The American Le Mans Series (ALMS) is the main battleground of GT racing and as the 2011 series reached its conclusion, the highest placed RSR of Jörg Bergmeister and Patrick Long was only in 4th place, more than 50 points behind the championship winning M3 GT.

Unsurprisingly, Porsche have felt the need to do something about this state of affairs, hence the new, wider and more expensive 2012 GT3 RSR.

Most striking at first glance are the changes to the body: the width of the new GT3 RSR has grown by 48 millimetres. Built to conform to the A.C.O. “LM” GTE regulations, the 911 represents the crowning pinnacle of a range of successful customer sport race cars that are based on the 997 type 911 GT3 RS street road car.

Powering the new 911 GT3 RSR is a more efficient 4.0-litre six-cylinder boxer engine with a mandatory air-restrictor, generating 453 bhp (338 kW) and putting its power down through 310 mm wide rear wheels. The diameter of the front wheels has increased by 30 mm and the Porsche sequential six-speed gearbox is operated via paddle shifts on the steering wheel.

The nose and rear panels are adapted to the flared front and rear wheel arches, as are the door sill and the wheel arch coverings. The aerodynamic concept is complemented by a new ducting of the intake air. There are openings in the rear side sections, similar to those used in the 911 turbo and 911 GT2 RS, which replace the air scoop on the engine hood.

The new 911 GT3 RSR can be raced at the Le Mans 24 Hours, the FIA World Endurance Championship, the Le Mans Series, the American Le Mans Series as well as the International GT Open and in other series and races around the world.

“Our customer teams can expect a technically mature, high performance race car with which they will be highly competitive at international long distance races,” assures Hartmut Kristen, Head of Porsche Motorsport. “Our test programme on various international race tracks is currently running at full speed. We are very pleased with the car’s performance and driveability.”

They say that if you have to ask the price then you probably can’t afford it, so perhaps we shouldn’t tell you that a 2012 911 GT3 RSR will set you back no less than 498,000 Euros (plus VAT). If that fails to dissuade you, then you’ll be pleased to hear that deliveries to customer race teams will begin in January 2012.

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You would do exactly what I did a few months ago – get your skinny behind into the nearest bucket seat and start evaluating as many car/tyre combos as you could fit into the day.

We were spoilt for choice. Literally.

The track; Circuit Estoril in Portugal. Our hosts; Michelin. The tyres; Michelin’s Pilot Sport Cup, Pilot Super Sports, PS2 and Pilot racing slicks.

And the cars? How about, every major Porsche 997 variant, Audi’s V8 and V10 R8, Audi TTRS, BMW M3, Ferrari’s 458 Italia, KTM X-Bow, Nissan GT-R, Gumpert Apollo.. You get the picture.

From track to street

Back-to-back testing provided the opportunity to evaluate the different characteristics of the tyres and how the technologies developed for the track have been passed on to the road.

Our main focus of the day was to learn about the relationship between Michelin’s race tyres and those which you or I can buy for our road cars.

I’ve been a customer for many years and yet I hadn’t realised just how seriously Michelin takes its racing. Rather than being a platform to show off their brand, racing is at the core of the company’s research and development programme, working closely with partners such as Porsche, Audi, Citroen and BMW.

Michelin treat all racing teams in a fair and equal way, collecting data, mixing it together and then advising teams on the most appropriate tyre choice, without actually sharing any identifiable data from a specific team.

But it’s not just global car manufacturers that Michelin works closely with, the tuning industry provides an important source of insight, blurring the boundary between road tyres and those best suited for the latest Nurburgring lap record.

We’re told that Michelin are the biggest spender within their industry on R&D, committing over 500 million Euros to the task of keeping their tyres at the very top.

So committed to the purpose of racing as their primary means of R&D, that the company says it has no plans to compete against Pirelli to supply tyres to Formula 1. Competing against other tyre makers is at the core of Michelin’s philosophy, and it believes that achieving high-performance over distance with consistent performance is better earned through competition.

Michelin’s Pilot Super Sport

Before travelling down to Estoril, we asked what you’d like to know more about and in fact during the day I was in constant contact with you via Twitter.

The most common question concerned Michelin’s latest high-performance tyre, the Pilot Super Sport, which will eventually supersede the well-respected PS2, which we got to compare it against out on track.

If you’re familiar with Michelin’s established track-day tyre, the Pilot Sport Cup+, then you’ll be aware of its benefits but also some of its disadvantages.

Cup tyres behave in a pseudo-slick-tyre way, benefiting from some heat-cycling before hard use and providing chewing-gum levels of grip and consistency at the limit.

Inside the 458 Italia during a fast lap of Estoril circuit. You can see how well suited the Pilot Super Sport is to such treatment.

The downside is, they don’t last very long – not if you’re used to the lifespan of a typical high-performance road tyre – and they’re ultra-tricky to drive on in the wet or when temperatures drop below 7 degrees C.

I’ve worn through a set of new £1,000+ Pilot Sport Cups in just a single weekend, which can bring a tear to the eye of even the most hardened track-day junkie.

Swap a set of Cup tyres for the more conventional PS2s and on track you’ll wonder where all the fun has gone. At the limit, the PS2s squeal like pig, give up their grip more abruptly and are more likely to lock-up under braking for slower corners.

As road tyres go, they’re one of the best, but out on track it was quickly evident how ill-suited they are to the task of consistent high-speed lapping.

Porsche 911 GT3 Cup on a similarly fast lap of Estoril circuit. This time the GT3 Cup is wearing a set of Pilot Slicks.

The new Pilot Super Sports represent a ‘step change’ in the capabilities of road-based performance tyres – equivalent to the alchemist’s trick of turning lead into gold. They’re a road tyre, but not as we have previously defined the breed.

On track they behave similarly to the Cup tyres, plenty of grip and consistency and none of the squealing so evident in the PS2s, whilst on the road they feel docile, reassuring and a fitting replacement for the PS2.

Whilst they’re not quite as quick on track as the Cups, they offer the same consistency which enables you to concentrate on trimming your lines and carrying more speed, without concerning yourself with the performance drop-off of an overheating road tyre.

The Super Sports are more stable under heavy braking, with less understeer a more positive steering response and a wonderfully wide slip-angle to play within on the limit.

Ferrari 458 Italia on Michelin Pilot Super Sports. These tyres were tortured for ‘research purposes’ shortly after this photograph..

If it’s credentials weren’t already solid enough, Pilot Super Sports last ‘twice’ as long as PS2s out on track, with around the same lifespan on the road.

When fitted to our Porsche 911 and Audi R8 test mules, the differences out on track were immediately apparent. Whilst nothing can match the purity, grip and response of Michelin’s racing slicks, we all agreed that the tyre we would choose to smuggle into our hand luggage for the return flight home, would be the Super Sport.

The two-wheel drive MTM Audi R8, awaiting a fresh set of rubber.

If there’s a downside of such a tyre innovation, it’s the question of whether owners are able to fit them to their latest purchase. Although Michelin has worked with manufacturers such as Porsche, BMW M and Ferrari in developing the Pilot Super Sport, Porsche in particular must put the tyre through their own homologation processes before approving the tyre for fitment to their range of cars.

This N-rated classification, which you will find on the sidewalls of all Porsche approved tyres, is the result of their independent testing for dry handling and braking, wet handling, hydroplaning, rolling circumference, high-speed running, wear, rolling resistance, noise and comfort – all of which is then optimised to deliver the desired levels of Porsche-ness.

Whilst the Pilot Super Sports felt ideally suited to the 997′s we drove around the dry Estoril track, they must also suit other road conditions and the abilities of a wide range of drivers, so frustrating as it might seem, the Pilot Super Sports are unlikely to be homologated for Porsche cars until late Summer 2012 at the earliest.

Porsche’s 911 and Michelin’s Pilot Super Sport – a marriage made in heaven. But unfortunately you can’t chose them on your Porsche yet, until they are officially homologated. Big shame.

The consequence of fitting a non N-rated tyre to your Porsche is purely one of insurance, both when claiming on Porsche’s warranty and if the worst happens and you’re involved in a road accident. It’s a grey-ish area and one which I have frequently crossed with the Porsche’s I’ve owned myself, but it’s a risk you should be aware of should you decide to take the plunge early.

Fear not though, if you really must wear the latest and greatest footwear on your Porsche, then we’re reliably informed Porsche’s new 991 model will be available with them as an OEM fitment when shipments begin.

Interestingly, we learned from our time with Michelin that even though the Pilot Super Sport is normally quicker than PS2 and Cup+ is generally quicker than both on track, this is not always the situation for every car.

For instance, the Michelin PS3 is a better tyre on the KTM X-Bow than the Super Sport, and Michelin often advise a less sporty tyre for its tuner customers, depending on the unique dynamics and balance of their cars.

So, bear that in mind the next time you go tyre shopping – the widest and stickiest aren’t necessarily the fastest – and with very few exceptions, you can’t go far wrong with Michelin’s latest Pilot Super Sport.

As teasers go, it’s distinctly underwhelming, but it got me thinking about the location of the film shoot and what this tells us about Jaguar’s new 911 rival.

The twisty, challenging roads deep within the Graian Alps, Italy.

The route, in case you’d like to retrace the C-X16′s steps for yourself, is around the north west part of the Graian Alps at the border between Switzerland, France and Italy. From what we can see, those exquisitely twisty roads are around Lago Agnel, Gran Paradiso in Piedmont, just 50 or so kilometres south of Chamonix Mont Blanc.

Lago Agnel, Gran Paradiso, Piedmont, Italy.

Having driven these roads many times, I remember there being plenty of tight un-sighted corners that suit an agile chassis and a car with strong brakes. Undeniably the kind of roads that fit Porsche’s 911 like a glove.

Ian Callum, Director of Design, Jaguar Cars recently commented: “Great Jaguars have always been beautiful, innovative and have looked firmly to the future. The finished C-X16 concept has the potential to do these things while retaining the ability to surprise, to excite and invigorate.”

Filming for the Jaguar C-X16 teaser video.

Rumour has it that the C-X16 will be powered by two front-engined rear-wheel drive V6 variants – 275 bhp and 350 bhp with supercharger – fitted within a lightweight aluminium platform. It’s likely that hotter models will follow, but for the time being Jaguar are focusing on performance through lightness and agility.

The Graian Alps, Italy.

Exact details of the oily bits will be revealed in just a few days from now – on Wednesday (7 September) – together with that all-important body design which (surprisingly) has remained a total secret until now.

A sketch drawing of the Jaguar C-X16.

The power increase of the rear-mounted, 4-litre flat six engine was achieved through optimisation of the intake system. The gearing of the sequential six-speed dog-type gearbox was adapted to the increased power. In order to improve traction, the 911 GT3 R has featured a sophisticated ex-works traction control system since the 2010 model year.

If you’re confused about the hierarchy of Porsche’s customer racing vehicles, the 911 GT3 R represents the ‘mid-range’ model. The 911 GT3 Cup, as used in the many Porsche Carrera Cup series around the world is the ‘entry level model. Then ranking above the 911 GT3 R is the 911 GT3 RSR, built for GT2 racing, which competes in series like the American Le Mans Series, the Le Mans Series and at the Le Mans 24 hour race.

The new Porsche 911 GT3 R will be delivered to teams from November 2011 and will cost 304,500 Euro plus the value added tax of respective countries. The Porsche 911 GT3 R from the 2010 and 2011 model years can be upgraded to the 2012-spec and an upgrade kit is available from Porsche Motorsport for 43,100 Euro.

Designed by the same team that produced the Jaguar XJ, XF and XK – headed by Jaguar Director of Design Ian Callum – the C-X16 concept points towards future Jaguar sports cars, specifically targeting more compact sports cars such as the Porsche 911.

Jaguar’s XK was always designed as a grand tourer, despite its sporty dynamics, whereas the C-X16 will be designed from the outset with dynamics and performance firmly in focus.

As the concept neared completion Ian Callum, Director of Design, Jaguar Cars commented: ‘Great Jaguars have always been beautiful, innovative and have looked firmly to the future. The finished C-X16 concept has the potential to do these things while retaining the ability to surprise, to excite and invigorate.’

Adrian Hallmark, Global Brand Director, Jaguar Cars commented: ‘Jaguar has set in place bold, ambitious plans for the future. This production concept demonstrates the depth of design and engineering ability we have within Jaguar to make these plans come to life – I look forward to sharing this latest, exciting step at the Frankfurt Motor Show.’

It was Mercedes back in 2006 that initially kicked off the (Black) trend with its SLK55 AMG Black Series – a more focused and sporting variant of the SLK55 AMG with stiffer suspension and less weight, courtesy of a carbon fibre roof panel which replaced the standard car’s folding roof. Then they brought us the CLK63 AMG Black Series, SL65 AMG Black Series and more recently the C63 AMG Coupé Black Series. All are lighter, faster and more focused driving tools where the Black Series label is clearly used to convey their uncompromising nature.

Whilst Mercedes seem to have defined the genre, you may be surprised to realise just how many special ‘Black’ editions have now been launched by other car makers. I certainly was.

No doubt I’ve missed a few, but these are the ones which caught my attention. By all means post any others in the comments below.

1. Mercedes AMG Black Series

2. BMW M3 Frozen “Black Edition”

3. Audi Black Editions

3. Porsche Black Editions

4. Nissan Black Editions

5. Mazda Black Limited Editions

So, what did we learn..?

Well it looks like Mercedes have grasped the essential irony of the Black Edition philosophy – which involves looking ‘almost’ like a standard model but carrying a much bigger stick. Whilst it may not be necessary for a Black Edition model to also wear black paint, green, red or anything else glittery is clearly missing the point somewhat.

Recent advances in paint technology are making matt black finishes more commonplace, however based on the examples thus far, most car makers will choose to either upgrade a standard model’s performance or add a stealthy design – but rarely both.

Cars such as Ford’s latest RS500 bucked that trend, but most car makers seem to be using the ‘Black’ label on their cars in much the same way as the Fashion world uses the little black dress – those stylishly simple dark tones show off curves like nothing else.

Despite my initial concerns that Black Edition models were becoming rather commonplace, there thankfully remains at least one car maker who continues to define the type. When it comes to special edition ‘Black’ models it’s still a case of “AMG.. there is no substitute.”

You may wonder what qualifies this announcement as being ‘news’ – there remains a strong contingent of 911 RSRs at Circuit de Sarthe each year and Porsche won the LMP2 class at Le Mans in 2008 and 2009 with the RS Spyder.

But a factory Porsche team has not competed at Le Mans in the top prototype class since 1998 when Allan McNish, Stephane Ortelli and Laurent Aiello drove the 911 GT1 to Porsche’s 16th and most recent win – now it’s going for overall victory again.. Hans Herrmann and Richard Attwood claimed the first outright victory for Porsche in 1970 with the legendary 917 short-tail, a car which reached legendary status after starring in Steve McQueen’s film, Le Mans.

President of the Executive Board at Porsche AG Matthias Müller said, “Motorsport has always been an essential part of the Porsche brand, so for us it was only a matter of time before we returned as a factory to the premier league of endurance racing.”

Research and Development Board member Wolfgang Hatz said, “With the RS Spyder we proved that our motorsport engineers at Weissach are among the industry’s leaders. We were the first to run a high-revving race engine with direct fuel injection and now, with the 911 GT3 R Hybrid, we’ve adapted a new drive technology for endurance racing and achieved a considerable reduction in consumption – which means longer between pit stops.”

Porsche Motorsport boss Hartmut Kristen says it will be one of the most challenging development programmes in the company’s history.

“We’re looking forward to developing new technologies and building on the success of the RS Spyder. After the conclusion of our works-supported sports prototype programme in the American Le Mans Series we have kept up with the latest technological advances. We’ll start by researching the various concept alternatives for the new car; depending on the exact details of the 2014 regulations, one possible option would be to integrate our hybrid technology.”

The 911 Carrera 4 GTS power unit has its origins in the 3.8-litre, six-cylinder from the Carrera S and has received a comprehensive redesign of the intake duct adding 23 bhp, taking the peak power output to 402 bhp at 7,300 rpm.

The improvement in the engine’s breathing not only increases peak power output but also its flexibility thanks to a more generous torque curve in the lower and middle engine speed range. For example, 320 Nm is available from as low as 1,500 rpm; overall, the six-cylinder engine delivers its peak torque of 420 Nm across a broad engine speed range from 4,200 – 5,600 rpm.

Complimenting the uprated engine is a sports exhaust system which produces a distinctly sporty sound – the new Carrera 4 GTS has an unmistakable acoustic signature, and this unique character is enhanced by exhaust tailpipes finished in a distinctive black surface design.

While the engine is identical to that used in the two-wheel drive Carrera GTS, the four-wheel drive version features Porsche Traction Management (PTM) to offer even more driving stability and traction. The PTM achieves this by directing the optimal proportion of the engine torque to the front wheels via a multiple-plate clutch. Furthermore, the Carrera 4 GTS features a limited-slip rear differential as standard which contributes to the dynamic performance of the electronically-controlled all-wheel drive system, and underlines the driving focus of this new model.

The Carrera 4 GTS is fitted as standard with a six-speed manual transmission, and the Coupé model sprints from 0-62 mph in 4.6 seconds, the Cabriolet in 4.8 seconds. If equipped with the optional Porsche-Doppelkupplungsgetriebe (PDK) seven-speed double-clutch transmission, which helps trim an additional 0.2 seconds from its acceleration times.

As with all of the latest Porsche models the Carrera 4 GTS is a product of the Porsche Intelligent Performance process, thus the fuel economy of these new all-wheel 911 models is identical to that of the equivalent 380 bhp 911 Carrera 4S models. For example, the Carrera 4 GTS Coupé returns 26.9 mpg with CO2 emissions of 247 g/km.

Visually, the new Carrera 4 GTS model receives the usual all-wheel drive 911 styling features – the designation on the doors and rear lid, plus an additional reflective stripe between the tail lights. As well as the characteristic all-wheel drive wide body style, increased rear track width is added, a specification that is unique to all GTS models.

In numerous other details, the GTS models differ both visually and technically from the other Carrera models. For example, they run on 19 inch RS Spyder alloy wheels in black with a central wheel bolt and gloss-finished rims, whilst 305/30 ZR 19 tyres are fitted on the rear axle.

Additional visual features include the Sport-Design front apron with black painted spoiler lip and special side skirts, also in black. Inside, there are sports seats for driver and passenger. The GTS comes fitted with black Alcantara trim on seat centre panels, steering wheel rim, gearshift and handbrake lever, door handles and door storage box lid. Porsche Communication Management offering touch-screen controls for the audio system is a further highlight.

The 911 Carrera 4 GTS Coupé and Cabriolet goes on sale in the UK in July 2011, priced from £83,145 for the Coupé and £90,024 as a Cabriolet.

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Porsche will produce just 500 examples worldwide, so it’s not just the stealthy paint colour that will make it a rare sight on our roads.

The extra power is produced at 7,400 rpm (an additional 200 rpm above the standard car), while the maximum torque remains unchanged at 370Nm at 4,750 rpm. Acceleration from 0-62 mph is improved by a tenth of a second to 5.1 seconds with the six-speed manual transmission, and to 5.0 seconds when fitted with the optional PDK system (Porsche Doppelkupplungsgetriebe). With the Launch Control activated on the PDK Sport Chrono package option, acceleration improves even further to 4.8 seconds.

The top speed of the Cayman S Black Edition rises by 1 mph over the Cayman S to 173 mph, or 172 mph with PDK. In line with Porsche’s Intelligent Performance philosophy, fuel consumption of the Cayman S Black Edition remains identical to that of the standard car, despite the mild increase in horsepower, so the manual transmission car returns 29.7mpg combined, whilst PDK-equipped it returns 30.1mpg. Likewise, CO2 remains 223g/km for the manual and 221g/km for the PDK.

Aiding the dynamic performance of the Cayman S Black Edition further are the fitment of lightweight Boxster Spyder wheels finished in black which, with a diameter of 19 inches, are one inch bigger than the standard Cayman S wheels and also half an inch wider than the optional 19 inch wheels offered on the Cayman S. The tyre sizes fitted are 235/35 ZR 19s on the front axle and 265/35 ZR 19s on the rear axle.

The Cayman S Black Edition features as standard Bi-Xenon headlights with dynamic cornering lights and LED daytime running lights, together with automatic anti-dazzle interior and exterior mirrors with integrated rain sensor.

The front seats are trimmed in black partial leather with a Porsche crest on the headrests, as well as a Sport Design steering wheel. Climate control and cruise control add to the overall comfort.

The colour scheme of the Cayman S Black Edition is consistent throughout: the dashboard trim is black as are the gear lever/selector trim and the dials in the instrument cluster. The door entry guards feature “Black Edition” lettering and are made of stainless steel; the glove compartment lid bears a badge highlighting the limited edition status.

The Cayman S Black Edition will cost from £50,420 when it goes on sale in the UK from September 2011. Customers will also be able to explore the potential of their new car by participating in a complimentary course at the Porsche Experience Centre, Silverstone.

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Limited to just 600 vehicles worldwide, the 911 GT3 RS 4.0 takes all the attributes that have made the Porsche 911 GT3 a winner on the race track and turns the performance dial up to 111% – quite literally, since the GT3 RS 4.0 offers an 11% increase in power over the regular 444 bhp GT3 RS, resulting in the first ever 500 bhp (or thereabouts) naturally aspirated 911.

But being a GT3, the new limited edition RS 4.0 doesn’t just make the headlines due to the power of its engine – the engineers at Porsche have sought to make this the fastest ever GT3 on the track, as ably demonstrated by an official Nürburgring-Nordschleife lap time of 7:27 minutes.

The new model transmits thoroughbred motorsport technology through to its innermost core. The flat engine’s crankshaft has been lifted unchanged from the 911 GT3 RSR racing car’s six cylinder engine and the forged pistons’ connecting rods are made of titanium.

The flat six 4.0-litre engine, the biggest 911 engine ever, is also the most powerful naturally aspirated engine with 123 bhp/litre. It achieves its maximum power of 493 bhp (500 PS) at 8,250 revs per minute and delivers its maximum torque of 460 Nm at 5,750 rpm.

The 911 GT3 RS 4.0, available exclusively with a six-speed manual sports transmission, sprints to 62 mph from a standing start in 3.9 seconds and, with its gearing designed for the racing circuit, takes it to the 124 mph (200 km/h) mark in under 12 seconds.

The driving dynamics of the 911 GT3 RS 4.0 are the result of a meticulously set of upgrades. In order to best exploit the increased power, the chassis settings of the new car have been revised. This includes the set-up of the Porsche Active Suspension Management (PASM), an electronic damper adjustment system that actively and continuously controls the individual damping forces for each wheel and the rear axle and which now features additional ball-joints for greater adaptability.

In addition to using suspension components from the 911 GT3 RSR racing car, weight reduction has also been an important target for Porsche’s development engineers. Equipped as standard with light weight components such as bucket seats, bonnet and front wings made of carbon fibre, plastic rear windows and weight-optimised carpets, the two-seater’s ready-for-road weight is just 1,360 kg, delivering a power-to-weight ratio of 363 bhp/tonne.

Despite the rumour of ‘several’ unique colours, the limited edition RS 4.0 comes painted in Carrara White as standard, emphasising its proximity to the functional purity of its motor racing roots.

Trademark characteristics are the wide track, the low ride height, the large rear wing with adapted side plates, the typical central twin tailpipe and the aerodynamically optimised body. The lateral front air deflection vanes, so-called ‘flics’, making their first appearance on a production Porsche, testify to the precision of the RS 4.0′s aerodynamic engineering. They create increased downforce on the front axle and, together with the steeply inclined rear wing, bring the vehicle into aerodynamic equilibrium. As a result, aerodynamic forces exert an additional 190kg at top speed, literally pushing the 911 GT3 RS 4.0 onto the road.

Inside, the 911 GT3 RS 4.0 features lightweight sports bucket seats in carbon fibre covered in black leather/red Alcantara with ‘RS 4.0’ in red on the headrests.

The steering wheel and gear shift lever are also trimmed in Alcantara with red stitching. Carbon fibre door entry guards with ‘RS 4.0’ logos are fitted to each sill and a dashboard trim strip in carbon fibre with a ‘RS 4.0’ logo runs across the inside of the car above the glovebox lid. As is characteristic of the 911 GT3 RS, the Clubsport package – comprising half roll cage, seat belt harnesses, fire extinguisher, battery cut-off switch – is a standard feature of the 4.0 model.

The 911 GT3 RS 4.0 is limited to 600 examples worldwide and will go on sale in July 2011 priced from £128,466.

At a Glance

Audio Samples

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  Porsche 911 GT3 RS 4.0 – Opening the throttle
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  Porsche 911 GT3 RS 4.0 – Accelerate away from standing start
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  Porsche 911 GT3 RS 4.0 – Drive Past
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  Porsche 911 GT3 RS 4.0 – Cornering

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