911 GT3: This is how the Porsche drives with the mega spoiler

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This is how the Porsche drives with the mega spoiler

Most buyers of a Porsche 911 GT3 drive their car on the racetrack, it is said. One can only hope that the claim is true: Because this car hardly belongs on the normal road anymore.

A.The engineers at Porsche have never lacked ideas: There were a total of 23 variants of the last 911 model. A similar variety should make the choice difficult for the new generation. Two fundamentally different high-performance variants have their premiere in the summer.

While the new Porsche Turbo is still a while in coming, the GT3 was ready for test drives. If you will, it’s a sports car of the purest water – no all-wheel drive, no turbo, just a great engine and endless traction on the rear axle.

Like the standard 911, you could say, but with the GT3 everything is not only much, much stronger, you can also feel on every meter that this car is the base vehicle for the 911 in racing.

120 kilograms of downforce on the rear axle

The very conspicuous rear spoiler already suggests something like that, but the rigid, towering part above the bonnet has far more tasks than just looking good: While most rear spoilers only manage to reduce the lift on the rear axle a bit, the GT3 is an output car.

When it reaches the top speed of 315 km / h, says Andreas Preuninger, Porsche’s engineer responsible for all GT vehicles, the rear axle load is increased by 120 kilograms.

The top speed is not the measure of all things in a sports car, especially not in one that is supposed to be suitable for a racing car. Porsche test driver Timo Kluck says, for example, that he never looks at the speedometer, except at the tachometer.

This is also easier, especially in the 911, because the tachometer is traditionally the largest of the five round instruments and is also in the middle, right in the field of vision. The smaller speedometer to the left is hardly noticeable, however.

The motor reaches 9000 revolutions

At least it is difficult to pay attention to the traffic (very important with such a car), the rev counter and the speedometer at the same time. Usually a look at the road is enough, but especially with the GT3 you have to take a close look at the largest round instrument at least once.

Because the 3.8-liter boxer engine in the rear, which has been upgraded to 475 hp, now turns up to 9000 rpm, and when you switch the dual clutch transmission to sport mode, the engine not only cheers right down to the limiter, but also stays there with a slight stutter, without shifting up a gear as if by magic.

You can experience this when accelerating from a standing start in first gear, but it is more fascinating in the higher gear ratios, where it is not quite as fast (0-100 in 3.5 seconds).

So you wait for a vacancy on the autobahn, shift the steering wheel paddles back from seventh to fifth gear and give full throttle.

There is no longer a clutch pedal

Okay, first a word about switching for the experts. GT3, that used to be not only no all-wheel drive and no turbo, but also no automatic. Now Porsche has decided to use the double clutch transmission as standard. Strictly speaking, it’s not automatic either, but that’s how it is usually felt – because you don’t have to use the clutch and because you can also leave the shifting of gears to the electronics.

So is the GT3 softened? You can see it this way and that. On the one hand, the double clutch increases comfort and weight (plus 20 kilograms), both of which are not so beneficial for a sports car. On the other hand, Preuninger says: “At Porsche, we all like to switch gear by hand. But we prefer to be the fastest. "

That means: The double clutch in the GT3 is not just any double clutch. But one that can change gears in no more than a tenth of a second, even under full acceleration. Even back from second to first gear when you are braking hard into a very tight corner. It’s impressive: the technology here is significantly more advanced than humans.

So on the autobahn you go back to fifth gear with the shift paddles on the steering wheel, the left lane is free and your right foot lowers against the floor pan. You have to like what comes next, especially in today’s world when even the smallest engines are equipped with turbochargers. Because the first thing you notice in the GT3 is what is missing.

The acceleration just doesn’t end

It’s the kick in the back that turbo engines love to hand out. Such behavior is completely alien to the naturally aspirated engine in the GT3. It draws power and torque from revs. It does not call up its 475 hp until it reaches 8250 rpm, and the maximum torque of 440 Newton meters is only available at 6250 rpm.

So the GT3 is now not brute faster, but more impressive because its acceleration is equally strong and never seems to want to end. The 6000 revolutions have been reached, you could shift, but you don’t want to.

Because in addition to acceleration, you can now also experience the work of the sound engineers. It’s a bright, distinctive sound, you could call it a sawing, but never a screeching. And at 7400 rpm, a resonance valve opens somewhere in the throng of the engine.

Of course it is only intended to better fill the cylinder, but as if by chance it also increases the tone again. If you try to follow test driver Timo Kluck on the country road, you can also experience it from the outside: He shifts down every nod to second gear and says: "I’m just addicted to this sound."

7:25 minutes on the Nordschleife

That is understandable, even if the sound of the engine has to defend itself on the motorway against the increasing wind noise. The tachometer needle has now passed the 8000 mark. If you just imagine: the crankshaft rotates 8000 times per minute, how madly the pistons race up and down, and it still goes on.

8500, 8800, 9000 – as agreed, the programmed interruptions in the spray supply put an end to the hustle and bustle, and now the traffic is getting thicker again, it is time to brake.

The passenger is satisfied, he asks how fast the journey has now been. No, you couldn’t pay attention to that, but what are experts for??

Kluck, the fastest driver who achieved an unbelievable lap time of 7:25 minutes on the Nordschleife of the Nurburgring with the GT3 (15 seconds less than with the previous model), so this Kluck doesn’t know because he doesn’t care.

The rear wheels now also steer

But Andreas Preuninger can help. The chief engineer briefly turns his gaze to the sky, thinks briefly, mumbles something, mentally goes through the gear ratios, and then he has it. "270", he says, "probably a little more on the speedometer, but real 270."

Yes, the GT3 is the basis for a racing car. There is rotation and rotation, and there is no messing around with translations that are too long. Even seventh gear is not overdrive, but only reaches the top of 315 km / h.

But that’s not really important. The important thing is how the car can be steered, how it accelerates out of corners when you shift down when exiting a corner. You can really only describe it with one word: precise.

Until the rear axle gets restless when exiting the curve, you have to overdo it on the accelerator, and the steering of the GT3 is in a class of its own. The new rear-axle steering certainly helps him: up to a speed of 80 the rear wheels steer in the opposite direction to the front wheels, at higher speeds they behave parallel to the specifications from the front (always up to 1.5 degrees steering angle).

High consumption and larger tank

This results in a virtual change in the wheelbase, i.e. the distance between the axles. Up to 80 km / h it becomes a little shorter, which makes the car more agile; from 80 km / h, it becomes longer and makes the car more stable on the road.

You could fill a book with all the detailed technical solutions, and you would be impressed by the ease with which they all have only one goal: to make the car faster.

In fact, the consumption has also changed a bit, but the fact that the new GT3 now needs 0.2 liters less Super Plus with 12.4 liters according to the standard can confidently be booked as a coincidence.

The 911 Carrera S has 400 hp and a standard consumption of 9.6 liters. Efficiency was very important, with the GT3 that was not in excess – instead, they simply gave it a larger tank, 90 liters instead of 60 liters.

The car is fascinating and borderline at the same time

In the end, two things can be ascertained, namely first: The 911 GT3 is just as suitable as an object of hatred as it is a car of longing. And secondly, one can only hope that Porsche’s claim that 80 percent of all GT3 customers drive the car on circuit tracks may be true.

Because the car is fascinating on the road, but also pretty borderline. However, its price of 137,303 euros will prevent the Porsche 911 GT3 from becoming a nuisance.

"world"-Reporter Stefan Anker regularly tweets spontaneous car news and observations from everyday driving and testing and is pleased if you are here click and follow him. Or check out his Facebook page past.

The trip to the presentation of the 911 GT3 was supported by Porsche. You can find our standards of transparency and journalistic independence at www.axelspringer.de/unabhaengigkeit

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