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Porsche 911 GT3 RS : 2016

Filed under:  Supercars
 
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MSRP Engine HP Manufactured
n/a n/a 500.0 n/a
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The new 2016 Porsche 911 GT3 RS sports car breaks boundaries – an experience we have no intention of keeping from you.


porsche 911 gt3 rs 4 16

2016 Porsche 911 GT3 RS.

For that to be possible, nothing less than intense power is required. Plus a tremendous amount of propulsion: the 4.0-liter flat-six engine delivers 368 kW (500 hp) and a torque of 460 Nm (338 lb-ft). With a maximum speed of 8,800 rpm, it pushes to the extreme – and yet never feels the strain.

Equipped with Porsche Doppelkupplung (PDK) as standard, this thoroughbred athlete blazes through the 0-60 mph mark after merely 3.3 seconds – that’s 0.7 seconds faster than its predecessor. Nevertheless, the new 911 GT3 RS is also capable of slowing the pace down: the PIT SPEED button on the center console activates a speed limiter, cooling the car’s temperament at a single stroke.

Engine power is converted into propulsive force by 7-speed Porsche Doppelkupplung (PDK), fitted as standard. Seventh gear is optimized for performance, and gear ratios are tuned for racetrack driving.

The chassis has been engineered for maximum performance. Dynamic engine mounts and Porsche Active Suspension Management (PASM) with sport tuning are all included in the standard specification.

The body of the new 911 GT3 RS has been fleshed out. By comparison with the predecessor model, it is around 1 inch broader at the rear and even 3 inches broader at the front. With its wider track, a 4 inches longer wheelbase and with rear-axle steering fitted as standard, the new 911 GT3 RS represents a new dimension in driving and roll stability and promises even better agility and driving performance.

This performance capability is underpinned by wider wheels and tires as well as by the enlarged wheel diameter of 21 inches on the rear axle.

Despite the extra girth, the 911 GT3 RS is strict on weight. To increase its chances of victory and further reduce fuel consumption, many of its components are made from carbon and light alloys, such as magnesium or aluminium.

Aerodynamics and design.
Motorsport technology in its purist form is epitomized by the front wheel arch air outlets of the lightweight carbon fenders. With 12 slats, they provide an efficient exit for the air drawn into the front wheel arches. This reduces the overpressure created by the turning wheels and thereby counters lift. It’s an aerodynamic detail with road approval, otherwise found only on racing cars like the RS Spyder.

The result is extra downforce, generated together with the aerodynamically styled front end and the 911 GT3 RS-specific front spoiler.

At the limit, the air rapidly thins out. That’s why the new 911 GT3 RS has two air intake openings for the engine – on the left and right in the rear side sections.

At the rear, the new 911 GT3 RS is muscular in appearance, aggressively so when seen from the side. The 21-inch wheels on the rear axle not only improve the footprint, traction and lateral dynamics, they also help to provide a slight forward pitch, which hints at the car’s hunger for acceleration.

Another unique characteristic of the new 911 GT3 RS is the surface contouring of its lightweight magnesium roof and carbon luggage compartment lid.

The cooling air intake grilles are coated in titanium color. The carbon rear lid has wing uprights in forged aluminium and a rear wing, also made from carbon.

The indicators, daytime running lights and position lights are designed with LED technology. SportDesign exterior mirrors embody lightweight construction. The rear silencer in titanium is characteristic.

Each aerodynamic measure works in harmony with the customary Porsche motorsport design to form a functional unit: a high level of downforce and a high degree of driving stability.

Interior design.
The sports car environment in the 911 GT3 RS is perfectly adapted to the driver. Man and machine are as one. Which is just as well because, on the racetrack, there is usually only a fraction of a second in which to make the right decision. Accelerate or brake. Pass left or right. Refuel or chance another lap.

Speed is critical in the cockpit, too. The driver needs information that can be accessed quickly and an interior ergonomics concept that enables even faster use of it. This requirement is fulfilled by the ascending center console with ergonomic gearshift paddles on the steering wheel itself and by controls positioned within easy reach.

Motorsport heritage is apparent the moment you open the doors. The lightweight door trims with fabric opening loops in GT Silver demonstrate that every ounce matters – and every second counts. At Porsche, we appreciate that over 30,000 racing victories could not have been achieved on engine power alone.

Performance.
The engine of the new 911 GT3 RS sits just above the tarmac. At the rear end, of course. With its low center of gravity, it was predestined for motorsport. Indeed, this water-cooled six-cylinder unit with four valves per cylinder, VarioCam and dry-sump lubrication with a separate engine oil tank could not be more ideally equipped for its role.

The high-revving concept promises exceptional power, offering a maximum speed of 8,800 rpm and delivering one result: the new 911 GT3 RS pushes relentlessly forward – in pursuit of ever new frontiers.

100 % focused on new sporty territory, it generates 338 lb.-ft. (460 Nm) at only 6,250 rpm and achieves a maximum power output of 500 hp (368 kW) at 8,250 rpm. Particularly lightweight titanium connecting rods facilitate the engine’s impressive speed development.

The engine draws its power from a capacity of 4.0 liters. This equates to a power output per liter of 92 kW (125 hp), and acceleration that simply knows no limits: the sprint from 0 to 60 mph is completed in a mere 3.1 seconds.

So it should hardly come as a surprise that competitors on the racetrack will see little of the new 911 GT3 RS other than the rear. While the Vmax value of 193 mph is impressive, it isn’t the decisive factor. Motorsport is primarily about the ability to summon powerful acceleration, endure lateral forces and take advantage of balanced aerodynamics with high downforce.

Delivering such extraordinary power would not be possible without a low weight-to-power ratio. With the new 911 GT3 RS, it’s as low as 6.3 lbs/hp.

The short gear ratios of Porsche Doppelkupplung (PDK) also play their part. These increase pulling power and acceleration potential in all seven gears.

Direct fuel injection (DFI) makes a decisive contribution to the efficiency of the engine – and its power output. It does so with millisecond precision and a pressure of up to 200 bar, providing optimum mixture formation and combustion in the combustion chamber along with a reduction in consumption and CO2 emi

VarioCam System.
The upgraded VarioCam system is fitted as standard. This engine timing concept distinguishes between various engine speeds and load states so that timing can be adapted to suit the current power demand. It regulates not only the adjustment of the intake camshafts but also the exhaust camshafts in order to deliver increased power and torque.

Adjustments are controlled imperceptibly by the electronic engine management. The results are extremely smooth running, better fuel economy, low emissions and, above all, high power and torque across the entire engine speed range.

Dry-sump lubrication.
The engine oil supply is vital at the limits of sporty performance, especially in the presence of the powerful lateral and longitudinal forces that can be experienced on the racetrack.

Two oil scavenge pumps per cylinder head and two scavenge pumps in the crankcase return the engine oil quickly and efficiently to the external tank. In conjunction with the electronically controlled oil pressure pump, this means that the engine has a reliable supply of oil to the crankshaft drive and both cylinder banks.

The 911 GT3 RS sports car is factory-filled with Mobil 1 fully synthetic high-performance oil. The excellent lubrication properties of this oil ensure a reliable cold start, even at very low temperatures, and contribute not least to the durability of the engine.

Intake manifold.
The 911 GT3 RS sports car is equipped with a plastic variable intake manifold. In interaction with the sport exhaust system, it helps to ensure efficient gas cycles and high throughput.

To guarantee high torque and power across a broad engine speed range, the conventional distributor pipe in the new 911 GT3 RS is supplemented by a resonance pipe incorporating a flap. The flap opens or closes based on the current engine speed to provide optimum cylinder charge.

This results in an impressive torque curve, a high maximum torque level and considerable power output across a broad engine speed range.

Sport exhaust system.
The sport exhaust system has two front silencers, two catalytic converters and one rear silencer made of lightweight titanium. The large volume of the exhaust system reduces exhaust back pressure and thus increases power output.

The two Lambda sensors of the stereo Lambda control circuitry regulate the composition of the exhaust gas separately in each exhaust tract, while another pair monitor pollutant conversion in the respective catalytic converters.

Porsche Doppelkupplung (PDK).
It’s the year 1983. In the new 956 Group C racing car, Porsche is putting a double-clutch transmission – Porsche Doppelkupplung (PDK) – through the rigors of motorsport for the first time. PDK offers a crucial advantage: the driver can keep the accelerator pedal depressed and change gear easily by using buttons on the steering wheel, even in the corners. Then, in the successor model 962 C ‘PDK’, Hans- Joachim Stuck secured the first ever victory with the new transmission in the Supercup just one year later. In 1986, Stuck and the Porsche 962 C ‘PDK’ even clinched first place at the world championship in Monza. Today, Porsche Doppelkupplung (PDK) is continuing to set standards – this time on the road, with gearshifts that take place in milliseconds and with no interruption to the flow of power, providing faster acceleration and low fuel consumption.

And yet our engineers still were not satisfied. So they pushed the limits once again. Their goal was to produce a transmission with the short gear ratios of a genuine race car combined with a 50 % reduction in shift throw on the even crisper and more dynamic gearshift paddles. The result was a PDK perfectly tuned to match the engine. What’s more: in the new 911 GT3 RS, it is fitted as standard.

With seven performance-oriented gears, PDK promises an unadulterated racing feel. Even seventh gear has a sports ratio engineered for maximum speed. Manual operation is based on the established motorsport principle: back to shift up, forward to shift down.

This is how it works. PDK is essentially two gearboxes in one and thus requires two clutches. This double-clutch arrangement provides an alternating, non-positive connection between the two half gearboxes and the engine by means of two separate input shafts. During a gear change, therefore, one clutch simply opens and the other closes at the same time, enabling gear changes to take place within milliseconds. Highly responsive and particularly sporty.

That in itself has consequences, not least for acceleration, for overall performance and for fuel economy. Positive consequences in fact. Driving feels even more dynamic and agility is increased.

What about the gear changes themselves? You’ll feel them and you’ll hear them. Just like before, or indeed more than ever. The electronic gearbox control logic of the Intelligent Shift Program (ISP) offers more immediate and faster traction-induced upshifts and throttle-blip downshifts on overrun. In PDK SPORT mode, downshifts under braking are more aggressive while, under acceleration, the shift points are raised even further. So changing up a gear becomes a physical experience – and an emotive one.

Front and rear axles.
The chassis has been engineered to meet the challenging demands of motorsport. In conjunction with a series of specifically tuned chassis components, this means that the new 911 GT3 RS sports car offers extraordinary agility, a high degree of stable handling, particularly in corners.

The independent front suspension combines MacPherson-type struts with longitudinal and transverse links.
The rear axle has a multi-link suspension, following the LSA (Lightweight, Stable, Agile) concept. Height, camber, track and the anti-roll bars can be individually adapted for use on the racetrack. Additional ball joints on both axles help to establish a particularly firm connection between the chassis and the body.

An optional lift system raises the front end by 30 mm. Operable up to a speed of approximately 31 mph, it minimizes the risk of grounding on curbs, ramps and car park entrances.

Rear-axle steering.
Fitted as standard, the new rear-axle steering with sport tuning combines performance and everyday driveability. An electromechanical adjustment system at each rear wheel enables the steering angle to be adapted based on the current driving situation, steering input and vehicle speed.

The advantage for day-to-day driving: during low-speed maneuvers, the system steers the rear wheels in the opposite direction to that of the front wheels. This has the virtual effect of shortening the wheelbase. The turning circle is reduced to make it easier to park. The advantage for sporty driving: during high-speed maneuvers, the system steers the rear wheels in the same direction as that of the front wheels. Driving stability is increased by the virtual extension of the wheelbase and agility is enhanced by the simultaneous steering of the front and rear axles, especially during overtaking maneuvers on the racetrack.

Dynamic engine mounts.
Simply responding at the limit means that you’ve already lost. On sporty drives in particular, it is essential not to underestimate the unforgiving forces of physics. Instead, they should be exploited in the interests of dynamic performance. This is what we do with dynamic engine mounts – fitted as standard.

The electronically controlled system minimizes the oscillations and vibrations of the entire drivetrain, especially the engine, and combines the benefits of a hard or soft engine mounting arrangement.

A hard engine mounting delivers optimum dynamic performance because it offers the highest degree of handling precision possible. Soft engine mounts, on the other hand, minimize oscillations and vibrations. While comfort is improved on uneven road surfaces, this comes at the expense of dynamic performance.

Our engineers have solved this problem by enabling the engine mounts to adapt their stiffness and damping performance to changes in driving style and road surface conditions. This has been achieved by the use of a fluid with magnetic properties in interaction with an electromagnetic field.

Handling is perceptibly more stable under load change conditions and in fast corners. The dynamic engine mount system also reduces the vertical oscillations of the engine when accelerating under full load. The results are a greater and more uniform drive force at the rear axle, increased traction and better acceleration.

Whenever a less assertive driving style is adopted, the dynamic engine mounts automatically soften to provide a heightened level of comfort.

Pushing to the limit is one thing. Staying there is another.

Wheels and tires.
20 inches at the front axle, 21 inches at the rear axle. For a wheel size combination, that’s a first in the 911 model range. The larger footprint makes another improvement to dynamic performance. The wheels are made from a forged alloy and feature a platinum-colored paint finish.

The central locking device bearing the ‘RS’ logo is derived from motorsport. Compared with the conventional five-bolt wheel connection, it offers enhanced performance thanks to the reduction in rotating masses. And, of course, it ensures a faster wheel change, which is vital when you’re in the pit and the clock is ticking.

The tire sizes on the new 911 GT3 RS are nothing short of impressive: 265/35 ZR 20 on 9.5 J x 20 at the front, 325/30 ZR 21 on 12.5 J x 21 at the rear.

Road-legal sport tires help to provide the necessary grip. Bear in mind, however, that the reduced tread depth increases the risk of aquaplaning on wet surfaces.

Tire Pressure Monitoring System (TPMS) is fitted as standard. Not only does it send warnings to the on-board computer’s display screen in the event of a gradual or sudden loss of pressure, it also features a racetrack mode. This takes into consideration the pressure and temperature characteristics of the tires on the circuit and precisely monitors the pressure set in each individual tire. In other words, TPMS is designed around your sporting passion.

Porsche Torque Vectoring Plus (PTV Plus).
Porsche Torque Vectoring Plus (PTV Plus) is fitted as standard and has been specially adapted to the 911 GT3 RS. It operates in conjunction with an electronically regulated and fully variable rear differential lock. Numerous driving parameter inputs are the basis for the system’s active control outputs. The results are perceptible, particularly at the limits of dynamic performance: greater traction, increased lateral dynamics and a significant improvement in driving stability under the effects of load changes in corners and when the car changes lane.

On surfaces with less grip, such as in the wet, the system strategically brakes the right or left rear wheel. This means that, whenever the car enters a corner, brake pressure is applied to the inside rear wheel. Consequently, a greater amount of drive force is distributed to the outside rear wheel, improving turn-in capability and increasing agility.

In combination, both aspects of PTV Plus offer tangible benefits, giving you unrivalled pleasure at every twist and turn. It’s just as well there happens to be so many waiting on the racetrack.

Porsche Active Suspension Management (PASM).
This electronic active damping system offers continuous adjustment of the damping force on each wheel based on the current driving situation and your driving style.

At the press of a button, you can select between two different modes. ‘Normal’ mode is designed for sporty driving on public roads and on wet racetracks. ‘Sport’ mode is specially tuned for maximum lateral acceleration and offers the best possible traction on the track.

Brakes.
At the limit, you need one thing above all: reserves. Not only for power, but for safety, too. This is possible only with a race-proven technology on which the driver can depend at all times. Only this can free up extra room for maneuvering, especially in the red zone.

The new 911 GT3 RS is therefore equipped with a particularly powerful yet lightweight brake system with a specifically matched brake booster. The red six-piston aluminium brake calipers on the front axle and the four-piston equivalents at the rear are designed as monobloc units. This makes them tougher and enables a more rapid response and release of the brake, even under heavy loads.

That’s not all. The brake dimensions have been enlarged to cope with the increase in engine power. The brake discs are 380 mm in diameter, not only at the front but also at the rear. Thanks to their two piece construction with cast iron brake discs and aluminium brake chambers, they reduce weight and thus the unsprung and rotating masses. The brake discs are cross-drilled and internally vented for powerful braking even in adverse weather conditions. Or when pitted against the challenges of motorsport.

Porsche Ceramic Composite Brake (PCCB).
From the start, Porsche has been synonymous with motorsport. Ever since 1948, we have pushed the boundaries of dynamic performance on the racetrack. We have taken the experience we have gained and applied it directly to the road. The optional Porsche Ceramic Composite Brake (PCCB) is a fine example. In numerous race series, including the Porsche Mobil 1 Supercup, it has been proven to withstand the harshest demands of the track.

Nevertheless, resting on our laurels isn’t our style. That’s why we have also adapted PCCB dimensions to match the performance capabilities of the car. The cross-drilled ceramic brake discs are 410 mm at the front and 390 mm at the rear for formidable braking performance.

The use of six-piston aluminium monobloc fixed brake calipers on the front axle and four-piston units at the rear – all finished in yellow – ensures extremely high brake forces which, crucially, are exceptionally consistent.
PCCB enables shorter braking distances in even the toughest road and race conditions. Excellent fade resistance ensures greater balance when slowing from racetrack speeds. The key advantage of PCCB is the extremely low weight of the ceramic brake discs, which are approximately 50 % lighter than standard discs of a similar design and size. As well as enhancing performance and fuel economy, this represents a major reduction in unsprung and rotating masses.

This results in better roadholding and increased comfort, particularly on uneven roads, as well as greater agility and improved handling.

The demands of racetrack use mean that additional maintenance tasks will be required alongside the routine maintenance work scheduled as part of standard maintenance intervals.

Driver and passenger airbags.
Advanced airbag technology is integrated as standard in the form of full-size driver and front passenger airbags, which are inflated in two stages depending on the severity and type of accident (e.g. frontal or offset frontal). In less serious accidents, the airbags are only partially inflated, thereby minimizing discomfort to the occupants.

Porsche Side Impact Protection System (POSIP).
POSIP comes as standard and consists of side impact protection beams in the doors and two side airbags on each side: an integral thorax airbag located in the side bolsters of the full bucket seats fitted as standard, as well as a head airbag incorporated within each door.

Additional safety features include the headrests, which form an integral part of each seat, an energy-absorbing steering column, three-point seat belts with pre-tensioners and force limiters and energy-absorbing elements in the dashboard.

Porsche Stability Management (PSM).
PSM is an automatic control system for providing stability at the limits of dynamic driving performance. In addition to the anti-lock braking system, it includes Electronic Stability Control (ESC) and Traction Control (TC).

Sensors continuously monitor the direction, speed, yaw velocity and lateral acceleration of the car. Using this information, PSM is able to calculate the actual direction of travel at any given moment. If the car begins to oversteer or understeer, PSM applies selective braking on individual wheels to help restore stability.

What’s special about PSM in the 911 GT3 RS? The systems intervene at the limits of dynamic driving performance with exceptional sensitivity and precision. In addition, the systems can be completely deactivated in two stages for deliberately sporty handling.

Instruments.
Precise not fanciful, minimalist not trendy. True to Porsche style, the five round instruments integrated into the cockpit lead the way. The rev counter resides in the middle, its dial face is titanium-colored and bears the ‘GT3 RS’ logo. The gear and upshift indicator help you to achieve optimum acceleration.

The instrument cluster is equipped with a high-resolution 4.6-inch color display. It provides you with data from the on-board computer, including average speed and fuel consumption, fuel range and outside temperature, and allows you to view Tire Pressure Monitoring System (TPMS) information as well as data from the stopwatch of the optional Sport Chrono Package. It also reminds you of your selected communication and audio settings or displays the map of the optional navigation system – but only for the rare occasion when you’re not on the racetrack.

Interior.
Durability, stability and resilience. These are the essential ingredients for materials in a sporty environment. It is an environment dominated by Alcantara® and leather and interior parts in Galvano Silver and carbon. Here, first and foremost, materials must be practical, lightweight and top quality. The fact that they also have the motorsport feel is a welcome bonus.

Alcantara is easy to grip and maintain. For this reason, it is mainly found in places where there is direct contact: on the steering wheel rim and gear selector as well as on the door handles, door armrests and lid of the center console storage compartment. The roof lining and C-pillar trims are also finished in Alcantara®.

Steering wheel.
Change gears like a motorsport professional with the new GT3 RS Sport steering wheel with a diameter of 360 mm. The shift throw of the paddles has been reduced by 50% to make gearshifts even more direct and precise.

The steering wheel offers up to 40 mm of height and reach adjustment. The steering wheel rim in black Alcantara® is easy to grip and remains in firm hands, even on sporty drives. The yellow top center marking is another eye-catching feature.

Full bucket seats.
Full bucket seats are standard in the new 911 GT3 RS sports car. Made completely of carbon-fiber reinforced plastic (CFRP) and with a carbon-weave finish, they offer particularly good lateral support with a minimal weight. Fore/aft adjustment is manual, height adjustment is electric. The seats are upholstered in black leather as standard with seat centers in Alcantara® and feature an embroidered ‘GT3 RS’ logo on the headrests.

Adaptive Sport Seats Plus.
Available as an alternative, adaptive Sport Seats Plus blend sport with comfort and are suitable for everyday driving or the racetrack. They feature side bolsters in leather, seat centers in black Alcantara® and an embroidered ‘GT3 RS’ logo on the headrests. Offering 18-way electric adjustment, the seats can be optimally adapted to meet your needs in terms of seat height, squab and backrest angle, seat depth, fore/aft adjustment and four-way lumbar support. The side bolsters on the seat surface and backrest can be individually adjusted for precision lateral support on winding roads and added comfort on long journeys.

Child seats are not compatible with these seats.

Sport Chrono package including Porsche Track Precision app and lap trigger preparation.
A precision instrument at the limit: the optional Sport Chrono Package, comprising a stopwatch on the dashboard and the newly developed Porsche Track Precision app for your smartphone. Timings – accurate to one hundredth of a second – are displayed on the Sport Chrono stopwatch and in the instrument cluster. The stopwatch is operated by the control stalk for the on-board computer.

In conjunction with PCM, Sport Chrono Package functionality is enhanced with a performance display and the ability to display, store and evaluate recorded lap times.

With the newly developed GPS-enabled Porsche Track Precision app, you can have your lap timer stop automatically the moment you cross the line. Lap times are recorded and managed on your smartphone and can be shared with other drivers for comparison. On the racetrack, dynamic performance is also visualized on your smartphone and, in addition to sector and lap times, the app is also able to show how your current lap compares with a reference lap of your choice. The app uses highly precise vehicle data acquired by an on-board control unit. In doing so, graphical analysis of driving data plus a video analysis help the driver to improve driving performance – lap after lap, always edging closer to the limit.

For even greater precision in your lap time measurements, a lap trigger is available from Porsche Tequipment. This can be placed next to the start/finish line on the circuit where it will clock and share your lap times automatically.

Audiosystem CDR.
Fitted as standard in the new 911 GT3 RS, the CDR audio system features a seven-inch color monitor that also acts as a touchscreen, giving you quick and easy access to the most important functions and menus.

The integrated CD radio supports MP3 playback and features an FM twin tuner with RDS, 30 memory presets, dynamic autostore and speed-sensitive volume control. Quality sound is produced by four loudspeakers and an integrated amplifier with an output of 2 x 25 watts.

Sound Package Plus.
The optional Sound Package Plus is ideal for your racing soundtrack. Nine loudspeakers and a separate amplifier with a total output of 235 watts create a sound experience that has been perfectly tuned for the car’s interior.

Porsche Communication Management (PCM).
Porsche Communication Management (PCM) is your control center for audio, navigation and communication functions. The main feature is the intuitive 7-inch touchscreen.

Radio functions include up to 42 memory presets and an FM twin tuner with RDS diversity. The CD/DVD drive plays CDs and audio DVDs and is MP3-compatible. With the universal audio interface (USB) in the glove compartment, you can connect your iPod® or any other compatible audio source of your choice. By means of the USB socket, it is also possible to download data from the performance display of the Sport Chrono Package.
The navigation module of PCM with high-speed hard drive allows you to choose between a 2D display and a 3D perspective. In some regions, even terrain can be displayed in 3D.

(source: Porsche)


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2016 Porsche 911 GT3 RS.

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2016 Porsche 911 GT3 RS.

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2016 Porsche 911 GT3 RS.

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LINKS
Porsche   Official site.
Porsche Museum   Official site.
 
 
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