2013 PORSCHE 911 GT3 engine

Pole position 6
The new 911 GT3 8
Aerodynamics and design 12
Thrust 16
Engine 18
Tra n s m i s si o n 24
Ideal line 28
Chassis 30
Reserves 38
Active safety 40
Passive safety 42
Cockpit 46
Interior 50
Pit stop 58
Motorsport 60
Environment 70
Character 74
Personalisation 76
Panorama 84
Limits pushed 86
Summary 88
Technical data 90
Index 92

8 I The new 911 GT3
The new 911 GT3.
The limit is apparently the most exhila­
rating place to be these days. The final
square centimetres have yet to be
explored here. This may be where others
turn back but, for us, it is only just the
beginning – the start of a journey
towards new sport y destinations. Indeed,
t wo hundredths of a second are worlds
apart. So let ’s get going. In the new
9 11 G T 3 .
The first item on our journey checklist is
an engine that delivers greater power,
An eight-thousander
among sports cars.
drives faster and maintains composure
even in the red zone. The innovative
high ­revving flat ­six engine of the new
911 GT3 peaks at 9,000 rpm and
exploits its 3.8 ­litre capacit y to generate
a power output of 350 kW (475 hp).
A glance at the stopwatch reveals
3.5 seconds from 0 to 100 km/ h. This
makes the new 911 GT3 an even faster
sprinter than its predecessor – by point
six of a second to be precise. In motor ­
sport, that ’s half an eternit y. Top speed
isn’t reached until 315 km/ h. While speed can propel you to the limit, it
isn’t enough to keep you there. There has
to be plent y of potential kept in reserve
for every corner. Direct with no detour.
Safe with no hesitation.
The core competencies of Porsche were
exactly what we needed, as well as the
imaginativeness of our engineers. The
result is a chassis that has been adapted
specifically for the racetrack and, with
rear
­axle steering fit ted as standard,
delivers increased agilit y even on every ­
day journeys.
For fuel consumption, CO
2 emissions and efficiency class, please refer to page 91.

The new 911 GT3 I 11
For the first time, 7­speed Porsche Dop ­
pelkupplung (PDK) is fit ted as standard,
with short ratios designed exclusively for
the 911 GT3. The shift throws of the
gearshift paddles on the steering wheel
are even shorter and gear changes are
even more dynamic so as to provide
even better acceleration.
The rear of the new 911 GT3 is 44 mm
wider than that of the previous model. In
addition, the track at the rear axle has
been widened by 31 mm, which improves
lateral dynamics. The addition of 100 mm
to the wheelbase has significantly
increased driving stabilit y. Fit ted as
standard, Porsche Torque Vectoring Plus (PT V Plus) helps to ensure even greater
stability when cornering, while rear
­axle
steering provides extraordinar y agilit y
and more dynamic overtaking manoeu ­
vres on the racetrack.
The new 911 GT3 explores the lower
limit in terms of fuel consumption
thanks to intelligent technologies such
as PDK, DFI and a low vehicle weight.
All in all, the new 911 GT3 is a precision
instrument, giving you everything you
could need to push your own boundaries.
Indeed, part of the brief for our engineers
was to build a manageable sports car
that feels at home on the racetrack, yet can be taken to brand new sport y
destinations by drivers who aren’t able

to tackle the Northern Loop of the
Nürburgring day in day out.
The new 911 GT3 preserves tradition for
the future – a principle that the 911 has
embodied for 50 years. It aims to push
the boundaries of what is possible, on
each new day.
For fuel consumption, CO
2 emissions and efficiency class, please refer to page 91.

12 I The new 911 GT3
Aerodynamics and design.
Clear rules apply at the limit. One of
them being that a sport y design alone is
not enough. Each detail must also serve
a particular function.
The new front end has further improved
the aerodynamics of the centre radiator.
This is revealed to the eye by the custom ­
ary 911 GT3 air outlet to the front of the
luggage compartment lid. Together with
the wider front spoiler lip, it provides
much more downforce at the front axle.
All cooling air openings are protected by
titanium ­coloured air intake grilles. These are an indication of what lies at the
centre of the concept: motorsport.
Bi
­Xenon headlights are fit ted as stand ­
ard. Their design is reminiscent of
Porsche motorsport classics. Sleek
direction indicators, daytime running
lights and position lights boasting LED
technology create that contemporary
contrast. LED headlights are also
available as an option.
The mirror base of the SportDesign
exterior mirrors reflects the v ­shaped
st yling of the wheel spokes and air
intake opening in the front end. Three words sum up the rear: wider,
sleeker, sharper. LED taillights emphasise
the horizontal contouring of the rear.

The central t win tailpipe of the sports
exhaust system is painted black.
From afar, the fixed rear wing visibly
distinguishes the 911 GT3 from a 911.
The wing, wing uprights and rear lid are
made of a light weight synthetic material.
The ram ­air collector intake is now a
single unit.
That ’s the downforce and engine air
induction prerequisites fulfilled. The
aerodynamics have also been enhanced by the new underbody panelling with
diffuser function at the rear. The result is
considerable downforce for considerable
driving stabilit y and a drag coefficient

of 0.33.
The new 911 GT3 has an even sturdier
and safer stance on the tarmac. Nowhere
does it feel more at home than at the
limit.

Engine.
Located just above the tarmac and posi­
tioned low down in the rear is the newly
developed water ­cooled six ­cylinder alu ­
minium engine with four valves per cylin ­
der, VarioCam and a separate engine
oil tank.
This high ­revving concept promises excep ­
tional
power. The engine has a maximum
speed of 9,000 rpm.
Maximum torque
of 440
Nm is available at 6,250 rpm and
maximum power output is
produced
at 8,250 rpm. Particularly light weight
Two hundredths of a second are worlds apart.
What are we waiting for?
titanium connecting rods facilitate the
unit’s impressive rpm capability.
The engine taps into its capacit y of
3.8 litres to generate a maximum power
output of 350 kW (475 hp). This corre ­
sponds to a power output per litre of
92 kW (125 hp). The new 911 GT3 tears
acceleration limits asunder: it sprints
from 0 to 100 km/ h in just 3.5 seconds –
0.6 seconds faster than its predecessor.
The 200 km/ h mark is also reached
0.9 seconds sooner, after precisely
11. 4 s e c o n d s .
How is that possible? Thanks to a weight
­
to ­power ratio of only 4.1 kg / kW
(3.0 kg / hp), a great deal of fine ­tuning
and the short transmission ratios of
Porsche Doppelkupplung (PDK). These
increase torque and acceleration potential
in all seven gears. Limits? The new
911 GT3 accepts that only the other side
of the 315 km/ h mark is beyond its reach.
Direct fuel injection (DFI), fitted in a
911 GT3 model for the first time, makes
a decisive contribution to the efficiency
of the engine – and its power output. It does it with millisecond precision and

a pressure of up to 200 bar for optimum
mixture formation and combustion in the
combustion chamber.
For fuel consumption, CO
2 emissions and efficiency class, please refer to page 91.

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VarioCam.
The upgraded VarioCam system is an
engine timing concept that distinguishes
bet ween various engine speeds and
load states so that timing can be adapted
to suit the current power demand. It
regulates not only the adjustment of the
intake camshafts but also the exhaust
camshafts in order to deliver increased
power and torque.
Adjustments are controlled imperceptibly
by the new electronic engine manage ­
ment. The results are extremely smooth
running, better fuel economy, low emis ­
sions and, above all, high power and
torque across the entire engine speed
range.
Dry-sump lubrication.
The engine oil supply is vital at the limits
of sporty performance, especially
in the presence of the powerful lateral
and longitudinal forces that can be
experienced on the racetrack.
Two oil scavenge pumps per cylinder
head and t wo scavenge pumps in the
crankcase return the engine oil quickly
and efficiently to the external tank.
In conjunction with the electronically
controlled oil pressure pump, this means
that the engine has a reliable supply
of oil to the crankshaft drive and both
cylinder banks. The new 911
GT3 is factory ­filled with
Mobil 1 fully synthetic high ­performance
oil. The excellent lubrication properties of this oil ensure a reliable cold start, even
at ver y low temperatures, and contribute
not least to the durabilit y of the engine.

1. Cylinder head
2. Intake camshaft
3. VarioCam intake and exhaust
camshaft controller
4. Timing chain
5. Valve spring
6. Intake valves
7. Follower
8. High-pressure injector
(direct fuel injection)
9. High-pressure pump
(direct fuel injection)
10. Crankshaft
11. Cylinder with Alusil liner surface
12. Forged aluminium piston

13. Forged titanium connecting rod
14. Variable intake manifold
15. Resonance flap
16. Electronically controlled
throttle valve
17. Air-conditioning compressor
18. Water pump
19. Water thermostat

20. Separate engine oil tank
(dry-sump lubrication)
For fuel consumption, CO2 emissions and efficiency class, please refer to page 91.
911 GT3: 350 kW (475 hp) at 8,250 rpm, 440 Nm at 6,250 rpm
360
340 320
300 280260 240
220
200 18 016 0
14 0
120 10 0 8060
40
1000 15 0 02000 25003000 35004000 45005000 55006000 65007000 7500 80008500 9000 950010000 520
500
480 460
440 420
400 380360
340 320
300 280260 240
220
200
Torque (Nm) Power (kW)
Engine speed (rpm)
440 Nm
350 kW (475 hp)
20 I Thrust

Intake manifold.
In interaction with the sports exhaust
system, the plastic variable intake manifold
helps to ensure efficient gas cycles and
high throughput.
To guarantee high torque and power
across a broad engine speed range,
the conventional distributor pipe in the
new 911 GT3 is supplemented by a
resonance pipe with resonance flap. This is opened or closed depending on
the engine speed. For optimum cylinder
charge.
This results in an impressive torque
curve, a high maximum torque and
ultimate power output across a broad
engine speed range.
Sports exhaust system.
The sports exhaust system of the new
911
GT3 has t wo front silencers, t wo
catalytic converters and one rear silencer,
which discharges into the central twin ­tract
tailpipes. The large volume of the exhaust
system reduces exhaust backpressure and
thus increases power output.
The t wo Lambda sensors of the stereo
Lambda control circuitry regulate the composition of the exhaust gas separately
in each exhaust tract, while another

pair monitors pollutant conversion in the
respective cataly tic converters.
Thrust I 23
For fuel consumption, CO2 emissions and efficiency class, please refer to page 91.

Porsche Doppelkupplung (PDK).
It ’s the year 1984. Porsche unveils the
962 and a turbocharged flat­six engine
capable of producing 500 kW (680 hp).
It ’s a racing car intended to push through
existing limits and write its own motor ­
sport histor y.
Now ­legendar y victories were to follow
in Le Mans 1986 and 1987, introducing
Derek Bell, Hans ­Joachim Stuck and
Al Holbert in a C version of the 962.
A secret of its success was the double ­
clutch transmission that Porsche had
Motorsport history can be written in 60 years.
Or in milliseconds.
been continually refining since the 1960s.
In the Porsche 962C, it enabled extreme ­
ly fast gear changes, shaving off seconds
in motorsport and minutes in the 24 ­hour
race.
The subsequent transfer from the race ­
track to series production was equally
successful. Today, Porsche Doppel­
kupplung (PDK) is set ting standards on
the road, with gear changes that take
place in milliseconds and with no inter ­
ruption in the flow of power to provide
faster acceleration and low fuel con­
sumption. And yet our engineers still were not

satisfied – at least, not with the develop ­
ment of the new 911 GT3. So they
pushed the limits once again. Their goal
was to produce a transmission with gear
ratios specific to the 911 GT3 and with
a 50 % reduction in shift throw on the
even crisper and more dynamic gearshift
paddles. The result was a PDK perfectly
tuned to match the 3.8 ­litre engine. This
is the first time that it has been fit ted in
a 911 GT3, and it comes as standard. Goal achieved. Racing feel included,

with seven performance ­oriented gears
where even 7th gear has a sports ratio
engineered for maximum speed. Manual
operation of the 911 GT3 ­specific gear
selector is based on the established
motorsport principle: back to shift up,
forward to shift down.
Thrust I 25