The clear focus of the aerodynamic development in the 911 GT3 RS was to generate as much downforce as possible. The total output is a whopping 860 kg at 285 km/h. This means that the new 911 GT3 RS generates twice as much downforce as its most recent (991 II) predecessor and three times as much as a current 911 GT3. The downforce benefits the driver with better driving quality and more lateral grip when cornering at high speeds.
This quantum leap come from the fact that the GT3 RS is equipped with Porsche Active Aerodynamics (PAA) for the first time in its model history. A drag reduction system (DRS) has also been fitted in a production Porsche for the first time.
For the first time ever in the 911 GT3 RS: Porsche Active Aerodynamics (PAA)
Porsche Active Aerodynamics (PAA) adapts the aerodynamic properties of the vehicle precisely to the driving situation, speed and selected driving programme. The basis for a significant performance boost is the concept of a central radiator – an idea that was first used in the Le Mans class-winning 911 RSR and subsequently in the 911 GT3 R. Instead of the three-radiator layout seen in previous cars, the new 911 GT3 RS relies on a large, angled centre radiator in the car’s nose, positioned where the luggage compartment is located on other 911 models. This makes room for active aerodynamic elements to be integrated into the freed-up space.
Here are the active aerodynamics elements in detail:
- Front: the adjustable wing elements on the sides of the front end consist of two parts – a main flap angled towards the underbody and a smaller upper flap at the end of the brake air duct. The flaps are controlled by electric motors.
- Rear: the upper plane of the double rear wing is also adjustable. Due to the high forces, the control here is hydraulic.
PAA can control the wing position instantly, automatically and continuously. This enables as much downforce as possible to be generated on the racetrack during high-speed manoeuvres with extreme lateral acceleration. The wing is adjusted synchronously. The control electronics make use of numerous vehicle parameters. In extreme areas, it can also limit downforce, ensuring that it does not exceed the load limit on the tyres, for example.
By default, the low downforce level is enabled. The wings are arranged flat here to facilitate the minimum cw value (0.39) and maximum speed (296 km/h). This level is particularly suitable for long straight lines on the racetrack as well as for everyday driving.
The high-downforce level automatically regulates the wing position according to the driving situation. This dynamic setup is designed to create as much downforce as possible. The aim is to achieve a very steep wing position so that the new 911 GT3 RS can unleash its maximum performance on the racetrack.
Useful functions on the racetrack: DRS and airbrake
The new 911 GT3 RS also has an automatic DRS function in the high-downforce level. This drag reduction system is derived from motorsport. The wings are arranged as flat as possible. In high downforce levels, for example, a higher speed can be achieved when driving straight ahead under full load.
The Auto-DRS function is activated when some parameters are met. Among other things, the speed must be above 100 km/h and the accelerator pedal must be depressed over 95 per cent. The driver can also activate DRS by pressing a button on the steering wheel if the system is authorised on the vehicle (for details, see the Interior section).
Airbrake is another feature that is particularly useful for racing. During an emergency braking from high speed, the front and rear wings are set to maximum. This generates an aerodynamic deceleration effect that significantly supplements and supports the braking power generated by the wheel brakes.
Aero wishbones, fins and sideblades: other aerodynamic features
Even the suspension comes in for aerodynamic attention. Because the wheel arches of the new 911 GT3 RS are subject to powerful airflows, the components of the double-wishbone front axle are designed with teardrop-shaped profiles. These aerodynamically efficient links increase downforce on the front axle by around 40 kg at top speed and are otherwise only used in high-end motorsport applications.
The holistic aerodynamics concept also encompasses many other features:
- the front end features a front splitter that divides the air flowing over and underneath. Sideblades accurately direct air outwards. Front wheel arch ventilation is provided via louvred openings in the front wings.
- Inlets behind the front wheels, in the style of the iconic Le Mans-winning 911 GT1 1998, reduce the dynamic air pressure in the wheel arches. Sideblades behind the intake ensure that the air is directed to the side of the vehicle. The aerodynamically optimised side indicators are attached to the sideblades.
- Air from the centrally positioned radiator flows out via large openings and air deflectors (nostrils) on the bonnet and is directed to the left and right. Additionally, fins on the roof direct the air outwards, ensuring cooler intake temperatures in the rear.
- The new 911 GT3 RS uses the openings in the rear side panel to improve aerodynamics and cooling during braking. The rear wheel arch also features an intake and a sideblade for optimised airflow.
- One prominent feature of the GT sports car is the swan-neck-supported rear wing, which is significantly larger in all dimensions. The area of the wing’s top and bottom surfaces is 40 per cent larger than its predecessor (991 II). The rear wing consists of a fixed main wing and an upper, hydraulically adjustable wing element. For the first time on a Porsche series production car, the upper edge of the rear wing is higher than the car’s roof.
- The fully panelled underbody has been fundamentally modified for the new 911 GT3 RS. This includes in particular the number and arrangement of the fins on the underbody.
- The rear diffuser comes from the 911 GT3 and has been slightly adapted.
