For the 2002 motorsport season the near-standard 911 GT3 Cup racing sportscar adopts numerous improvements from the second Carrera generation of the 996 model.
The front section displays the headlight design of the 911 Turbo. With its newly-shaped air-inlets, the cooling-air flow at the front increased by 15 percent. The air extraction from the front wheel-houses underwent further optimization. The newly-designed standard body reduces uplift at the front axle by 25 percent, and at the rear axle by 40 percent. Based on the results of comprehensive wind tunnel work, the racing department added a large rear wing, adjustable in seven positions, and also made modifications to the overall concept specifically for racing. Track tests confirmed the expected results: higher cornering speeds, reduced tyre wear and faster lap times.
Whilst the body shell of the latest generation 911 is marginally heavier than its forerunner, the total weight of the GT3 Cup remains the same. This was attained thanks to several weight-saving measures, for instance by lowering the weight of the doors by 2.5 kilograms, by reducing the front windscreen thickness by one millimetre as well as using smaller and lighter side mirrors. The weight distribution was improved in part thanks to the use of a smaller alternator (minus ca. one kilogram) as well as a lighter, more compact exhaust system (minus ca. two kilograms).
Ten Extra Horsepower, Optimized Gearbox Cooling
A moderate 10 hp increase to 380 hp (279 kW), delivered by the 3.6-litre engine at 7,200 rpm, is predominantly reached through the use of the Bosch motronic 3.1 which by now was reserved for the stronger 911 GT3 RS. Maximum torque increased by ten Nm to 380 Nm at 6,250 rpm. The new stainless steel racing exhaust system with two integrated catalytic converters contributes to the performance plus, whilst saving weight and lending the 911 a new sound. The double exhaust pipe now exits in the middle of the rear apron.
New in the power train is the cooling of the gearbox through a splash-oil cooling and an oil-to-water heat exchanger. With this technical solution the racing department has equipped the the 911 GT3 Cup for long-distance competition, as well. The six-speed manual gearshift (cable control) and the transmission remain unchanged.
Brakes: New Records Expected
Braking performances of the 2002 Cup-Carrera not only surpass the performance of all predecessors thanks to the optimised ventilation of the front wheel-housing. For the first time in Cup-car history, the front axle features six-piston fixed callipers, and brake discs measuring 350 mm in diameter (2001: 330 mm). At 330 mm, the diameter of the rear brake discs remains unchanged. The standard ABS, modified for motorsport purposes, also stays the same.
In order to provide space for the larger brakes, the front wheel grew from 8.5 inches to 9 inches. Correspondingly, the rear axle now sports eleven inch rims (2001: 10.5 inches).
Thanks to two-piece tie rods from the GT3 RS fixed on the rear axle, teams can adjust the suspension quicker and more precisely to the characteristics of each track.
In November 2000, the development of the new 911 GT3 Cup began in the racing department. In spring 2001 various components were tested on the track at the R&D centre, Weissach. Final wind tunnel checks took place in August, with the new racing sportscarÂ´s first outing on the Weissach track in the third week of August.
Due to the high worldwide demand, the racing department plans to build 131 units of the new car representing a record number of near-standard racing vehicles manufactured by Porsche for one season.