Latest 992 GT3 pictures reveal diffuser and foil
Discussion
The latest spy shots taken from the Nurburgring in the last few days reveal the final detailing on the lower diffeuser panel below the exhaust box (which has been missing on all mules until now). They are rumoured to start a lot futher back down the chassis and become deeper towars the rear bumper valence ending with a flick.
Also you can mow see the rear spolier blade is more sculptured with what appears to be a gurney flap.
This is the first time I believe we see the car on these wheels but from what I am told they are not the final production wheels (the final wheels are almost idendical to the 718 GT4 production wheels but forged with slightly less rounded edges to the spokes and in 20 and 21" fitments to fit the new 255 and 305 width Cup2 tyres and offers from Dunlop and Goodyear).
Information Ive been told is the car finishes European circuit testing in the before next month and moves to hot/cold climate testing from October. There is no doubt the car will be ready for Geneva launch in March 2020.
Also you can mow see the rear spolier blade is more sculptured with what appears to be a gurney flap.
This is the first time I believe we see the car on these wheels but from what I am told they are not the final production wheels (the final wheels are almost idendical to the 718 GT4 production wheels but forged with slightly less rounded edges to the spokes and in 20 and 21" fitments to fit the new 255 and 305 width Cup2 tyres and offers from Dunlop and Goodyear).
Information Ive been told is the car finishes European circuit testing in the before next month and moves to hot/cold climate testing from October. There is no doubt the car will be ready for Geneva launch in March 2020.
This forum software is so out-dated. Ading pictures becomes a hassle. Please see link below for the remianing 10 or more images...
https://www.autogespot.com/porsche-992-gt3/2019/08...
https://www.autogespot.com/porsche-992-gt3/2019/08...
Also latest Touring version looking almost complete.
https://www.carscoops.com/2019/08/2020-porsche-911...
https://www.carscoops.com/2019/08/2020-porsche-911...
A few of you are forgetting your Porsche roots. The 911 always had a squared of front hood edge and creases on the upper part of the hood. Untill the 996 that is! If anything the 992 is trying to move back to the classic hood line and the hood creases which made their reappearance on the 991.1 GT3RS are now part of the standard range....
The 992 GT3 is still largely in camo so the final look is not yet revealed. To my eyes at least I think its going to look great. Wider and more agressive and although right now the rear wing looks odd I beleive in the final production examples it will look very impressive and given its function is supposedly noticeably improved I look forward to seeing how this new GT3 compares with my 991.2 on the track.
Hopefully being in a non EU country Im hoping the GPF will be ommitted (as is the case for the Speedster for our market) so will not have to contend too much with the reduced volume issue that some predict.
Its natural to defend the car you have already spent your money on. I was one of the first in the RHD world to take delivery of my 991.1 GT3 from the factory in Nov 2013 (documented in my trip notes on here). At that time everyone was very strong about the looks of the car (too big they said, too wide, doesnt sound the same, looks too modern, wheres the rawness). Dont even mention the PDK as alot of people were filthy on it. Today everyone thinks a PDK 991.2 GT3 is just ace. Effectively its the same car. The motor noters no longer diss the car because it has PDK (even though it not the only option any more).
I find Porsches evolution of the GT3 exciting. I use the car mostly on the track not to look at. Ive had most GT3 from 993RS but excluding 997 generation. Every evolution is better than the last for the most part but of course there are always a few things I wish they could have kept (aircooled engine sounded nicer and you could see it in the engine bay, I like the lighter weight of the 996 GT3 and the 997 GT3 had a nice meaty clutch.
Im willing to wager if we come back to this thread in 3 years time more than 50% of those claiming their current 991.2 GT3 is a "keeper" will have passed it on for a 992 GT3/RS. I love my .2 GT3 manual clubsport PCCB lift car but Im not blinkered. Untill I read, hear or learn something fundamentally worse about the 992 GT3 than the car I own Ill continue to look forward to its release and getting my allocation delivered.
Just about every thread on this board becomes a discussion on price and it looks like this one is going the same way...
The 992 GT3 is still largely in camo so the final look is not yet revealed. To my eyes at least I think its going to look great. Wider and more agressive and although right now the rear wing looks odd I beleive in the final production examples it will look very impressive and given its function is supposedly noticeably improved I look forward to seeing how this new GT3 compares with my 991.2 on the track.
Hopefully being in a non EU country Im hoping the GPF will be ommitted (as is the case for the Speedster for our market) so will not have to contend too much with the reduced volume issue that some predict.
Its natural to defend the car you have already spent your money on. I was one of the first in the RHD world to take delivery of my 991.1 GT3 from the factory in Nov 2013 (documented in my trip notes on here). At that time everyone was very strong about the looks of the car (too big they said, too wide, doesnt sound the same, looks too modern, wheres the rawness). Dont even mention the PDK as alot of people were filthy on it. Today everyone thinks a PDK 991.2 GT3 is just ace. Effectively its the same car. The motor noters no longer diss the car because it has PDK (even though it not the only option any more).
I find Porsches evolution of the GT3 exciting. I use the car mostly on the track not to look at. Ive had most GT3 from 993RS but excluding 997 generation. Every evolution is better than the last for the most part but of course there are always a few things I wish they could have kept (aircooled engine sounded nicer and you could see it in the engine bay, I like the lighter weight of the 996 GT3 and the 997 GT3 had a nice meaty clutch.
Im willing to wager if we come back to this thread in 3 years time more than 50% of those claiming their current 991.2 GT3 is a "keeper" will have passed it on for a 992 GT3/RS. I love my .2 GT3 manual clubsport PCCB lift car but Im not blinkered. Untill I read, hear or learn something fundamentally worse about the 992 GT3 than the car I own Ill continue to look forward to its release and getting my allocation delivered.
Just about every thread on this board becomes a discussion on price and it looks like this one is going the same way...
Here is the latest video of the touring 992 GT3 Touring testing at the Nurburgring a few days ago. Have to say the car to my ears sounds very good given the GPF etc
https://www.youtube.com/watch?v=bPo1S8pSFPo&fe...
https://www.youtube.com/watch?v=bPo1S8pSFPo&fe...
The .1 RS has the same funamental engineering flaw.
The hyraullic lash adjusters/tappets "pump down" over 8600 and cant maintain constant linear pressure against the cam lobes via the rocker arms. This causes the scoring. They tried DLC coated cam lobes to address the issue and it was a band aid. The MA175 GT3 engine (.1) later recieved same cams in the G series revision 2 replacement engines. By then Porshce had also changed the variable oil pump to the same one in the RS (higher duty cycle) as well as added oil feed passages in the heads and re calibrated the ECU software that created higher oil pressure as the revs increased. Unfortunately engines are still being replaced. I had 3 but some of my contemporaries who still own the car from new are on their 4th. Running the car in Sport Auto mode (9000 rpm shifts) will cause the engine to fail over time. I was running 12-15 days a year 6 x 15 min sessions hitting redline 8-9 times a lap so 120 times a session or 700 times a day and 8-9000 times a year.
The 991.1 GT3RS and 911R suffer the same design flaw but Porsche realised they were in a hole. They made the 991.1 RS rev to 8800 in 1st gear (it was originally designed to be a 9000 rpm engine like the .1 GT3 and there is an early unedited launch promo video that shows the 9000 limit!). In 2nd - 7th gears the rev limit is decreased to 8700, then 8650 - for the gears youd use on track mostly around 8600. This is easy to confirm if you have a Racelogic Can telemetric system fitted or a Aim Solo DL.
The 911R went one further and just limited the car to 8500 0r 8600 rpm full stop (I cant remember which).
By reducing the revs the hydraullic tappets can draw the oil they need fast enough to create constant tension for the follower when the lobe strikes. So the 991.1 GT3RS and 911R engines are reliable at the rpms they typically operate on track as stated above...
None of the above is fiction. As some on here will confirm I unfortunately know far more than I would like to have on this subject,
Sorry for the off topic. Im pretty sure we have covered this topic before in another thread in any case...
The hyraullic lash adjusters/tappets "pump down" over 8600 and cant maintain constant linear pressure against the cam lobes via the rocker arms. This causes the scoring. They tried DLC coated cam lobes to address the issue and it was a band aid. The MA175 GT3 engine (.1) later recieved same cams in the G series revision 2 replacement engines. By then Porshce had also changed the variable oil pump to the same one in the RS (higher duty cycle) as well as added oil feed passages in the heads and re calibrated the ECU software that created higher oil pressure as the revs increased. Unfortunately engines are still being replaced. I had 3 but some of my contemporaries who still own the car from new are on their 4th. Running the car in Sport Auto mode (9000 rpm shifts) will cause the engine to fail over time. I was running 12-15 days a year 6 x 15 min sessions hitting redline 8-9 times a lap so 120 times a session or 700 times a day and 8-9000 times a year.
The 991.1 GT3RS and 911R suffer the same design flaw but Porsche realised they were in a hole. They made the 991.1 RS rev to 8800 in 1st gear (it was originally designed to be a 9000 rpm engine like the .1 GT3 and there is an early unedited launch promo video that shows the 9000 limit!). In 2nd - 7th gears the rev limit is decreased to 8700, then 8650 - for the gears youd use on track mostly around 8600. This is easy to confirm if you have a Racelogic Can telemetric system fitted or a Aim Solo DL.
The 911R went one further and just limited the car to 8500 0r 8600 rpm full stop (I cant remember which).
By reducing the revs the hydraullic tappets can draw the oil they need fast enough to create constant tension for the follower when the lobe strikes. So the 991.1 GT3RS and 911R engines are reliable at the rpms they typically operate on track as stated above...
None of the above is fiction. As some on here will confirm I unfortunately know far more than I would like to have on this subject,
Sorry for the off topic. Im pretty sure we have covered this topic before in another thread in any case...
isaldiri said:
Macca, I fully agree none of what you mentioned is fiction and it's of course entirely accurate.
However, where I disagree is that the RS has a fundamental engineering flaw. You note that the .1 RS and R are reliable at the rpm they operate - engineering flaw about hydraulic tappets working correctly 9k revs or not, the cars are not being asked to do so any longer... As long as the cars are reliable under their operating window, a problem that then happens outside of that window isn't imo a flaw but something it's being asked to do that it isn't supposed to. if you revved the road car engine to RSR type rpm it's going to last RSR hours assuming it could even get there. That wouldn't be a design flaw either in my book....
P.S and long term I'll still like to see if the fixed valvetrain that allows the extra couple of hundred rpm in the .2 really never needs adjustment as there's pretty much no engine with that which doesn't require it....
You are absolutely correct and that was careless of me. The 991.1 GT3RS and 911R MA176 engines are reliable units as they stand in those vehicles.However, where I disagree is that the RS has a fundamental engineering flaw. You note that the .1 RS and R are reliable at the rpm they operate - engineering flaw about hydraulic tappets working correctly 9k revs or not, the cars are not being asked to do so any longer... As long as the cars are reliable under their operating window, a problem that then happens outside of that window isn't imo a flaw but something it's being asked to do that it isn't supposed to. if you revved the road car engine to RSR type rpm it's going to last RSR hours assuming it could even get there. That wouldn't be a design flaw either in my book....
P.S and long term I'll still like to see if the fixed valvetrain that allows the extra couple of hundred rpm in the .2 really never needs adjustment as there's pretty much no engine with that which doesn't require it....
Edited by isaldiri on Wednesday 21st August 10:37
Apologies as I always remeber the 991.1 GT3RS as the 9000 rpm car it was meant to be as I was following the cars developemnt very closely back before it was launched. The flaw prevented PAG from launching it in the specification they intended...
PS The thing people most confuse (because Porsche were needing to try and cover themselves here) was that this isnt really a 8800 rpm engine in the RS its actually an 8650 rpm engine (later down graded 100 rpm for the R). It revs only to the "headline" figure in first (a gear rarely used and never on the track). The gears used on the track (typically 3,4,5) are all rated at just over 8600 by the ECU....
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