The spectacularly styled Cup car is the first racing version based on the current 992 generation and the first makes-cup racer of Porsche to feature a wide turbo-spec body.
The groundwork for the latest model was laid in 2018. Concrete development began in early 2019. The main development goals of the team led by project manager Jan Feldmann were to further improve performance, achieve a more aggressive design, easier handling and greater durability with less outlay in terms of time and maintenance.
The 992 generation 991 GT3 Cup now has a wide body design like the one on the 911 Turbo, allowing for wider tyres to be fitted One of the most striking features of the new 911 GT3 Cup is its optimised aerodynamics and the overall more muscular appearance - it looks even more impressive at first glance. This is partly thanks to the wide turbo-spec lightweight body that is being used for the first time in the Cup car.
Measuring a total of 1,902mm in width, it exceeds the rear width of the previous model by 28mm and is distinguished by its additional cooling air inlets in front of the wheels.
Furthermore, the front axle of the 992 generation of the 911 is also significantly broader. Thanks to additional flared fenders, the new 911 GT3 Cup now measures as much as 1,920mm at the front axle. This allows for 12-inch wide rims on the front and 13-inch wide wheels at the rear axle, which has a positive effect on the handling and drivability of the racing car.
At the same time, the 992 generation of the Cup racer generates noticeably more aerodynamic downforce. This is thanks to the combination of the rear spoiler with the larger rear wing and front apron, which was specifically adapted to racing by means of a front lip spoiler and strategically-positioned separation edges.
The rear spoiler on the 911 GT3 Cup has 11 positions to adjust to vary the amount of downforce it creates The 11 stage adjustable rear wing with a 'swan neck' mounting ensures uninterrupted under-wing airflow. This improved aerodynamic efficiency also ensures more stable handling, especially in fast corners.
The body of the 991.2 generation Cup car consisted of 70% steel and 30% aluminium. The ratio in the successor has been switched. The fact that the vehicle still weighs around 35kg more with a dry weight of 1,260kg is due to extra struts being added to the steel safety cell.
The removable escape hatch in the roof complies with the latest FIA standards. All windows in the GT3 Cup are made of lightweight polycarbonate and have scratch-resistant hard-coat glazing. The doors, engine hood and rear wing are made of carbon fibre reinforced plastic. In contrast, the front hood with its distinctive exit-air duct and central air intake is a prime example of the intelligent use of materials.
The designers put a lot of thought into the ergonomics specifically for the drivers. In addition to the incline, the new racing seat can now be adjusted in two height settings. In conjunction with the adjustable steering column, this ensures an ideal fit for every driver stature.
As per all of Porsche's motorsport vehicles, the 911 GT3 Cup has centre locking wheels nuts that are red on the left side and blue on the right side A range of padding thicknesses allows the seats to be adapted to the needs of individual drivers. The redesigned, open-top, motorsport multifunction steering wheel made of carbon fibre is yet another development adopted from the 911 GT3 R.
The so-called Rubber Switch Panel (RSP) with its 10 large buttons on the right is reminiscent of a control element in the Porsche 919 Hybrid. These buttons are easy to use, even in the heat of the race and are given designated central functions such as lighting and ventilation or to change tyre settings from dry to wet tyres.
One example of a clever enhancement to details is the adjustment of brake balance. Now, it can be intuitively controlled via a rotary knob switch on the outside right of the RSP in or against the direction of travel - depending on whether the front axle needs more or less brake pressure.
The designers have revamped the centrally-positioned, 10.3-inch colour monitor. The screen prioritises the display of key data and information for the driver while racing. Displayed alongside the engine revs are water and oil temperatures, the gear currently engaged and error messages or information on important baseline settings, such as 'wet' for racing in rain.
Should the engine stall at the start of the race, the hazard warning lights switch on automatically to warn other competitors of the danger While the rear axle essentially remains unchanged compared to the production model, the front wheels are now controlled by double wishbones and uniball bearings - like in the 911 RSR, Porsche's current top racing model. Through this, the dampers are no longer exposed to lateral forces, only axial forces.
This ensures more precise turn-in behaviour and gives a better feeling for the front axle. The shock absorbers have also inherited the cutting-edge valve technology from the 919 Hybrid and 911 RSR. Fully electro-mechanical power steering has been introduced into the 911 GT3 Cup for the first time. This means that the hydraulic pump and associated hydraulic lines are no longer needed.
In terms of the engine, the 911 GT3 Cup remains true to the naturally aspirated principle. In the racing version, the four-litre, water-cooled flat-six engine develops 503bhp. The high-revving engine with dry-sump lubrication reaches top performance at 8,400rpm.
It redlines at 8,750rpm with maximum torque of 470Nm at 6,150rpm. A single throttle butterfly system with two resonance flaps ensures an even more spontaneous response, and in conjunction with the catalytic converter racing exhaust system, produces an awe-inspiring sound. The gearbox is a sequential, 72kg six-speed dog-type gearbox via a single-mass flywheel and a three-plate sintered metal racing clutch.
The groundwork for the latest model was laid in 2018. Concrete development began in early 2019. The main development goals of the team led by project manager Jan Feldmann were to further improve performance, achieve a more aggressive design, easier handling and greater durability with less outlay in terms of time and maintenance.
Measuring a total of 1,902mm in width, it exceeds the rear width of the previous model by 28mm and is distinguished by its additional cooling air inlets in front of the wheels.
Furthermore, the front axle of the 992 generation of the 911 is also significantly broader. Thanks to additional flared fenders, the new 911 GT3 Cup now measures as much as 1,920mm at the front axle. This allows for 12-inch wide rims on the front and 13-inch wide wheels at the rear axle, which has a positive effect on the handling and drivability of the racing car.
At the same time, the 992 generation of the Cup racer generates noticeably more aerodynamic downforce. This is thanks to the combination of the rear spoiler with the larger rear wing and front apron, which was specifically adapted to racing by means of a front lip spoiler and strategically-positioned separation edges.
The body of the 991.2 generation Cup car consisted of 70% steel and 30% aluminium. The ratio in the successor has been switched. The fact that the vehicle still weighs around 35kg more with a dry weight of 1,260kg is due to extra struts being added to the steel safety cell.
The removable escape hatch in the roof complies with the latest FIA standards. All windows in the GT3 Cup are made of lightweight polycarbonate and have scratch-resistant hard-coat glazing. The doors, engine hood and rear wing are made of carbon fibre reinforced plastic. In contrast, the front hood with its distinctive exit-air duct and central air intake is a prime example of the intelligent use of materials.
The designers put a lot of thought into the ergonomics specifically for the drivers. In addition to the incline, the new racing seat can now be adjusted in two height settings. In conjunction with the adjustable steering column, this ensures an ideal fit for every driver stature.
The so-called Rubber Switch Panel (RSP) with its 10 large buttons on the right is reminiscent of a control element in the Porsche 919 Hybrid. These buttons are easy to use, even in the heat of the race and are given designated central functions such as lighting and ventilation or to change tyre settings from dry to wet tyres.
One example of a clever enhancement to details is the adjustment of brake balance. Now, it can be intuitively controlled via a rotary knob switch on the outside right of the RSP in or against the direction of travel - depending on whether the front axle needs more or less brake pressure.
The designers have revamped the centrally-positioned, 10.3-inch colour monitor. The screen prioritises the display of key data and information for the driver while racing. Displayed alongside the engine revs are water and oil temperatures, the gear currently engaged and error messages or information on important baseline settings, such as 'wet' for racing in rain.
This ensures more precise turn-in behaviour and gives a better feeling for the front axle. The shock absorbers have also inherited the cutting-edge valve technology from the 919 Hybrid and 911 RSR. Fully electro-mechanical power steering has been introduced into the 911 GT3 Cup for the first time. This means that the hydraulic pump and associated hydraulic lines are no longer needed.
In terms of the engine, the 911 GT3 Cup remains true to the naturally aspirated principle. In the racing version, the four-litre, water-cooled flat-six engine develops 503bhp. The high-revving engine with dry-sump lubrication reaches top performance at 8,400rpm.
It redlines at 8,750rpm with maximum torque of 470Nm at 6,150rpm. A single throttle butterfly system with two resonance flaps ensures an even more spontaneous response, and in conjunction with the catalytic converter racing exhaust system, produces an awe-inspiring sound. The gearbox is a sequential, 72kg six-speed dog-type gearbox via a single-mass flywheel and a three-plate sintered metal racing clutch.
