2023 Porsche GT3 RS First Drive: You'll need a faster track and a better gym
’s door handles since the current, 992 generation’s electrically-operated door pulls were a no-go with carbon fiber.
The available Weissach package, pictured above in yellow, swaps in even more carbon fiber and magnesium wheels that alone shave 17.6 pounds of unsprung weight. Body panels are also left unpainted to better flaunt all that carbon.suddenly looks quaint when parked next to the aero-festooned RS. A regular 911 might as well be camouflaged.
From a chassis perspective, the GT3 RS pulls from the usual Porsche bag of tricks: PSM stability control, PASM adaptive suspension, rear-wheel steering with “special sports tuning” and the PTV Plus torque-vectoring differential. Typically, those are controlled by selecting a drive mode or through switches on the dash that provide two or three adjustment options. The GT3 RS introduces something new, however: three knobs join the carryover Drive Mode selector in orbit below the main wheel hub.
To set the car up ideally for a given track’s surface, the red PASM knob allows you to individually dial up or down by four levels each the amount of compression and rebound of the front and rear suspension. To set the car ideally to a track’s layout, the blue PTV+ knob allows you to dial up and down the amount of “Coast” and “Power,” or basically, how much you want the car to pendulum around its back end as a 911 is wont to do while still maintaining grip.
Sound complicated? It sure is! There’s no way in hell you want to be fiddling a dial through 66 possible settings and a find-me-a-math-major number of possible setup combinations while going 95 mph through a chicane. Maybe turning a dial or two could be possible on a straight, but these are really intended to be futzed with in the pits between lap sessions in order to dial in the car just right for the particular track in question, plus your personal tastes.
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