2013 PORSCHE 911 GT3 engine

Thrust I 27
This is how it works. PDK is essentially
t wo gearboxes in one and thus requires
t wo clutches. This double clutch
arrangement provides an alternating,
non­positive connection between the
t wo half gearboxes and the engine by
means of t wo separate input shafts.
During a gear change, therefore,
one clutch simply opens and the other
closes at the same time, enabling
gear changes to take place within
milliseconds. Highly responsive and especially sport y – just as you would
expect of the 911
GT3.
That in itself has consequences, not least
for acceleration, for overall performance
and for fuel economy. Positive conse ­
quences in fact. Driving feels even more
dynamic and agilit y is increased.
What about the gear changes them ­
selves? You’ll feel them and you’ll hear
them. Just like before, or indeed more
than ever. The electronic gearbox control logic of the Intelligent Shift Program (ISP)
offers more immediate and faster traction
­
induced upshifts and throttle ­blip down ­
shifts on overrun. In PDK SPORT mode,
downshifts under braking are more
aggressive while, under acceleration, the
shift points are raised even further. So
changing up a gear becomes a physical
experience – and an emotive one.
Shift fast without a moment ’s hesitation.
Just like the professionals.
For fuel consumption, CO
2 emissions and efficiency class, please refer to page 91.

30 I Ideal line
Chassis.
The chassis of the new 911 GT3 has
been engineered to meet the challenging
demands of motorsport – and for this
reason it also provides extremely sport y
day ­to ­day driving. The ride height of the
new 911 GT3 is 30 mm lower than that
of the 911 Carrera. In conjunction with
a series of specifically tuned chassis
components, this offers extraordinary
agilit y, a high degree of driving safet y and
stable handling, particularly in corners.
The independent front suspension
combines McPherson ­type struts with
Being proactive, not reactive. Being there now, not soon.
Instantaneous, not immediate. There is no room for hesitation at the limit.
longitudinal and transverse links. The
rear axle has a multi ­link suspension,
following the LSA (Light weight, Stable,
Agile) concept. Height, camber, track
and the anti ­roll bars can be individually
adapted for use on the racetrack.
Additional ball joints on the front and
rear axles help to establish a particularly
firm connection between the chassis
and the body.
An optional lift system at the front axle
raises the front end by 30 mm. Operable
up to a speed of approximately 50 km/ h, it minimises the risk of grounding on
kerbs, ramps and car park entrances.
Rear-axle steering.
Fit ted as standard, the new rear
­axle
steering combines performance and
everyday practicality. An electromechani ­
cal adjustment system at each rear wheel
enables the steering angle to be adapted
based on the current driving situation,
steering input and vehicle speed.
The advantage for day ­to ­day driving:
during low ­speed manoeuvres, the

system steers the rear wheels in the
opposite direction to that of the front wheels. This has the virtual effect of
shortening the wheelbase. The turning
circle is reduced to make it easier to
park. The advantage for sport y driving:
during high
­speed manoeuvres, the sys ­
tem steers the rear wheels in the same
direction as that of the front wheels.
Driving stabilit y is increased by the virtual
extension of the wheelbase and agilit y
is enhanced by the simultaneous steering
of the front and rear axles, especially
during overtaking manoeuvres on the
racetrack.

Ideal line I 33
Dynamic engine mounts.
Simply responding at the limit means that
you’ve already lost. On sport y drives in
particular, it is essential not to underesti­
mate the unforgiving forces of physics.
Instead, they should be exploited in the
interests of dynamic per formance. This is
what we do with dynamic engine mounts.
The electronically controlled system
minimises the oscillations and vibrations
of the entire drivetrain, especially the
engine, and combines the benefits of a hard or soft engine mounting arrange
­
ment.
A hard engine mounting delivers optimum
dynamic performance because it offers
the highest degree of handling precision
possible. Soft engine mounts, on the other
hand, minimise oscillations and vibrations.
While comfort is improved on uneven
road surfaces, this comes at the expense
of dynamic performance. Our engineers have solved this problem
by enabling the engine mounts to adapt
their stiffness and damping performance
to changes in driving st yle and road sur
­
face conditions. This has been achieved
by use of a fluid with magnetic properties
in interaction with an electrically gener­
ated magnetic field.
Handling is perceptibly more stable under
load change conditions and in fast cor ­
ners. The dynamic engine mount system
also reduces the vertical oscillations of the engine when accelerating under

full load. The results are greater and
more uniform drive force at the rear
axle, increased traction and better
acceleration. Whenever a less assertive
driving st yle is adopted, the dynamic
engine mounts automatically soften to
provide a greater level of comfort.
Pushing to the limit is one thing. Staying
there is another.

Reserves I 41
Brakes.
At the limit, you need one thing above all:
reserves. Not only for power, but for
safet y, too. This is possible only with a
race­proven technology on which the
driver can depend at all times. Only this
can free up extra room for manoeuvre,
especially in the red zone.
The new 911 GT3 is therefore equipped
with a particularly powerful yet light ­
weight brake system with a specifically
Driving at the limit.
But never beyond.
matched brake booster. The red six ­piston
aluminium brake calipers on the front axle
and the four ­piston equivalents at the
rear are designed as monobloc units. This
makes them tougher and enables a more
rapid response and release of the brake,
even under heav y loads.
That’s not all. The brake dimensions on
the new 911 GT3 have been enlarged to
cope with the increase in engine power.
The brake discs are 380 mm in diameter not only at the front but now also at

the rear. Thanks to their t wo ­piece
construction with cast iron brake discs
and aluminium brake chambers, they
reduce weight and thus the unsprung
and rotating masses. The brake discs
are cross ­drilled and internally vented
for powerful braking even in adverse
weather conditions. Or when pitted
against the challenges of motorsport.

Interior.
The sports car environment in the new
911 GT3 is perfectly adapted to the
driver. Man and machine are as one.
Which is just as well because, on the
racetrack, there is usually only a fraction
of a second in which to make the right
decision. Accelerate or brake. Pass lef t
or right. Refuel or chance another lap.
Speed is critical in the cockpit, too.
The driver needs information that can
be accessed quickly and an interior ergonomics concept that enables even
faster use of it.
The requirement is fulfilled by an ascend
­
ing centre console that places the gear
selector within direct reach of the steer ­
ing wheel, by ergonomic gearshift pad ­
dles on the steering wheel itself and by
conveniently positioned controls that
dispense with unnecessary gadgetry but
do open up new possibilities on the
racetrack. 30,000 racing victories were
not achieved by engine power alone.
Instruments.
Precise not fanciful, minimalist not kitsch.
True to Porsche st yle, the five circular
instruments integrated in the cockpit lead
the way. In the middle is the rev counter.
Its dial face is titanium­coloured and
bears the ‘GT3’ logo. The gear and
upshift indicator helps you to achieve
optimum acceleration.
For the first time in a 911 GT3, the instru ­
ment cluster is equipped with a high ­
resolution 4.6 ­inch TFT colour display. It provides you with data from the on
­board
computer, including average speed and
fuel consumption, fuel range and outside
temperature, and allows you to view Tyre
Pressure Monitoring (TPM) information
as well as data from the stopwatch of the
optional Sport Chrono Package. It also
reminds you of your selected communica ­
tion and audio set tings or displays the
map of the optional navigation system –
but only for the rare occasion you aren’t
on the racetrack.
Designed for high speeds.
Speed of travel and speed of thought.
Cockpit I 51

60 I Pit stop
Motorsport.
Competing for every hundredth of a
second and calling on over 60 years of
experience – that ’s Porsche Motorsport.
But what ’s our motivation? Everyone
who drives us forward with 100 % passion
and expertise – from the driver to the
engineer. On all racetracks in the world.
Everyone who shares the same dream,
a dream that has been a realit y for
generations: Ferry Porsche’s dream of
a car that ought to be just as capable
of winning as it is suitable for everyday
use. And has so far led to more than 30,000 racing victories. Take, for exam
­
ple, the Porsche 956 – one of the most
successful race cars of all time. Not
to forget the other cars that promise
the very same potential, such as the
911 GT3 RSR or the 911 GT3 Cup.
Two racing machines that have proven a
success in circuit and endurance events.
As successful as the entire brand, Porsche
Motorsport has so far built more than
3,000 race cars, over 1,000 of which are
still in use today. They appear at the
lowest amateur levels and line up at the very pinnacle of the sport, competing

in US GT races and in over 19 one ­make
championships, including the Porsche
Carrera Cup Germany and the Porsche
Mobil 1 Supercup. New destinations
await, not least the 24 Hours of Le Mans
in 2014. A protot ype newly conceived
from the ground up is set to take to the
grid with a view to extending the run
of 16 outright wins at the Sarthe circuit.
For Porsche, however, what matters even
more than a place on the winners’ podi ­
um is how much experience is gained, as well as the ideas and visions that the
race inspires. All findings from the race
­
track are transferred into series produc ­
tion as design and test principles. Our
exhaust turbocharging or double ­clutch
transmission technologies are t wo exam ­
ples. This proximit y bet ween the race ­
track and the road is unique. It lets every
Porsche customer take part in the race –
directly or indirectly. It lets the customer
feel what drives us. Yesterday, today
and tomorrow: Spirit. Vision. Principle.
For all those who are not thinking about the 7:30 early flight to London.
And are thinking instead about lap times on the Nürburgring.

Pit stop I 65
Customer driver support.
Your Porsche race car can be sourced
directly from the Porsche Motorsport
department either at the development
centre in Weissach or at Porsche Motor­
sport North America, Inc. We can also
provide you with all the support you
need, both at home and overseas, if you
wish to have your race car modified, and
can also supply spare parts to teams
wherever they are in the world. But that ’s
not all: the Motorsport department is
also your source for parts, kits and
accessories for your Porsche, as well
as advice on race regulations.
Support at the racetrack.
Each year, Porsche is present at more
than 100 races throughout the world.
Race engineers can advise you on set ting
up your car for the specific demands of
individual circuits. Options range from
gearbox ratios and aerodynamics to the
full range of suspension set tings. Porsche
technicians will also assist you in the
unlikely event that you encounter tech­
nical problems. On some races, we can
even provide you with your own team
of Porsche mechanics and, should you
need to replace a non ­wearing part
during a race weekend, you can source
it directly from the Porsche service
trucks that at tend various events.
Hospitality for Porsche Motorsport guests.
Porsche Motorsport guests can always
look forward to exceptional hospitality
at all Porsche one­make championship
events. The Porsche hospitality area
provides a relaxing alternative to the
adrenalin ­fuelled action on the racetrack.
Exclusive yet welcoming, it includes an
attractive programme of Porsche ­themed
activities.

Technical data I 9190 I Technical data
Engine
C y linders6
Displacement 3,79 9 c m
3
Max. power (DIN)
at rpm 350 kW (475 hp)
8,250
Max. torque
at rpm 440 Nm
6,250
Induction Direct fuel injection (DFI)
Transmission
LayoutRear­wheel drive
Gearbox 7­speed Porsche Doppelkupplung (PDK)
Chassis
Front axle McPherson strut suspension
Rear axle LSA multi­link suspension
Steering Variable steering ratio, power­assisted, electromechanical
Turning circle 11.1 m
Brakes Six­piston monobloc aluminium fixed brake calipers
at front and four ­piston units at rear, composite brake
discs internally vented and cross ­drilled
Chassis
Vehicle stabilit y system Porsche Stability Management (PSM)
t wo­stage (ESC OFF, ESC+TC OFF)
Anti ­lock braking system ABS 8.0 (integrated into PSM)
Standard wheels Front: 9 J x 20 ET 55
Rear: 12 J x 20 ET 47
Standard tyres Front: 245/35 ZR 20 (sports t yres)
Rear: 305/30 ZR 20 (sports t yres)
Weights
Unladen weight (DIN) 1,4 3 0 k g
Unladen weight EC
1)1,5 05 k g
Permissible gross weight 1,720 k g
Performance
Top speed 315 k m / h
Acceleration 0 –100 km/ h 3.5 secs
Acceleration 0 –160 km/ h 7.5 secs
Acceleration 0 –200 km/ h 11.4 secs
Fuel consumption/emissions2)
Urban in l/100 km 18.9
Extra urban in l/100 km 8.9
Combined in l/100 km 12.4
CO
2 emissions g/km 289
Efficiency class3)
Efficiency class (Germany) G
Ef ficiency class (Switzerland) G
1) Weight is calculated in accordance with the relevant EC Directives and is valid for vehicles with standard specification only. Optional equipment increases this figure. The figure given includes 68 kg for the driver and 7 kg for luggage.2) Data determined in the NEDC (New European Driving Cycle) in accordance with the Euro 5 (715/2007/ EC, 692/2008/ EC and ECE ­R 101) measurement method. The figures do not refer to an individual vehicle nor do they constitute part
of the of fer. They are intended solely as a means of comparing dif ferent t ypes of vehicle. Fuel consumption calculated for vehicles with standard specification only. Actual consumption and per formance may var y with items of optional
equipment. A vehicle’s fuel consumption and CO
2 emissions depend not only on its ef ficient use of fuel but also on driving st yle and other non ­technical factors. The latest Porsche models with petrol engine are designed to operate on
fuels with an ethanol content of up to 10 %. You can obtain further information about individual vehicles from your Porsche Centre.
3) Valid in the countries listed only.
Tyre identification
Ty r e t yp e SizeFuel efficiency class/
rolling resistanceWet grip class
External rolling noise*
class
External rolling noise
(dB)
Sports t yres (S) 245/35 ZR 20GA 69
Sports t yres (S) 305/30 ZR 20EA 72
Dimensions/aerodynamics
Length 4,545 mm
Width
(including exterior mirrors) 1,852 mm (1,978 mm)
Height 1, 269 m m
Wheelbase 2,457 m m
Luggage compartment
volume (German Car
Manufacturers’ Assoc.) 125 l i t re s
Tank capacity (refill volume) 64 litres
Drag coef ficient 0.33
For logistical and technical reasons relating to the production process, we are unable to accept orders for a particular make of t yre.
* Quiet rolling noise, Moderate rolling noise,
Loud rolling noise.