2010 PORSCHE 911 GT2 Information Manual

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Engine

13 |
Engine.
The engineers knew exactly what
their objective was: to make the
new 911 GT2 RS the most powerful
Porsche for the road.
Objective achieved. The water-
cooled six- cylinder bi-turbo Boxer
engine with four-valve technology,
variable turbine geometry (VTG)
and VarioCam Plus delivers its
power through the rear axle. From
a displacement of 3,600 cm3, i t
generates an enormous 456 kW
(620 hp) at an engine speed of
6,500 rpm. The maximum torque
of 700 Nm is available from
2,250 rpm. From 0 to 100 km/ h
(62 mph) takes just 3.5 seconds.
To 200 km/ h (124 mph) only
9.8 seconds, and to 300 km/ h
(186 mph) just 28.9 seconds.
Maximum boost pressure is
not reached until a speed of 330 km/ h
(205 mph). The weight-to-power
ratio that is essential for this kind
of performance is just 2.21 kg/ hp.
A consistent supply of oil to the
engine – even at high cornering
speeds – is achieved using a
dry sump lubrication system with a
separate engine oil reservoir. The
oil is cooled by an oil-water heat
exchanger.
Variable turbine geometry (VTG).
Unlike a conventional turbo, the
incoming exhaust gas is directed
onto the turbine by electronically
controlled guide vanes. The angle
of these vanes can be adjusted so
that the flow speed of the exhaust
gas and, therefore, the momentum
on the turbine can be changed. This means that a large amount of
power can be generated from the
turbo even at low engine speeds
with small amounts of exhaust gas
– for much higher boost pressure,
excellent cylinder filling and more
torque.
The torque curve therefore rises
sooner – and then stays uniformly
high for a long time. The increase
in power and torque is helped not
3, 2, 1, 0.
Takeoff.
only by the fact that the maximum
boost pressure has been in-
creased to 1.6 bar, but also by
the new charged air cooler in the
911 GT2 RS. The end result is
an extraordinary response and
acceleration that will leave you
speechless.
911 GT2 RS: 700 Nm at 2,250 rpm, 456 kW (620 hp) at 6,500 rpm
400 560 600 640
680 720 760 800 840 880 920
200 240
280 320 360 400 440 480 520
2000 3000 4000 5000 6000 7000440 480 5201000
Power (kW)
Engine speed (rpm)
0   40   80 120 160
Torque (Nm)
700 Nm
456 kW (620 hp)

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VarioCam Plus.
VarioCam Plus is a two-in-one
engine concept which adapts to
the particular demand for power.
The system switches seamlessly
thanks to the engine management
system. The result is spontaneous
acceleration and smoother run-
ning.
At medium revs and low engine
loads, the system reduces fuel
consumption and emissions by
lowering the valve lift settings
and advancing the timing. Fuel
economy is especially noticeable
at lower revs. High torque values
and maximum power are achieved
with the high valve lift setting,
which results in exceptional engine
power with comparatively low fuel
consumption.
Expansion intake manifold.
Essentially, in all intake systems,
as well as flowing through, the
air also vibrates. These vibrations
consist of both a compression
phase in which the air is com-
pressed and also an expansion
phase in which the air expands.
Until now, more air has meant
more power. The compression
phase of the air vibrations in the
intake system is used to press
more air into the combustion
chamber. The disadvantage is
that, when it is compressed, the
air is also heated. It is therefore
impossible to achieve optimum

ignition of the fuel and air mixture
to maximise power.The expansion intake manifold
adjusts the air vibrations in a com-
pletely different way. It uses the
expansion phase because, when
it expands, the air cools. The mix-
ture in the combustion chamber
therefore becomes cooler – and
optimum ignition can be achieved.
In using the expansion phase,
less air gets into the cylinders.
However, a slight increase
in the charge pressure by the
turbocharger compensates for
this effect. The heating of the
air caused by the higher charge
pressure is in turn compensated
by the charged air cooler. The
result is much higher efficiency
for even greater engine power
and improved fuel consumption

at high loads and engine speeds.
In principle it is quite easy to be in
awe: just breath deeply.
Power transmission.
The light weight six-speed gearbox
in the 911 GT2 RS is designed
specifically for the large amount
of engine power. The gear lever
throw is short and precise – for
rapid and precise gear changes.
Instead of a dual-mass flywheel as
in the 911 GT2, the 911 GT2 RS
uses a single mass flywheel. This
is lighter and the engine can rev
more freely in the upper speed
ranges. Also, the gear ratios have
been readjusted specifically for
use on the racetrack.

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1. Bi-Xenon headlights
2. Radiator module (left)
3. Radiator module (centre)
4. Radiator module (right)
5. Coolant pipe
6. Coolant expansion tank 7. Air filter
8. Exhaust-gas turbocharger
with Variable Turbine
Geometry (VTG)
9. Intercoolers
10. Pressure pipe 11. Throttle valve
(electronically actuated)
12. Expansion intake manifold
13. Main silencer (titanium)
14. Tailpipe (titanium)
15. Oil filter 16. Engine oil reservoir
(dry-sump lubrication)
17. Generator
18. PASM damper
19. PCCB brake
20. Tandem brake booster 21. 6-speed manual gearbox
22. Leight weight bucket seat

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G-force

17 |
Chassis.
Closer to the ground – yes. On its
knees – no. The requirements for
the new 911 GT2 RS chassis were
high: driving characteristics that
are typical of a race car, on both
the road and the racetrack.
This car is around 25 mm lower
than the 911 Carrera and its sys-
tematic lightweight construction
keeps the total weight and the
weight of unsprung masses low.
For extraordinary agility, excellent
driving safety and stability, espe-
cially when cornering.
Wider wings on the front axle enable
a 12 mm wider toe angle com-
pared to the 911 GT2 and the use
of wider tyres. For even more
grip, improved steering and higher
cornering speeds.
The front suspension with
enhanced hub carriers combines
McPherson-type struts with longi-
tudinal and transverse links. Each
front wheel is precisely located,
ensuring excellent directional
stability and superior handling in
every driving situation.
The rear axle has multi-link suspen-
sion featuring LSA construction –
light, stable and agile. The reduced
weight design of the rear axle’s
aluminium transverse arm and
diagonal struts ensures excellent
driving dynamics.
Ride height, camber, toe angle and
also the stabilisers on the chassis
can be adjusted on the front and
rear axles and therefore adapted
to the required driving behaviour. The rigid connection bet ween the
chassis and the body, e.g. metal
support bearings with ball joints
at the front and the rigid cross-
members at the rear, makes trans-
mission less elastic and ensures
more precise steering to enable
better handling.
Cooling air is delivered efficiently
to the front brakes thanks to
the brake air spoiler. In the new
911 GT2 RS there is additional
brake ventilation on the rear axle.
In short, the chassis exploits the
road to the full. Inspiring awe.
Wheels.
The link between the enormous
power of the new 911 GT2 RS and
the road: the white gold metallic
painted 19-inch GT2 RS wheels.
Their central locking device is
anodised and bears the ‘RS’ logo –
also in a white gold metallic finish.
The central locking device is
derived from motorsport. Its

advantages include bet ter driving
dynamics and performance thanks
to lower rotating masses. And,
of course, faster wheel changes.
An enormous advantage – espe-
cially on the racetrack.
The dimensions: on the front
axle 9 J x 19 with sports tyres
1)
245/35 ZR 19 and on the rear
axle 12 J x 19 with sports tyres
1)
325/30 ZR 19. Tyre Pressure
Monitoring (TPM) comes as stand-
ard and provides early warning
of any tyre pressure loss via a
display on the on-board computer.
You can still take off
without losing contact with the ground.
19 -inch GT2 RS wheel
1) Owing to the lower tread profile, there is a risk of aquaplaning on wet roads.

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Porsche Active Suspension
Management (PASM).
The electronic adjustment of the
shock absorber systems actively
and continuously controls the
damping force – depending on
the driving style and situation –
for each individual wheel.
By pressing a button, the driver
can choose between two setup
modes, ‘Normal’ and ‘Sport ’.
Normal mode is designed for

general road driving and on the
racetrack in the wet. Sport mode
is specially designed for maximum
lateral acceleration and the best
possible traction on the racetrack.
Porsche Stability Management
(PSM).
The limits of driving dynamics.
Those who venture here should
have the necessary equipment –
in addition to driving ability. So,
PSM has been adapted to the
power of the new 911 GT2 RS.
The principle is that in addition
to the ABS there are
two auto-
matic control systems: stability
control (SC) and traction control
(TC). Stability control (SC) controls
lateral dynamics using a range
of sensors to constantly monitor
the direction, speed, yaw velocity
and lateral acceleration of the
car. This information is used to
calculate the actual direction
of travel. If the car starts to go
off course, stability control (SC)
initiates selective braking on
individual wheels to stabilise the
vehicle in critical driving scenarios.
Traction control (TC) with its
integrated ABD (automatic brake
differential), ASR (ant-slip regula-
tion) and EDC (engine drag-torque
control) functions controls the
l ongitudinal dynamics of the car.
This highly sports-oriented traction
control improves traction on vary-
ing road surfaces. Traction control
(TC) also limits excessive force
that can cause the rear to slide out
uncontrollably under full power.
The special feature of PSM in
the 911 GT2 RS is that these
two systems can be switched
of f completely, in t wo stages –
for deliberate sports handling.
In the first stage, the ‘SC OFF’
button in the centre console disa-
bles the stability control (SC). In
‘SC OFF’ mode, the system does
not intervene if the car goes off
course in the lateral direction.
In addition to deliberate steering actions, the car can now also be
driven very dynamically into bends
by acting on the throttle. Traction
control (TC) is still active in this
mode.
In the second stage, the separate
‘SC + TC OFF’ button also disables
the traction control (TC). In this
mode, both the lateral dynamics
control and traction control are
deactivated. Driving is now influ-
enced only by the driver. Another
special feature is that in both the
first stage (SC OFF) and second
stage (SC + TC OFF), the cross-
dynamic control will not reactivate
itself even when the brakes are
applied strongly, including in the
ABS control range. This function
and switching strategy enables
race-oriented driving dynamics –
to meet individual demands for
extraordinary performance on the
racetrack.

19 |
The anti-lock braking system
(ABS 8.0) integrated in PSM

remains active in all of these set-
tings. ABS ensures that braking
distances are as short as possible
– thus providing greater safety.
Being in awe doesn’t mean coming
to a halt. It means reacting
correctly – whenever it matters.