we shaved off seven kilos by using only one central cooler unit, but we put in another four on each side for the, for the aerodynamics, which we needed. And, um, the ring of the back with its, uh, power unit, uh, the hydraulical power unit, [00:29:30] uh, consumes some way too, but we could keep it in the neighborhood of a treat 23, despite all the technology going on here. Yeah. And the wider body. I mean, it's a bigger car. Yeah. The, Speaker 1: The I'm fascinated by the carbon roll cage as well. Presum, it looks quite, Speaker 2: It looks different. It has a different form. So the, the cross you're used to, when you're looking in the reefer mirror is not there anymore. It's more like, like this, because carbon fiber, you can put pressure on the carbon fiber tube and you can put it like that, but you, you can't like bend it. That's [00:30:00] not what carbon fiber wants. And so the construction looks a bit different and, um, takes off some weight and it's, it's, it's very special. Very cool. Cool looking thing. Yeah. Speaker 1: Just to interject briefly, the VI pack will set you back 22,515 pounds without the carbon cage or 25,739 pounds with the carbon cage, uh, talking carbon as well. We haven't mentioned breaks, obviously steel breaks a standard Speaker 2: And then steel breaks, a standard P of CB is optional. The steel breaks [00:30:30] on that. One are a little bit beefed up if you compare them to the GT three. So they're a little bit thicker adding some weight, uh, but, uh, sturdiness and longevity as well. Uh, we have a different compound, um, different compound, um, brake pads now that are even even better for heat. We have to use copper free pack pads because this is the law, which was, uh, a big challenge because copper is a good friction partner. And if you have to leave it out, you start from scratch almost. So, um, there was still a learning curve about that. Um, [00:31:00] by the way, this new brake pads fit the 3d three as well. And, um, yeah, on the brake side, cooling, revised AB on the front end, and you never have the feeling with both brakes that the car is under breaked <laugh>. And then especially, I would say, especially happy with the steel brake performance. It's really good really. Cause Speaker 1: That's obviously something that, you know, a lot of people that go to tracks generally. Speaker 2: Exactly. I mean the, the exchange costs, this is a lot lower, but the steel [00:31:30] breaks that are, that are 408 mil in diameter as well. They look as beefy as, as the PCPs and, uh, cause Speaker 1: These are only four 10 Speaker 2: That's for 10, for two millimeters, you won't see the difference. You won't see the difference. Yep. That's um, that's something we are really happy with. Um, in general, all the car, the functioning of the car, we didn't have so much development time and it was Corona COVID and, and this a lot of trusts and trials, um, had to be postponed. And it was, it was a really a tough job [00:32:00] and all this exterior parts, we producing it in the same line than as the other cars in Han housing to keep the quality guys happy that everything's, as it should be the joints, it's a high quality product. It should look high quality. So there's been lots of challenges just beside making it quick, uh, just making it feasible as a project. So we went a long way in all, uh, in all different, uh, different regards here. So it's, it's really major undertaking and it's a big step up from the last Speaker 1: One, [00:32:30] a couple of things on the aesthetics actually, cuz the badge this time is not gonna be a sticker. Is it? It's gonna Speaker 2: Be no good point. Look at this. No sticker. It is. I think here on this, on this photo card, Speaker 1: Is it there it's case <laugh> but it's not gonna, Speaker 2: But it's printed. Yeah. On the, on the customer's cast, it will be printed and uh, clear coded. So you won't have any, you won't, you won't feel anything that has a sticker underneath. So it's a print process. It's like, it's just really, really, really cool. Very flat aerodynamic, really helpful because this is, you have stumble far. Speaker 1: You don't, you don't wanna yeah, exactly. [00:33:00] Tripping over that. Speaker 2: Um, Speaker 1: And obviously the, the overall look of this particular car is, is Aing um, the historic deliveries of, of the past as well. Yeah. So we've got some other fun ones obviously Speaker 2: As well. Yeah. I mean we have an exclusive department which is happy to discuss a special request from customers and I think they will be busy. Speaker 1: <laugh> Speaker 2: Exactly. They will be busy. We're gonna show, uh, a very nice spec car in, uh, in Monterey, [00:33:30] in Monterey car week, the couple of days. And um, yeah, the communication color is this ice gray metallic, um, which looks like a color we already have here, but it's metallic. You have to see it in a light outside. I'm a little bit disappointed that it can't show off its specialness on a light, but uh, um, come time and we will, we will, we will see them in the sunlight quite nice. And the delivery with the red should remind a little bit on the 50 year old car is now and we [00:34:00] change the font a little bit to make 'em a little bit more modern looking. Um, but still they remind me of the, of the, of the, of the first old RS, uh, insignia. Um, so yeah, perfect. It is nice that the car looks nice as well. You wanna walk away with it and turn around and stare at it again, be feeling happy. It's very, very important. It has to function well and it has to look good. And um, I think we made it, oops, we did it again with this one. So we're quite happy, but I'm happy [00:34:30] when the project's over and finally in production, the customer gets their cars. That was an exhausting thing to develop Speaker 1: For sure. Um, is there anything else on the interior that we need to talk? Cause you changed some of the dual card. Speaker 2: Yeah. I mean we can, we can, we can sit inside. Why don't you sit at the driver's side and we go through everything we uh, yeah, we find worth mentioning, maybe wake the windows down. Cool. [00:35:00] Yeah. So we got a different, different, uh, pattern for the, for the, for the, for the colorization of the seats. As you, as you see here, we have a net here to place your phone in or whatever. So there's the lightweight, lightweight, uh, thought behind it. We have the straps. How do you call it? The straps still door openness. If you have the Vicer package, you'll even have a, uh, a door handler in a door handle made of carbon fiber with a window cutting. It looks super cool. And um, [00:35:30] how we on, on the steering wheel as well on the, on the, on the, on the visa, you get longer pedals that go till here and our made of magnesium and have the same operating system. Then we have in a cup car, a magnetic operating system. So that's, it's clicking, it's clicking a little bit reminding you of a race car. You should be able to tolerate that when you, for visa. And um, but it's, uh, it's a, it's, A's a very nice thing to, uh, to look at and to feel touch and feel is important, gives Speaker 1: A different feel. Um, and [00:36:00] obviously you can still reduce all the, the screens down. Speaker 2: Yeah, you can, you can do it when you're going. I don't know how this is set up here. You can do it on, put it, put it on the track screen. And this is another very important thing. You have the temperature of each individual wheel in degrees Celsius or, or Fahrenheit indicated here, not like on some other cars like red, green, or blue or whatever, the actual temperature. And this is really helpful on the track. And to even on the street, when it's cold, how much you can [00:36:30] rely on the front end. And, uh, you can see how much, how much temperatures in the tires. And, and it really goes up in, in, in, in, in degrees of, of one Celsius when you're like shaking the car up a little, like the formula one guys do, you can really, really see the difference here. Um, if you look at, so we are in track mode now and in track mode, you've got a track vision, track vision means everything's a, with condensed everything you need to see goes to the central, uh, of the, of the information display. Speaker 2: Um, you don't [00:37:00] have, have to look around the steering wheel because the outer address are not clearly, clearly, clearly, uh, um, visible when you're driving and you have this four satellites here, which are bespoke to the RS and which are the new thing in, in track mode, only in track mode, you can influence, for example, the PSM, like the damper. And then you get exactly the setup you see here on the steering wheel mirror on the screen. So you have compression and rebound. You have the front axle, you have the rear axle and you have this four button. So everything, [00:37:30] it it's, it's intuitive that, that this, um, is influenced by that one because it's the blue one. Yeah. So you can on the, um, get the compression up from zero or down. And so you can influence the individual dampers on the Speaker 1: Car. My first suspension chew it's Speaker 2: I was playing around for hours with that thing. And, and, and, and couldn't stop because it really makes a difference. I mean, when you, when you stiffen the car up and some corners it's really helpful because you've got a more direct [00:38:00] steering and, um, that's how I used it on the way back on the other bun. You just make that thing soft. And when, when there, when there's some, some bumps on the road and the cart just levels out better and, and it's more and more easy to live with. And, um, but it's, it's mainly there for being more competitive, not, not for making it softer on the road. So that's not the point. It's a byproduct, we've Speaker 1: Got DRS Speaker 2: DRS button. Yeah. The button works only when the car's rolling. So, so, and then you have to get out this, uh, this mode where you have this, um, um, [00:38:30] where you have the, uh, the, the, the compression and rebounds. And, but just to finish that off, if you, you push the, uh, the PTV plus, so there's a diff yeah, mm-hmm, <affirmative>, you're getting this and you can, can influence the diff on coast and power coast power, honestly. Yes. Yeah. Very helpful. Then you can go here. If you go to the traction control mode, you can go into the right side. So at the, the upper circle is attraction control and the lower circle is the electronic stability control, which is off dynamic [00:39:00] or on, and in dynamic mode because these two, uh, these two functions are cling together. You can have a choice of only the settings that are highlighted yeah. Speaker 2: On the circle. So you can't tell it completely off, ah, if you want, have it completely off, then you have to turn the stability system off and only then. Yeah. So it makes sense. So it's linked together. It [00:39:30] might sound confusing at first, but when we're driving a cargo seat, it's super intuitive. Absolutely. So, and if we come, go back here and you see the DRS not ready. So this is the DRS button mm-hmm <affirmative>, um, that's the button we normally use to tell within a normal career, you would, uh, activate the voice control <laugh> um, we thought DRS makes more sense in an RS and, um, it shows you as soon as the DRS system is ready to, uh, to, to operate, it shows DRS ready. Okay. And DRS ready [00:40:00] shows only when you're in high down force mode, when you're in default, this is not working. Default is, uh, or default is low down force mm-hmm <affirmative>. And, um, but the outbreak is always activated. Even if you're in low down force, if you're in dynamic down force, you can influence it, um, push it up or down with the, with a, with a, with a left thumb. Yeah. Which makes a huge difference. That's Speaker 1: Really cool. Couple of different buttons here as well for, um, zoom lead, lap, lap timing. Speaker 2: This is the lap timing buttons. Yeah. Yeah. This is, [00:40:30] uh, what you can do with the, with the, with, with, with, um, hosted app called hardly use it, the track, it track out the track, track it. Yes. Beautiful thing. Um, but, um, yeah, I didn't have the time to really enjoy it properly. <laugh> Speaker 1: Um, same Speaker 2: Gearbox. The gearbox is a little bit, yeah, it's the same, there's small changes we have, uh, some is the short fun, some diff it's a shorter final drive, but to overcompensate or to compensate the bigger diameter of the rear wheels, [00:41:00] because on a 3 35 as a matter of factly, um, um, the, the gearing, if you would've used the treaty three spots, would've been a little bit longer. So we have to compensate for that with a shorter, Speaker 1: So to bring it back down Speaker 2: Real, the oiling in the, the oiling in the, in the, and, and some bearings is, uh, differentiated and the material of some bearings. So it's bespoke, but it's, it's, it's, it's not a huge big deal. Yeah. So the, the gearbox it's, it's, it's brilliant. It's absolute brilliant, not magic. And you can improve upon the 3d threes. Speaker 1: Um, talking of [00:41:30] timing, is that the, Speaker 2: Hey, this, this, this, this is a very, very cool, um, watch that is, this, this one is set up, uh, on a car that I use, which is, uh, a tool it's Lambo silver, and it has silver wheels. It has device package because it has device wheels. And, uh, it's it car it's has a carbon fiber dial and it it's really nice. And, um, and it mirrors the internal, the, the, the interior, like with the microfiber race tags [00:42:00] and the, I love Speaker 1: Color born in flat, Speaker 2: Born in flat right Speaker 1: There, which is, that's very cool. Isn't it? Speaker 2: Actually, the car is born in flat. The watch is born in Switzer, Switzerland. Speaker 1: Yeah. There we go. It's titanium as well. How lovely. It's very cool. Speaker 2: I would like to give it to you, but I, I'm not allowed to Speaker 1: I'll stick my skirt. So Andreas, thank you. Has ever very much Speaker 2: A joy has ever, it's been a lot of fun. Absolute Speaker 1: Pleasure. Speaker 2: [00:42:30] Didn't notice cameras running, but they were, Speaker 1: They were <laugh>. The next thing to do is drive. It Speaker 2: We'll be on your home turf. Yes. So you don't have to travel, uh, a long way to be able to enjoy the car. And, um, you'll be really astonished. You will be astonished, uh, how that car feels in some corner. Speaker 1: I Speaker 2: Think you, we think we know the track, you know, the track quite well, where we've been driving and, uh, you're gonna gonna set some new records. [00:43:00] Some no personal records. I think <laugh>, Speaker 1: I can't wait. Thank you very much. Indeed. Speaker 2: You're so welcome.

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