GT2RS Archives - Page 2 of 2

We have received our first batch of Manthey Racing GT2RS extended water tanks.

These 10 pre-sold units are the first to arrive in the U.S, with exception to the unit in our GT2RS. It’s worth noting that Manthey Racing themselves do not sell components in the U.S. market – we are your source for these components.

While in Germany for European Delivery this past September, we paid a visit to Manthey Racing. The reason for our visit? A prototype version of this water tank was installed on our GT2RS along with a set of Michelin Sport Cup 2R tires.

We spent the next few days testing the setup on our U.S. spec car with solid results – the additional capacity was critical during our time at Spa.

These tanks increase the capacity of the charge cooling system nearly 300%. And anyone that has tracked a GT2RS knows the importance of the charge cooling system and the car’s thirst for distilled water! The intercooler sprayers do an incredible job of keeping temperatures on target.

It’s our pleasure to offer this solution here in the U.S. to GT2RS owners. These tanks, along with the entire Manthey Racing catalog, are now available through 311RS.

This includes the upcoming GT2RS MR package that was recently shown in detail at the Essen Motor Show. This same package is what Manthey Racing used on their GT2RS to set the production car lap record (6:40.3) around the Nordschleife.

If you own a Porsche GT car, Manthey Racing makes something for your car. Please contact us today and we’ll discuss what’s available for you platform from Manthey Racing.

Photos courtesy of Ryan Gates/311RS, LLC. & Manthey Racing

We dyno two of Porsche’s latest 911s in order to establish a baseline for each project. Read on to see how these two beasts fared on our local Mustang dyno.

The first step in any project we work with here at 311RS is to record baseline numbers – i.e. weight, lap times, power, etc.

With RS Motors 30 miles away, we have local access to a Mustang Dyno. We prefer a Mustang dyno for it’s load-based calculations – simulating the rolling resistance a car will see in the real world.

Numbers may not be as high as an intertia-based Dynojet, however the numbers provided from a Mustang dyno are reliable and consistent across the industry.

First up, the 2018 GT2RS is loaded onto the rollers for it’s baseline runs. The car is sufficiently broken in with 1,130miles on the clock. Porsche quotes the car at 700hp at the crank from the factory.

We ran the GT2RS for three pulls on the Mustang dyno. Seeing a car run under load on a dyno never gets old!

The GT2RS produced a healthy 630whp and 547tq on it’s final run. These numbers confirm this unit is making at least the 700hp quoted from Porsche.

Next up we have a 2019 GT3RS with 500 miles on the clock. No doubt still a bit tight, however there is no time like the present for a baseline dyno given our plans for the car this winter.

The 4.0L N/A engine in the 991.2 GT3RS is rated at 520hp at the crank from the factory.

Again, this car appears to be quite healthy – producing 456whp & 325tq.

While the GT3RS was making it’s runs, Ryan worked quickly to swap the exhaust on the GT2RS – removing the OEM catted & valved system and replacing it with our prototype 993 GT2 Evo-inspired straight pipes made locally here in MN by the guys at Patience Metal Fab.

The goal with these pipes is two fold – remove weight and reduce restriction.

Onto the dyno the car went. At this point, the car is running the factory tune and is not optimized for the additional flow of our straight pipes. Even so, it is important we see how the car responds with an exhaust swap alone.

Porsche runs a heavily torque-based control strategy with it’s ECU. Just because there is a reduced back pressure doesn’t mean the car will produce more power than the target torque value. The ECU will close the throttle, limit wastegate duty cycle, etc. to keep that targeted number exactly the same.

A look at the back -to-back dyno plots between stock exhaust & straight pipes confirms the above. The ECU clearly does not like the additional flow and as the revs increase it consistently trims power off the top end.

All of this leads to one thing – tuning. We cannot wait to unlock the potential of these cars by dyno tuning them. Mitch from COBB will be paying us a visit come mid-January to tune each of these cars with COBB AccessPorts.

By the time Mitch arrives in MN, the GT3RS will have a Dundon Motorsports longtube header system on it. Those alone are said to make good power without a tune, so we’ll confirm that and move forward with tuning after a few baseline runs.

As for the GT2RS, we’ll have the car tuned for the OEM exhaust as well as the straight pipes. In the event we visit a track with noise restrictions, it’s important we can still run the OEM system to good effect.

Our next area of focus will be on the aero department. The parachute caused by removing the rear muffler is to be addressed, as is additional cooling to ensure we aren’t burning up the back of the car with these 5″ straight pipes.

Until then, please enjoy this video of the GT2RS putting launch control to the test on slippery December roads here in MN. Turn the volume up!!

GT2RS owners interested in the development of our GT2RS program, please contact us and we’ll keep you up to date with each step of the process.

Photos courtesy of Peter Lapinski.

Nearly 3.5yrs from time of deposit, there is now a 2018 911 GT2RS inside 311RS HQ. And just in time for winter development season.

Below we’ll take a look at our first few stages of development for the GT2RS platform.

The car has just arrived to MN from Germany. We spent a week with the new 991 GT2RS for European delivery back in September – driving the car hard through Germany and Belgium was quite the experience. The roads, the tracks, the beer (!), all were wonderful.

Prior to landing in Europe, we coordinated with Manthey Racing to have a set of Michelin’s new Sport Cup 2R tire ready for install when we arrived. These GT2RS-specific Sport Cup 2R tires are a step on from the standard Sport Cup 2, offering more grip via revised tread pattern and much, much softer top-layer compound. Think Michelin racing slick-level grip…

Our first taste with the tires was on track at Spa Francorchamps. We’re happy to confirm the additional grip is certainly noticeable, especially when the tires were fresh.

We’ll be running the Sport Cup 2R exclusively on our GT2RS. You’ve got to love a street tire with legitimate race tire grip, even if for just a portion of the tire’s life. We look forward to understanding the tires further as the car develops into 2019.

A potential bottleneck for a track-driven GT2RS is the charge cooling system, specifically the size of the factory water tank. While at Manthey, they offered us one their yet-to-be-released extended water tanks. The Manthey piece works in conjunction with the factory water tank, and in the process increases capacity nearly 300%.

Early indications are that the factory GT2RS water tank functions well on a street car. However for those that track their GT2RS, especially in warm climates, the limitations of the factory unit become quite clear.

We put the new Manthey system to the test at Spa Fracorchamps. While there, four other GT2RS’ were also on hand for RMA Trackdays event. And sure enough each of them were refilling their water tank throughout the day – typically with each fuel fill up.

In contrast, we ran 6 sessions with the car, 3 full tanks of fuel, and left the track with nearly 1/3 of the Manthey tank full with distilled water. Keep in mind the Manthey tank is piggybacked on top of the factory tank, so the 1/3 left in the Manthey tank is in addition to what was in the factory tank below.

Manthey’s setup performed flawlessly. We recommend it for all GT2RS owners who plan to drive their cars – it’s a must. We’ve got a batch coming in in early December and ordered a few additional units for inventory.

Please contact us should you wish to upgrade your GT2RS with Manthey’s water tank (or any other items from their catalog).

The next phase of our program focuses on the exhaust system. The factory setup is quite nice – the catalytic converters are attached to each turbo with a direct exit out the exhaust type when the valve is open. While the valves are closed, the exhaust gases are directed into a titanium center muffler and back out the exhaust tips.

Each catalytic converter and valve combo weighs 12.2lbs. Combined with the center muffler and hardware, the complete system is roughly 35lbs.

The system makes good sound and plenty of power, however the catalytic converters are quite restrictive for track use.

Our plan is two fold – Our Track exhaust system will remove the catalytic converters while retaining the valves and center muffler. This will allow the car to breath freely while the muffler is retained to manage sound.

The Race exhaust setup is the one we are most excited for. This system will be as light as possible consisting of only two straight pipes, one off each turbo, routed directly out the back of the bumper. The center muffler will not be retained nor will the valves. Our goal is a system that weighs less than 10lbs.

More on both of these setups in the next week as we have the first few prototype units produced.

With exhaust development underway, it was time to install a GT2RS-inspired roll bar. The bar is produced as a collaboration between two local companies – Patience Metal Fab & Imola Motorsports, and we’re proud to offer it to GT2RS owners.

This roll bar faithfully reproduces the look and feel of the factory Ti roll bar, down to the shape and orientation of the gussets.

We finished this unit the Satin White Gold metallic – the same color of the magnesium BBS Weissach wheels. The finish looks similar to the factory Ti unit, however we really like the fact the roll bar now matches the color of the wheels.

We installed a chromoly steel unit which weighs 37lbs. A titanium version is possible, however the cost vs. performance ratio is questionable. Estimates have the titanium bar between 8-12lbs lighter than chromoly with a price of $15k-18k. Compare that to the $3,500 for the chromoly unit, the decision to fit the steel unit to our GT2RS was clear.

And just like that, the 311RS GT2RS program is up and running. During this winter we’ll be continuing development and preparing the car for it’s first track time early 2019. We’re headed down south in February to get a jump on testing, likely headed to Road Atlanta, Sebring, VIR, and more.

Until then, this news section will be active as the car shapes up through the winter. Please contact us with any questions about the program and to place an order for your GT2RS. We’ll keep this news section active in the meantime. Thanks for reading!

Photos courtesy of Ryan Gates/311RS, LLC.