2013 PORSCHE 911 GT3 fuel

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.

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.

1
2
3
3
4
5
6
7
8
9
10
11
12
13
1415
15
16
17
18
19
20
1
2
3
3
4
5
6
7
8
9
10
11
12
13
1415
15
16
17
18
19
20
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

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.

Reserves I 43
Porsche Ceramic Composite Brake
(PCCB).
From the start, Porsche has been synony­
mous with motorsport. Ever since 1948,
we have pushed the boundaries of
dynamic performance on the racetrack.
We have taken the experience we have
gained and applied it directly to the road.
The optional Porsche Ceramic Composite
Brake (PCCB) is a fine example. In numer ­
ous race series, including the Porsche
Mobil 1 Supercup, it has been proven to
withstand the harshest demands of the
track.
Nevertheless, resting on our laurels isn’t
our st yle. That ’s why we have also adapt ­
ed PCCB dimensions to match the perfor ­
mance capabilities of the new 911 GT3. The cross
­drilled ceramic brake discs are
now 410 mm in diameter at the front
and 390 mm at the rear for even more
formidable braking performance.
The use of six ­piston aluminium mono ­
bloc fixed brake calipers on the front
axle and four ­piston units at the rear –
all finished in yellow – ensures extremely
high brake forces which, crucially, are
exceptionally consistent.
PCCB enables shorter braking distances
in even the toughest road and race
conditions. Excellent fade resistance

provides greater balance when slowing
from racetrack speeds.
The key advantage of PCCB is the
extremely low weight of the ceramic
brake discs, which are approximately
50 % lighter than standard discs of a
similar design and size. As well as
enhancing performance and fuel econ­
omy, this represents a major reduction
in unsprung and rotating masses.
This results in bet ter road holding and
increased comfort, particularly on uneven
roads, as well as greater agilit y and
improved handling.
Please note that circuit racing, trackday
use and other forms of performance
driving can significantly reduce the
service life of even the most durable
pads and discs. As with conventional high
­performance braking systems, we
recommend that all brake components
be professionally inspected and replaced
where necessary after every track event.
Driver and passenger airbags.
We use advanced airbag technology in
the form of full ­size driver and front pas ­
senger airbags, which are inflated in t wo
stages depending on the severit y and
t ype of accident (e.g. frontal or offset
frontal). In less serious accidents, the air ­
bags are only partially inflated, thereby
minimising discomfort to the occupants.
Porsche Side Impact
Protection System (POSIP).
POSIP, fit ted as standard, consists of
side impact protection beams in the
doors and t wo side airbags on each side:
an integral thorax airbag is located in
each seat side bolster and an upwards ­
inflating head airbag is incorporated
within each door.
Additional safety features include the
headrests which form an integral part of
each seat, an energy ­absorbing steering
column, three ­point seat belts with pre ­
tensioners and force limiters and energy ­
absorbing elements in the dashboard.