Porsche 2013 Porsche 911 GT3 официально!!!

шикарно!

 

PDK-only?

 

Чума )
Поршик держал интригу по конца )
Завтра на живую потрогаем )

 

Инферно!

 

Пока на английском

A legend re-born - new Porsche 911 GT3 unveiled in Geneva

• Purpose-built normally-aspirated 3.8-litre flat six engine develops 475 hp, rev limit 9,000rpm
• Seven-speed PDK double-clutch transmission with unique steering wheel paddle-shift
• Innovative active rear-wheel steering increases cornering agility and enhances high speed stability
• Acceleration from 0-62 mph in 3.5 seconds; top speed 196 mph
• Sub-7 min 30 secs lap time around Nürburgring-Nordschleife
• Available to order 4 March, priced from £100,540 – first UK RHD deliveries November 2013


The engine, transmission, body and chassis are entirely new, extending the breadth of ability offered by the previous 911 GT3 by an impressive margin. Together, they ensure that the proven characteristics of this track-inspired sports car are preserved, while also allowing more sophisticated day-to-day suitability – not to mention a highly emotional ‘fun factor’.

The powertrain of the new 911 GT3 comprises a 3.8-litre flat engine developing 475 hp (350 kW) at 8,250 rpm, a Porsche Doppelkupplung (PDK) double-clutch gearbox, and high-traction rear-wheel drive.

The six-cylinder engine is based on that fitted in the 911 Carrera S, but shares only a few common parts. All other components, particularly the crankshaft and valve train, were specially adapted or developed for the GT3. For example, Porsche is once again using titanium connecting rods attached to forged pistons. These basic modifications set the stage for an extreme high-revolution engine capable of reaching up to 9,000 rpm. The dual-clutch gearbox is another feature specially developed for the GT3, with characteristics inspired by the sequential gearboxes used in motor racing, thus granting the driver further benefits when it comes to performance and dynamics.

The new 911 GT3 is designed for further gains in precision and lateral dynamics throughout. Porsche is using active rear-wheel steering for the first time. Depending on the speed, the system steers in the opposite or the same direction as the front wheels, thereby improving agility and stability. Among the other new driving dynamics features are the electronically-controlled, fully variable rear differential lock, and the dynamic engine mounts.

The height, toe and camber of the newly-developed all-aluminium suspension is still adjustable. The new, 20-inch forged alloy wheels with central locking are used for optimal contact with the road. Traditionally, the 911 GT3 comes as a two-seater based on the lightweight body of the current-generation 911 Carrera. However, the front and rear part are always model-specific. For this latest generation, the 911 GT3 is 44 millimetres wider than a 911 Carrera S across the rear axle. Another clear identifying feature is the large, fixed rear wing. This makes a decisive contribution to the exemplary aerodynamics of the new 911 GT3, which combines low air resistance with a further increase in negative lift (downforce).

As a result, the new 911 GT3 once again sets fresh record performance values. At full acceleration from a standstill, 0-62mph is passed after just 3.5 seconds, and 124 mph in less than 12 seconds. The top speed of 195 mph is reached in seventh (and thus top gear) of the PDK transmission. The lap time on the Nürburgring-Nordschleife is even more impressive: the new 911 GT3 completed this track, commonly regarded as the most difficult in the world, in less than 7:30 minutes. While every Porsche is proven around the Nürburgring, this credential is particularly relevant for the new model as around 80 per cent of 911 GT3 customers also drive their cars on race tracks.


Completely new sports engine with high-revving concept
The Porsche Motorsport Department has an entirely new engine for the 911 GT3. This characteristic flat-six is a synthesis of the previous GT3 high-performance engine, the potential of which had been largely exhausted, and the new powertrain generation of the current 911 Carrera series. For instance, the new engine comes with typical motor sports characteristics, such as dry sump lubrication, a high-revving capability and forged titanium components. These are combined with cutting-edge technologies of production engines such as direct petrol injection, demand-controlled oil pump, and lightweight design and materials. The resulting engine weighs around 25 kg less than the previous unit, and exudes motor sports performance values, thanks to a power output of 125 hp/litre of displacement.

The structural changes to the base engine had one principal goal: to develop the characteristic high-revving concept of the 911 GT3 further still. High engine speeds enable high performance gear changes, whereby the revolutions remain in the range of maximum power after shifting up.

The consistent development focus made it possible to increase the maximum engine speed to 9,000 rpm, enabling the 911 GT3 to reach peak performance values among street-legal vehicles.

Valve control by rocker lever
The foundation for this outstanding performance is the low moving mass of the crankshaft and valve train. As with the previous model, the new 911 GT3 features forged aluminium pistons and forged titanium connecting rods. Forging these highly stressed components means that they are particularly strong, and yet lightweight. Furthermore, besides the hollowed valves, the new valve rocker arm control was a prerequisite for getting up to very high speed ranges. The low moving masses mean that the 911 GT3 engine also has unique speed dynamics with excellent response across the entire rev range.

The focus of the new development was the cylinder heads, which differ fundamentally from those of the base engine, and were specifically developed for the 911 GT3. To enable peak performance and engine speeds, the new cylinder heads feature large intake and exhaust ports, large valves, and separate valve control with rocker arm. Cooling and oil supply are also particularly powerful to account for the high loads.

The valve actuation via rocker arms with hydraulic valve clearance compensation is another unique feature. The concept embodied in the 911 GT3 engine originates from racing and allows very high engine speeds on the one hand, while the other cams with performance-oriented profiles permit large strokes and long valve opening times. The advantage of the rocker arm control is mainly in the low moving masses that allow high engine speeds, and the large contact area between the cam and rocker arm.

As was the case in the previous-generation engine, Porsche is once again using the variable valve control system VarioCam. The continuous angle adjustment of the camshafts allows both high torque and high performance levels, and contributes to the meeting of emissions laws. The vane adjuster is made of aluminium to reduce weight. Each cylinder head is equipped with an integrated actuator for one of the high-pressure pumps of the direct petrol injection system. Unlike the base engine, which is supplied by an axially-arranged high pressure pump, the new 911 GT3 therefore comes with two radially-driven high pressure pumps.

Porsche 911 GT3 Specifications*

Body: Two-seat Coupé; lightweight body in intelligent aluminium-steel construction with wings, doors, boot and bonnet lids made of aluminium; two-stage driver and front passenger airbags; side and head airbags for driver and front passenger.

Aerodynamics:

Drag coefficient cd: 0.33

Frontal area A: 2.036 m2

cd x A: 0,672

Engine: Water-cooled flat-six engine; aluminium engine block and cylinder heads; four overhead camshafts, four valves per cylinder, variable inlet valve timing (VarioCam); hydraulic valve lifter; direct petrol injection; one three-way catalytic converter per cylinder bank, each with two oxygen sensors; electronic ignition with solid-state ignition distribution (six active ignition modules).

Bore: 102.0 mm

Stroke: 77.5 mm

Displacement: 3,799 cm3

Compression ratio: 12.9:1

Engine power: 350 kW (475 PS) at 8,250 rpm

Max. torque: 440 Nm at 6,250 rpm

Power output per litre: 92.1 kW/litre (125 PS/litre)

Maximum revs: 9,000 rpm

Fuel type: Super Plus

Electrical system: 12 Volt; alternator 2,100 W; battery 95 Ah, 520 A.

Power transmission: Engine and transmission bolted into combined drive unit;

seven-speed Doppelkupplung (PDK) with controlled rear axle differential lock and PTV Plus.

Gear ratios PDK transmission

1st gear 3.75

2nd gear 2.38

3rd gear 1.72

4th gear 1.34

5th gear 1.11

6th gear 0.96

7th gear 0.84

Reverse 3.42

Final drive ratio 3.97

Clutch diameter: 202 mm/153 mm

Chassis: Front axle: strut suspension (MacPherson type, Porsche optimised) with wheels independently suspended by transverse links, longitudinal links and struts; cylindrical coil springs with internal dampers; electro-mechanical power steering.

Rear axle: multi-link suspension with wheels independently suspended on five links; cylindrical coil springs with coaxial internal dampers; active rear-wheel steering.

Porsche Active Suspension Management (PASM) with electronically-controlled dampers; two manually selectable maps.

Brakes: Dual-circuit brake system with separate circuits for front and rear axles; Porsche Stability Management (PSM); vacuum brake booster; electric duo-servo parking brake; auto-hold function.

Front axle: six-piston aluminium monobloc brake callipers, perforated and internally ventilated brake discs with 380 mm diameter and 34 mm thickness.

Rear axle: four-piston aluminium monobloc brake callipers, perforated and internally ventilated brake discs with 380 mm diameter and 30 mm thickness.

Wheels and tyres: front 9 J x 20 with 245/35 ZR 20; rear 12 J x 20 with 305/30 ZR 20

Weights: Unladen weight (DIN): 1,430 kg

Permissible gross weight: 1,720 kg

Dimensions:

Length 4,545 mm

Width 1,852 mm

Height 1,269 mm

Wheelbase 2,457 mm

Track widths: front 1,551 mm; rear 1,555 mm

Luggage compartment capacity: front 125 litres; rear 260 litres

Fuel tank capacity: 64 litres

Performance: Top speed 196 mph (315 km/h)

Acceleration: 0-62mph (0 -100 km/h) 3.5 secs

Fuel consumption (NEDC):

Urban 14.9 mpg (18.9 l/100 km)

Extra-urban 31.7 mpg (8.9 l/100 km)

Combined 22.8 mpg (12.4 l/100 km)

CO2 emissions: 289 g/km

Emissions class: Euro 5

 

красота!

 

http://www.youtube.com/watch?v=ECATvlRf3ls&feature=em-uploademail

спорт ПДК, быстрее и жесче. все 7 передач - разгонные. самая быстра по его словам коробка. оба лепестка на себя выключают сцепление. 475 лс -> 125 лс на литр, 9000 оборотов. 315 км/ч максимум, 11 сек до 200 кмч, быстрее gt3rs40 по рингу.
электроруль, но сильно перенастроенное - по ощущениям должно быть как в прошлом гт3.
полностью другая подвеска по сравнению с Карерой, нет PDCC, PTV.
20 дюймовые кованные диски.
задние колеса подруливают - электромотор с спец акамулятором. колеса подруливают в обратную сторону от передних - что эквивалентно уменьшению колесной базы на 20 см - гораздо более юркая машина в медленных поворотах.

 

Круть

Неужели RS тоже будет на pdk?...

 

Там в видео от EVO хорошо рассказывают про новые функции PDK - так что назад пути уже нет.

 

Огонь выглядит оч круто, но гораздо интереснее как сие чудо инструмент будет ехать

 

Выше в прессрелизе скромно анонсировали меньше 7:30 )))

 

http://www.porsche.com/microsite/911-gt3/usa.aspx?ws=1

 

Очень злобен в красном

 

А в Женеве Турбо и Турбо S не покажут?

 

Божественный

 

А RS, как правило, через сколько выходят после gt3?

Да и еще, кто что думает про подруливающие задние колеса, это же читерство нет?

 

идеальный.... ничего лишнего

 

Раскрас с полосками на Капе божественный . Можно и на ГТ3 такое пленкой замутить ессно кроме слова КАП )...
НУ и вообще ГТ 3 при своей жесткости наконец стал хорошой заменой и в городе для 911 s pdk. Пойдет как раз тем кто хочет поострее, к тому же не заставит тратиться на такие рюшечки - как общивка в кожу болтов под сиденьем и тд.

 

Нет ПП - неполноценная замена

 

Андрей. Я так понял ты уже мысленно готов менять.
Когда уже турбо будет