If the Porsche 911 Turbo S just isn’t enough car for you, allow us to first congratulate you on being an extreme automotive enthusiast and then introduce you to the 620-horsepower 911 GT2 RS and its $195,000 price tag. If the GT2 RS is still not enough for you, all you have left is to heavily modify its already powerful engine to squeeze a little more muscle from it, or step up to the track-only Porsche GT3 RSR.
Well, with the extreme rarity of the Porsche 911 GT3 RSR and its €410,000 ($535,214 at the current exchange rates) price, the opportunity that you can ever get your hands on one is slim to none with the latter being much more likely. However, for the Porsche lovers that still want to have their cake and rub Lamborghini ’s nose in it too, Champion Motorsport, based out of Pompano Beach, FL, has the answer for you: the 2011 Porsche 911 Turbo S RSR.
Click past the jump to read all about the 2011 911 Turbo S RSR and find out if it lives up to the hype.
Gallery Porsche 911 GT3 RSR
For starters, Champion Motorsport based this custom supercar on the 2011 911 Turbo S PDK, an impressive car in its own skin. Champion began with making many obvious changes to the Turbo S model, like adding on carbon-fiber wheel flares on the front and rear to help conceal the larger rubber wrapped around the Champion Motorsport custom magnesium-center wheels, plus it gives it a cool widebody look. Also, Champion ripped out the original front fenders and replaced them with carbon-fiber units that retain the original lines of the Turbo S donor. The hood is also now a carbon-fiber unit, as are the rocker panels, and the under-car fairing with down-force-generating venturi tunnels.
The RSR carbon-fiber front apron is extended downward via a lower-lip spoiler and a set of air extractor vents grace the front of the hood to help handle the additional cooling needs of the rear-mounted engine. You also get a sharp set of triple-function LED lights on the apron.
On the rear end, you get a completely revised rear fascia that features a series of diffusers and air vents to allow air to cool off the PDK transmission effectively and create some extra down-force. Flowing from the center of this rear fascia is a pair of stainless steel exhaust tips, which we’re certain make plenty of beautiful noise.
To add a little more extra downward pressure, Champion tossed a large pedestal-style carbon-fiber spoiler on the back end and fixed it with carbon-fiber mounts.
In all, the 2011 Porsche 911 Turbo S by Champion Motorsport weighs in at just 3,066 lbs, which is 428 lbs less than the base model 2011 911 Turbo S. So even with all of the additions to the body, Champion still managed to put the 911 on a small diet.
On the inside, you will get a lot of the Turbo S, but also a lot of the racing components that the RSR requires. The most obvious of racing components is the lime-green roll cage to help keep you and your passengers protected in the event of a rollover. Depending on the style of cage this is, it may also add a little extra rigidity to the body, helping improve the Turbo S’ already stellar handling characteristics.
You also get a smattering of lime green throughout the interior, like on the center console and the inside door handle bezels. The Porsche carbon seats that have replaced the typical leather-appointed seating in the Turbo S are also a dead giveaway that this ride is really set to hit the track. The big issue is that the Turbo RSR is lacking the required harnessing to participate in most organized racing events.
Just like the exterior, this Porsche is a 911 Turbo S at heart, boasting loads of standard features from the factory.
Engine and Drivetrain
Now for what really makes this Turbo S RSR really shine: the engine and drivetrain. The standard 2011 Porsche 911 Turbo S RSR is powerful enough straight off of the showroom floor, boasting a 3.8-liter boxer 6-cylinder engine that pumps out 530 horsepower at 6,250 rpm and 516 pound-feet of torque at 2,100 rpm.
Champion took this car to the next level by starting off with a full-billet 68 mm turbocharger upgrade kit. The upgrades didn’t stop there, as Champion also added in an intercooler setup with carbon-fiber ducts to keep the forced air cool, a Werks 1 carbon-fiber boost Y-pipe to allow the turbos to spool more effectively, a Giac engine program to fine tune the air-to-fuel ratio and adjust the timing, and a 3-inch 321 stainless-steel exhaust with no catalytic converters. All of this brings the power output to “nearly 600 horsepower,” per Champion.
All of this power sits atop a set of solid billet aluminum engine mounts, which causes some serious comfort issues but also allows the engine to effectively transfer its energy to the transmission.
To help keep the engine cool, Champion installed a triple-radiator setup that uses a large center-mounted radiator at the front of the car and a pair of side radiators that also incorporate the factory air-conditioning condensers. Multi-stage, high-power cooling fans fed via carbon-fiber cooling tubes keep the coolant in the radiators nice and cool for the high-powered 3.8-liter engine.
As the engine sits, it has at least a 145-horsepower advantage over its inspiration, the 911 GT3 RSR, but we all know that horsepower isn’t all that matters. The internals of the GT3 RSR were heavily modified to keep their rolling resistance low and the guts were all perfectly balanced. This allows the GT3 RSR to hit its peak power faster than the typical 911. So we are willing to bet that despite the horsepower deficiency, the GT3 RSR is a more potent engine than this hopped up Turbo S RSR. We’re still impressed though.
Linked up to this engine is Porsche’s famed 7-speed automated PDK manual transmission. The PDK has been at the forefront of the automated manual transmission world since it was introduced and it is the best choice for this setup. Champion installed a CNC billet aluminum sump to help increase the transmission’s oil capacity, thereby keeping the transmission cooler under all of this extra stress.
This combination is enough to get the 911 Turbo S RSR by Champion Motorsport to 60 mph in just 2.7 seconds. That is 0.1 seconds faster than the Aventador and just 0.3 seconds slower than the million-dollar Bugatti Veyron .
Handling and Braking
Under the Turbo S RSR, Champion Motorsports fitted it with fully customized Ohlins TTX four-way adjustable dampers. The front suspension features a set of springs boasting a 750-pound-per-inch spring rate and the rear feature 1,300-pound-per-inch rate, giving this Porsche a nearly unbearable ride, but it will help keep it glued to the track. The front and rear suspensions also include a set of RSR anti-roll bars with adjustable blades for fine-tuning the amount of body lean.
To keep the center of gravity low, and to clear the front drive shaft, Champion had to shorten the front dampers by 100 mm (3.93 inches). Helping the true racecar driver, Champion also installed its indefinitely adjustable spherical bearing, control arms, and solid rear subframe bushings. This allows the driver to dial in his toe, camber, and bump steer with relative ease to compensate or nearly any track condition.
On top of that, you have the aforementioned magnesium-center wheels measuring 11.5 x 19 inches on the front and 12.5 inches x 19 inches on the rear, which help keep the unsprung weight to a minimum while increasing the total rubber-to-road contact. Speaking of rubber-to-road contact, the front rims get a tight hug from a pair of 295/30ZR19 Michelin Pilot Sports, as a pair of the same tires measuring 345/30ZR19 wrap up the rear rims.
Champion Motorsport then turned to the 911 Turbo S’s brake system and installed a Porsche-branded carbon-ceramic brake system and painted the calipers green for some added effect. Porsche Traction Management (PTM) and Porsche Torque Vector ing (PTV) all came standard on the donor Turbo S, so these will play a huge role in the Turbo S RSR handling with the best of them.
Weight ratio is a huge factor in handling and the Turbo S RSR has 1,258 lbs atop the front axle and 2,108 atop the rear axle, giving it a front-to-rear ratio of 37-percent-to-63-percent, which is a little disheartening, but not too bad considering the AWD bias on the Turbo S.
As with any road-legal vehicle, there is an array of safety features that it has to have. It appears as if Champion Motorsport kept all of the Turbo S’s standard safety equipment intact, as it features:
- Porsche side impact protection system (POSIP)
- Front seatbelt pretensioners -inc: belt-force limitation
- Automatic brake differential (ABD)
- Side-impact airbags
- Anti-lock braking system (ABS)
- LED daytime running lights
- Porsche Stability Management (PSM)
- Driver & passenger side curtain airbags
- Tire pressure monitoring system
- Driver & front passenger airbags -inc: front passenger on/off switch
- Traction control
- Porsche side impact protection system (POSIP) -inc: driver & front passenger side airbags, driver & front passenger integral thorax airbags in seat backrests & head airbag in each door panel
- Front seatbelt height adjustment
- Front/rear 3-point seatbelts
- Child safety rear door locks
- Emergency trunk release
The only thing that we wish wasn’t there were the three-point harnesses, as most organized racing circuits require a five-point harness at minimum and preferably a six-point. That is an easy enough fix, should you choose to race it.
Pricing and Availability
Well, the 2011 Porsche Turbo S RSR is a one-of vehicle, so if you want one you had better get it fast. It’s currently available at Champion Porsche in Pompano Beach, FL for the cool price of $400,000. While that is over three times the retail price for the 2012 911 Turbo S, you are getting a car that will blow the prancing pony and raging bull off of any Ferrari and Lamborghini , respectively, and still cost less than the GT3 RSR. To boot, you get the balance of the 4-year or 50,000-mile warranty from Porsche.
To say we are completely in love with this Turbo S RSR would be an understatement. To see a dealership willing to put the effort forward to build a performance car the right way is impressive. Then again, this is Porsche we’re talking about and their dealers typically know a thing or two about building high-performance machines. Great job by Champion Porsche and Champion Motorsport.
- 600 ponies from a 3,000-pound car, color us impressed
- All done by professionals that know a thing or two about Porsches
- GT3 RSR performance at a fraction of the price
- Still very expensive
- No internal engine modifications
- The weight ratio is okay for a rear-biased AWD system, but still a little off for us