2009 Porsche 911 GT3 RSR: More Track Power, Bigger Price Tag

Illustration for article titled 2009 Porsche 911 GT3 RSR: More Track Power, Bigger Price Tag

The locust-like invasion of track-ready Porsches continues as the German automaker reveals its updated 2009 997-based Porsche 911 GT3 RSR racer with new slipperier body and more of that angry flat-six oomph.

Illustration for article titled 2009 Porsche 911 GT3 RSR: More Track Power, Bigger Price Tag
Illustration for article titled 2009 Porsche 911 GT3 RSR: More Track Power, Bigger Price Tag
Illustration for article titled 2009 Porsche 911 GT3 RSR: More Track Power, Bigger Price Tag
Illustration for article titled 2009 Porsche 911 GT3 RSR: More Track Power, Bigger Price Tag

Last year’s Porsche 911 GT3 RSR racked up quite a few wins in the American Le Mans Series and abroad, so for 2009 Porsche decided to update its GT3 RSR to solidify its competitiveness in its class of cars.


The 2009 GT3 RSR is very loosely based on the production 997 GT3 RS and has received a few updates for this year’s racing season. The angry 3.8-liter boxer-six from last season’s car is replaced by a batcrap-crazy 4.0-liter boxer-six capable of producing 450bhp at 7,800 rpm and 317 lb-ft of torque at 7,250 rpm. The rev-limiter kicks in at 9,000 rpm, but compared with the previous car, the rev limit for a given power was significantly lowered allowing for an optimized torque curve and better drivability. The engine output is limited based on the class the GT3 RSR runs in, but it’s surely capable of more when properly opened up. The rear wheels are fed this power via a six-speed sequential gearbox along with a limited slip differential.


The exterior has received minor changes in appearance. However small the changes are, they allow for a better optimized aerodynamic profile which we all know means that it’s getting closer and closer to a greased pig. The front hood receives new louvers, an indication of the redesigned air ducting for the radiators. The rear wing features a wider range of adjustment and the brake system was weight-optimized to improve handling over the previous model.


Porsche has begun to ship the 2009 911 GT3 RSR, but if you’ve yet to receive yours (we think ours got lost in the mail) then you can call up Porsche and order one for the low entry price of $493,392.

The successful Porsche 911 GT3 RSR takes off into the new model year with extensive modifications. The most powerful race car based on the Porsche 911, which last season secured wins in the American Le Mans Series and at the Nürburgring 24 Hours, competes in the GT2 class at international long distance races. The most distinguishing feature of the new GT3 RSR is the redesigned front with large air outlets on the front hood. Under the light-weight bodyshell, as well, major changes were made to the quickest 911.

Noticeable at first sight are the air outlet slots, or the so-called louvers, on the front hood: an indication of the completely redesigned air ducting of the radiators, which became necessary through the new design of supply and discharge air with the installation of an optional air-conditioning unit. The aerodynamics under the rear underwent further optimisation. The rear wing now features a wider adjustment range. The weight-optimised brake system and the lighter wiring harness contribute to further improved handling, compared to the predecessor model.

The capacity of the well-known six-cylinder boxer engine increased from 3.8 to 4.0-litres. After another reduction in the size of the air restrictors for the 2009 season, the engine now delivers around 450 hp (331 kW) at 7,800 revs per minute and develops a maximum torque of 430 Nm at 7,250 rpm. The rev limiter of the efficient six-cylinder unit kicks in at 9,000 rpm. Compared to the forerunner, the rev level for a given power output was significantly lowered. Thanks to this, the engine features an optimised torque curve and offers better driveability.
In the cockpit, a new multi-function display located above the dashboard indicates the opti-mum moment to change gears. Another new feature is the programmable multi-function, onboard supply system control device, giving teams the choice of many individual functions. One of these is the infinitely adjustable blinking frequency of the lights in the front apron, which helps to immediately recognise race cars when they enter the pits in the dark. For eas-ier servicing under race conditions, other modifications were made. The GT3 RSR now fea-tures a new air-jack system with overpressure valve. The oil refill with fast filling function has now moved to the rear lid, giving mechanics better access.

Aside from GT3 Cup and the GT3 Cup S, the GT3 RSR is the third race car based on the Porsche 911 offered by Porsche Motorsport. About 20 of the successful long distance racers have been built in Weissach and are now being delivered to customer teams around the world. The GT3 RSR costs 380,000 Euro plus VAT specific to each country.

Technical Description Porsche GT3 RSR (2009)

Water-cooled, six-cylinder boxer engine; four valves
per cylinder; dry sump lubrication; individual throttle
butterflies; fuel injection; air restrictors 2 x 29.5 mm.

102.7 mm

80.4 mm

3,996 cc

Power output:
331 kW (450 bhp) at 7,800 rpm

Max. Torque:
430 Nm at 7,250 rpm

Max. revs:
9,400 rpm

Six-speed gearbox with sequential jaw-type shift;
oil/water heat exchanger; single-mass flywheel;
hydraulic disengagement lever; three-plate carbon-fibre
clutch; rear wheel drive; limited-slip differential 45/65%.

Monocoque body (basis GT3 RS) of hot-galvanised steel;
aerodynamically optimised front end with front spoiler;
aerodynamically optimised front underfloor; adjustable
rear wing; 90-litre safety fuel tank with fast filling function;
air jack; welded-in safety cage; bucket-type racing seat
(on driver's side only) with flame-resistant seat cover;
six-point seat belt adapted for use of the HANS
Head and Neck Support; electric fire-extinguishing system.


McPherson spring strut axle; Sachs four-way gas
pressure dampers; double coil springs (main and ancillary
spring); front axle arms adjustable for camber; adjustable
sword-type anti-roll bar on both sides; power steering.

Multi-arm axle with rigidly mounted axle sub-frame;
Sachs four-way gas pressure dampers; double coil springs
(main and auxiliary spring); rear axle tie-bar reinforced
and infinitely adjustable; adjustable sword-type anti-roll
bar on both sides.

Complete suspension infinitely adjustable (height,
camber, track).

Brake system with balance bar control.

Single-piece six-piston aluminium fixed callipers;
inner-vented, 380 mm in diameter; racing brake pads.

Rear: Single-piece four-piston aluminium fixed callipers;
inner-vented, 355 mm in diameter; racing brake pads.


Three-piece BBS light-alloy wheels (11J x 18-34);
central bolt;

Three-piece BBS light-alloy wheels (13J x 18-12.5);
central bolt.

Electrical System:
Motec display with integrated data recording; multi-function
display with integrated gearshift indicator; adjustable
traction control; battery: 12 volt, 50 Ah, 140 Ah alternator.

Approx. 1,220 kg complying with A.C.O. regulations,
1,245 kg complying with FIA regulations.


[via wcf]




Seriously, how many articles on 911s or GT-Rs are we going to have to deal with? I'm... uh... I mean, Mr. Beefpile... is getting sick of running back and forth between Detroit, the DatsunDojo and Deutschland.

Sigh. Nevermind. I'm paging Mr. Beefpile.