2014 PORSCHE 911 GT3 991 SERVICE MANUAL

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Service Information 2014 Technik Introduction 911 GT3 (991)

Important Notice: Some of the contents of this AfterSales Training brochure was originally written by Porsche AG for its rest-ofworld English speaking market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited for content. Some equipment and technical data listed in this publication may not be applicable for our market. Specifications are subject to change without notice.

We have attempted to render the text within this publication to American English as best as we could. We reserve the right to make changes without notice. © 2013 Porsche Cars North America, Inc. All Rights Reserved. Reproduction or translation in whole or in part is not permitted without written authorization from publisher. AfterSales Training Publications Dr. Ing. h.c. F. Porsche AG is the owner of numerous trademarks, both registered and unregistered, including without limitation the Porsche Crest®, Porsche®, Boxster®, Carrera®, Cayenne®, Cayman®, Panamera®, Speedster®, Spyder®, 918 Spyder®, Tiptronic®, VarioCam®, PCM®, PDK®, 911®, 4S®, FOUR, UNCOMPROMISED.® and the model numbers and the distinctive shapes of the Porsche automobiles such as, the federally registered 911 and Boxster automobiles. The third party trademarks contained herein are the properties of their respective owners. Porsche Cars North America, Inc. believes the specifications to be correct at the time of printing. Specifications, performance standards, standard equipment, options, and other elements shown are subject to change without notice. Some options may be unavailable when a car is built. Some vehicles may be shown with non-U.S. equipment. The information contained herein is for internal use only by authorized Porsche dealers and authorized users and cannot be copied or distributed. Porsche recommends seat belt usage and observance of traffic laws at all times.

Printed in the USA

Part Number - PNA 911 GT3 14

Edition - 9/13

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Foreword The new 911 GT3 (991) is an uncompromising high-performance Sports Car for the race circuit and a sporty companion in everyday life. No other vehicle masters the balancing act between sportiness and day-to-day usability better than the

The standard Porsche Doppelkupplung (PDK) is an absolute innovative development on the GT3, bringing the new GT3 even closer to its related model, the 911 GT3 Cup. For even greater agility and day-to-day usability, the new 911 GT3 comes with rear-axle steering, which helps to achieve more dynamic handling and a smaller turning circle. For the first time, direct fuel injection (DFI) is used for the on the GT3, ensuring lower fuel consumption and an even more spontaneous response. To achieve the high engine speeds of 9,000 rpm, the valves are activated via valve levers.

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911 GT3.

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Note The Service Information Technik is not intended as a basis for repairs or for diagnosis of technical problems. Information for repairs or diagnosis is available in the PIWIS workshop manual. Please also refer to the information offered by the Porsche

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Academy, which is being constantly expanded and updated.

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Table of Contents

1

General

1

Special features of individual assemblies

2

Vehicle inspection and maintenance for driving on race circuits

6

1 Engine 1.1 General

1 9

1.2 Technical data

10

1.3 Crankcase

10

1.4 Crankshaft

10

1.5 Belt drive

11

1.6 Pistons and connecting rods

11

1.7 Valve drive

12

1.8 Cylinder head

14

1.9 VarioCam

14

1.10 Oil supply

15

1.11 Dynamic engine mounts

18

2 DME engine electronics

19

2.1 General

19

2.2 Fuel system

20

2.3 Intake system

23

2.4 Mixture formation

27

2.5 Ignition system

29

2.6 Exhaust system

31

2.7 Additional DME functions

35

3 Power transmission

Maintenance related information

Engine

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0 Maintenance related information

DME engine electronics

2

Power transmission

3

37

3.1 General

37

3.2 7-speed Porsche Doppelkupplung (PDK)

37

3.3 Paddle Neutral

39

3.4 Controls and displays

39

3.5 Gearshift strategies and shifting times

41

3.6 Porsche Torque Vectoring Plus (PTV Plus)

46

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4.1 General

47

4.2 Wheelbase and track widths

49

4.3 Front axle

50

4.4 Steering

51

4.5 Rear axle

52

4.6 Rear-axle steering

53

4.7 Brake system

56

4.8 Wheels and tires

59

4.9 Front axle lift system

62

4.10 Control systems

63

5 Body Body

Body equipment, exterior

Body equipment, interior

5 6 7

47

65

5.1 General

65

5.2 Technical data

66

5.3 Body-in-white

66

5.4 Aerodynamics

67

5.5 Exterior mirrors

70

6 Body – Exterior equipment

71

6.1 General

71

6.2 Front view

71

6.3 Side view

73

6.4 Rear view

74

7 Body – Interior equipment

77

7.1 General

77

7.2 Steering wheel

80

7.3 PDK selector lever

81

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Chassis

4 Chassis

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83

8.1 2-zone automatic climate control

83

Heating and air conditioning

9 Electrics and electronics

85

9.1 Vehicle electrical system/energy management

85

9.2 Lighting

85

9.3 Instrument cluster

90

9.4 Infotainment

90

9.5 Glossary

94

Electrics and electronics

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8 Heating and air conditioning

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911 GT3 (991) 0 Maintenance related Information 0.1 General information The current country-specific maintenance specifications for the 911 GT3 can be found in the PIWIS information system/maintenance schedule. For high-performance driving on race circuits, the shorter maintenance intervals/ maintenance items

Maintenance related information

described in this section must be observed.

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Up to a few years ago, the performance values that are possible on the race circuit with the 911 GT3 could only be achieved using pure racing vehicles with racing tires. Compared with on-road driving, high-performance driving on a race circuit results in disproportionately higher stress on the vehicle and require closely scheduled maintenance and component replacement intervals. This includes checks, and if necessary, the replacement of individual components whenever the vehicle has been used on a race circuit, and also, the overhaul of complete assemblies after a

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certain service life.

The 911 GT3 is a street legal high-performance Sports Car which can cover the entire spectrum from pure day-to-day driving on public roads to high-performance driving on the race circuit. However, this broad spectrum requires different approaches to vehicle maintenance, depending on vehicle usage.

For example, the standard maintenance intervals can be perfectly adequate for a “normal” load profile on public roads or on a race circuit, while additional checks must always be carried out before use in the case of high-performance driving on a race circuit. The following maintenance instructions explain the most important technical aspects that must be checked on the 911 GT3 in the event of high-performance driving on a race circuit. The checks that must always be carried out before using the vehicle are also listed.

The primary objective here is to ensure the proper technical condition of the vehicle at all times, also for high-performance driving on the race circuit. Under certain cir-

0.1 General

cumstances, the vehicle warranty may be voided if these aspects are not taken into

0.2 Special features of individual

consideration.

1

assemblies

2

0.3 Vehicle inspection and maintenance for driving on race circuits

6

1

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911 GT3 (991) 0.2 Special features of individual assemblies General

Maintenance related information

0

After finishing a session of high-performance driving on the race circuit, “cool-down laps” must be driven in order to reduce the temperature level of the assemblies that are subjected to particularly high thermal loads (brake system, engine) in a controlled manner. Stopping the vehicle immediately would result in a further increase in component temperatures due to the resultant stationary heating process. In extreme cases, this could cause irreparable damage to individual components.

Certain motor sports equipment may not be legal on public roads, such as six-point seat belts, emergency-off switches or door struts and A-pillar struts on the roll cage. The same applies for the modifications to the chassis and aerodynamic com-

The purpose of the following vehicle checks is to ensure the proper condition and operational reliability of the vehicle for high-performance driving on a race circuit.

Due to the particular stress and strain on the vehicle during high-performance driving on the race circuit, a number of additional aspects must also be taken into consideration. These are summarized for the most important assemblies.

Engine oil An oil level of 3 segments above the minimum marking is recommended for optimal engine operation, also for high-performance driving on the race circuit. When adding engine oil, always keep in mind that the quantity difference between the minimum and maximum markings is approximately 0.8 quarts (0.8 liters). Never overfill with engine oil. In addition to the regular oil level check, the engine oil and oil filter must be changed after 6,000 miles ( 10,000 km) of high-performance driving on the race circuit.

00_01_14 A = Quantity difference of approximately 0.8 quarts (0.8 liters).

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ponents described in the next sections.

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911 GT3 (991) Brake system The stresses exerted on the entire brake system during high-performance driving on the race circuit are much higher than those produced during “normal” driving because of the braking accelerations that can be achieved and the associated higher component temperatures.

Maintenance related information In addition, repeated hard braking in the ABS control range results in significantly higher temperatures in the brake system than controlled braking just before the

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ABS activation limit. The braking distance can actually be shorter if ABS is not activated. At the same time, the temperatures in the brake system and therefore the wear and tear on the brake components remain lower.

During high-performance driving on the race circuit, all brake pads (inner and outer) may exhibit brake pad wear characteristics that cannot be fully detected by the

essential to check the pad condition before and after driving on race circuits. The standard brake pads are also optimally suited for high-performance driving on a race circuit, which means that no special racing circuit pads are required.

While wear on standard brake discs in gray cast iron/aluminum composite design

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standard brake pad wear indicator (“oblique wear”). Therefore, it is absolutely

Checking PCCB wear

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Brake air spoilers and brake air ducts

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can be checked in the conventional way, wear assessment of PCCB brake discs must be carried out using a special electronic measuring device. This does not involve “assessment of residual thickness”, but a Carboteq measurement, which uses the current condition of the ceramic composite material as the wear criterion.

Details of the Carboteq measurement procedure can be found in the PIWIS information system. The ventilation holes can become clogged with brake dust, particularly on the gray cast-iron friction ring of the standard brake discs. These must be cleaned if necessary.

Regular checking of the brake fluid (boiling point and fill level) is essential. Generally, the brake fluid should not be more than 12 months old if the vehicle is driven on race circuits. Before driving on race circuits, the dust boots on the brake calipers and all brake hoses and lines must always be checked for possible damage and replaced if necessary.

To ensure the necessary cooling of the brakes, special brake air spoilers and brake air ducts are fitted on the front and rear axle in order to route sufficient cooling air to the brake discs. These must be checked to ensure that they are in perfect condition and are secured correctly after every race track session. After finishing a session of high-performance driving on the race circuit, “cool-down laps” must be driven in order to use the airstream to cool all brake components to a much lower temperature level. The vehicle must never be stopped immediately after finishing a “fast lap” because of the additional thermal stress (stationary heating process).

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911 GT3 (991) If driving is conducted in a particular style and if ambient temperatures are high, it may be necessary when driving on a race circuit to compensate for the increase in pressure for hot tires by letting out air. The general rule is that the specified tire pressure should not be significantly exceeded, (maximum 7.3 psi/0.5 bar) even

Maintenance related information

0

when the tires have been driven until they are warm. For race circuit driving, different pressures from those used for on-road driving can be set and monitored in the Tire Pressure Monitoring (TPM) system. Letting air out of cold tires before driving on a race circuit can damage the tire structure. Air must only be released from tires that have been driven until they are warm.

The use of slick tires is not permitted because of the possible higher stresses for chassis and body components. The use of wheels of different sizes (rim width, rim offset, etc.) compared to standard wheels results in a change in the effective disturbing force lever, for example. Widening of the track as a result of a lower rim offset on the front axle, in particular, can clearly impair vehicle handling and can signifi-

fore not permitted.

Other chassis-related topics Tires

00_04_14

The chassis is adjustable with regard to track, camber, vehicle height and anti-roll bar position. However, the basic factory setting is suitable both for driving on public roads and for high-performance driving on race circuits. It also achieves a balanced compromise between high maximum lateral acceleration and excellent controllability on the race circuit. If the chassis setup is changed for driving on the race circuit, it is important to keep in mind that setting higher camber values reduces straight-running stability while increasing tire wear, particularly on the inside shoulders of the tires. When driving in the top speed range, increased camber values may result in overloading of the tire structure.

Camber adjustments on the front axle must generally be made using the adjustable supporting mounts. If an additional increase in camber is to be achieved by inserting camber shims on the lower wishbone, there must always be sufficient thread Camber adjustment via supporting mounts

00_05_14

overlap (at least 22 mm) on the tie rod. Just like pure racing vehicles, the 911 GT3 is also very sensitive to small changes in the chassis settings. For optimum handling, it is absolutely essential that suspension alignment is carried out correctly with precise adherence to the nominal values and tolerances.

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cantly affect driving performance at high speeds. The use of such wheels is there-

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911 GT3 (991) Vehicle height must be checked during the race circuit inspection as the vehicle height can indicate whether suspension alignment may be necessary. The thinking behind this is that an unintentional change in vehicle height generally means that the vehicle needs to be re-aligned. Depending on the individual stress and strain on the vehicle, an additional suspension alignment may be necessary even if the vehicle height is set correctly. Given the significant impact on handling, Porsche recommends that all chassis settings are checked at regular intervals (vehicle alignment).

Maintenance related information

Despite regular checks and irrespective of the proper condition of all relevant chas-

0

sis components, certain components must be replaced after a specified mileage of race track use. This applies to the central bolts and the wheel hubs, including wheel bearings.

For information on the relevant replacement intervals: Please refer to the “VEHICLE INSPECTION AND MAINTENANCE FOR DRIVING ON

Aerodynamic components The aerodynamic stability of the vehicle is significantly affected by the front lip and

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RACE CIRCUITS” on the following pages.

Central bolt and wheel hub

00_06_14

Rear wing adjustment

00_07_14

rear wing when travelling at high speeds. It is therefore necessary to check these components for possible damage on a regular basis and to ensure that they are secured correctly. The angle of attack of the rear wing can be adjusted according to individual needs for driving on race circuits. As for the chassis, the basic factory setting of the rear wing in terms of the aerodynamic overall balance of the vehicle also achieves a balanced compromise between the downforce values on both axles and the resultant drag on the race circuit.

For example, a steeper angle of attack not only causes more drag, but also moves the aerodynamic balance towards the rear axle. This means less downforce on the front axle and reduces any other possible side-effects (e.g. tendency of the vehicle to understeer, etc.).

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911 GT3 (991) 0.3 Vehicle inspection/maintenance for driving on race circuits In addition to the regular maintenance tasks carried out as part of the standard maintenance intervals, the following checks must always be carried out before use

Maintenance related information

0

in the case of high-performance driving on race circuits:

Engine oil - Check engine-oil level.

After 6,000 miles (10,000 km) of high-performance driving on the race circuit (i.e. a distance of approximately 2.5 x “24h Nürburgring race”): - Change engine oil and oil filter.

Central wheel lock Wheels removed

- Check wheel mountings for damage.

- Check that the central bolt and locking mechanism move smoothly.

- Re-grease central lock.

After 6,000 miles (10,000 km) of high-performance driving on the race circuit (i.e. a distance of approximately 2.5 x “24h Nürburgring race”): - Replace all central bolts.

- Replace wheel hubs and wheel bearings on rear axle.

After 12,000 miles (20,000 km) of high-performance driving on the race circuit: - Replace wheel hubs and wheel bearings on front axle.

Checking threaded connections for chassis setup Front axle: - Toe-in on tie rod.

- Camber adjustment via spring-strut supporting mount on body.

Rear axle: - Toe-in on tie rod using eccentric screw.

- Eccentric screw for camber adjustment.

Front and rear axle: - Camber adjustment within wishbone.

- Height adjustment on spring strut.

- Connecting link on anti-roll bar.

Wheel guidance joints - Check joints for play and wear and replace if necessary.

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- Check that driving pins are installed securely.

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911 GT3 (991) Chassis setup - Check vehicle height and align the suspension and make adjustments if necessary.

Brakes - Check wear/condition of pads and discs and replace them if necessary.

- Steel brake disc: Clean perforation holes if necessary.

- PCCB brake disc: Check wear dimension using electronic measuring device.

Maintenance related information

0

- Check dust boots on brake calipers for damage.

- Check brake lines and hoses for damage.

- Check brake fluid (boiling point, fill level).

- Check brake-disc air guides on both axles for correct seating and damage.

Tires

- Tire pressure: Take race circuit driving into consideration (tires that have been driven until they are warm).

Drive shafts - Check boots on drive shafts for damage.

Aerodynamic components - Check aerodynamic components for secure seating and damage.

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- Check tires for damage.

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911 GT3 (991) 1 Engine 1.1 General The engine in the new 911 GT3 has been completely redesigned, adopting classic

1

911 GT3 components, such as dry sump lubrication with a separate engine oil tank, high engine speed concept, titanium connecting rods and sports exhaust system,

Engine

as well as including totally new components, such as valve lever control for the valves.

The specifications in the PIWIS information system and the instructions in section 0 of this SIT must be observed when working

01_01_14

In addition, the new 911 GT3 engine also features direct fuel injection (DFI), an electronic demand-controlled oil pump and an enhanced high engine speed concept.

As a result, the engine delivers a maximum power output of 475 hp (350 kW) and power output per liter of 125 hp/l with a displacement of 3.8 liters.

In addition to the mechanical and thermodynamic enhancements, it was also possible to significantly reduce the engine weight compared to the engine in the previous model. The weight reduction of approximately 55 lbs. (25 kg) was primarily achieved by using a new lightweight cylinder head, a new oil pan with integrated oil pump module, a smaller engine oil tank, a plastic intake manifold and aluminum camshaft controllers.

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on the engine.

1.1

General

9

1.2

Technical data

10

1.3

Crankcase

10

1.4

Crankshaft

10

1.5

Belt drive

11

1.6

Pistons and connecting rods

11

1.7

Valve drive

12

1.8

Cylinder head

14

1.9

VarioCam

14

1.10 Oil supply

15

1.11 Dynamic engine mounts

18

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911 GT3 (991) 1.2 Technical data No. of cylinders ................................................................................................6 Valves per cylinder ............................................................................................4

Engine

1

Displacement ......................................................................................3,799 cm3 Bore ...................................................................................................102.0 mm Stroke ..................................................................................................77.5 mm Power .......................................................................................475 hp (350 kW) at engine speed ..................................................................................8,250 rpm Max. torque...........................................................................325 ft. lb. (440 Nm) at engine speed ..................................................................................6,250 rpm Compression ratio...................................................................................12.9 : 1 Intake valve lift ......................................................................................12.7 mm Outlet valve lift ......................................................................................12.0 mm Intake valve diameter ................................................................................42 mm

Intake opens (1 mm) ....................................................................24.8° after TDC Intake closes (1 mm)....................................................................84.9° after TDC Exhaust opens (1 mm) ...............................................................73.2° before TDC Exhaust closes (1 mm) ..............................................................18.5° before TDC Governed speed..................................................................................9,000 rpm Idle speed ............................................................................................740 ± 80 Engine weight.........................................................................374 lbs. (169.8 kg)

1.3 Crankcase The crankcase in the 911 GT3 is based on that of the current 911 Carrera models (991). Given the higher loads on the new 911 GT3, piston cooling, in particular, has been improved and the oil supply for the bearing points on the crankshaft has been enhanced.

1.4 Crankshaft The crankshaft in the 911 GT3 has been especially adapted to the GT3-specific pistons and connecting rods, but its basic design is the same as the crankshaft used in the 911 Carrera (991).

01_02_14

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Exhaust valve diameter .............................................................................36 mm

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911 GT3 (991) 1.5 Belt drive The auxiliary units are driven in the same way as the current 911 Carrera (991) model line. The crankshaft pulley on the GT3 does not have a torsional vibration damper and its diameter is smaller. This reduces the weight and rotating mass. The smaller diameter means that the belt drive rotation speeds are adapted to the high engine speeds.

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Belt pulley

Engine

01_02_14

1.6 Pistons and connecting rods Like the previous models, the new 911 GT3 has forged aluminum pistons and forged titanium connecting rods. The choice of material and forging technology makes these highly stressed components especially lightweight and sturdy.

Piston and connecting rod

01_04_14

Piston

01_05_14

With these design features, these components meet the high thermal and mechanical requirements (including maximum engine speed of 9,000 rpm).

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911 GT3 (991) 1.7 Valve drive The two timing chains on the GT3 are the same as the ones used on the current 911 Carrera models (991). The use of valve lever control for the valves is new,

1

hollow-drilled valves (intake and exhaust), allows for high engine rpm.

01_06_14

High engine speed concept The high engine speed concept for increasing engine output and performance has been further improved for the new 911 GT3. The maximum engine speed of the new 911 GT3 is 9,000 rpm, which is 500 rpm higher than the previous model (997 GT3 II: 8,500 rpm). This is possible thanks to the low moving masses of the crank and valve drive. In addition to the low translational masses (pistons, connecting rods, valves, valve levers), the rotating masses of the drive system have also been reduced on the new 911 GT3. The reduced translational and rotating masses not only ensure a low weight, but above all high engine speed dynamics.

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Engine

combined with lightweight aluminum pistons, forged titanium connecting rods and,

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911 GT3 (991) Valve lever control Valve levers with hydraulic valve clearance compensation is new to the 911 GT3 engine. The intake and exhaust valves are controlled by valve levers. This technolo-

as power-oriented camshafts. The technical advantage of valve lever control is above all the associated low moving masses.

Engine

Valve lever with hydraulic

1 - Intake camshaft

01_07_14

valve clearance compensating element - Intake

2 - Intake valve lever 3 - Hydraulic valve clearance compensating elements - Intake 4 - Intake valves 5 - Exhaust valves 6 - Hydraulic valve clearance compensating elements - Exhaust 7 - Exhaust valve lever 8 - Exhaust camshaft

Valve lever with hydraulic

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gy was taken from motor racing and is used to achieve high engine speeds as well

01_08_14

01_09_14

valve clearance compensating element - Exhaust

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911 GT3 (991) 1.8 Cylinder head The cylinder head is a complete in-house development for the new 911 GT3. To achieve the high performance figures and engine speeds, the new cylinder head has

1

levers. The cooling system and oil supply for the cylinder head has also been redesigned to meet the higher load requirements.

01_10_14

The cylinder heads also have an integrated drive for the direct fuel injection (DFI) high-pressure pumps on each cylinder bank. There are therefore two radially driven high-pressure pumps compared with one high-pressure pump driven axially by the left exhaust camshaft on the 911 Carrera models.

1.9 VarioCam Similar to the previous model, the intake and exhaust valves on the new 911 GT3 are controlled variably by way of VarioCam with continuous angle adjustment via vane adjusters. This also permits realization of high torque and power figures. The camshaft controllers are made of aluminum in order to reduce weight.

01_11_14

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Engine

large intake and exhaust ports, large valves and unique valve control by way of valve

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911 GT3 (991) 1.10 Oil supply Compared with the current 911 Carrera models, the new 911 GT3 features classic dry-sump lubrication with a separate engine oil tank. This system ensures a reliable

Engine

Red - Pressure side

01_12_14

Orange - Intake side

Dry-sump lubrication To allow dry-sump lubrication based on the new generation of engines (991), the oil pan had to be completely redeveloped. The basis for this is the oil supply system used in the current 911 Carrera models with four oil extraction pumps for the cylinder heads, an additional oil extraction pump in the oil pan and an oil pressure pump.

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oil supply for street and race circuit use.

There are also two additional oil extraction points in the oil pan at the front and rear so that the oil can be pumped out reliably into the separate oil tank even during heavy acceleration and intensive braking phases.

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911 GT3 (991) Oil windage tray

The new 911 GT3 also has an oil windage tray. This system originates from motor racing and has been introduced as a new component. The oil windage tray consists

Engine

1

of a cover between the crankcase and oil pan with 18 individual openings (3 per cylinder) with sickle-shaped blades. This system separates (“scrapes off”) the spray oil, which is set in rotary motion by the crankshaft, at the sickle-shaped blades and lets it drain back into the oil pan, particularly at high engine speeds. As a result, there is less spray oil in the crankcase and the engine’s so-called “churning losses”

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are reduced.

Oil tank, oil windage tray, oil pump

01_13_14

The oil-water heat exchanger and the oil filter are also located on the new oil pan.

Compared with the 911 Carrera engines where the oil-water heat exchanger and oil filter are mounted above the engine block, their low position serves to further lower the center of gravity of both the engine and the vehicle.

Engine oil tank The separate engine oil tank was also newly developed. By changing it to a funnelshaped design, it was possible to reduce the oil fill volume of the new tank from 7.9 qts (7.5 l) (997 GT3 II) to 6.3 qts (6.0 l) compared with the previous model. This reduces the vehicle weight by approximately 2.9 lbs (1.3 kg).

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911 GT3 (991) Oil pump In order to reduce the drive losses of auxiliary units as well as churning losses, the new 911 GT3 is equipped with an electronic demand-controlled oil pump. With this oil pump, the delivery pressure and volume are controlled for the entire engine map.

It also ensures demand-controlled lubrication and minimizes the energy consumption of the oil pump.

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Engine

01_14_14

1 - Variable pressure pump 2 - Suction pump (4 x) 3 - Control valve

In addition to the demand-controlled oil pump, the new 911 GT3 is fitted with not just one (911 Carrera) but two piston oil spray nozzles, which are opened together, depending on the temperature, load and engine speed. This allows more intensive cooling of the pistons, which are subjected to high thermal loads.

Oil spray nozzles

01_15_14

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911 GT3 (991) 1.11 Dynamic engine mounts In contrast to the previous model, the new 911 GT3 comes with dynamic engine mounts as standard equipment. In order to enhance driving dynamics, the variable

Engine

1

engine mounts adjust their rigidity and damping automatically depending on the driving situation. This is still done using a magnetorheological liquid and an electrically generated magnetic field. By applying a defined electric current, a magnetic field is generated and the particles in the fluid are aligned to a greater or lesser extent.

This changes the viscosity of the fluid, thereby making the engine mounts harder or

01_16_14

Thanks to their variability, the dynamic engine mounts improve not only driving dynamics, but also driving comfort by reducing the vibrations transmitted from the entire drive unit to the body. The dynamic engine mounts have been enhanced and the setup range between very sporty tuning and day-to-day usability has been further increased.

The switching strategy of the dynamic engine mounts has been changed. Unlike the ESC: Electronic Stability Control

previous model, the function maps are not changed using the PSM function buttons

TC: Traction Control

(ESC OFF and ESC+TC OFF), but using the PASM button for the variable dampers.

The new 911 GT3 thus has sporty engine mounts when the PASM button is not pressed and performance-oriented engine mounts when the PASM button is pressed.

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softer.

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911 GT3 (991) 2 DME engine electronics 2.1 General The new 911 GT3 features direct fuel injection (DFI) for the first time. In contrast to the conventional intake manifold injection system used on the previous GT3 models, this technology offers advantages in terms of increased power and torque as well

DME Engine electronics

as low fuel consumption and low CO2 emissions. The main reason for using this injection technology for the new 911 GT3 was above all to increase engine power in

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order to improve driving performance.

Development objectives: • Reduce fuel consumption • Reduce emissions

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• More spontaneous response

Technical data - DME DME control unit

Bosch MED 17.1.11

Low-pressure fuel supply

Demand-controlled in-tank fuel pump, with integrated pressure regulator, maximum 79.75 psi (5.5 bar)

High-pressure fuel supply

Two fuel high-pressure pumps with one quantity control valve each

Fuel injection pressure

362.5 psi (25 bar) (idle speed) up to 2,900 psi (200 bar) (full load)

Injector

6-hole injector

Tank capacity

16.9 gal. (64 l)

Fuel reserve

2.6 gal. (10 l)

Power

475 hp (350 kW)

at engine speed

8,250 rpm

Max. torque

325 ft. lb. (440 Nm)

at engine speed

6,250 rpm

Compression ratio

12.9 : 1

2.1

General

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VarioCam intake camshaft

0 to 50° crank angle

2.2

Fuel system

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VarioCam exhaust camshaft 0 to 30° crank angle

2.3

Intake system

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Idle speed

740 ± 80

2.4

Mixture formation

27

Governed speed

9,000 rpm

2.5

Ignition system

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2.6

Exhaust system

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2.7

Additional DME functions

35

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911 GT3 (991) 2.2 Fuel system Fuel quality

DME Engine electronics

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The engine is designed for unleaded fuel 93 octane ( R+M 2 ). Adaptation is performed by the knock control if fuels with a fuel quality of at least 90 octane are used.

Fuel tank The capacity of the standard fuel tank is 16.9 gal. (64 l). The fuel reserve is 2.6 gal.

(10 l). The fuel tank contains the electric fuel pump, the fuel filter (lifetime filter), the fuel pressure regulator and the fuel-level sensor. The pump chamber is filled by a

The specifications and safety instructions

sucking jet pump, which works according to the Venturi principle.

in the PIWIS information system Group 2 must be observed when working on the

02_01_14

1 - Electric fuel pump 2 - Sucking jet pump (Venturi nozzle) 3 - Fuel filter 4 - Fuel pressure regulator, approximately 79.75 psi (5.5 bar) 5 - Fuel low-pressure line to the high-pressure pumps

Fuel low-pressure side On the low-pressure side of the returnless fuel system (RF), fuel is supplied by way of the electric fuel pump in the tank. The fuel low-pressure is maintained at maximum 79.75 psi (5.5 bar) using the fuel pressure regulator. The nominal values for the fuel low-pressure, holding pressure and the fuel delivery rate can be found in the PIWIS information system.

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fuel system.

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911 GT3 (991) Control unit for electric fuel pump The electric fuel pump is activated when opening the driver’s door, switching on the ignition, starting the engine and while driving. Depending on the amount of fuel required, the electrical current and thus the delivery rate of the electric fuel pump is maintained at between approximately 5 and 15 A via a PWM signal from the DME control unit.

DME Engine electronics

The electrical current can be measured at the fuse for the electric fuel pump. The

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control unit (see 02_02_14) for electric fuel pump flow control (1) and the NVLD control unit (2) are installed under the battery tray (3) as on the 911 Carrera models (991).

Fuel high-pressure side - direct fuel injection (DFI) Compared with the direct fuel injection system used in the current 911 Carrera

MED 17.1.11). Two high-pressure pumps are used to build up the fuel high-pressure. The injection pressure of the multi-hole injectors is 362.5 psi (25 bar) (idle speed) up to 2,900 psi (200 bar) (full load), making it much higher than on the 911 Carrera models (991). The fuel high-pressure is generated by two high-pressure pumps - one on each cylinder bank - which are driven by the relevant intake camshaft. This permits realization of the design requirements for VarioCam with additional exhaust camshaft control.

Fuel high-pressure pump

02_02_14

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models, the new 911 GT3 is fitted with its own separate injection system (Bosch

02_03_14

1 - High-pressure pump 2 - Roller tappet 3 - Quantity control valve (for high-pressure control) The high-pressure pump (see 02_04_14) is driven by a drive cam (1) on the intake camshaft (2). This drive cam has a total of three lobes, resulting in three lifts per camshaft revolution and for every two crankshaft revolutions.

02_04_14

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911 GT3 (991) The fuel high-pressure is approximately 362.5 psi (25 bar) at idle speed and is regulated to maximum 2,900 psi (200 bar) at full load and high engine speed. This results in a further increase in the amount of injected fuel and even finer atomization of the fuel in the combustion chamber compared with the 911 Carrera models (1740 psi/120 bar). A high-pressure pump with a quantity control valve and a fuel

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Fuel high-pressure system, left cylinder bank

02_05_14

1 - Fuel high-pressure pump 2 - High-pressure line 3 - High-pressure rail 4 - 6-hole injectors 5 - Installation position of high-pressure sensor

6-hole injector 6-hole injectors are used. These injectors enable a high maximum flow for high engine power in addition to sensitive injection for small flow quantities.

6-hole injector

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02_06_14

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DME Engine electronics

rail with a high-pressure sensor are installed on each cylinder bank.

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911 GT3 (991) 2.3 Intake system Ram air system

tem. Ram air systems are intake systems in which the intake openings are arranged in such a way that improved filling and thus an increase in engine power output can be achieved as a result of the ram air produced by the moving vehicle.

02_07_14

The one-piece, scoop-shaped ram air box on the rear lid allows efficient intake of air for the engine as well as improved supply of cooling air to the engine compartment.

Air routing The flow- and resistance-optimized air intake system up to the large throttle valve with a diameter of 86 mm was largely adopted from the current 911 generation (991).

DME Engine electronics

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Unlike the 911 Carrera models (991), the 911 GT3 is equipped with a ram air sys-

02_08_14

The illustration shows the air routing after the ram air system (1) via the air cleaner housing (2) with sound openings (3) and two air-cleaner elements to the electronic throttle.

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911 GT3 (991) Intake system with resonance tube The plastic resonance intake system is completely new. It is not only lighter than the aluminum intake system used in the previous model, but is also larger and has

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to achieve an optimum torque curve was adopted from the previous models.

02_09_14

1 - Resonance tube (air distributor) 2 - Pressure sensor (intake manifold pressure) 3 - Intake manifold, left cylinder bank 4 - Intake manifold, right cylinder bank 5 - Electronic throttle flange

Pressure sensor for measuring engine load A pressure sensor (2) in the intake system is used to measure the air flow (load detection) in order to determine the required fuel injection quantity in the same way as on the 911 Carrera (991). Compared with the hot-film mass air flow (MAF) sensor used in the previous model, load detection via a pressure sensor offers lower flow losses, higher accuracy with lower air flow and is less sensitive to soiling.

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DME Engine electronics

improved flow properties. The principle of using an intake system with a tuning flap

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911 GT3 (991) Resonance tube A switchable tuning flap installed after the electronic throttle in the resonance tube is used to improve the engine torque. The length of the intake pipes and the design of the resonance tube with its tuning flap are specially adapted for the 911 GT3.

The switching point of the tuning flap depends on the engine speed: The tuning flap is closed at engine speeds of up to 7,400 rpm.

DME Engine electronics

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1 - Resonance tube (air distributor) 2 - Tuning flap 3 - Diaphragm cell (for closing the tuning flap) 4 - Electronic throttle flange 5 - Pressure sensor

02_10_14

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The tuning flap is opened at engine speeds of over 7,400 rpm.

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911 GT3 (991) Vacuum system On the 991 GT3, the vacuum at idle speed and in deceleration mode is taken from the intake manifold. The vacuum is stored after the check valve in two vacuum

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individual functions/systems are also installed under the intake manifold.

02_11_14

1 - Check valve for vacuum supply 2 - Large vacuum reservoir for activation of: 3 - Tuning flap 4 - Exhaust flaps 5 - Disc valve for PDK heat exchanger 6 - Small vacuum reservoir for activation of: 7 - Secondary-air injection

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DME Engine electronics

reservoirs installed under the intake manifold. The switching valves for activating the

2014 911 GT3 Section 2 9/12/13 7:51 AM Page 27

911 GT3 (991) 2.4 Mixture formation DFI fuel injection strategies Engine start - cold:

Triple injection (1 x intake stroke, 2 x compression)

Engine start - warm:

Single injection (in compression)

Warm-up phase:

Catalytic converter warm-up:

DME Engine electronics

2

Dual injection (1 x intake stroke, 1 x compression) Remaining warm-up phase: Single injection into the intake stroke

(at operating temp.):

Single injection into the intake stroke (homogeneous)

Acceleration:

Single injection into the intake stroke (Homogeneous)

Oxygen sensor closed-loop control Two oxygen sensors are installed for each cylinder bank on the GT3. An LSU broadband oxygen sensor (1) upstream of the catalytic converter (3) and a two-point step oxygen sensor (2) downstream of the catalytic converter.

Catalytic converter with oxygen sensors

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Idle speed

02_12_14

LSU: Lambda Sensor Universal (broadband oxygen sensor) LSF: Lambda Sensor Flat

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911 GT3 (991) Tank leakage diagnosis The new 911 GT3 uses the NVLD (Natural Vacuum Leak Detection) system for tank leakage diagnosis. With this system, tank leakage diagnosis is performed as a pas-

DME Engine electronics

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sive long-term test when the vehicle is stationary for an extended period, which means that no short test is now required for this purpose.

The components and function of the NVLD system with NVLD evaluation unit (electronic part with temperature sensor) and an NVLD module (pneumatic part) have already been described in detail in the SIT, Group 2 for the 911 Carrera (991). The evaluation unit is located under the battery tray. The pneumatic part is installed on

Active carbon filter (NVLD)

02_14_14

NVLD

02_15_14

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the carbon canister (Figure 02_14_14, position 1).

2014 911 GT3 Section 2 9/12/13 7:51 AM Page 29

911 GT3 (991) 2.5 Ignition system Components and functions of the ignition system: • GT3-specific surface-gap spark plug with four ground electrodes • Individual ignition coils with integrated driver (same as those used on the current 911 Carrera (991) models)

DME Engine electronics

2

The safety instructions and vehicle-specific specifications in the PIWIS information system must be observed when working on the

Ignition coil with spark plug

02_16_14

1 - Ignition coil 2 - Spark plug

Spark plug

Hall-effect sensors, spark-plug holes

1 - Hall-effect sensor, intake camshaft

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ignition system.

02_17_14

02_18_14

The engine-specific maintenance intervals

2 - Spark-plug hole, cylinder 2

for the spark plugs can be found in the

3 - Hall-effect sensor, exhaust camshaft

maintenance schedules in the PIWIS information system.

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911 GT3 (991) Hall-effect sensor Given that the GT3 can adjust both the intake camshaft as well as the exhaust camshaft variably via VarioCam, a Hall-effect sensor is required for each intake and

DME Engine electronics

2

exhaust camshaft. The type of Hall-effect sensors used is the same as the sensors used in the current 911 Carrera (991) model line.

Knock control The GT3 uses two knock sensors for knock control, similar to the 911 Carrera

1 - Oil pressure and oil temperature sensor 2 - Oil level sensor (at oil tank) 3 - Fuel injector for cylinder 6 4 - Knock sensor (bank 2)

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02_19_14

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(991).

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911 GT3 (991) 2.6 Exhaust system The sports exhaust system of the 911 GT3 is similar to the previous model. The 911 GT3 (991) also has high-performance manifolds, two close-coupled catalytic converters integrated in the manifolds as well as two switchable front mufflers and one rear muffler with two central tailpipes. The high-performance manifolds have been redesigned and are now even more efficient thanks to the merging of the individual tailpipes to achieve improved air flow characteristics.

DME Engine electronics

2

Emission control/catalytic converter A ceramic catalytic converter with 400 cells is installed at the end of the exhaust

Manifold with catalytic converter

1 - High-performance manifold 2 - Broadband oxygen sensor (LSU) upstream of catalytic converter 3 - Catalytic converter 4 - Two-point step oxygen sensor (LSF) downstream of catalytic converter

02_20_14

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manifold on each cylinder bank for emission control.

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911 GT3 (991) Secondary-air injection To comply with country-specific emission standards, the 991 GT3 features secondary-air injection worldwide. With secondary-air injection, the heat that is released

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start is used for targeted heating of the catalytic converters in order to reach the conversion temperature quickly.

Secondary-air routing

02_21_14

1 - Check valve for secondary air 2 - Line to cylinder bank 3 - Cylinder head on exhaust side

The electric secondary-air pump is located behind the intake manifold on cylinder bank 1. When the secondary-air pump is activated, secondary air is routed via a check valve (1) behind the exhaust valves into the cylinder head.

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DME Engine electronics

during post-combustion at a low engine load during the first 30 seconds after a cold

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911 GT3 (991) Exhaust gas flow To achieve high engine power, the front mufflers can be activated and deactivated by way of two map-controlled vacuum driven exhaust flaps. When these flaps are

fler. When the exhaust flaps open, this provides a direct passage to the main muffler, resulting in a reduction in exhaust backpressure and a further increase in engine power. The exhaust flaps are controlled according to the prevailing loads and engine speeds.

Air cleaner/catalytic converter/exhaust system

1 - High-performance manifold 2 - Catalytic converter 3 - Front muffler 4 - Diaphragm cell for switching the exhaust flap 5 - Main muffler 6 - Exhaust tailpipes

02_22_14

DME Engine electronics

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closed, the exhaust gas is routed exclusively via the front muffler to the main muf-

7 - Underbody panelling

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911 GT3 (991) Switchable exhaust flaps Like its predecessor, the 911 GT3 (991) has a function for increasing torque in the middle rpm range. This function is not activated by pressing a SPORT button as was the case for the previous model, but instead using the button with the twin tailpipe

DME Engine electronics

2

symbol (1) in the center console. When this button is pressed, the torque is increased in the middle rpm range. The exhaust backpressure in the variable exhaust system is additionally reduced and the gas cycle is improved, resulting in a noticeable boost in torque in the rpm range between approximately. 3,000 and 4,000 rpm. The torque levels are increased by between approximately 22 and 26 ft. lb. (30 and 35 Nm). The maximum torque of 325 ft. lb. (440 Nm) at 6,250 rpm

Center console

02_23_14

The switching point of the exhaust flaps depends on the load and engine speed. As on the 997 GT3 II, the switching point from closed to open at full throttle is 3,200 rpm (exhaust flap button (1) pressed) and 4,000 rpm (exhaust flap button (1) not pressed).

Exhaust tailpipes The outer diameter of the central tailpipes has been enlarged from 80 mm (997 GT3 II) to 90 mm and their length has been adapted for the new rear apron.

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remains unchanged.

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911 GT3 (991) 2.7 Additional DME functions The DME control unit controls the following systems.

VarioCam The DME control unit controls the variable valve control system for the intake and exhaust camshafts by way of VarioCam with continuous angle adjustment via vane adjusters. This also ensures high torque and power figures for the new 911 GT3 while at the same time taking into account exhaust emission laws that apply world-

DME Engine electronics

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VarioCam

The adjustment range is:

02_25_14

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wide.

0 to 50° crank angle on the intake side and 0 to 30° crank angle on the outlet side.

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911 GT3 (991) Variable oil pump Like the current 911 Carrera models (991), the 911 GT3 (991) has an electronic demand-controlled oil pump. The delivery rate of the oil pump is pressure- and vol-

2

02_26_14

It is controlled by the DME control unit, depending on the temperature, engine load and engine speed.

Electric radiator fans Like the 911 Carrera models (991), the 911 GT3 has two continuously controlled electric radiator fans.

Engine compartment purge fan The arrangement, function and control of the two electric, two-stage engine compartment purge fans is also comparable with the 911 Carrera models (991).

PDK disc valve Depending on the temperature, the DME control unit activates and deactivates a common disc valve on the PDK, which is responsible for cooling the oil in the gear wheel set and the ATF oil.

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DME Engine electronics

ume-controlled over the entire engine map.

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911 GT3 (991) 3 Power transmission 3.1 General The new 911 GT3 for the first time features the high-performance Porsche Doppelkupplung (PDK). Its main advantage over a manual transmission is the possibility of increasing performance thanks to faster gear changes without any interruption in

Power transmission

traction. To achieve this, the clutch on the engaged gear opens while the clutch on the target gear closes at the same time. Compared with a manual transmission with

3

its consecutive “Disengage - Shift - Engage” gear changes, the PDK transmission with its simultaneous gear changes - not only eliminates any interruption in traction, but is also much faster.

3.2 7-speed Porsche Doppelkupplung (PDK) Compared with the Porsche Doppelkupplung (PDK) used on the current Porsche mod-

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els, the main development objectives for the PDK transmission on the new 911 GT3 were as follows: • Improving performance • Reducing complexity • Motor sports-oriented operating strategy • More intensive interaction between vehicle and driver • Enhancing emotionality

03_01_14

3.1

General

3.2

7-speed Porsche Doppelkupplung (PDK)

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3.3

Paddle Neutral

39

3.4

Controls and displays

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3.5

Gearshift strategies and shifting times

These objectives were achieved by a complete overhaul of the gearshift functions and strategies as well as the transmission ratios and controls.

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3.6

41

Porsche Torque Vectoring Plus (PTV Plus)

46

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911 GT3 (991) Technical data Transmission weight (wet, ready for installation) . . . . . . . . . . . .260 lbs. (117.5 kg) Transmission weight (dry) . . . . . . . . . . . . . . . . . . . . . . . . . . . .243 lbs. (110.2 kg)

Power transmission

3

1st gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i = 3.750 2nd gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i = 2.381 3rd gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i = 1.720 4th gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i = 1.344 5th gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i = 1.114 6th gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i = 0.957 7th gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i = 0.844 Reverse gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i = 3.417 Final-drive ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .i = 3.973

The Porsche Doppelkupplung (PDK) was modified significantly based on the current 911 Carrera models in order to adapt it to the performance-oriented objectives of the new 911 GT3. These modifications include, shorter transmission ratios, shift paddles with a shorter shift throw and a more precise one-touch function, an improved sporty shift feeling with performance-oriented shift programs and significantly shorter shift and response times. In addition, the shifting direction for manual gear changes on the selector lever in the center console has been adapted to suit the requirements for professional motor sports. As a result, upshifts “+” take place backwards and downshifts “–” take place forwards on the new 911 GT3.

The basic functional and mechanical features of the Porsche Doppelkupplung (PDK) are the same as the tried-and-tested Porsche Doppelkupplung (PDK) used in the current 911 generation (991). Improvements on the new 911 GT3 include the oil supply and lubrication of the individual gear wheel sets (especially 5th and 7th gear) to ensure a reliable oil supply even when driving on race circuits while taking into account the much higher lateral acceleration potential of the new 911 GT3. The use of lighter gear wheels and gear wheel sets has also resulted in a weight saving of approximately 4 lbs. ( 1.8 kg).

The final-drive ratio and the complete gear wheel set with all gear ratios from 1st to 7th gear are new for the 911 GT3. To improve driving performance, the new 911 GT3 therefore has gear ratios that are much shorter than on the 911 Carrera models.

These can be up to 9% shorter than on the 911 Carrera S, depending on the gear.

In addition, 7th gear is very much a driving gear for reaching top speed and not an additional gear (overdrive) for reducing engine speeds while driving with a high-comfort driving style as on the 911 Carrera models. Together with the 15% shorter finaldrive ratio, the new 911 GT3 also has much shorter total gear ratios.

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Basic transmission

2014 911 GT3 Section 3 9/12/13 7:53 AM Page 39

911 GT3 (991) 3.3 Paddle Neutral The “Paddle Neutral” function is based on the function of a clutch pedal on vehicles with manual transmission. On the new 911 GT3, this decoupling function can also be used for influencing driving dynamics individually, irrespective of the driving situation

Power transmission

3

Selector lever and shift paddles

03_02_14

and the engaged gear.

The Paddle Neutral function is activated by pulling and holding both shift paddles on the steering wheel at the same time. This opens the clutches of the Porsche Doppelkupplung (PDK) and interrupts the flow of power between the engine and the drive system. When both shift paddles are released again, the clutch closes with lightning speed if PSM is switched off (ESC+TC OFF) and there is a pulse-like resumption of the flow of power between the engine and drive system. If PSM is switched on, the clutch also closes quickly, but not in the same pulse-like way, when the paddles are released at the same time. The engaged gear flashes on the gear indicator in the

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instrument cluster to indicate that the Paddle Neutral function is activated.

The Paddle Neutral function essentially offers two advantages. First, if the vehicle understeers in a curve (on a wet road, for example), this function allows the driver to neutralize vehicle handling. The interruption in propulsion force on the rear axle prevents further “sliding” over the front axle and allows the build-up of additional cornering forces on the wheels on the front axle. This functional advantage therefore ensures not only greater driving safety, but also improved driving performance as a result of faster stabilization of the vehicle. The second advantage of the Paddle Neutral function is due to the individual influencing of the driving dynamics through the pulse-like build-up of propulsion force upon clutch engagement. During dynamic driveoff acceleration in conjunction with the ESC+TC OFF function, for example, the amount of slip on the wheels can therefore be controlled individually using the accelerator pedal.

3.4 Controls and displays The sickle-shaped design and galvanized surface of the shift paddles on the GT3 SportDesign steering wheel are the same as on the current 911 Carrera models. The motor sports-oriented shifting direction with upshifts “+” on the right shift paddle and downshifts “–” on the left shift paddle is also the same as on the current 911 Carrera models. The shift actuation and shift feeling of the paddles are completely new. The switches on the paddles have been significantly modified for sporty shift actuation.

Shift travel was reduced by approx. 50% and the operating forces were adapted for a sportier shift feeling. Overall, this change offers not only a sportier shift feeling with a precise one-touch function and tangibly precise feedback, but also faster gear changes as a result of shorter actuation travel.

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911 GT3 (991) In addition to the shift paddles on the steering wheel, the PDK selector lever in the center console was also adapted to the sporty character of the new 911 GT3. Compared with the 911 Carrera models, the selector-lever knob is spherical and is based on the design of a shift lever. In addition, the shape of the entire selector-lever handle

Power transmission

3

is different and the selector-lever knob has a black Alcantara finish.

The selector lever gate was also adapted for the new 911 GT3. To visually differentiate the particularly sporty character of the Porsche Doppelkupplung (PDK), the selector lever gate has a central double stripe in black. The trim surround of the selector lever gate was also adapted. In addition to being more purist with no additional selector-lever positions (P, R, N and D), the selector lever gate features a “GT3” logo and on the left-hand side, the designations “+” and “–” in Red for manual gear selection.

The display of the selector-lever positions P, R, N and D on the selector-lever release button and in the tachometer is unchanged.

new. Unlike all shifting directions for Tiptronic and PDK transmissions used by Porsche, the shifting direction used on the new 911 GT3 is based on professional motor sports. As a result, upshifts “+” take place backwards and downshifts “–” take place forwards. This shifting direction is used because of the ergonomic and physical conditions involved in a gear change.

If the driver shifts down in gears while driving on the race circuit and braking sharply coming into a bend, forward downshifting supports ergonomic gear changes in accordance with the law relating to the mass moment of inertia. The same applies when accelerating out of a bend. In this case, the mass moment of inertia supports backward upshifting.

The PDK functions, including gear indicator, are displayed in the tachometer on the instrument cluster as on the 911 Carrera models. The actuation direction of the manual shift display “+” and “–” was modified due to the change in shifting direction specific to the GT3. The omission of the SPORT and SPORT PLUS function used on the 911 Carrera models and enhancement of the display strategy means that no PDK functions are displayed in the SportDesign steering wheel on the new 911 GT3.

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The shifting direction for manual gear changes on the selector lever is completely

2014 911 GT3 Section 3 9/12/13 7:53 AM Page 41

911 GT3 (991) 3.5 Gearshift strategies and shifting times General In addition to the short gear ratios and the short actuation travel of the shift paddles, Porsche Doppelkupplung (PDK) is characterized above all by its unique gearshift strategies and its short response and shifting times (including “lightning shifts”).

These characteristics ensure a performance-oriented gearshift behavior with particularly sporty gear changes. The most important driving functions of the Porsche Dop-

Power transmission

3

pelkupplung (PDK) are based on the strategies of the current 911 Carrera models.

For differentiation and in order to adapt to the particularly sporty character of the new 911 GT3, new functions have been introduced and modified functions and specific fine-tuning measures implemented.

The following main development objectives were taken into account here:

• Reducing complexity • Improving interaction between driver and vehicle • Enhancing emotionality Increased performance is achieved with the following features: • Lightning shifts with very short response and shifting times • Performance-oriented adaptation of gear preselection Reduced complexity is achieved with the following features: • No special functions, such as Coasting, Auto Start Stop, ECO upshifts • Two driving modes: SPORT (basic setting) and “PDK SPORT” • Special functions, such as Launch Control, are available irrespective of driving mode • No kickdown

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• Increasing performance

Increased interaction between driver and vehicle is achieved with the following features: • Selector-lever position “M” as an uncompromisingly manual shift function • “M” with no automatic shift functions • “M” with maximum acceptance of gearshift commands even during extreme engine speed-oriented driving • “Paddle Neutral” with additional function based on a conventional clutch pedal Enhanced emotionality is achieved with the following features: • Adaptation of the basic gearshift strategy to performance-oriented driving dynamics without additional actuation of driving mode buttons • Adaptation of the one-touch direction on the selector lever to motor sports • Possibility of driving off with increased wheel slip with “Paddle Neutral” • Possibility of influencing driving dynamics individually with “Paddle Neutral” • No crawling without pressing the accelerator pedal

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911 GT3 (991) SPORT mode The PDK transmission in the new 911 GT3 essentially has the two gearshift strategies “SPORT” and “PDK SPORT”. Here, SPORT mode is the basic setting and is avail-

Power transmission

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able immediately after starting the engine without pressing a button. PDK SPORT mode is activated by pressing the “PDK SPORT” button in the center console. In this mode, the shift sequences for changing gear are accomplished with torque increases and maximum performance-oriented gearshift behavior.

Even at its basic setting, the new 911 GT3 has a sporty gearshift strategy. The basic characteristics of this strategy are the same as the “SPORT” gearshift strategy of the current 911 Carrera models. For the new 911 GT3, however, map-specific adjustments were made to the gearshift strategy in order to meet the specific performance requirements, including short gear ratios, as well as the unique engine and vehicle

Based on the current 911 Carrera models, the shift sequences and shift points in shift program “D” in the PDK used on the new 911 GT3 are also adapted and adjusted to suit driver-specific handling. This means that the engine speeds are increased early for changing gear, even for a moderately sporty driving style in performance-oriented rpm ranges (> 3,500 rpm). Engine speeds are increased further for high-performance driving. This is possible because the engine in the new 911 GT3 is exceptionally lively. For the driver, this gearshift strategy - even in the sporty basic setting in “D” - ensures exceptionally good adaptation to the desired driving profile.

PDK SPORT mode

An even sportier PDK mode is activated by pressing the “PDK SPORT” button in the center console. In this mode, the PDK has modified shift maps in selector-lever position “D” which have been adapted to meet the requirements associated with driving the vehicle on race circuits. As a result of the change in the shifting characteristic curves, the shift map is moved towards higher engine speeds. This means that the engaged gear is held longer and the next-higher gear is only selected at higher engine speeds.

Race circuit tuning does not allow “back-adaptation” of the shift map for a moderately sporty driving style in PDK SPORT mode. As a result, a higher tractive force potential is available at all times, without changing gear. If the driver requests maximum acceleration (full throttle up to the rev limit) in PDK SPORT mode, engine interventions are prevented during an upshift for a sporty, comfortable gear change. This means that the engine is operated at full power even during the gear change and as a result, the dynamic torque enhancement during gear changes is once again noticeably reinforced.

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characteristics. As a result, gear changes are always fast.

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911 GT3 (991) Shifting gears in M Gears available SPORT (basic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-7 PDK SPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1-7 Automatic upshift and downshift in M Partial load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .no Full load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .no

Power transmission

One-touch shifting (selector lever) . . . . . . . . . . . . . . . .front - /rear + (motor sport)

3

Shifting gears in D Gearshifts SPORT (basic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .performance-oriented

TC: Traction Control

PDK SPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .performance-oriented

ESC: Electronic Stability Control

Adaptation to driving style

PDK SPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .yes

Moving off From stationary (without accelerator pedal) . . . . . . . . . . . . . . . . . . . . .no crawling Launch Control SPORT (basic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .yes PDK SPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .yes ESC+ TC OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .active

With all these changes, the new 911 GT3 thus has a PDK transmission with a very high shifting performance and exceptionally emotive gearshift and gear change functions.

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SPORT (basic) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .yes

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911 GT3 (991) Shifting performance The new 911 GT3 has a much higher shifting performance mainly thanks to its much shorter response times and shifting times as well as lightning shifts with much faster

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gear changes. The diagram below shows the engine speed characteristic during gear changes as a function of time. The red line in the diagram below represents the PDK shift function of the 991 GT3, while the blue line represents the PDK shift function of the 991 Carrera.

1 - PDK response time - 911 GT3 (991) 2 - PDK response time - 911 Carrera (991) The difference between (2) and (1) shows how much the shifting time has been

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reduced.

PDK comparison

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3 - Shortening of the response time as a result of functional measures in the Porsche Doppelkupplung (PDK) (“lightning shift”) 4 - Increase in engine speed gradient as a result of functional measures in the engine electronics (DME) and optimized communication between engine and transmission 5 - 1st gear 6 - 2nd gear

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911 GT3 (991) Lightning shift On the new 911 GT3, gear changes for a manually initiated upshift are accomplished by way of a “lightning shift” with very short response and shifting times. This function is initiated using a one-touch switch on the selector lever (M gate) or using the shift paddles on the steering wheel. As a result, gear changes on the new 911 GT3 are approximately 60% faster than on the 911 Carrera models. This is achieved thanks to maximum performance in filling the clutch-specific hydraulic system and by activating the overlap function between the closing and opening clutches at precisely the right

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time.

The implementation of a lightning shift is the result of years of experience with the Porsche Doppelkupplung (PDK) in various Porsche models. During this time Porsche has been able to extensively analyze and precisely evaluate the intervention and change behavior of the clutch system in many situations and under various condi-

tem. By controlling the clutch change in a precise and highly dynamic way, it is possible to change gears much faster.

In addition, lightning shifts are implemented with a torque enhancement to improve driving performance. The dynamic torque enhancement uses the momentum and rotational energy that is present in the entire drive system during a gear change. In this process, the rotational energy (mass moment of inertia), which is stored primarily in the crankshaft, clutch module and gear wheel sets, is decelerated strongly while changing gear. This causes a brief additional torque boost in the drive system and allows a further improvement in the acceleration potential. The actual gear change occurs with high engine speed dynamics and a highly dynamic adaptation of the engine speed to the newly selected gear. The short synchronization times are in an order of magnitude that was previously reserved for motor sports.

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tions. This has resulted in an enhanced control strategy for the complex clutch sys-

Gear change The new 911 GT3 has very short response and shifting times, which are clearly noticeable and help to enhance a sporty and emotive gear change. The engine fades out and in again at lightning speed during a full-throttle upshift for enhanced acoustic emotionality when changing gear. The lightning fade-out occurs when the gear change is initiated. Compared with its driving dynamics competitors, the new 911 GT3 allows gear changing without interruption in traction. The competitor vehicles with fast response times pay for acoustic emotionality with engine fade-out that interrupts traction and impacts negatively on vehicle acceleration.

With Porsche Doppelkupplung (PDK), fast gear changes without interruption in traction are achieved by precisely fine-tuning all gearshift and gear change functions. The specific characteristics of the PDK in the new 911 GT3 make it a particularly sporty model with driving dynamics-oriented and performance-oriented shift functions as well as emotional gear changes.

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911 GT3 (991) Launch Control Like the current 911 Carrera models with Porsche Doppelkupplung (PDK), the new 911 GT3 also features the driving dynamics-oriented drive-off function “Launch Con-

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trol” for maximum acceleration from standstill. Compared with these models, this function on the new 911 GT3 can be activated at any time without pressing any other buttons or switches. Readiness for an accelerated start is indicated in the tachometer on the instrument cluster as on the 911 Carrera models.

3.6 Porsche Torque Vectoring Plus (PTV Plus) The new 911 GT3 features Porsche Torque Vectoring Plus as standard. The system includes an electronically regulated, fully variable rear differential lock with selective braking interventions on the rear left or rear right wheel. The function of the overall

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system is described in section “4.10 Control systems”.

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911 GT3 (991) 4 Chassis 4.1 General The chassis of the new 911 GT3 is based on the current 911 generation, but its components have been modified significantly compared with the 911 Carrera models and the previous model.

Chassis

4

The specifications in the PIWIS information system and the instructions in section 0 of this SIT must be observed when working

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on the chassis.

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The 911 GT3 has the following new product features and modifications: • Dynamic engine mounts as standard equipment • New wheel carriers on the front and rear axle for more precise wheel guidance • Optimization of wheel guidance on the front axle using new spring struts and ball joints on the supporting mount and outer wishbone • Optimization of wheel guidance on the rear axle using a new wheel carrier, optimized steering geometry and ball joints on the outer wishbone and lower spring strut connection • Larger wheel bearings and wheel hubs on the front and rear axles for more precise wheel guidance also with higher loads through larger 20-inch wheels • Rear axle with helper spring • New 20-inch GT3 wheels with central lock, weight- and rigidity-optimized • Tire Pressure Monitoring System (TPM) with racetrack mode 4.1

General

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4.2

Wheelbase and track widths

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4.3

Front axle

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4.4

Steering

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4.5

Rear axle

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4.6

Rear-axle steering

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4.7

Brake system

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4.8

Wheels and tires

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4.9

Front axle lift system

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4.10 Control systems

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911 GT3 (991) These modifications have improved overall driving dynamics, including wheel guidance, reinforced brake system and traction provided by the large 20-inch GT3 wheels.

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Like the previous model, the chassis of the new 911 GT3 also has the following characteristics and distinguishing features compared with the 911 Carrera: • Lowering by approximately 30 mm accompanied by a corresponding lowering of the vehicle’s center of gravity • Specific spring, damper and anti-roll bar tuning • Adjustable anti-roll bars at front and rear (three settings) for adaptation to individually desired handling characteristics • Split wishbones on the front and rear axles for improved and individual camber adjustment1 • Control arms on the front and rear axles partially with ball joints for more precise wheel guidance

• Sport tires2 • Vehicle stability system Porsche Stability Management (PSM) with special tuning and 2-stage switching function for complete deactivation (ESC OFF and ESC+TC OFF) • Front axle lift system (optional)

1) These modifications are only permissible for vehicle operation off public roads, as they have a very pronounced effect on the vehicle’s handling characteristics.

When changing vehicle settings and/or modifying components, reciprocal interactions must be taken into consideration.

2) There is increased danger of hydroplaning on wet roads due to the low tread depth.

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• Wheels with central lock

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911 GT3 (991) 4.2 Wheelbase and track widths For improved driving dynamics through increased driving and steering stability, the new 911 GT3 has a much longer wheelbase and a greater track width on both the front and rear axles compared with the previous model.

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1 - Track width increased by 54 mm at front 2 - Wheel base increased by 102 mm 3 - Track width increased by 31 mm at rear

These changes increase the support area of the new 911 GT3, thereby improving longitudinal and lateral stability. The support area (wheel base x track width), which is 7.3% larger than on the previous model, allows a further increase in vehicle stabilization, resulting in high driving and steering stability, particularly in extreme driving situations, such as driving on race circuits. The large track width on the front axle supports steering stability during highly dynamic cornering.

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Wheelbase and track widths

4

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911 GT3 (991) 4.3 Front axle The McPherson front axle was largely newly developed. Unique-design wheel carriers as well as larger wheel bearings and wheel hubs increase stability and load

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result of the larger wheels and enhanced driving dynamics. These measures have increased the camber rate by approximately 10% compared with the previous model.

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The sturdy connection of the spring strut to the wheel carrier was also improved.

The twin-clamp system introduced for the previous model now has a clamping distance of 170 mm (997 GT3 II: 50 mm). This connects the spring strut even more securely to the wheel carrier and improves rigidity for more precise wheel guidance.

The wishbone on the front axle was also completely redesigned in terms of its stability and weight. Like the previous model, the new 911 GT3 also has a split lower wishbone, which allows individual camber adjustment by way of various shims for driving on race circuits. The outer connection of this wishbone on the wheel carrier by way of a ball joint is new. Compared to a conventional connection by means of elastokinematic link pins, the ball joint connection reduces elasticity, resulting in even more precise handling.

To reduce weight, the new 911 GT3 has lighter chassis springs, which offer a weight saving of 3.5 lbs. (1.6 kg) per vehicle compared to the previous model. The weight of the spring struts was also reduced by 3.5 lbs. (1.6 kg) per vehicle by replacing the steel outer tube with an aluminum tube.

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Chassis

capacity. This was necessary due to the higher load on the chassis elements as a

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911 GT3 (991) 4.4 Steering The new 911 GT3 now features electromechanical power assistance with speedsensitive steering torque control. The main functions of the system were adopted

has been adapted specifically to suit the 911 GT3 and ensures even more immediate steering behavior with unique steering torques.

Electromechanical steering

Chassis

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The new steering system ensures immediate and agile as well as precise steering with informative feedback. Electromechanical power assistance also helps to reduce fuel consumption compared with the hydraulic power assistance system used on the previous model.

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from the current 911 Carrera generation (991). The tuning of the steering functions

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911 GT3 (991) 4.5 Rear axle The multi-link rear axle was largely newly developed. Unique-design wheel carriers and wheel hubs as well as larger wheel bearings also increase stability and load

4

sections and cross member, was newly developed. In addition to geometric modifications, the weight of the cross member was also reduced by 8.6 lbs. (3.9 kg) by using hollow-cast aluminum instead of welded steel. With this change, the subframe has basically the same design as that used on the new 911 GT3 Cup racing car.

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An additional reinforcement plate between the left and right diagonal strut is also new. This “shear panel” increases the camber rate of the rear-axle subframe by approximately 10% compared with the previous model and ensures even more precise wheel guidance.

The lower longitudinal and transverse control arms have also been completely redesigned in terms of their stability and weight. Like the previous model, the new 911 GT3 also has a split lower wishbone on the rear axle for individual camber adjustment for driving on race circuits. In addition, the lower wishbone has a ball joint at the outer joint connections to further optimize wheel guidance. In order to realize the rear-axle steering, the rigid tie rods were replaced with variable control arms with electromechanically adjustable actuators.

The use of a spring/shock absorber element on the rear axle with an additional spring (helper spring) is also new for the 911 GT3 (991). Like the 911 GT3 RS 4.0 (997 II), the new 911 GT3 also features a weight-reduced suspension system with a lighter main spring and an additional spring.

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Chassis

capacity here. To further ensure the high load capacity, the subframe, including side

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911 GT3 (991) 4.6 Rear-axle steering General The new 911 GT3 features rear-axle steering as standard. The system comprises two electromechanical actuators, which are used instead of the conventional toe control arms at the left and right of the rear axle. The system steers the rear axle, depending on the speed, within a range of approximately +/- 1.5 degrees in the opposite direction to or in the same direction as the steering angle on the front

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axle. The steering angle on the rear axle thus depends above all on the steering

Rear-axle steering

04_06_14

At speeds of up to approximately 30 mph (50 km/h), the system steers the rear wheels in the opposite direction (counter) to the front wheels. In terms of geometry,

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angle on the front axle, the driving situation and the driving speed.

this results in a virtual shortening of the wheelbase by approximately 5.9 in. (150 mm) and ensures both greater agility and day-to-day usability. This facilitates maneuvering and parking and keeps the turning circle small despite the large track width on the front axle.

At speeds of over approximately 50 mph (80 km/h), the system steers the rear wheels parallel to the front wheels (same direction). In terms of geometry, this results in virtual lengthening of the wheelbase by approximately 18.7 in. (500 mm) and increases driving stability, particularly at high speeds. At speeds of between 30 and 50 mph (50 and 80 km/h), the system continually switches between steering in the same and opposite direction, depending on the driving situation.

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911 GT3 (991) Thanks to its variability, rear-axle steering helps to resolve the conflict of objectives in terms of driving dynamics between agility and driving stability. The result not only offers advantages in terms of maneuverability, driving safety and day-to-day usability, but also increases driving dynamic performance. Rear-axle steering also

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improves lap times on the Nürburgring Nordschleife and offers advantages during other comparison tests reported in the automotive press. A significantly higher average speed can be achieved during the obstacle avoidance test (360 ft./110 m) and slalom test (118 ft./36 m) with rear-axle steering.

Greater agility (counter steering) • Better steering behavior and handling • Enhanced driving dynamics and performance • Greater driving pleasure Increased driving stability (parallel steering)

• Further improved straight-ahead tracking at high cruising speeds • Improved driving safety Improved day-to-day usability (counter steering) • Easier to maneuver and park • Small turning circle

System description The system comprises two electromechanical actuators, which are installed instead of the conventional toe control arms on the rear axle and are synchronized electronically. The actuators consist of an electric motor, which drives a threaded spindle by means of a belt drive, thereby converting the rotational movement into linear movement. Rear-axle steering adjustment allows a maximum rear-axle steering angle of approximately +/- 1.5 degrees.

By way of comparison, a steering angle of 1.5 degrees on the wheels of the front Electromechanical actuator

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axle is comparable with a steering angle of approximately 20 degrees from the center position on the steering wheel.

The two rear wheels are adjusted synchronously, both in the opposite direction to and in the same direction as the front wheels. Adjustment control essentially depends on the vehicle speed and the steering angle on the front axle.

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• Enhanced driving dynamics and performance

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911 GT3 (991)

Chassis

Function overview

4

04_08_14

1 - Agility (up to approximately 30 mph (50 km/h)

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Counter steering (maximum + 1.5 degrees) Virtual shortening of the wheelbase (approximately 5.9 in./150 mm)

2 - Stability (from approximately 50 mph (80 km/h) Parallel steering (maximum - 1.5 degrees) Virtual lengthening of the wheelbase by (approximately 18.7 in./500 mm)

Driving dynamics At speeds of up to approximately 30 mph (50 km/h), the rear wheels are turned in the opposite direction to the front wheels. This enables the vehicle to turn faster into the bend and allows more dynamic steering behavior. Together with the virtual shortening of the wheelbase, this improves both agility and driving pleasure as well as day-to-day usability (easier to maneuver and park, small turning circle). At speeds of over approximately 50 mph (80 km/h), the rear wheels are turned in the same direction as the front wheels. As a result, lateral forces, in particular, are built up faster than with an unsteered rear axle. In contrast to counter steering at speeds of up to approximately 30 mph (50 km/h), the additional cornering forces on the rear axle are directed in the same direction as the front axle here. This results in faster as well as more spontaneous and more harmonious initiation of changes in direction.

1 - without rear-axle steering 2 - with rear-axle steering

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911 GT3 (991) 4.7 Brake system Technical data

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Chassis

Standard brake system The new 911 GT3 has an enhanced standard brake system with brake discs made of gray cast iron on the front and rear axle. The main features are larger brake discs on the rear axle, modified ventilation holes on the brake discs and improved brake ventilation with additional brake air ducts on the rear axle. These features increase both braking performance and the stability of the brake system. The brake booster was also redesigned. Based on the current 911 generation (991) with a tandem brake booster made of aluminum, the new 911 GT3 has a boost ratio of 3.5:1, just Standard brake system

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like the previous model. Compared with the boost ratio of 5.5:1 on the current 911

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911 GT3 (991) Carrera models, the new 911 GT3 offers a more immediate brake pedal feel and improved brake system control. To reduce weight and unsprung masses, the new 911 GT3 is equipped with composite brake discs derived from motor racing with brake discs (“friction rings”) made of gray cast iron and aluminum brake disc hubs.

For improved corrosion resistance and a better look, the aluminum brake disc hubs

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Brake air routing on rear axle

04_11_14

on the front and rear axle are painted gray. The brake disc hubs and brake discs are connected with stainless-steel pins arranged radially.

The ventilation holes on the brake discs were enlarged from a diameter of 4 mm to 5 mm on the front and rear axle and the edges of the holes are now rounded. In addition to better ventilation and reduced brake disc weight as a result of the larger holes, rounding of the edges of the holes, which was adopted from motor racing, also reduces the notch effect, thereby increasing component strength even under very high loads. The front axle of the new 911 GT3 is fitted with a unique-design, high-performance brake system with 6-piston aluminum monobloc fixed calipers and brake discs with a diameter of 380 mm. The rear axle of the new 911 GT3 has a

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unique-design, high-performance brake system with 4-piston aluminum monobloc fixed calipers. The brake discs were enlarged from a diameter of 350 mm (997 GT3 II) to 380 mm.

Brake cooling For the new 911 GT3, brake cooling on the front axle and rear axles have been modified significantly. This results in lower brake temperatures, leading to reduced wear and even greater braking performance under high loads. On the front axle, the brakes are cooled in the usual way by way of brake air spoilers and air deflecting blades. A new feature here is the significantly improved air supply system via the brake air spoilers, particularly through a wider and larger air flow duct via the underbody panelling.

There is a further significant improvement in brake cooling on the rear axle. With one additional brake air duct on each side, the new 911 GT3 now has a total of four independent, closed brake air ducts instead of two as on the previous model. Air is still supplied to the front brake air ducts (1) via the underbody panelling and is routed in a targeted manner to the brake discs in the area of the brake calipers. The new, additional brake air ducts (2) are offset slightly behind these and are supplied with air freely via the underbody. Using these ducts, air is routed to just before the brake discs so as to provide additional cooling for the brake system in the lower area.

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911 GT3 (991) Porsche Ceramic Composite Brake (PCCB) The GT3 can optionally be equipped with an enhanced ceramic brake system Porsche Ceramic Composite Brake (PCCB). The new PCCB system offers a further

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4

improvement in braking performance and wear resistance compared with the previous model. Braking performance is increased above all by using larger brake discs and friction surfaces and improved brake cooling. Increased wear resistance, even under particularly high loads, is achieved above all thanks to an enhancement of the ceramic composite material. The brake discs were enlarged from a diameter of 380 mm to 410 mm on the front axle and from 350 mm to 390 mm on the rear axle.

This measure increases the effective friction surface by approximately 14% on the front axle and by approximately 20% on the rear axle. The cross-drilled PCCB brake discs are mainly cooled by redesigned cooling ducts in the brake discs and the efficient ventilation of the brake system.

PCCB brakes

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of forged aluminum and are anodized black. In addition to the lightweight brake discs made of a ceramic composite material with a weight saving of approximately 50% compared with conventional brake discs made of gray cast iron, the lightweight brake disc hubs help to reduce the vehicle weight and in particular the unsprung masses.

The weight saving compared to stainless steel brake disc hubs is also approximately 50%. The brake disc hubs and brake discs on the front and rear axle are connected by way of threaded sleeves and tensioning springs. The material composition of the ceramic brake discs, particularly the outer friction layer, has been completely modified. Here, a significant improvement in the wear resistance of the new generation of discs was achieved by significantly increasing the ceramic content in the ceramic composite material using carbon fibers.

Parking brake Similar to the current 911 Carrera models (991), the 911 GT3 (991) features an electrically operated parking brake. The operating button is at the left of the steering wheel on the lower part of the dashboard. The parking brake can be activated manually using this button and deactivated while pressing the footbrake. It is also released automatically when the driver’s intention to drive off is detected via the accelerator pedal. The electrically operated parking brake increases comfort and safety when the vehicle is parked and creates more space in the center console due to omission of the handbrake lever.

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The PCCB brake disc hubs on the front and rear axle of the new 911 GT3 are made

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911 GT3 (991) 4.8 Wheels and tires General

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Tire sizes and tire makes can be found in the current specifications in the PIWIS infor-

The new 911 GT3 has completely redesigned wheels on the front and rear axle.

Compared with the 19-inch wheels on the previous model, the new 20-inch GT3 wheels are not only one inch larger, but are also half an inch wider on the front axle.

The tires on the front axle are also wider.

In combination with the sports tires with larger wheel contact surfaces and the chassis set up specifically for the vehicle, the new GT3 wheels offer the following advantages:

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mation system.

• Very high lateral acceleration at high cornering speeds • Precise handling and steering • Optimum acceleration and braking performance

The larger wheels and tires improve both traction and performance potential. In addition, the wider wheels and tires on the front axle offer a higher lateral force potential with additional dynamics when steering into a bend. The wheels are made of forged aluminum. Compared with the cast aluminum wheels on the previous model, the forged design ensures a lower weight and a high load capacity. Together with the weight-reduced wheel design, it was therefore possible to maintain the same wheel weight as the previous model on the front axle despite increasing the size of the wheels by one inch to 20 inches and increasing the width by half an inch to 9 inches. On the rear axle, the wheel weight was reduced by 6.2 lbs. (2.8 kg) per vehicle despite the increase in the wheel size by one inch to 20 inches. This reduces not only the vehicle weight, but also the unsprung masses in order to improve driving dynamics.

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911 GT3 (991) The wheel design is an attractive design that has evolved from the familiar 19-inch GT3 wheel. The design with five V-shaped double spokes was significantly enhanced and the individual spokes are now more striking. In addition, the rim flange area of the rim base is much flatter.

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With these design features, the new 20-inch GT3 wheel - apart from the geometric increase in size by one inch - looks much bigger and its dynamic overall design emphasizes the enhanced driving dynamics of the new 911 GT3. The platinum colored paint finish on the wheels also emphasizes their high quality and adds to the puristic appearance of the new 911 GT3. Similar to the previous model, the standard sports tires on the new 911 GT3 also offer exceptional performance potential for high traction, lateral acceleration and short braking distances, particularly on dry roads. There is, however, increased danger of hydroplaning on wet roads due to reduced tread depth compared with conventional tires.

The central wheel lock is a completely new development that offers higher load limits and greater suitability for driving on race circuits. The central wheel lock specific to the new 911 GT3 is characterized by a more robust wheel hub for a significantly increased camber rate and by driving pins that are now fixed to the wheel hub (997 GT3 II: attached to the brake disc hub). The significantly improved connection system also includes larger bearing pins and larger wheel bearings, which are now identical to those used on the 911 GT3 Cup racing vehicles. The central bolts have a Central wheel lock

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friction-optimized trapezoidal thread and a thread run-out with a reduced notch effect.

The new central bolts are visually distinguished by the modified toothed rim. The dimensions and basic shape of the central bolts have been retained and the teeth have been accentuated by distinct spaces. The central bolts on the new 911 GT3 are anodized black and have a black wheel hub cover with a silver-colored “GT3” logo.

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Central wheel lock

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911 GT3 (991) TPM racetrack mode Similar to the previous model, the new 911 GT3 also features Tire Pressure Monitoring (TPM) for permanent monitoring of all four wheels as standard equipment. The basic functions of the system are largely unchanged. The additional function “Racetrack mode” is new. Like the Carrera GT, the new 911 GT3 has an additional function which allows precise monitoring of an individually set tire pressure while driving on a race circuit.

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The air temperature in the tire and the tire pressure - increases during intensive driving on a race circuit. An increase in the air temperature in the tire of 122° F. (50° C.) and therefore an increase in tire pressure of approximately 7 psi (0.5 bar) is not unusual. When the tire pressure increases, the tire’s tread becomes deformed and contact with the road is reduced. To achieve the best possible road contact surface and therfore the best traction again, the tire pressure must be reduced. How-

mode is switched off, the red warning message “Tire pressure” will appear on the screen in the instrument cluster. The tire pressure warning light in the instrument cluster stays on even after this message is acknowledged and prevents any further system monitoring of the tire pressures that were set individually for driving on the race circuit.

To ensure that precise tire pressure monitoring is also still possible when driving on race circuits, Racetrack mode allows individual adaptation of the required tire pressure, which is predefined in on-road mode. This function is set using the “Tire pressure” menu on the instrument cluster. When Racetrack mode is activated, a stylized race circuit with a yellow “R” is displayed permanently on the screen in the instrument cluster. When you have finished driving on the race circuit, the tire pressure must be changed back to the tire pressure required for driving on public roads in order to guarantee safe driving on public roads. A detailed description of how to

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ever, if the tire pressure is reduced by more than 6 psi (0.4 bar) when Racetrack

activate and deactivate the TPM Racetrack mode can be found in the Owner’s Manual.

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911 GT3 (991) 4.9 Front axle lift system A pneumatic lift system on the front axle is optionally available for the new 911 GT3.

With new individual components, it is also possible to significantly increase the day-

4

30 mm at speeds of up to 30 mph (50 km/h). This prevents damage to the body and significantly reduces the risk of impact, e.g. when negotiating steep approaches and speed bumps. The lift system is also extremely useful when loading vehicles onto race car transporters.

Front axle lift system

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The function, which uses an electropneumatic function module in the PASM dampers on the front axle, has largely been adopted from the previous model. Its operation via a special control button in the center console is also essentially the same. The structural design of the function module is completely new. This has been adapted to suit the available space on the new 911 GT3 and includes new function elements.

A new valve block has also been used to refine and increase the sensitivity of the function and position detection features of the system control.

The function module is still a compact unit located at the front of the center tunnel and is approximately 31.5 inches (80 cm) long. The pneumatic compressor generates a pressure of up to 290 psi (20 bar) if necessary. The pressure reservoir has a filling volume of approximately 1.06 quart (1 liter) and stores the pressure required for operating the system. The compressed air system is controlled by means of a valve block unit. The system weight of all components of the front axle lift system is approximately 15.4 lbs. (7 kg).

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Chassis

to-day usability of the new 911 GT3 by lifting the body at the front by approximately

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911 GT3 (991) 4.10 Control systems Porsche Stability Management (PSM) The new 911 GT3 also has a vehicle stability system with special sports tuning.

Porsche Stability Management (PSM) can also be deactivated completely in two stages on the new 911 GT3 using the ESC OFF and ESC+TC OFF functions. With this deactivation strategy, which is differentiated using two buttons, PSM also provides extremely sporty drivers with sufficient variation options to satisfy individual

Chassis

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requirements with regard to driving dynamics on the new 911 GT3. A new feature here is the specific tuning of the new 911 GT3 with even more precise and more sensitive control and adjustment.

The PSM basic setup offers high active safety. Traction Control (TC) for longitudinal dynamics, with the sub-functions automatic brake differential (ABD), anti-slip regula-

(ABS). Electronic Stability Control (ESC) for lateral dynamics, particularly through wheel-specific braking intervention when over- or understeering.

In the 1st switch-off stage ESC OFF, the system offers increased driving dynamics on race circuits by deactivating lateral dynamics control (Electronic Stability Control). This enables the vehicle to be steered around corners with the required drift using targeted steering movements and/or accelerator pedal control. The sportily tuned longitudinal dynamics control (Traction Control) with high traction through ABD and active safety through ASR and MSR remain active in this driving mode.

In the 2nd switch-off stage ESC+TC OFF, the driving dynamics control systems are deactivated completely. This allows personalized racing-oriented handling on the race circuit.

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tion (ASR) and engine drag torque control (MSR) as well as Anti-lock Braking System

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911 GT3 (991) Porsche Torque Vectoring Plus (PTV Plus) The new 911 GT3 features Porsche Torque Vectoring Plus as standard equipment.

The system includes an electronically regulated, fully variable rear differential lock

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with selective braking interventions on the rear left or rear right wheel on road surfaces with low grip, e.g. wet roads. Together, these systems allow high traction on varying road surfaces, increased lateral dynamics, more precise cornering and improved driving stability.

Unlike the previous model, which featured a rear differential lock with fixed locking values, the electronically regulated rear differential lock used on the new 911 GT3 can be controlled actively and fully variably irrespective of the driving situation. The fully variable rear differential lock thus offers greater traction, increased lateral dynamics and a significant improvement in driving stability under the effects of load changes in corners and when changing lanes, particularly at the limits of dynamic

improved braking behavior during full braking. When the rear differential lock is released completely, the individual wheels are optimally controlled during ABS braking in order to achieve stable and efficient braking with the best possible deceleration.

In addition, the steering behavior and the vehicle’s driving stability are improved by selectively braking the rear right or rear left wheel on the new 911 GT3 when driving on road surfaces with low grip, e.g. on wet roads. Selective braking is applied on the inside rear wheel as soon as the steering is turned. This gives the outside rear wheel higher drive torque in comparison with the inside wheel. This difference in torque gives the vehicle a yawing moment that also supports the steering angle of the vehicle. The result is improved steering behavior.

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performance. Another advantage of the fully variable rear differential lock is

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911 GT3 (991) 5 Body

5

Body

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5.1 General The 911 GT3 (991) is based on the lightweight and yet torsionally-rigid body of the current 991 C4 Carrera generation in an aluminum/steel hybrid design. In addition to the extensive use of aluminum in order to reduce the vehicle weight, the local use of ultra-high-strength steel ensures excellent body rigidity and optimum passenger safety. The potential for a reduced body weight is enhanced by the use of plastic as well as 911 GT3-specific elements made of carbon fiber and glass fiber composite materials. The low body weight of the new 911 GT3 also ensures excellent agility and outstanding performance.

Similar to the previous model, the front end section of the bodyshell of the 911 Carrera 4 was used for the 911 GT3. The omission of the front-axle final drive means that this space on the rear-wheel-drive 911 GT3 can be used for the large 16.9 gal.

(64 l) fuel tank.

The body of the new 911 GT3 is based completely on the wide body of the current

5.1

General

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911 Carrera 4 models (991). As a result, the new 911 GT3 is 44 mm wider than the

5.2

Technical data

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current 911 Carrera (991) and the previous 911 GT3 model (997 II).

5.3

Body-in-white

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5.4

Aerodynamics

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5.5

Exterior mirrors

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911 GT3 (991) 5.2 Technical data Drag coefficient cd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.33 Frontal area A [m2] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..2.036

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Drag cd x A [m2] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.672

Customer benefits • Reduction in body weight through intelligent lightweight design (including 13% reduction in bodyshell weight as well as 25% increase in torsional rigidity) • Based on the 911 Carrera 4’s wide body with a larger track width on the rear axle for enhanced driving performance and more space • Visual differentiation from the previous model with new front and rear apron, front spoiler lip, rear wing and SportDesign exterior mirrors • Improved driving performance and stability through increased downforce on the front and rear axles

tem on the front and rear axles

5.3 Body-in-white The bodyshell of the new 911 GT3 is based on the new 911 Carrera generation (991) with a weight saving of approximately 13% compared with the previous model. This is achieved above all by the extensive use of aluminum, particularly in the front and rear end and in the floorpan assembly. Torsional rigidity has also been increased by approximately 25% thanks to the intelligent lightweight construction with an aluminumsteel composite design.

Further weight savings were made through the additional use of aluminum accessories. Similar to the previous model, the new 911 GT3 also features a front hood and doors made of aluminum. The front fenders and roof are based on the new 911 generation (991), are also made of aluminum. For further weight reduction, the brackets in the roof area for securing roof transport systems have been omitted.

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• Improved braking performance through further improved cooling of the brake sys-

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911 GT3 (991) 5.4 Aerodynamics General The new 911 GT3 has enhanced aerodynamics with a new front and rear apron, a new front spoiler lip, a new rear wing and a new underbody panel with an additional rear diffuser. In addition to providing more intensive ventilation for the higher performance radiators and brakes, the vehicle’s aerodynamics allow a further increase in downforce on the front and rear axles in order to further increase performance poten-

Body

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tial.

Apart from the large openings for ventilating the radiators, the new front apron has the same additional 911 GT3-specific air outlet opening of the central radiator in front of the front hood. Downforce on the front axle is also increased through targeted air routing. The new front spoiler lip is raised at the sides and allows a further increase in

lip contour extended well forward, the new spoiler lip now extends up at the sides in front of the wheel housings.

At the rear of the vehicle, the downforce is achieved above all through the rear wing with its restyled wing profile. In combination with the spoiler lip (gurney flap) integrated in the rear lid, this ensures efficient and well-balanced tuning between drag (cd value) and downforce. The new 911 GT3 also features a rear diffuser with a distinctive aerodynamic shape in the form of an additional underbody panel in the engine area. In combination with the rear muffler, the new engine underbody panel provides a diffuser effect in order to increase downforce on the rear axle and improve the overall downforce and performance potential.

Aerodynamic and thermodynamic tuning is also downforce-oriented and well-balanced on the new 911 GT3. In addition to performance-oriented aerodynamics with high

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downforce on the front axle. In addition to its distinctive blade-shaped design with the

downforce on the front and rear axles and well-balanced aerodynamics, efficiency was also adequately taken into account on the new 911 GT3 with low drag and thermodynamic cooling of both the performance-enhanced engine and the new Porsche Doppelkupplung (PDK).

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911 GT3 (991) Rear lid with rear wing

Body

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The specifications in the PIWIS information system and the instructions in section 0 of this SIT must be observed when working on

The new 911 GT3 has a unique rear lid made of a carbon fiber/glass fiber composite material (carbon/glass fiber-reinforced plastic) with integrated wing supports, a large ram air box and a spoiler lip (gurney flap) integrated into the rear lid. Compared with the current 911 Carrera models (991), which have an automatically extending rear spoiler and a separate engine lid, the new 911 GT3 has a continuous rear lid with integrated wing supports for the fixed rear wing.

The rear-lid lock, including its connection to the bodyshell, had to be moved to the rear because of the new rear lid structure. It is connected to the side longitudinal members by way of a unique-design component (mounting bracket) made of carbon fiber-reinforced plastic (CFRP) in exposed carbon. Compared with the previous model with its two individual ram air boxes, the 911 GT3 has one large ram air box extending over the entire width of the rear lid. As a result, the effective opening cross-section was enlarged and the ram air effect was increased in order to improve the air supply to the engine both with cooling air and intake air.

The wing supports and rear wing were also completely revamped. This allows greater aerodynamic efficiency and increased downforce on the rear axle. The side plates of the rear wing have inlays featuring the “3.8” logo indicating the displacement. In addition, the rear wing on the new 911 GT3 can also be adjusted individually for driving on race circuits. Compared with the previous model with its separate spoiler lip (gurney flap) at the rear edge of the rear lid, this has been formally integrated into the rear lid on the new 911 GT3. The integrated spoiler lip not only harmonizes the rear design, but also improves the air outflow and generates downforce on the rear axle.

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the body/aerodynamic components.

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911 GT3 (991) Engine underbody panel (rear diffuser)

Body

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The rear diffuser is completely new and is introduced for the first time with the new 911 GT3. The rear diffuser is actually an additional engine underbody panel. Together with the rear muffler, its aerodynamic shape provides a diffuser effect, which increas-

The engine underbody panel is made of stamped aluminum and is secured directly to the engine by way of support elements. It effectively covers the engine from below and closes the gap between the front underbody panelling and the rear muffler. With its upward sloping contour at the rear, its unique shape creates the aerodynamic diffuser effect and further increases the downforce and performance potential of the new 911 GT3.

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es downforce on the rear axle.

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911 GT3 (991) 5.5 Exterior mirrors The new 911 GT3 features SportDesign exterior mirrors as standard. These are distinguished above all by their V-shaped mirror base and a slightly modified mirror hous-

Body

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ing. These design elements make the SportDesign exterior mirrors particularly lightweight and sporty. The new SportDesign exterior mirrors can be folded in manually.

Their mirror housing is made of lightweight plastic (polycarbonate) and is designed in three parts. The mirror base consists of one piece and is painted completely in the exterior color, as is the entire mirror housing. The new position on the door shoulder ensures better airflow around the body and exterior mirrors with the added advantage

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of more efficient water management and less soiling of the mirror glass.

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911 GT3 (991) 6 Body – Exterior equipment 6.1 General The unique design of the new 911 GT3 is in keeping with its intended character as a thoroughbred standard production Sports Car and racing-oriented road vehicle. It communicates the enormous performance potential while also fulfilling all the aerody-

Body – Exterior equipment

namic functions which are required to realize this potential. In terms of dynamic appearance and distinctive design, it offers excellent prospects for the continued

6

unique success of the new 911 GT3. The puristic, performance-oriented design, with its sporty elegance and clearly striking design elements, is particularly characteristic of the new 911 GT3.

6.2 Front view The front apron on the new 911 GT3 is characterized by the striking cooling air

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intakes and greater emphasis of the central air intake. These design elements give the new 911 GT3 a powerful appearance and are effective in ensuring the required supply of cooling air.

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6.1

General

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6.2

Front view

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6.3

Side view

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6.4

Rear view

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The shape and design of all air intakes, including the dual-branch supply air guide for the side radiators and the striking cooling air intake in the center, create a differentiated appearance within the 911 model line and emphasize the uniqueness of the new 911 GT3.

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911 GT3 (991) The more pronounced center cooling air intake forms a slight wedge shape, which enhances the vehicle’s aerodynamic efficiency. The spoiler lip has been made even more striking than on the previous model and extends up at the sides in front of the wheel housings. The side spoilers improve aerodynamics and downforce on the front

Body – Exterior equipment

6

axle and make the new 911 GT3 look even wider.

The additional air outlet in front of the front hood is another characteristic design feature of the 911 GT3. This has been redesigned and integrated completely into the front apron on the new 911 GT3 with puristic elegance and with no visible intermediate bars. Its large opening is an indication of the effectiveness of the exhaust air management system for the central radiator and also improves downforce on the front axle. The grilles in the center and outer air intakes and in the air outlet in front of the front hood are an unmistakable design element of the new 911 GT3. As on the previous model, their strong lattice structure protects the radiators from damage and for-

Another feature compared with the previous model is the new light design with standard Bi-Xenon headlights and the new front light modules of the new 911 generation above the outer air intakes with black 911 GT3-specific inner trims (darkened). The LED direction indicator lights and the shape of the daytime lights, likewise designed using LED technology, are also new for the 911 GT3. The front view is rounded off by the new SportDesign exterior mirrors with a V-shaped mirror base. Their basic shape was adopted from the super Sports Car Carrera GT and also gives the new 911 GT3 a sporty lightness.

Front apron The front apron was newly developed for the 911 GT3. In addition to the integration of the new front light modules (991), the air supply for the radiators is further improved by the larger air intakes. The spoiler lip was also newly developed and increases the downforce on the front axle thanks to improved aerodynamics.

New characteristic features of the front apron include: • New design with new front light modules and larger air intakes • Modified air outlet in front of the front hood without bars • New 3-piece spoiler lip with the spoiler contour raised at the sides

To protect the radiators from damage, the new 911 GT3, also has additional grills both in the side openings on the front apron and in the air outlet in front of the font hood. These have a dark-gray, powder-coated finish and ensure minimal obstruction and high stability thanks to their fine lattice structure.

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eign objects and allows high air flow rates thanks to their low obstruction level.

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911 GT3 (991) The even more distinctive spoiler lip with its spoiler contour raised at the sides is new. This 3-piece spoiler lip has a black, grained finish and includes a continuous, horizontal spoiler element and additional side elements in front of the wheel housings.

In addition to the blade-shaped lip with its spoiler edge extended well forward, the continuation of the lip contour to the sides ensures a further increase in downforce on the front axle.

Body – Exterior equipment

6.3 Side view

6

The new GT3 is instantly recognizable as belonging to the 911 model range by virtue of its classic 911 silhouette. A distinctive side view results above all from the fact that the vehicle is 30 mm lower than the 911 Carrera, from the muscular look of the

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The new one-piece 20-inch GT3 wheels with central lock are another attractive feature that has evolved from the familiar 911 GT3 wheels. The wheel design, featuring five V-shaped double spokes, is now even more distinctive. Thanks to the unique design elements compared with the previous model, the wheels - apart from being larger geometrically - now look even bigger and more dynamic. The new wheels also emphasize the high performance potential of the new 911 GT3 and their platinum

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rear wing and the unique wheel design.

colored finish highlights its sporty elegance. The outstanding wheel design is enhanced by the central wheel lock with its characteristic shape and anodized black central bolt. They are a further distinguishing feature underlining the association with motor racing. In addition to the front spoiler lip, the side sill covers and the lip-shaped end in the rear apron are also black. This consistent design concept makes the side view of the new 911 GT3 appear slightly elongated with clear contours.

Sill covers The sill covers on the new 911 GT3 are the same as those used on the current 911 Carrera 4 models. They have a black grained finish and are integrated harmoniously into the side trim panel.

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911 GT3 (991) 6.4 Rear view The unique rear apron on the new 911 GT3 is characterized by the centrally positioned tailpipes, the striking downward sloping end, the lateral air outlet openings and

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chrome-plated in black and give the rear of the new 911 GT3 a muscular appearance.

Adapted originally from the motor racing design of the 911 GT3 Cup and 911 GT3 RSR vehicles, this design feature provides a visual reference to the flow- and resistance-optimized sports exhaust system.

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The two lateral air outlet openings have been re-interpreted and their contours follow the edge contour of the wing supports. They now run at an angle from bottom to top and give both the rear view and the side view a new dynamic look. The large outlet openings ensure thermal ventilation of the mufflers and catalytic converters located in the quarter panels, while also improving the aerodynamics of the air flow around the vehicle. To prevent foreign bodies from entering and in keeping with the design of the front apron, the openings here also feature powder-coated grills.

The additional air outlet opening under the rear lid has also been re-interpreted. With puristic elegance and no visible intermediate bars, the opening is integrated perfectly into the lower end of the rear lid and its design is in the style of the air outlet opening in front of the luggage compartment lid. Together with the narrow tail lights, the slim, elongated air outlet opening emphasizes the wide, muscular look on the new 911 GT3 from the rear.

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Body – Exterior equipment

the central air outlet opening under the rear lid. The two central tailpipes are large,

2014 911 GT3 Section 6 9/12/13 7:56 AM Page 75

911 GT3 (991) Rear apron The rear apron has been redesigned together with the wide body and the air outlet openings that are characteristic of the 911 GT3. Like the previous model, the new 911 GT3 also has two lateral air outlet openings and one additional air outlet opening under the rear lid for thermal ventilation for the exhaust system and engine compartment. In addition, the new 911 GT3 is fitted with dark-gray, powder-coated grills in the openings on the rear apron.

Body – Exterior equipment

6

A characteristic feature of the 911 GT3 - like its predecessor - is the central cut-out for the exhaust tailpipes. An additional stainless-steel heat shield in this area of the rear apron provides thermal protection. The repositioned reflectors are a distinctive feature of the new 911 GT3 and have been adapted to the specific shape of the new rear apron. The rear apron designed specifically for the USA market with its smaller

Rear wing The fixed rear wing is a traditional element of all 911 GT3 models and along with the front and rear apron as well as the wheels also constitutes the most striking design feature for the new 911 GT3.

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license plate cut-out is new compared with the previous model.

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911 GT3 (991) 7 Body – Interior equipment 7.1 General The interior of the new 911 GT3 is based on the current 911 generation (991). It is enhanced by classic 911 GT3 features, such as Alcantara and completely newly developed components.

Body – Interior equipment

New interior equipment based on the current 911 generation (991):

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• Elevated center console with new operating and design concept • New instrument panels and door panels • Sports seats Plus (new: with electric height adjustment) • Instrument cluster with 4.6-inch screen • 2-zone automatic climate control • New interior lighting (LED technology)

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• Universal audio interface (AUX) in glove compartment • New Porsche vehicle key

Differentiated features based on the classic 911 GT3 interior equipment: • Equipment features in Alcantara (seat centers, steering wheel rim, selector lever handle, door handles, armrests on door panels, lid of center console storage box and rooflining. New: C-pillar trim panel and rear center tunnel trim panel) • “GT3” logos on the door entry guards and in the tachometer (New: embroidered into the headrests of the available seats and into the rear cover) • Instrument cluster with yellow pointers and increment markings (New: with new displays) • Tachometer with titanium colored instrument dial

New interior equipment including newly developed components: • GT3 SportDesign steering wheel with shift paddles • GT3 selector lever and speed selection gate for PDK • PDK speed selection gate surround with “GT3” logo

7.1

General

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• Dashboard trim and center console trim in brushed aluminum

7.2

Steering wheel

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• Rear cover with center tunnel trim panel in Alcantara

7.3

PDK selector lever

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• Optional Sport Chrono clock with matt black trim ring • Optional decorative stitching in Red (in conjunction with leather interior option)

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911 GT3 (991) With the new basic components of the current 911 generation (991), the new 911 GT3 models also feature a high-quality, attractive interior. In addition, the particularly sporty interior design has been upgraded further.

Body – Interior equipment

7

Particular highlights of the interior include the new elevated center console, the modified dashboard, the new door panels and omission of the handbrake lever. Other new features include the 4.6-inch color display at the right of the tachometer, the 7-inch color screen for the audio systems CDR, CDR Plus or PCM and the 2-zone air-conditioning system, which allows separate temperature adjustment on the driver’s and

Interior (including leather option, decorative stitching in red and trims in Anthracite brushed aluminum.

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Interior equipment designed completely in black with elements in Alcantara is characteristic of the GT3 (991). On the new 911 GT3, these include the seat centers, the available seats, the steering wheel, the selector lever knob, the door handles, the armrests on the door panels, the lid of the center console storage box as well as the rear center tunnel trim panel and rooflining, including C-pillar.

In addition to various interior parts in Galvano Silver as on the current 911 generation (991), the new 911 GT3 features the dashboard trim and center console trim in brushed aluminum. In combination with the leather interior, the decorative trims on the door panels are also designed in brushed aluminum. Furthermore, the new 911 GT3 optionally features red decorative stitching with the leather interior.

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passenger’s side.

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911 GT3 (991) Front seats Similar to the previous model, the new 911 GT3 features Sports seats Plus with higher side bolsters and mechanical fore-and-aft adjustment. Backrest adjustment and for

the new 911 GT3 have a “GT3” logo in Platinum Gray embroidered in the headrests.

Body – Interior equipment

Sports seat

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Sports bucket seat (option)

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Adaptive sport seat Plus (option)

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the first time also height adjustment are controlled electrically. All seats available for

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911 GT3 (991) Rear cover The rear cover, instead of the rear seat system used on the 911 Carrera models, is new. This was developed specifically for the new 911 GT3 and has a carpeted, level

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“GT3” logos in Platinum Gray are also embroidered at the left and right side of this trim panel.

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7.2 Steering wheel The new GT3 SportDesign steering wheel has a rim in black Alcantara and an airbag cover covered in black leather. Vertical adjustment and fore-and-aft adjustment, which has been extended by 10 mm, are still controlled manually. The shift paddles for manual gearshifts with the Porsche Doppelkupplung (PDK) have very short shift throws and allow extremely precise shifting on the new 911 GT3.

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Body – Interior equipment

cover for the seat wells as well as a center tunnel trim panel finished in Alcantara.

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911 GT3 (991) 7.3 PDK selector lever

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The PDK selector lever in the center console has a specific GT3 design. In keeping with the shape of a classic shift lever, the selector lever on the 911 GT3 has a round knob in Alcantara. The shift gate was also modified for the new 911 GT3 and has two central longitudinal stripes in black to highlight the particularly sporty setup of the Porsche Doppelkupplung (PDK).

The trim surround on the selector lever gate was also modified and does not have a shift pattern (P, R, N and D) on the right-hand side compared with the other 911 Carrera models with Porsche Doppelkupplung (PDK). On the 911 Carrera models, this is

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Body – Interior equipment

located next to the display in the instrument cluster and on the release lever for the selector lever knob on the new 911 GT3.

The shift-direction symbol “+” and “–” on the left-hand side of the selector lever gate was also changed. This is red on the new 911 GT3 and the arrangement of the symbols is based on motor sports. As a result, upshifts “+” take place backwards and downshifts “–” take place forwards on the new 911 GT3. The interior design is rounded off by inlays in the door entry guards featuring the “GT3” logo.

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911 GT3 (991) 8 Heating and air conditioning 8.1 2-zone automatic climate control Similar to the 911 Carrera (991) Sports Car, the 911 GT3 is now also available with 2-zone automatic climate control, which comes as standard equipment on the new 911 GT3. With this system, the passenger compartment temperature can be adjust-

Heating and air conditioning

ed and controlled separately for the driver and passenger. The air distribution and air

Center console with air conditioning control panel and air outlet vents

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flow can be set and varied using the individual setting on the vents.

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In order to also provide enhanced air-conditioning comfort for the 911 GT3, the “extended air-conditioning functions” that are available for the 911 Carrera (991) can now also be used in the 911 GT3. The functions listed below can be selected - in the usual way - via the on-board computer on the instrument cluster and in PCM (not in CDR).

The extended air-conditioning functions in the 911 GT3 include: • Automatic air-recirculation mode (use of an air quality sensor) • Air flow adjustment (individual blower/air flow regulation) • Extended ventilation panel

8.1

2-zone automatic climate control

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All the functions of the air-conditioning system are largely identical to those of the 911 Carrera (991) and are described in the Service Information Technik (SIT) for the model year 2012 911 Carrera (991).

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911 GT3 (991) 9 Electrics and electronics 9.1 Vehicle electrical system/energy management The vehicle electrical system used in the GT3 is based on that of the Carrera (991).

Electrics and electronics

9

BiXenon headlights

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The GT3 is equipped with a 95 Ah/520 A battery.

9.2 Lighting Similar to the previous model, the new 911 GT3 features Bi-Xenon headlights with dynamic headlight levelling and a headlight cleaning system as standard. Their shape and design is the same as that of the current 911 Carrera models (911). The additional lights in the front apron are new compared with the previous model. These are also technically the same as on the new 911 Carrera models (991) and feature a narrow LED light strip as the daytime running lights. The turn signals and side markers

from the 911 Carrera models, the inner trims on the front light modules are darkened on the new 911 GT3.

9.1 Front view of the 911 GT3 with LED headlights (optional)

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are also designed using LED technology as standard equipment. To differentiate them

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9.2

Lighting

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9.3

Instrument cluster

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9.4

Infotainment

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9.5

Glossary

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911 GT3 (991)

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LED headlights (optional) and LED front light modules (darkened)

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An innovative full-LED headlight system is available as an option for the 911 GT3. The headlight system includes the following features: • Headlights with dipped beam and high beam as well as additional high beam and 4point LED daytime running lights • Porsche Dynamic Light System (PDLS) with dynamic headlight levelling, speeddependent headlight range control, dynamic cornering light and headlight cleaning system. The central element of this system is the full-LED headlight. This essentially consists of the following 4 components: - Basic module - PDLS module - Auxiliary high beam - Daytime running light

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911 GT3 (991)

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LED headlights

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4-point daytime running light

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Similar to the differentiation between Bi-Xenon headlights, the term full-LED headlights describes the use of LED technology not just for dipped beam but also for high

Topology

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Bi-Xenon headlights

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beam.

If the GT3 is fitted with Bi-Xenon headlights, headlight control units with the required ballasts are installed on the headlights. Each ballast is integrated using a separate LIN (Local Interconnect Network).

LED headlights The equipment variant LED headlights uses one central AFS (automatic driving light control) control unit, which uses a private CAN to activate two performance modules (LEIMO) for drum control (dynamic cornering light and variable light distribution).

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911 GT3 (991) The LED (Light Emitting Diode) light system offers the following advantages: • Visual differentiation using an attractive headlight design and a strong differentiation between the daytime running lights and night design • Driving safety thanks to fatigue-free driving using daylight-like LEDs - light color with

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higher perception of contrasts • Efficiency as a result of low energy consumption and LEDs that last much longer than Xenon lamps • Convenient light function with no switch-on delay The basic module (1) in the upper part of the full-LED headlight is part of the dipped beam and ensures homogeneous and wide illumination of the road. Another part of the dipped beam is in the Porsche Dynamic Light System (PDLS) module located below the basic module.

With its pivot function and variable light distribution (rotating drum) this enables the

• Dynamic cornering light • Highway light The high beam is also contained in this module through an appropriate drum position for the projection headlight.

Headlight assembly

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The additional high beam (3) in the upper part of the full-LED headlight consists of two sub-components and is located at the left and right of the basic module. Its high position and additional function ensure even better illumination of the road for greater driving safety, particularly when driving at high speeds. The daytime running lights (4) consist of four LED spotlights and a surrounding light ring.

Similar to the Bi-Xenon headlights, the full-LED headlights consist of a reflector/lens system for the basic functions. The light for the dipped and high beam functions is projected from the light source (LED) onto the road via a reflector and a lens or rotating drum (PDLS functions). The full-LED headlights have a very different look to the BiXenon headlights. Instead of a cone-shaped light housing with a round projection lens and auxiliary headlight with visible reflector, the full-LED headlight consists of two tube-shaped light housings in a stepped configuration. The dynamic design of the fullLED headlights is supported by an attractive color scheme for the individual headlight LED headlights

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components.

The daytime running lights in the two headlight systems are also different. With the standard Bi-Xenon headlights, the daytime running lights are in the auxiliary lights on the front apron. With the optional full-LED headlights, the daytime running lights are integrated into the headlight housing as four LED spotlights surrounded by an LED light ring. The full-LED headlights therefore look different to the Bi-Xenon headlights with a total of four distinguishing features: Headlight design, daytime running lights, Location of AFS control unit.

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light color and night design.

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PDLS functions:

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911 GT3 (991) Tail lights The new tail lights are also designed completely in LED technology and their shape and function are the same as on the current 911 Carrera models. The additional

which is positioned centrally in the lower part of the rear wing, is also distinctive. The light with its red lens originates from the super Sports Car Carrera GT and has been integrated harmoniously and aerodynamically into the rear wing on the new 911 GT3.

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reflectors in the rear apron have a distinctive shape. The high-level 3rd brake light,

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911 GT3 (991) 9.3 Instrument cluster The instrument cluster has been enhanced based on the current 911 generation and the familiar 911 GT3 specific appearance. The new 911 GT3 has an instrument clus-

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ter with a high-resolution color screen on the right of the tachometer. Similar to the previous models, the instrument cluster is differentiated by its black instrument dials with yellow needle and increment markings. The design of the tachometer instrument dial was also adopted from the previous models. The red rpm range, which only starts above 9,000 rpm, is a particular characteristic feature of the instrument cluster.

The Sport Chrono clock on the dashboard, which is available with the optional Sport Chrono package, adopts the design of the black instrument dials with yellow needle and instrument markings. Another distinguishing feature of the Sport Chrono clock is

The 4.6-inch, high-resolution color screen on the instrument cluster offers comprehensive display options. The information Vehicle, Audio, Trip, Tire pressure including Circular path (Racetrack function), as well as the options Navigation, Map, Phone and Chrono can also be displayed here. The new 911 GT3 features the G-forces display as standard (available with the optional Sport Chrono package on the 911 Carrera).

The 911 GT3 (991) also features a performance display for power and torque as standard. This shows the load point for the current driving situation in the form of a dot display (trackball) in the power and torque map based on the engine speed and throttle position.

9.4 Infotainment General State-of-the-art audio and communication systems based on the current Boxster and 911 generation are used on the new 911 GT3. The new 7-inch color screen of the standard CDR audio system or the optional CDR Plus system and of Porsche Communication Management (PCM) is positioned higher up and is designed as a touchscreen for fast and easy operation.

CDR audio system The new, standard CDR audio system has an extremely high-quality user interface.

The look, feel and central functions correspond to the also new PCM generation. The main feature of the new audio system generation is a 7-inch display with touchscreen.

All the functions (except for volume) of the CDR system can thus be controlled by touching the color screen. This allows fast and simple navigation through the various menus.

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its matt black trim ring, which reduces the glare in the windshield.

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911 GT3 (991) The standard audio system also features 4 speakers, a total output power of 2 x 25 W and can be used to play audio CDs and music in MP3 format (formats: mp3, aac, wma). A 6-disc CD autochanger integrated in the CDR system is available instead of the standard single CD drive. The standard universal audio interface makes it possible

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CDR audio system

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The system is then controlled directly on the connected device. The AUX interface is in the glove box. There is a 12 V plug socket in the glove box for supplying power to the external audio source. A digital satellite radio Satellite Digital Audio Radio Services (SDARS) from the provider XM is also available in combination with the CDR audio system in the USA and Canada.

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to connect an external audio source via the AUX interface.

Sound Package Plus The new 911 GT3 offers a superior sound experience with the optional Sound Package Plus. With 9 loudspeakers divided into 7 channels as well as an external amplifier, a total output of 235 W is available.

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911 GT3 (991) CDR Plus audio system The new “CDR Plus audio system” option (P25) with Sound Package Plus is based on the same technology as Porsche Communication Management (PCM) without the navi-

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gation module and includes the following features: • Convenient light function with no switch-on delay • 9 loudspeakers with a total output of 235 watts • High-resolution 7-inch touchscreen • Radio with analogue and digital double tuner for receiving radio stations in the FM/AM bands as well as in the formats DAB, DAB+ and DMB • Single CD/DVD drive including audio playback of music in MP3 format and audio/video DVDs • USB connection for various iPod and iPhone models, USB memory sticks with MP3 music and MP3 players • Option for displaying cover art and playing podcasts and audio books. It is con-

• AUX interface for connection of other external audio sources which are then controlled directly via the connected device

With the CDR Plus audio system, the customer gets an attractive equipment package.

An impressive digital music experience is guaranteed, especially for customers who have no need for the navigation function, by the USB connection and the digital double tuner together with the improved sound output of 235 W from 9 loudspeakers.

Other useful options, e.g. the telephone module or the 6-disc DVD autochanger, can also be combined with the CDR Plus audio system.

Porsche Communication Management (PCM) including navigation module The latest generation of Porsche Communication Management (PCM) including navigation module is optionally available for the 911 GT3 (991). The main features of the latest generation of PCM in comparison with the previous version are: • High-resolution 7-inch touchscreen • 3D navigation map with City and Terrain models with superimposed satellite map • Speed limit display in PCM based on navigation data • Map display in the instrument cluster

Audio transmission via Bluetooth® is available with the new PCM generation. This allows audio data to be transferred from external devices such as music players or mobile phones via the Bluetooth® interface of PCM or reception of internet radio if this function is supported by the device connected via Bluetooth®. The universal audio interface assigned to PCM has also been modified: various iPod® and iPhone® models can now be connected to the audio system via the USB connection.

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trolled via the CDR Plus audio system

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911 GT3 (991) Other audio options The GT3 also includes the mobile phone preparation, telephone module, voice control, CD autochanger and CD/DVD autochanger options.

Sport Chrono package Electrics and electronics A Sport Chrono package is also available as an option for the new 911 GT3. It includes an analog stopwatch on the dashboard and a digital stopwatch in the instru-

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ment cluster. In combination with the optional Porsche Communication Management (PCM) system, the Sport Chrono Package features an additional performance display

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in PCM, as on the previous model.

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911 GT3 (991) 9.5 Glossary

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2014 911 GT3 Cover 9/12/13 7:44 AM Page U3

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2014 911 GT3 Cover 9/12/13 7:44 AM Page U4

Part Number - PNA 911 GT3 14