ESP PORSCHE 911 GT2 2010 5.G Information Manual
Page 6 of 35
The standard could hardly
have been set any higher: the
911 GT2. The aim: to surpass it.
The method: Porsche Intelligent
Performance. The result: the
new 911 GT2 RS.
Not a muscle too few. Not a gram
too much. No more than 500
available. Never was there a more
powerful series produced by
Were there any reservations?
Negative thoughts? Doubt? Not in
the slightest. Fear? No chance.
Our engineers experienced just
one feeling: awe. Before they
started. And definitely af ter they
A feeling that goes with you.
Every metre, every second.
Te c h n o l o g y.
Some figures cause astonishment,
others create awe. The increased
power of the 3.6-litre Boxer
engine means that it now delivers
456 kW (620 hp) and maximum
torque is 700 Nm, which is 90 hp
and 20 Nm more than the 911 GT2.
The 911 GT2 RS sprints from
0 to 100 km/ h (62 mph) in 3.5
seconds. From 0 to 200 km/ h
(124 mph) in 9.8 seconds. And
from 0 to 300 km/ h (186 mph)
in 28.9 seconds. Right up to
The main factor responsible for
this extra power is Porsche Intelli-
gent Performance. An efficiency-
based concept incorporated inside
every Porsche, resulting in the
ef fective light weight design for
example. And the reason why
the 911 GT2 RS is 70 kg lighter
than the 911 GT2.
The body is 26 mm wider at the
front, allowing a 12 mm wider toe
angle and wider tyres. The 19-inch
GT2 RS wheels with central locking
device also provide exceptional
The ride height, camber, toe angle,
and the stabilisers on the front and
rear axles can be adjusted individu-
ally for the racetrack. The fact that
the chassis is connected more
rigidly to the body allows for even
more precise steering. For exact
driving and control.High performance demands a
high level of safety. So the new
911 GT2 RS has Porsche Active
Suspension Management (PASM),
Porsche Stability Management
(PSM) and Porsche Ceramic
Composite Brakes (PCCB) fitted as
standard. Additional brake ducts
on the rear axle ensure that the
brakes are effectively ventilated.
Another standard feature is the
Clubsport package including a roll
cage, a six-point safety harness
and a fire extinguisher.
The end result: no series-produced
Porsche has ever reached this
level of performance. None has
achieved faster track times.
None has deserved more awe.
Always there if you go to the extreme:
Page 7 of 35
carbon air outlet in front of the
front lid guides the air flowing
through the central radiator up
over the vehicle, thus increasing
the downforce on the front axle.
Immediately noticeable are the
front wings which are 26 mm
wider, enabling a wider toe angle
and the use of wider tyres. The
19-inch GT2 RS wheels have a
white gold metallic finish.
A further striking feature is the
black ‘GT2 RS’ logo on the side.
The rear with a carbon middle
section makes an impression.
And the carbon lip on the fixed
rear wing sits 10 mm higher.
For extreme driving stability.
For greater efficiency and more
engine power, as the speed in-
creases, additional air is pressed
into the intake channel through
the air inlet channels in the wing
supports. This ram air system
builds up the air in front of the
Anyone who wants to go beyond
the horizon has to work on their
performance – and concentrate
on strength. The way to achieve
this is to make sacrifices. But only
with regard to weight. The new
911 GT2 RS is 70 kg lighter than
the 911 GT2. Its weight-to-power
ratio: just 2.21 kg/ hp. For excel-
lent performance. And with rela-
tively moderate fuel consumption.
This is achieved thanks to a whole
series of modifications. In parti-
cular, the use of materials that
are more typically found in motor-
sport. The front lid, the side air
intakes on the charge air cooler,
the slats in front of the front lid,
the rear middle section, the rear
spoiler lip and the rear wing are
all constructed from carbon. As
are the lightweight bucket seats
and door sills with the ‘RS’ logo.
The front mud flaps are also
available in carbon as an option. Instead of the usual steel, the
diagonal struts on the rear axle
are made from aluminium. As are
the fixed calipers of the PCCB on
the front and rear axle. The engine
cover, rear window and rear side
windows are made from a synthetic
material. In addition to this, the
new 911 GT2 RS has light weight
door panels with side pads and
door pulls. Throughout the body,
much of the soundproofing has
been removed and the interior
soundproofing has also been
The lightweight single mass
fly wheel makes the engine even
more responsive. Weight has
even been reduced in the body
structure: there are no fittings for
a roof transport system and there
are no reinforcements for fasten-
ing the seat belts in the floor.
The battery in the new 911 GT2 RS
is also lighter. A lithium ion battery
which provides an additional weight
saving of over 10 kg compared to the conventional standard battery
is available as an option. The
lithium ion battery is inserted in
the vehicle and can easily be
replaced by the standard battery
for use on the racetrack.
In addition, you can opt to do
without the CDR-30 audio system,
the air conditioning and the
Clubsport package. To achieve an
even lower power-to-weight ratio.
Even the appearance of the new
911 GT2 RS leaves no room for
doubt: it is more powerful than
Power is demanding. So, with
regard to aerodynamics, the design
has been aimed at achieving the
best possible cooling and the
greatest possible downforce. The
large air inlets ensure that the air
is directed straight to the central
radiator and the front brakes. The turbochargers. This relieves the
turbochargers, thus lowering
exhaust gas back pressure and
increasing engine power.
To sum up: a drag coefficient
value of only
0.34. Along with
increased downforce on the front
and rear axles. For better road
holding, greater stabilit y and
excellent handling. In short, a
design that fulfils its purpose:
to create awe.
Page 10 of 35
The engineers knew exactly what
their objective was: to make the
new 911 GT2 RS the most powerful
Porsche for the road.
Objective achieved. The water-
cooled six- cylinder bi-turbo Boxer
engine with four-valve technology,
variable turbine geometry (VTG)
and VarioCam Plus delivers its
power through the rear axle. From
a displacement of 3,600 cm3, i t
generates an enormous 456 kW
(620 hp) at an engine speed of
6,500 rpm. The maximum torque
of 700 Nm is available from
2,250 rpm. From 0 to 100 km/ h
(62 mph) takes just 3.5 seconds.
To 200 km/ h (124 mph) only
9.8 seconds, and to 300 km/ h
(186 mph) just 28.9 seconds.
Maximum boost pressure is
not reached until a speed of 330 km/ h
(205 mph). The weight-to-power
ratio that is essential for this kind
of performance is just 2.21 kg/ hp.
A consistent supply of oil to the
engine – even at high cornering
speeds – is achieved using a
dry sump lubrication system with a
separate engine oil reservoir. The
oil is cooled by an oil-water heat
Variable turbine geometry (VTG).
Unlike a conventional turbo, the
incoming exhaust gas is directed
onto the turbine by electronically
controlled guide vanes. The angle
of these vanes can be adjusted so
that the flow speed of the exhaust
gas and, therefore, the momentum
on the turbine can be changed. This means that a large amount of
power can be generated from the
turbo even at low engine speeds
with small amounts of exhaust gas
– for much higher boost pressure,
excellent cylinder filling and more
The torque curve therefore rises
sooner – and then stays uniformly
high for a long time. The increase
in power and torque is helped not
3, 2, 1, 0.
only by the fact that the maximum
boost pressure has been in-
creased to 1.6 bar, but also by
the new charged air cooler in the
911 GT2 RS. The end result is
an extraordinary response and
acceleration that will leave you
911 GT2 RS: 700 Nm at 2,250 rpm, 456 kW (620 hp) at 6,500 rpm
400 560 600 640
680 720 760 800 840 880 920
280 320 360 400 440 480 520
2000 3000 4000 5000 6000 7000440 480 5201000
Engine speed (rpm)
0 40 80 120 160
456 kW (620 hp)
Page 11 of 35
VarioCam Plus is a two-in-one
engine concept which adapts to
the particular demand for power.
The system switches seamlessly
thanks to the engine management
system. The result is spontaneous
acceleration and smoother run-
At medium revs and low engine
loads, the system reduces fuel
consumption and emissions by
lowering the valve lift settings
and advancing the timing. Fuel
economy is especially noticeable
at lower revs. High torque values
and maximum power are achieved
with the high valve lift setting,
which results in exceptional engine
power with comparatively low fuel
Expansion intake manifold.
Essentially, in all intake systems,
as well as flowing through, the
air also vibrates. These vibrations
consist of both a compression
phase in which the air is com-
pressed and also an expansion
phase in which the air expands.
Until now, more air has meant
more power. The compression
phase of the air vibrations in the
intake system is used to press
more air into the combustion
chamber. The disadvantage is
that, when it is compressed, the
air is also heated. It is therefore
impossible to achieve optimum
ignition of the fuel and air mixture
to maximise power.The expansion intake manifold
adjusts the air vibrations in a com-
pletely different way. It uses the
expansion phase because, when
it expands, the air cools. The mix-
ture in the combustion chamber
therefore becomes cooler – and
optimum ignition can be achieved.
In using the expansion phase,
less air gets into the cylinders.
However, a slight increase
in the charge pressure by the
turbocharger compensates for
this effect. The heating of the
air caused by the higher charge
pressure is in turn compensated
by the charged air cooler. The
result is much higher efficiency
for even greater engine power
and improved fuel consumption
at high loads and engine speeds.
In principle it is quite easy to be in
awe: just breath deeply.
The light weight six-speed gearbox
in the 911 GT2 RS is designed
specifically for the large amount
of engine power. The gear lever
throw is short and precise – for
rapid and precise gear changes.
Instead of a dual-mass flywheel as
in the 911 GT2, the 911 GT2 RS
uses a single mass flywheel. This
is lighter and the engine can rev
more freely in the upper speed
ranges. Also, the gear ratios have
been readjusted specifically for
use on the racetrack.
Page 14 of 35
Closer to the ground – yes. On its
knees – no. The requirements for
the new 911 GT2 RS chassis were
high: driving characteristics that
are typical of a race car, on both
the road and the racetrack.
This car is around 25 mm lower
than the 911 Carrera and its sys-
tematic lightweight construction
keeps the total weight and the
weight of unsprung masses low.
For extraordinary agility, excellent
driving safety and stability, espe-
cially when cornering.
Wider wings on the front axle enable
a 12 mm wider toe angle com-
pared to the 911 GT2 and the use
of wider tyres. For even more
grip, improved steering and higher
The front suspension with
enhanced hub carriers combines
McPherson-type struts with longi-
tudinal and transverse links. Each
front wheel is precisely located,
ensuring excellent directional
stability and superior handling in
every driving situation.
The rear axle has multi-link suspen-
sion featuring LSA construction –
light, stable and agile. The reduced
weight design of the rear axle’s
aluminium transverse arm and
diagonal struts ensures excellent
Ride height, camber, toe angle and
also the stabilisers on the chassis
can be adjusted on the front and
rear axles and therefore adapted
to the required driving behaviour. The rigid connection bet ween the
chassis and the body, e.g. metal
support bearings with ball joints
at the front and the rigid cross-
members at the rear, makes trans-
mission less elastic and ensures
more precise steering to enable
Cooling air is delivered efficiently
to the front brakes thanks to
the brake air spoiler. In the new
911 GT2 RS there is additional
brake ventilation on the rear axle.
In short, the chassis exploits the
road to the full. Inspiring awe.
The link between the enormous
power of the new 911 GT2 RS and
the road: the white gold metallic
painted 19-inch GT2 RS wheels.
Their central locking device is
anodised and bears the ‘RS’ logo –
also in a white gold metallic finish.
The central locking device is
derived from motorsport. Its
advantages include bet ter driving
dynamics and performance thanks
to lower rotating masses. And,
of course, faster wheel changes.
An enormous advantage – espe-
cially on the racetrack.
The dimensions: on the front
axle 9 J x 19 with sports tyres
245/35 ZR 19 and on the rear
axle 12 J x 19 with sports tyres
325/30 ZR 19. Tyre Pressure
Monitoring (TPM) comes as stand-
ard and provides early warning
of any tyre pressure loss via a
display on the on-board computer.
You can still take off
without losing contact with the ground.
19 -inch GT2 RS wheel
1) Owing to the lower tread profile, there is a risk of aquaplaning on wet roads.
Page 18 of 35
Porsche Ceramic Composite
Being in awe also means knowing
to brake – when necessary.
The new 911 GT2 RS is equipped
standard with the Porsche
Composite Brake (PCCB).
This braking technology has already
demonstrated its performance
credentials on the racetrack,
for example, in the vehicles of
the Porsche Mobil 1 Supercup.
ceramic brake discs have a
diameter of 380 mm at the front
and 350 mm at the back – for
excellent braking power. The ceramic discs are made from
a specially treated carbon-fibre
compound that is silicated in a
high-vacuum process at approxi-
mately 1,700 °C. The resulting
brake discs are much harder and
therefore more resistant to exces-
sive temperatures than cast iron
discs. Typical of PCCB, the low
thermal expansion prevents defor-
mation under heavy braking. Fur-
thermore, the ceramic brake discs
are totally resistant to corrosion
and offer bet ter noise-damping
properties.The use of six-piston aluminium
monobloc fixed calipers on the front
axle and four-piston aluminium
monobloc fixed calipers on the
rear axle ensures a very high and,
above all, constant braking pres-
sure. The brake response is much
faster and more precise and
requires only moderate input.
All the necessary ingredients are
there for short braking distances,
especially in tough conditions.
And safety is also increased when
braking from high speeds, thanks
to the excellent fade resistance
The key advantage of the ceramic
brake system is in the extremely
low weight of the brake discs: they
are approximately 50% lighter than
cast iron discs of similar design and size. In the new 911 GT2 RS
the calipers on the front and rear
axles are made from light weight
aluminium giving an additional
weight saving of approx. 4.8 kg
compared with stainless steel
calipers. This doesn’t just have
a positive effect on driving per-
formance and fuel consumption.
Above all, it means that the
unsprung and rotating masses
The result is improved road-
holding and comfort, especially on
uneven roads. As well as greater
agilit y and even bet ter handling.
Please note that circuit racing,
trackday use and other forms
of performance driving can sig-
nificantly reduce the service life
of even the most durable pads
and discs. As with conventional
high-performance braking sys-
tems, we recommend that all
brake components be profession-
ally inspected and replaced where
necessary after every track event.
Safety means being able to rely on the
systems working in the background.
Page 26 of 35
Chrono Package Plus for PCM.
In addition to the analogue and
digital stopwatch on the dash-
board, the optional Chrono Pack-
age Plus also provides the follow-
ing functions: to display, save and
analyse the lap times recorded.
The Chrono Package Plus also
adds a performance display to
PCM to give information on
time and distance travelled on
the current lap, as well as the
number of laps completed and
their respective times. The per-
sonal memory feature saves per-
sonal set tings for lights, wipers,
air conditioning and door locks.