Exploring the exhilarating aerodynamics of the 992-Gen 911 GT3 RS.
Porsche is a big name in the motorsport world. They have a tendancy to win whatever race they decide to enter. That’s partly why I am an ardent fan of the brand. Another reason is, as a mechanical engineer, I do appreciate the sheer amount of details and engneering prowess they put into constructing their road-going counterparts. One example of that is the newest generation of their 911 GT3 RS, codenamed the 992.
One clear aspect that makes the 992 GT3 RS so special is it’s aerodynamic concept. For this generation, Porsche designed the car around different aerodynamic elements to generate huge amount of downforce. More than 400 kilograms of downforce at 200 kilometers per hour to be precise.
Through this article, I’ll be focusing on the aerodynamic side of things and go through the different parts that constitue it.
Managing cold incoming air flux.
Let’s start with first things first. Engines need to be cooled down, that’s why we use air-fluid radiators on cars. However, as an engineer, you might ask yourself where to position your radiator to have it at maximum efficiency ?
Porsche’s engineers decided to opt out of the old configuration of assembling two radiators at each corner of the front facia and instead, they have mounted one bigger radiator and it’s fan assembly in the front trunk (or frunk) compartment. That’s the place where you have your storage compartment in your lesser 911 models.
Why ? Well, this will liberate some space to channel air through the suspension and brake components thus increasing aero efficiency and provide means of cooling for the very capable braking systems. Also, to avoid creating a pressure point under the front wing, Porsche has integrated air louvers within the wings to reduce that pressure and provide some front downforce.
However this will create a potential problem that they have tackled in our next point.
Hot air exiting from the radiator — Time for redirection.
As we discussed the interest of mounting a single centered radiator in the previous section, I need to signal out that radiators are designed to emit hot air, a heat that’s extracted from the engine cooling liquid. This will create a major problem.
Because the 911 has a rear engine configuration, naturally, the fans that ushers cool air into the engine for combustion are mounted in the rear under it’s wing. Now because hot air extracted from the radiotor is diving into these fans, the engine will digest hot air which is not efficient if you’re seeking high performance.
That’s why Porsche has fitted the new GT3 RS with little winglets on the car’s roof to divert air and prevent it from going in into the engine.
Drag Reduction System — or, DRS!
Finally, the piece of art that’s integrated into the rear swan-neck wing. Air flux coming through to the rear of the car will be applying a substantial pressure on the rear due to the vast surface of the rear wing.
However, applying such pressure will give you better handling through corners and it will help you shave seconds ot of your laptime but it will penalize you in terms of speed.
That’s why Porsche took inspiration from F1 for this one. They have implemented a full DRS system into the rear wing. Now, what is a DRS system and how does it work ?
Simply put, a DRS system is comprised of actuators that moves a flap on the wing in order to create a way for rushing air to move straight through the wing. Thus, reducing air pressure (Downforce) and increasing air velocity through the wing which is literally faster car speeds.
Well, that was a quick walkaraound of the sophisticted aerodynamic systems used in the latest Porsche 911 GT3 RS. I will leave with a video made by MrJWW, an automotive YouTuber, to see these systems in action on the infamous Belgian circuit, Spa Francorchamps.
NEXT LEVEL! Porsche 992 GT3 RS Flat Out at SPA! — YouTube
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