Whilst there has been plenty of coverage about the early racing exploits of the latest in GT3, including the BMW M4 GT3 and the Evo version of Audi’s R8 LMS GT3, both of which raced on Saturday in the latest round of the NLS, there’s been somewhat less focus on the debut on Saturday of a car that is likely to be numerically just as significant an endurance racer.
The latest Porsche 911 GT3 Cup, based on the latest 992 Porsche platform has already impressed for its performance and looks in the traditional stamping ground of Porsche Cup cars, one-make racing.
There has though been an increasing market for the cars in endurance racing, with the ‘Ring racing scene at its epicentre, but with the cars welcomed elsewhere including in the 24H Series and in a myriad of other national and international races, Series and Championships.
Marco Holzer and Uwe Alzen campaigned the car in the SPX class for the four-hour race on the 24.458-kilometre combination of the Nordschleife and the short Grand Prix circuit loop, finishing in 18th overall, with a fastest lap time significantly quicker than the fastest of the existing ‘Cup’ class cars, finishing in the wake of the class winner despite the new car having to complete longer pit stops commensurate with the SPX regulations for non-homologated runners an a longer stop for a reported suspension issue mid-race.
From the start of this season, the current 911 GT3 Cup has served as the new one-make cup vehicle in the Porsche Mobil 1 Supercup as well as the national Porsche Carrera Cups in Germany, France, the Benelux countries, North America and Asia. From 2022, the latest edition of the world’s best selling racer will also be campaigned in the NLS as well as in other endurance series and 24-hour races.
“As expected, the 911 GT3 Cup performed exceptionally well at its race debut on the particularly demanding Nürburgring-Nordschleife,” concluded Project Manager Jan Feldmann. “During its development, we made sure right from the start that it could also be fielded in endurance competitions as well as the one-make cup sprint races. Today’s test run in the NLS underlined that our team has done a great job.”
Producing around 375 kW (510 PS), the newest version of the ‘Cup’ car exceeds the power output of its immediate predecessor by 25 horsepower and can also run on synthetic fuels, which significantly lowers CO2 emissions under racing conditions. As with the previous car, and most previous iterations of the ‘Cup’ formula, the current car is built on the production line in Stuttgart-Zuffenhausen alongside the 911 production models. After 160 units were produced for 2021, a second production run is currently underway, which involves more than 300 more racing vehicles to meet a high demand for the current unmake Championships, a range of additional national and regional Championships set to adopt the new car in 2022, and customers for the endurance version.
The new car’s development focused on improved performance, easier handling and greater durability as well as making it more cost-effective to run and maintain, a series of priorities which have had a positive knock-on effect on its suitability for long-distance racing and 24-hour events.
For instance: Flared fenders make a positive wheel-tyre combination possible with 12-inch wide rims on the front and 13-inch wide wheels on the rear axle. A typical mix for GT racing with a positive effect on the handling and driveability of the racing car.
While the rear axle essentially remains unchanged compared to the 911 GT3 Cup (Generation 991), the front wheels are now controlled by double wishbones and Uniball bearings – as they are on the GTE-spec 911 RSR.
The modifications to the 911 GT3 Cup for racing in the “Green Hell” are fairly modest:
“We’re primarily talking about an exhaust system that meets stricter noise requirements, and a modified tank filling system as well as softer sprint rates that harmonise very well with the damper system,” explains Feldmann. “Plus, the front has additional small flares, which provide a little more downforce at the front axle and make it easier for us to find a suitable setup for the demands of the Nordschleife.”
Unlike in the Porsche Mobil 1 Supercup and the Carrera Cup Deutschland, for example, the 911 GT3 Cup tackles the endurance races with traction control (TC) and an anti-lock braking system (ABS). The ABS can be ordered or retrofitted directly from the factory; the TC, which is also optional, can be activated electronically. Nothing then stands in the way of adjusting the vehicle for sprint and endurance competitions.
Jan Feldmann regards the outing in the Nürburgring Endurance Series as purely a test run, which serves to fine-tune the setup. In addition to its overall performance, the focus is on determining fuel consumption, for example, in order to achieve the target window of eight laps for one stint.
Moreover, the racing car has been fitted with additional prototype headlamps. The Manthey team is also developing an extra hydration system. This complements the ergonomics of the cockpit, which also includes a multifunction carbon fibre steering wheel.
The vehicle also features a centrally-positioned, 10.3-inch colour monitor as well as a so-called Rubber Switch Panel (RSP) to the right of the steering yolk with ten large buttons for key functions such as lighting and ventilation or to change tyre settings from dry to wet tyres. The aim is to provide drivers with optimal working conditions for long stints at the wheel.
“It’s great fun driving the 911 GT3 Cup on the Nordschleife,” says Marco Holzer, who was involved early on in the development of the one-make cup racer. “It’s really fast, very pleasant to drive and it does exactly what you want without any unexpected surprises. It’s much more of a racing car now and, in my opinion, looks fantastic with its large wing and wider body!”
“I know all of Porsche’s cup cars, but the new 911 GT3 Cup feels even more like a racing car than ever – with its huge roll stiffness it reminds me very much of the 911 GT3 R,” said Uwe Alzen. “The positive first impression was confirmed in the race – although the Nordschleife is usually a real brain-teaser and follows its own rules. We tried out a couple of things with the suspension setup. The car handles well and has a lot of potential. It’s truly great to drive and I was immediately taken with the ergonomics and craftsmanship. I’m already considering buying one myself and racing it on the Nürburgring!”
Pictures by ‘Frozenspeed’
