PORSCHE ACTIVE AERODYNAMICS

A key part of the 911, how does Weissach deploy Porsche Active Aerodynamics on the 992 GT3 RS?

Among the many performance achievements of recent 911 models is the increase in downforce achieved by the new 992-model GT3 RS. The downforce figure, quoted as 860kg at 285km/h (177mph), is more than twice that of the 991.2, but an unbelievable three times that of the current 911 GT3 model. What’s the secret behind such motoring trickery?

It is all down to Porsche Active Aerodynamics (PAA). Though we’ve seen

PAA for years with the raising rear deck lids, rear spoilers on the 997 Turbo or extending front spoiler lips on the 991 models, the latest GT3 RS takes the idea to push the performance envelope further, thanks to race technology seen on the 911 GT3 R and the Le Mans 911 RSR.

The greatest benefit comes from mounting the radiator in a central position, where the front load space would normally be. Just in front of that, active aero flaps control air passing to the underbody, and two smaller ones to front wheels, permitting an increase in front axle downforce. This explains the venting in the middle of the bonnet, and on the wing tops, because all the extra air needs to be expelled after it’s done its job. The trailing edge of the wheel arches is scalloped and bladed for similar air channelling, along with a rear diffuser. That rear diffuser is one element, and is broadly identical to the GT3 part.

Vanes on the bonnet-mounted radiator vent encourage hot air to turn sideways, which means cool air flows over the roof. There, longitudinal fins encourage that unheated air to flow into the engine deck lid, where the colder, denser air helps generate increased engine performance.

Most noticeable is the massive twin-bladed rear wing, which is mounted via a swan-neck design. Offering 40 per cent more area than the outgoing 991 GT3 RS, it houses a hinged top section: a Drag Reduction System (DRS). This upper flap is rotated (relative to speed) to maximise downforce, and generates forces so strong that the adjustment requires hydraulics. Above 100kmh, and at

95 per cent throttle, the top flap folds flat to offer the least air resistance.

Under emergency braking, front and rear flaps combine to offer resistance, for a declarative effect through aero to supplement that of the brakes.

Wherever you look, aero treatment dictates the component’s design. The underbody features fins to direct air under the car, while the front wishbones are teardrop-shaped front wishbones. Even the repeater indicators on the wheel arch sideblades have been optimised for airflow.

Thanks to PAA on the GT3 RS, never before have we had a 911 more akin to a full-on race car. That’s due, in large part, to race car aero technology dictating the design of a road-going 911.