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Part 6: Technical Update

Progression of an automotive enthusiast

Part 6: Technical Update

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Filed under: Opinion, European Sport Cars, Porsche
Part 6:  Technical Update

While I wait for my new 2010 GT3 to arrive (only about 3 weeks to go now!), I have been scouring the web for more detailed technical information regarding all aspects of the car. 

2010 GT3 3.8L Engine

Most European Car enthusiasts are already well aware of the engine displacement increase from 3.6 to 3.8 litres, and the increased power generated, up 20 bhp to 435bhp. They are also privy to the facts that the latest version of this legendary GT1 based dry sump powerplant will utilize a new VarioCam system to control the exhaust valves, and that it will redline at a scintillating 8500rpm. Some new engine technical tidbits now in the public domain are as follows:

 1) The engine is 2.2lbs lighter overall than the previous 3.6L GT3 engine.

 2) The engine elements re-worked for efficiency and reduced weight are: oil pumps, pistons, camshafts, exhaust system, A/C system, and the dual mass flywheel.

3) The steel cylinder liners, the same units used in the RSR race cars, are necessary due to the increased bore; they are 7.7 lbs heavier than those on the 3.6L.

4) The new intake and exhaust VarioCam system adds 4.4 lbs over the 3.6L.

5) All Cylinder head ports receive a factory polish procedure similar to the RSR race cars.

On the transmission side, a new short shifter linkage is standard along with a revised Getrag 6 speed transaxle incorporating stronger steel synchronizers. All gear ratios remain the same, but alternate ratios will now be available.

 

The suspension components are completely revised with new PASM damping calibration, spring rates are up 12% in front while the rear remains the same (now 45Nm and 105 Nm, respectively), sway bars are now the same units as on the GT2 (25mm front and 23 mm rear), new front axle roll center geometry (again, a la GT2), and the whole kit-and-caboodle weighs in at 2.6 lbs less than the set up on the previous model.

2010 GT3 CL Wheel
2010 GT3 Rotor

Reductions in unsprung weight include the sexy centerlock forged aluminum wheels and two piece brake rotors (fronts up from 350mm to 380mm, rears stay at 350mm), dropping 5.5 lbs and 5.2 lbs, respectively. The ceramic brake option reduces this figure again by a further 44 lbs, if your wallet will permit. All suspension alignment parameters have been altered as well to improve the contact patch and overall cornering grip.

 

2010 GT3 Wing

Speaking of grip, the new GT3’s bodywork is not only designed to improve cooling to significantly the engine and brakes, it also increases downforce five times from 66 pounds at 186 mph to 220 pounds, and proportions it perfectly 88 pounds in front and 132 pounds in the rear for optimum high speed handling. This occurs at the expense of aerodynamic drag, which increases from 0.29 Cd to 0.32 Cd, hurting the top speed potential which is “only” 194 mph.

Also, Porsche reports from the Nürburgring Nordschleife that their infamous test driver, Walter Rohrl, has lapped the “Ring” in the new GT3 in under 7:40 on an open track day with some traffic. This is 3 or 4 seconds faster than the 997 GT3 Mk1 and 7 seconds slower the 997 GT2. With such news, and all of these revisions to an already brilliant sports car, now I really can’t wait until mine arrives!

Be sure to check out the planned article series for the new GT3 on the pages of European Car Magazine in the coming months. It is sure to be a wild ride!

2010 GT3 Rear

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