All-New Porsche 911 (992) GT3 RS Review: Fast, but is it Fun? | Henry Catchpole - The Driver’s Seat

All-New Porsche 911 (992) GT3 RS Review: Fast, but is it Fun? | Henry Catchpole - The Driver’s Seat

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foreign [Music] rebound data Deltas numbers 992 gt3rs this is serious thank you but is it fun we'll come back to that question but first let's recap some of the spec sheet because this new 180 000 pound RS certainly looks like a Quantum Leap compared to its forebears but is it in terms of power and torque no it's 518 brake horsepower as a solid 142 BHP up on the original 996 of 18 years ago but since the 9974 liter that came out in 2010 power increases have been marginal with this latest car only having 25 brake horsepower more than that final Metzger in fact with 343 pounds foot of torque this 992 actually has four pounds foot less than its immediate predecessor the 991 Gen 2 GT3 RS but what this car has mostly focused on is making its already glorious naturally aspirated Flat 6 better able to cope with the extreme stresses it will be subjected to on track because with the combination of 20 millimeter wider tires 30 millimeter wider tracks and up to 860 kilos or almost 1900 pounds of downforce this new car has a lot of grip that downforce which is more than a McLaren Center at a quarter of the price is of course thanks to its huge active rear wing but also the centrally mounted s-duct radiator that frees up space in the front for active aeroflaps also the aerodynamically shaped front suspension good for 40 kilos of downforce on its own apparently and then there are those new carbon doors that help prevent air from the front arches and the rear diffuser of course even in its low drag DRS setting it produces 306 kilos of downforce and Porsche says it generates as much in high speed Corners as a GTE car and Le Mans trim it won't surprise you to know that this is also the heaviest ever GT3 RS at a curb weight of 1450 kilos or a smidgen under 3 thousand two hundred pounds but it might surprise you to know that it's only 75 kilos heavier than the comparatively diminutive 997 gen 1 GT3 RS time to see what it's like Silverstone is clearly a great track to demonstrate the arrow on this car got complexes like maggots and beckets the old cops corner should really show this off race effect we all have to follow a hastily driven GT3 by the way which is actually a little distracting at times but also quite a good reference point anyway back fun well the first thing to say is that obviously this engine really is fun I know it might not have gained a huge amount of power and actually dropped a little bit in talk but the sound of it goes haunted cabs above 6000 RPMs where they really come into play WoW those Arc changes it's apparent event is it amazing [Music] proper race car sign that you want so yes the engine is definitely fun but what about the arrow in some ways the arrow you don't almost want to feel it or be aware of it it just gives you more speed and obviously speed in and of itself can be fun wow the breaking on this I thought the breaking on standard GT3 was good but and it is but this is a whole other level coming back uh this right here and bang just the stability of it and to be able to lean right into the ABS that's also one of the areas where the error really helps you [Music] got this anti-drive geometry so that it stays flat under braking the arrow still works all right just got on the power so early and the traction out of Corners is phenomenal because you've got the response from the naturally aspirated engine that the traction is amazing love it through here through maggots and beckets down the hanger straight fresh the DRS still as much time force normal GT3 on its high downforce setting [Music] and this RS doesn't really feel any less plush than a normal GT3 inside obviously there is the roll cage behind you but with the big glossy Central screen and the digital elements on the dash it doesn't feel like a stripped out or steer race car there is aesthetically pleasing carbon fiber and color coordinated stitching you can charge Into Love Field listening to a podcast if it appeals to you but where I think this car really fun is when you start playing with he switches down here [Music] when you're in track mode these four rotary switches let you tune the car to an extent and more importantly with an ease that I simply haven't seen from a manufacturer before they are a gateway to geeking out first that you can really play with is the death because you can adjust that on coast and under power so wind it off a bit to make it a bit looser maybe on the into the corners certainly get turned into the tighter Corners more easily and obviously winding up for more tractionally exit equally if it's wet then perhaps wind up the death on the coast just to make that back end even more stable give you more confidence and that's something you can feel really quickly I think you'd appreciate the dampers well they have an adjustment range of about 20 percent and they can be tailored independently at the front and the rear and for both compression and for Rebound a little bit more about that I need something with half the wheels you see for ages now you've been able to quickly and easily adjust both compression and rebound damping on mountain bikes and you feel effects straight away it's fun to play around with now at the risk of teaching my grandmother's suck eggs compression damping or bump is how quickly the spring is allowed to compress well rebound damping perhaps fairly obviously is how quickly that spring is then allowed to re-extend simple isn't it I should point out that this is not me in my weekend wig but Liam who's considerably better at mountain biking and possibly has a weaker grasp on the fragility of human mortality anyway damping at least for me hasn't always been Crystal Clear where I think things can get a little trickier is in the semantics of adjusting damping so let's explain it with the help of this rather lovely YT cat Pro complete with fancy flight attendant suspension matching obviously GT3 RS behind me with visak pack both German Brands it's like we think about this stuff isn't it but you've got a plus and a minus same as in the car so are you adding speed are you adding rebound are you adding softness no the way to think about it is you're adding or subtracting damping so on top of here press this and we're adding the compression damping or you're taking it away you're not adding speed you're not subtracting speed you're faster and slow don't think about it like that adding or subtracting damping same as in the car easy but what does that all mean out on track in the car Porsche suggests that actually well obviously you start off with everything virtually on zero and then in fact you adjust the compression and the rebound in sync with each other just to start with so the car remains balanced through its travel after that you can start playing with it a bit more obviously if it's wet then you might take away some of the compression damping make it a bit softer give yourself a bit more traction after that well it all gets a bit a bit more of a black card are you a compression person or a rebound person it's a whole other video but to give you some idea did have a quick chat to your birdmeister about a very particular track and his settings for that foreign yeah that's that's to come when the weather plays Ball but you have obviously got your setup for random Evergreen so I thought it would be really fun to know what you do to the car and why you do it basically all right yeah I've obviously done plenty of laps and already plenty of laps on on heated cup two hours so it's a lot of fun that's for sure pretty mind-blowing to be honest um on the setup on the differential I'm staying on zero zero because that's our Baseline setup and that works really well as we do most of the development work on the notch life so that's quite perfect for the notch life on the dampers on on a cup two I would stay at zero zero as well but then with the cup to R especially when it's heated I go quite a bit higher on rebound damping so in the front I'm plus three and then the rear plus four and it's mostly just for the the bumps like belloff s where you really have quite big bumps to keep the control of the body and therefore have a bit more support so you're basically slowing down the way it reacts exactly yeah you sometimes therefore have a little bit um yeah airtime let's say so the jump at Flint's Garden one is a little longer with that which is fun as well um yeah but just to keep the the body movement under control and then for the sake of comparison around here what would you then set up um around here actually it's not too different the biggest difference is a differential um quite a bit more lock here I'm plus three on Coast um that's I think quite a big step especially for the quick Corners you want to support in the rear so you can carry maximum speed in there and also for tray breaking rear stability is obviously key and I think that's the biggest difference in general just slightly softer on on front bump so compression a little softer on the front and then the rebound just one step softer so plus two plus three in the rear and why would you go a bit softer on the compression the compression is the basic tendency for the track is a bit understeering here and going a little softer gives you some extra front grip also difference here is the tire pressure I'm at the notch life we're running about 0.5 to 1 10 of Delta on on pressure front area and here's almost two tenths again of the understeer to work around that it is fascinating it's such it's a whole other world that I can see it is the forums are going to go absolutely wild with setups for different tracks yeah now it's really cool to have the opportunity to really adjust the track first off to your driving Style and what you like from the car but also like the last two days we had rain you go full soft on the compression and just gain extra grip so it's really cool yo thank you so much my pleasure then slightly unplanned I jumped into a camera car for a hot lap around Silverstone with Jurg and to be honest well we had to include the footage because it recalibrated my perception of the car in a way I don't think I've experienced before yes this particular car was on cupped to our tires rather than the regular cup twos I'd been on but nonetheless well just have a look [Music] foreign [Music] foreign [Music] [Music] [Music] foreign [Music] foreign [Music] [Music] foreign [Music] foreign [Music] [Music] yes I agree I mean damn it I mean breaking Brooklyn is it's so crazy and three maggots back it's kind of sort of like the stability that is worth standard camera so if you add some camber yeah it will only be quicker there oh it's really wow that is so now you see why I said you need some time to really use the full potential of the car yeah I I I know that but that that is that's a whole other level to kind of to unlock lots of that I mean yeah it's uh yeah often I think with a road car yeah my kids I can get yeah a lot from it and find you you will always take more curb and carry more speed and all that sort of thing but that is yeah I can see why you love it that is amazing absolutely amazing yeah I kind of I shouldn't do a film now let's just we'll just play that and that's gonna like yeah so just don't listen to me because anything I say this is a demonstration yeah I mean also on the notch life you're in there and then you're on heated brand new cup to uh it's incredible really in the corners it's a different it's so cool yeah that's amazing thank you my pleasure I sat next to Jurg in other Porsches and been able to understand the Delta between us but this was extraordinary my Scan 10 or so laps at Silverstone suddenly seemed even more inadequate York's faith in the era was incredible and the way he bullied the car and it took it unbelievable he drove it like a race car for reference he later did a two-minute 8.3 second lap on Fresh rubber but with a full tank and pulled as much as 2G in the corners that is serious stuff particularly when you consider it's not a lap time hewn from massive power all of which brings us back to the question at the start of this is it fun and to some extent fast is fun so yes it is because it is phenomenally fast but I think the interesting thing is that all the arrow gives you that speed but then the adjustability within the car is really really intriguing there's so much more to learn with it but I think the fun thing is that it makes the car accessible for all sorts of drivers if they're just going on that journey of kind of how to set a car up or or even sort of learning to track Drive actually so for example I might be learning a circuit and I think well in the title Corners I want I want that diff on Coast sort of open a bit more to help me rotate the car where somebody like your bergmeister can then set the car up to get the maximum performance that he might go the other way he might might def up more to have more stability because he's already rotating the car to have that that breadth of tunability so easily within the car is fascinating and I think yes really fun of course we need to drive this new RS on the road to complete the picture to see if those 50 stiffer spring rates will work outside Silverstone or Sebring but it almost almost doesn't matter what it's like this is clearly and unashamedly a track tool first and foremost albeit one with apple carplay and a reversing camera and the mere fact it can be driven on the road at all just seems crazy imagine seeing this parked up outside your local knowing it has the performance to back up the posturing Madness and yes quite fun [Music]

2022-10-07 11:21

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