GT3 | The Car Magazine

If you want the purist of 911s, look no further than the fabulous GT3 coupe (we covered in detail here). While not as ultimately fast as the previous-generation GT2 RS, that turbocharged super-coupe once…

Latest News

New 911 GT3 gets luxury treatment with optional Touring Package

2022 Porsche 911 GT3 Touring Package — A no-cost Touring Package is now available for GT3 customers, providing a more classic look and enhanced luxury for one of Porsche’s best-performing 911 models.

If you want the purist of 911s, look no further than the fabulous GT3 coupe (we covered in detail here). While not as ultimately fast as the previous-generation GT2 RS, that turbocharged super-coupe once again winning bragging rights at the famed Nürburgring Nordschleife just a week ago, this time chopping a sizeable 4.747 seconds from the Mercedes-AMG GT Black Series lap time on its way to claiming fastest production car status, the naturally aspirated GT3 nevertheless churns out 502 horsepower and 346 lb-ft of torque from its 4.0-litre six-cylinder engine, and makes beautiful 9,000-rpm music while doing so.

How does the GT3 stack up on the track? Of the top-10 fastest production cars to ever course through the old 20.8-km portion of the Nürburgring track, which incidentally is known affectionately as “The Green Hell” due to its forested, mountainside surroundings, 300 metres of elevation, 73 turns, and legendarily challenging nature (racing legend Sir Jackie Stewart originally coined the phrase), five are Porsches and two are GT3s. Sitting in eighth is the current-generation (992) GT3 RS, with a lap time of just 6:55.34 minutes, while the ninth-placed car is a previous-generation (991.2) GT3 RS.

While the GT3’s track exploits are praiseworthy to say the least, it’s a race-ready supercar that can be easily seen as such by passersby (including the constabulary) while also purposely lacking a few modern-day 911 refinements, with an obvious leaning toward sport, rather than luxury. Porsche hopes its new Touring Package, available at no additional cost to 2022 GT3 buyers, will help those wanting to fly under the radar escape scrutiny, without being forced to give up on owning one of the most sought-after 911 models available.

Visually separating the regular GT3 from the new Touring Package-equipped variant is a switch to the more conventional deployable rear wing used on most other 911 models, which pops up out of rear deck lid when needed and otherwise hides away. This provides a more classic 911 coupe profile that attracts a lot less attention than the super-sized carbon fibre reinforced plastic (CFRP) one found on the original, but of course doesn’t deliver the same level of ultimate downforce, therefore reducing high-speed stability through corners. It’s a trade-off that some buyers won’t mind, however, especially when laying eyes on the specially designed rear grille. Additionally, the front fascia on Touring Package cars is body-colour, while high-gloss anodized silver-tone aluminum trim surrounds the side windows and polished metal highlights the tailpipes (Satin Black is an option for both).

The Touring Package doesn’t swap out the regular GT3’s CFRP hood and front spoiler for lesser variants of each, fortunately, and doesn’t mess with anything under that just-noted rear wing either, although a seven-speed PDK dual-clutch transmission can now be had with either GT3 model, and like the Touring Package itself, is a no-cost option.

Silver-painted versions of the same 20-inch front and 21-inch rear forged alloy rims come shod in respective 255/35 and 315/30 ZR performance rubber with the new Touring Package, once again encircling Satin Black centre locking caps with regular Porsche crests rather than “GT3” logos.

If you choose a subtler exterior colour when for your Touring Package-equipped GT3, like Agate Grey Metallic or GT Silver Metallic, rest assured GT3 badging will still be part of the ownership experience. Still, along with the new rear engine grille, Porsche revised its designation to read “GT3 touring”. Of note, this wide-body 911 is still available with every exterior colour and shade offered for the regular GT3, including Chalk and more outlandish hues like Lava Orange, Python Green and Shark Blue.

The Touring Package interior gets upgrades too, including an extended black leather upholstery package that enhances the steering wheel rim, gear lever, centre console lid, door panel armrests, and door grips, while edging the dash and both door uppers with a special embossed surface treatment.

This said, quick glance at the racing-style seats in the Touring Package might make you believe they’re unchanged, but closer inspection shows a unique fabric used for their centre panels, plus embossed Porsche crests in place of the usual GT3 logos on the headrests. Finally, Touring Package door sill guards receive a brushed black aluminum treatment that’s also applied to some dash and centre console components.

It should be noted that GT3 Touring Package buyers can also opt for multiple two-tone cabins that add coloured leather to the interior’s lower half.

Those wanting to upgrade their GT3 Touring Package-equipped car even further will be happy to know that most regular GT3 options can still be had, including all wheel colours, the Porsche Dynamic Light System and Porsche Dynamic Light System Plus, every driver assistance system, Porsche Ceramic Composite Brakes (PCCB), Smart Front Axle Lift, and all the same alternative seats, while an available Bose Surround Sound System is on the menu too, plus, of course, the Sport Chrono package.

Any added weight (which is not accounted for on Porsche’s retail site or in any press releases) hasn’t impeded performance, with both regular GT3 and Touring Package-equipped models sprinting from 0 to 100 km/h in only 3.9 seconds when fitted with the six-speed manual GT Sport transmission, or 3.4 seconds with the standard paddle-shift-operated seven-speed PDK transmission. Likewise, terminal track speeds remain identical at a respective 320 km/h (199 mph) and (318 km/h (198 mph), but it’s possible that removing of the larger rear wing could allow Touring Package-equipped cars a slightly higher top speed, possibly even 322 km/h (200 mph).

The two GT3 models incorporate identical suspension setups as well, including Porsche Active Suspension Management (PASM) with ride-height lowering (by approximately 20mm). Therefore, both should provide near identical handling, although once again, elimination of the fixed rear wing will make a difference at high speeds, not to mention when scrubbing off speed via both GT3s’ sizeable 408 mm front and 380 mm rear brakes.

For a bit of history regarding the “Touring Package” name, it first came in use for a version of the 1973 911 Carrera RS, likewise providing a more luxurious trim upgrade for a model that could be seen as the GT3 of its generation. The Touring Package name was also revived for the sixth-gen 991-based GT3 in 2017.

If you’d like to bring your GT3 Touring Package experience into the office or back home, a special Porsche Design chronograph watch can be had as well. It boasts a sophisticated mechanical movement with a flyback second hand function, plus its winding rotor, seen through a caseback window, shares styling cues with the car’s wheel design. The rotor is even available in six different versions to correspond with your car’s personal configuration.

Each dial bezel is finished in Agate Grey Metallic, however, plus all dials receive a matte black surface, but each chronograph hand matches the bright luminous yellow colour of the GT3’s tachometer needle for another nice tie-in to the actual car. Attaching the beautiful watch head to your wrist is a strap made from the same embossed leather as that used in the Touring Package-equipped GT3, along with some black decorative stitching. This new chronograph is made in Porsche Design’s own Swiss watchmaking factory, and is only available to GT3 customers.

This means in order to qualify for the watch you’ll need to ante up at least $180,300 for either the regular GT3 or Touring Package-equipped version. Notably, Porsche is offering 2022 911 models with factory leasing and financing rates from zero percent, so be sure to check out the 2022 Porsche 911 Canada Prices page at CarCostCanada for more details, and remember to download the free CarCostCanada app from the Google Play Store or Apple Store in order to have all their benefits, including dealer invoice pricing, on your device when needed.

The New Porsche 911 GT3 with Touring Package (2:13):

Story credits: Trevor Hofmann

Photo credits: Porsche

Porsche Canada has just released pricing for the all-new 502-horsepower 2022 911 GT3, which will start at $180,300. The updated model is now ready to configure and order on the automaker’s retail website,…

Latest News

Porsche Canada reveals 911 updates and pricing for the 2022 model year

The 2022 Porsche 911 GT3 can be yours for $180,300, plus freight and fees.

Porsche Canada has just released pricing for the all-new 502-horsepower 2022 911 GT3, which will start at $180,300. The updated model is now ready to configure and order on the automaker’s retail website, and at your local Porsche retailer, after which deliveries will arrive this coming fall.

Additionally, you can already configure each and every 911 body style and trim for the 2022 model year on Porsche’s retail site, with pricing for the base model increasing from $113,000 for the 2021s to $115,000 for 2022s.

The increase is for good reason, being that Porsche has updated the comfort and communications systems in every new 911 model. Porsche connected services have now been expanded thanks to the adaption of the automaker’s newest Porsche Communication Management (PCM), which features a standard 10.9-inch touchscreen integrating a new simplified interface that was inspired by the version initially used in the new Taycan electric. The revised PCM combines entertainment, navigation, comfort and communications systems into one flexible layout boasting numerous personalization options.

Pricing for the updated 2022 Porsche 911 Carrera Cabriolet starts at $129,600, while the Carrera coupe can be had for $115,000, which is $2,000 more than last year’s version.

What’s more, the PCM system update marks a trial period extension for Porsche’s connected services, which has grown to 36 months, from 12 months in previous model year 911s. After the three years are up, connected services is continuable via subscription.

Porsche Connect, which comes as part of the connected services package, integrates a bevy of useful features including Voice Pilot that responds to natural language prompts available by saying, “Hey Porsche.”

Also new, the Navigation Plus system now features real-time traffic information, as well as online map updates, plus a calendar and Radio Plus.

2022 Porsche 911 Turbo S — Porsche’s current fastest model, the 2022 911 Turbo S, can be had for $235,600.

Newly added Android Auto is a first for any new Porsche vehicle, and will be much appreciated by the majority of smartphone users who own Android-powered devices. The new PCM continues to integrate with Apple CarPlay too, via wireless and wired connectivity.

There’s good news for lovers of every music genre too, not to mention those who enjoy talk radio on all types of subject matter, and more, because a three-month trial subscription of SiriusXM satellite radio with 360L is now standard.

Additionally, just like with Taycan, all 2022 911 models can feature direct integration of Apple Music and Apple Podcasts when an Apple service subscription is purchased.

Technology in mind, PDK transmission-equipped 911 Carrera, Targa, and Turbo models can now be upgraded with Remote ParkAssist for 2022, which allows the driver to remotely move the car in or out of a parking space via their smartphone when standing outside.

What’s more, Remote ParkAssist is bundled together with Active Parking Support, controlled via the updated PCM. A new 3D Surround View parking camera is optional as well, as is Rear Cross Traffic Alert with Lane Change Assist.

Over and above the new $115,000 base 911 Carrera, the same coupe body style can be upgraded to AWD-equipped Carrera 4 trim from $123,400, or you can get into a Carrera S for $133,100, and Carrera 4S for $141,500.

2022 Porsche 911 Carrera — All 2022 Porsche 911 models, including this base Carrera, comes with standard Android Auto smartphone connectivity, plus a three-month trial subscription to SiriusXM satellite radio.

The updated 2022 911 Carrera Cabriolet starts at $129,600, while removing the top in AWD guise results in the $138,000 Carrera 4 Cabriolet, with the Carrera S Cabriolet available from $147,700, and Carrera 4S Cabriolet from $156,100.

Porsche’s 911 Targa is a good choice for those wanting the best of both coupe and convertible worlds, with the Targa 4 starting at $138,000, and Targa 4S from $156,100, while a trio of 911 Turbo models have the ability to reach the race car-like levels of performance, with 2022 pricing starting at $198,400 for the Turbo, $213,000 for the Turbo Cabriolet, and $235,600 for the Turbo S.

Lastly, the car Porsche considers “the most focused and agile ‘992’ generation car yet” can only be had in one single trim, but no doubt those lucky enough to get into a new 2022 911 GT3 won’t mind spending its relatively reasonable (for what it can do) $180,300.

CarCostCanada will no doubt update its 911 coverage to include a 2022 Porsche 911 Canada Prices page soon (the info only dropped today), but for the time being the 2021 Porsche 911 Canada Prices page is showing factory leasing and financing rates from zero percent, plus average member savings of $2,250, if you can find one. Learn how CarCostCanada can save you thousands off your next new car purchase, by informing you about the latest manufacturer leasing and financing deals, factory rebates, and always available dealer invoice pricing. Also, make sure to download the free CarCostCanada app from the Apple Store or Google Play Store, so you can have all of this valuable information at your fingertips when you need it most.

As noted earlier, the 2022 Porsche 911 is available to order now, with deliveries expected this fall.

Story credits: Trevor Hofmann

Photo credits: Porsche

If anyone was expecting the new 2022 GT3 to somehow fly under the radar, think again. It’s an eyeball puller for sure. Not as supercar-like snazzy as the old (and most likely next) GT2, but it’s immediately…

Latest News

Awesome new 911 GT3 gets more power, better handling and stunning new styling

If anyone was expecting the new 2022 GT3 to somehow fly under the radar, think again. It’s an eyeball puller for sure. Not as supercar-like snazzy as the old (and most likely next) GT2, but it’s immediately clear this is no ordinary 911.

Porsche just pulled back the digital curtain on its latest heartthrob, and now this brilliant blue missile is the talk of the town. A new twin vented carbon-fibre hood will give those in the know a hint that it’s time to move out of the fast lane, at which point they’ll quickly see the new GT3’s backside, gigantic swan-neck carbon-fibre wing and CFRP rear diffuser included. All of these aero aids add 50-percent more downforce than a regular 911 in their default setup, or up to 150 percent more downforce at 200 km/h when some adjustments are made.

Yes, as exciting as the GT3 is to gaze upon, it’s no doubt much more fun to drive. For 2022, Porsche has improved the car’s 4.0-litre flat-six for a considerable 10-horsepower gain resulting in 502 ponies, while torque remains 346 lb-ft. It’s all done sans turbocharging, the GT3 the only 911 offered without exhaust boost. Instead, the 4.0-litre engine relies on cubic centimeters, plenty of trick technology like the six throttle butterflies added to extract that extra 10 horsepower just mentioned, and an incredibly high rev limiter of 9,000 rpm. That’s stratospheric for a horizontally opposed engine, incidentally, this configuration normally ideal for low-end twist albeit not that great for spinning in the lofty zone, but Porsche continues to work its magic and GT3 owners are the benefactors.

The lack of a turbo isn’t the only absent component putting the GT3 at odds with all other 911 models, incidentally, the other missing link being a seventh gear in its manual transmission option. As is the norm with all 911s, the GT3 can be had with a seven-speed dual-clutch automated PDK for paddle enthusiasts, but unusually it’s a no-cost option and not wholly related to updated version introduced last year, but instead is sourced from the previous 2019 GT3 thanks to that transmission’s 18-kg mass reduction and extremely quick response to input.

Likewise, the just-noted six-speed manual gets pulled forward from the past, although this unit is the same as used in the fabulous 718 Spyder and 718 Cayman GT4, unlike every other 911 that uses Porsche’s seven-speed manual. The six-speed is lightweight as well, features rev-matching capability to make novices sound like heel-toe pros, and is lauded by all critics for its sublime operation. So good is the six-speed manual, that 68.7 percent of Canadian GT3 buyers previously went with the DIY option. This also speaks well for the type of performance enthusiast the GT3 attracts, one that appreciates the classic thrill of a mechanical masterpiece over speed for the sake of speed. The PDK is quicker, needing just 3.4 seconds to reach 100 km/h from standstill, while 200 km/h requires a mere 10.8 seconds.

Whether you choose the manual or PDK option, both come standard with an entirely new double-wishbone front suspension. As is appropriate for the GT3, the new front suspension design was developed by Porsche’s sports car racing team for the Le Mans-winning 911 RSR. The GT3 is its first application in a 911 production car, allowing a more rigid spring setup and greater camber stiffness that does a better job of isolating the dampers from transverse forces that might otherwise upset the apple cart, so to speak. Porsche promises better handling overall, which is what matters to us.

The GT3’s five-arm rear suspension is upgraded too, now including more ball joints for the lower wishbones as well as spherical bushings, and special shocks. This means the new GT3 is a much better track car, but it also translates into a better every day commuter and a much more capable companion when straight lines start to wind in the outskirts of your city.

With this in mind, the quicker responding front and rear shocks are joined by standard rear-wheel steering, the latter capable of turning the rear wheels up to two degrees in the same or opposite direction, depending on whether they’re improving high-speed stability or aiding parking manoeuvres.

What’s more, the old GT3’s already large 380 mm front brake rotors are now upsized to 408 mm, while also weighing 17 percent less, and just like the upgraded brakes can potentially save the GT3’s owner from misjudging the rate of closing speed before a corner, Porsche has included a front axle lift system for saving the carbon fibre front lip spoiler from scraping the pavement below when overcoming large speed bumps are steep driveways.

The lip spoiler, new hood, massive wing and rear spoiler aren’t the only exterior components made from carbon fibre reinforced plastic, by the way. Additional body panels include the rear fenders and, optionally, the roof. Porsche also makes “road-approved circuit rubber” available, while buyers can even add a rear roll cage via a Clubsport package (not available in all markets). There’s no extra charge for the all-new battery, mind you, which is 10 kilos lighter than the one used for the outgoing GT3. When reduced mass is combined with all the engine grunt noted earlier, the new manually-shifted GT3 has an impressive power-to-weight ratio of 2.8 kg/PS.

That weight can be reduced more, although most buyers probably won’t want to delete the rear wing. If you find it a bit over the top for your liking, however, a Touring package will swap it out for the power-adjustable spoiler used in the regular 911.

You can bet Porsche left the rear wing intact for its timed lap of the Nürburgring Nordschleife, which at 6:59.927 minutes leaves it just outside of making the famed racetrack’s top-10 best production cars ever list. To be fair to the GT3, four of the 10 cars that beat its time are Porsche products, including the mighty 911 GT2 RS that managed a shocking 6:47.25-minute lap, plus a previous-generation GT3 RS that ran the ring in just 6:56.4 minutes. Nobody should expect a turbo-less 911 to beat Porsche’s renowned 918 Spyder either, and it didn’t, but it was certainly close to the supercar’s 6:57-minute time, while another GT2 RS managed a respectable 6:58.28 minutes. More importantly, the new GT3 lapped the punishing road course faster than every Ferrari and McLaren that ever attempted a run, not to mention every Chevy Corvette or Nissan GT-R. Only Radical SR8s (if you’ve never heard of this barely street-legal track car, you’re not alone), two Lamborghini Aventador SVJ LP770-4s, and a Mercedes-AMG’s GT Black Series managed to lay down faster laps, with the Merc being quickest of all comers.

If you ask most sports car buyers, 911s are more comfortable for daily use than any mid-engine exotic, and therefore easier to live with than all of the above, except for maybe the Mercedes. As you might expect, all of the new 911s improvements are included with the GT3, plus the model’s usual mega dose of suede-like Alcantara on the steering wheel rim, seats, etcetera. Those seats were designed with performance in mind, but they’re still suitable for day-to-day use.

Now comes the time to decide. There will be no fence-sitting with this car, because every last one will be snapped up quickly. Added to the rarity of any GT3, looms an era that may soon make its naturally aspirated 4.0-litre engine a much-lamented thing of the past, so make your mind up quickly and then immediately talk to your local Porsche Canada dealer. The new GT3 will be available to order soon, with cars being delivered in the fall.

For those still unsure or not in a tax bracket that makes such decisions possible, we recommend to the full allotment of images in our photo gallery above, plus the trio of great videos that follow, while others that just can’t wait until the fall to get their hands on a new 911 may want to know that Porsche is currently offering factory leasing and financing rates on 2021 models from zero percent. To find out more, check out CarCostCanada, where members save an average of $2,875 on their new 2021 911 purchases, by getting access to manufacturer rebate information and otherwise hard to get dealer invoice pricing. Learn how the CarCostCanada system works, and make sure to download their free mobile app at the Google Play Store or Apple Store now.

The new 911 GT3: Time is Precious (2:35):

The New 911 GT3 at the Nürburgring (1:33):

The New 911 GT3: Onboard at the Nordschleife (7:33):

Story credits: Trevor Hofmann

Photo credits: Porsche

It was just last fall that we reported on the sensational Porsche 911 GT2 RS MR setting a street-legal lap record at the famed Nürburgring Norschleife, which only remained beaten by Porsche’s own 919…

Latest News

Porsche 911 GT2 RS breaks two more production car lap records

The 2019 Porsche 911 GT2 RS stormed to a Road America production car lap record of 2:15.17 minutes. (Photo: Porsche)

It was just last fall that we reported on the sensational Porsche 911 GT2 RS MR setting a street-legal lap record at the famed Nürburgring Norschleife, which only remained beaten by Porsche’s own 919 Hybrid EVO modified World Endurance Championship (WEC) race car, and now the world’s most successful sports car manufacturer has set a new production vehicle record on the highly challenging Road America circuit in Elkhart Lake, Wisconsin.

The 6.5-km (4.04-mile), 14-turn road course combines plenty of high-speed straights, radically sharp corners and a fair number of elevation changes, and is therefore the perfect play area for any Porsche 911, although it’s even more ideal for the track-dominating 2019 911 GT2 RS.

In an attempt to remove the Road America lap record mantle from a GT2 RS privateer that laid down a scorching 2:17.04 banker last year, the 700 horsepower GT2 RS stole the limelight with a new record-setting time of 2:15.17 minutes, slicing almost two seconds (1.87 sec) off the previous lap record.

Making the day even more interesting, Porsche also showed what its 911 GT3 RS could do on the same track with the same driver, 24 Hours of Daytona and Le Mans class winner David Donohue. Despite being almost 200 horsepower less potent than the GT2 RS, yet given an even more alluring soundtrack thanks to a higher revving engine that nears 9,000 rpm at full song, the 911 GT3 RS pulled off a Road America lap time of 2:18.57 minutes, and needed just three laps to do so, which was one lap shy of what the GT2 RS required.

2019 Porsche 911 GT3 RS — The 911 GT3 RS, shown here on the Road Atlanta track, did very well to stay close to the GT2 RS despite being down nearly 200 hp. (Photo: Porsche)

While tracking nearly four seconds off the pace would certainly look like a massive gap if the two cars were racing each other simultaneously, the GT3 RS’ ability to stay as close as it did on a track with such long straights and numerous 90-degree turns says a lot about its cornering prowess.

Both the GT2 and GT3 RS were shod with road-legal, Porsche-approved Michelin Pilot Sport Cup 2 R N0 tires, which are optional upgrades for RS owners, while this event’s lap time was recorded and validated by Racelogic, as was the vehicle telemetry.

Also notable, this 911 GT2 RS set another production car racetrack record at the even more circuitous Road Atlanta circuit in Braselton, Georgia last month with Randy Pobst at the wheel, this time delivering a lap time of only 1:24.88 minutes, which outpaced the previous record-setting Corvette ZR1 by almost 2 seconds, as well as the previously noted Porsche 911 GT3 RS by 1.36 seconds.

It seems like Porsche is smashing global track records at an unprecedented pace lately, no doubt because of this car’s eventual retirement when the all-new 2020 911 arrives later this year. Then again, being that a new GT2 RS based on the redesigned 911 is probably not going to arrive anytime soon, we’ll likely see more broken track records by the current model in the coming months.

While we’re waiting for these to make news, make sure to check out our comprehensive photo gallery of the 911 GT2 RS and 911 GT3 RS on the Road America and Road Atlantic tracks above, plus in-car videos of these record-breaking events below:

Porsche 911 GT2 RS sets production car lap record at Road America – David Donohue onboard camera (2:25):

911 GT3 RS completes Road America lap in just 2:18,57 minutes (2:28):

Porsche 911 GT2 RS Record Lap at Road Atlanta – Highlight Film with Randy Pobst Onboard Camera (2:18):

Porsche 911 GT2 RS sets production car lap record at Michelin Raceway Road Atlanta (1:39):

Onboard video of the 911 GT3 RS at the Michelin Raceway Road Atlanta (1:36):

To most of us, the thought of owning a new Acura NSX is enough of a dream, but the Japanese premium brand nevertheless arrived at last month’s Specialty Equipment Market Association (SEMA) show in Las…

Latest News

ScienceofSpeed Dream Project makes stunning NSX supercar even more sensational

2017 Acura NSX ScienceofSpeed Dream Project — The second-gen Acura NSX “Dream Project” by ScienceofSpeed features plenty of powertrain, suspension and styling upgrades. (Photo: Acura)

To most of us, the thought of owning a new Acura NSX is enough of a dream, but the Japanese premium brand nevertheless arrived at last month’s Specialty Equipment Market Association (SEMA) show in Las Vegas, Nevada with something even more alluring than the stock road-going supercar.

Say hello to the NSX “Dream Project,” the second ScienceofSpeed creation in as many years. The first was a gorgeous NSX GT3 racecar with hybrid parts removed, sitting atop a customized trailer that was pulled behind a modded MDX in the same decaled white livery the team uses on the track. Now the colour has changed to a deep glimmering blue and the powertrain’s hybrid guts remain intact, this dream meant for the road.

Acura worked together with Arizona-based ScienceofSpeed for this year’s Dream Project, this NSX GT3 more of a race replica that future owners can hopefully bring home. The result is a lighter, better handling, quicker, more potent NSX with much more downforce thanks to extensive aero upgrades.

Reference other sports cars wearing the GT3 subset and you’ll see plenty of wings and NACA ducts, all designed to benefit traction at high speed, so why should this NSX be any different. The ScienceofSpeed kit includes front side strakes, extended rocker panels with radical ducting, a supersized pedestal-style rear wing (albeit smaller than on last year’s car), and a larger, deeper rear diffuser, the latter highlighted with red painted fins.

Speaking of colour, the grey and red side stripes with artfully scripted “Dream Project” signage below chunkier “NSX” lettering, almost go unnoticed next to the fabulous five-spoke Advan GT forged rims on Pirelli Trofeo R rubber that frame equally eye-grabbing gold powder-coated carbon-ceramic Brembo brakes.

Carbon in mind, there’s no shortage of carbon fibre reinforced plastic (CFRP) elsewhere, all of the aforementioned aero add-ons wearing its glossy woven fibres proudly next to yet more red highlights, while the roof gets painted a glossy black and that beautiful blue paintwork mentioned earlier finishes off the exterior aesthetics, the latter a two-tone mix dubbed Andaro Nouvelle Blue Pearl.

Inside, Recaro Pole Position seats keep driver and passenger firmly in place while a gaugeART OLED display adds ancillary information, important given the power unit gains 37 horsepower for a new max of 610, plus an additional 31 lb-ft of torque resulting in 507 foot pounds.

ScienceofSpeed shaved 7.2 kilos (16 pounds) from the NSX Dream Project’s curb weight by replacing the stock exhaust with a lightweight stainless unit, while reworked suspension geometry drops the car by an inch. Those with steep driveways or need to overcome speed bumps needn’t worry about scuffing all the added ground effects either, as an iLIFT was added to the front suspension to automatically raise the body up two inches if it senses obstacles in its path.

This race-winning Acura NSX GT3 race car was on display as well. (Photo: Acura)

The NSX ScienceofSpeed Dream Project wasn’t the only car on Acura’s SEMA stage, the theme focused on motorsport thanks to a race-winning Acura NSX GT3, which had just completed its inaugural season with two teams competing in the IMSA WeatherTech SportsCar Championship series as well as the Pirelli World Challenge series, achieving four podiums and three victories.

Even more noticeable, the ARX-05 (Acura Racing eXperimental, generation 5) Daytona Prototype points the Japanese premium brand back to prototype racing, the first event to be the Rolex 24 at Daytona in January next year. Team Penske, legendary in motorsport circles, will campaign two cars in the IMSA WeatherTech SportsCar Championship, while a who’s who list of winning drivers includes Juan Pablo Montoya, Helio Castoneves, Graham Rahal, Dane Cameron, Ricky Taylor and Simon Pagenaud.

Acura Acura ARX-05 Daytona Prototype — It’s easy to appreciate why Acura’s ARX-05 Daytona Prototype might garner plenty of attention. (Photo: Acura)

Also on hand, the Pikes Peak Acura TLX A-Spec won its Exhibition Class at its Pikes Peak debut earlier this year, its 500 horsepower 3.5-litre V6 pushing the car up the heroic cliff-side track to its 14,115-foot summit in just 11:03.655, with Pikes Peak veteran and engineer Nick Robinson at the wheel.

If you think that was fast, newcomer Peter Cunningham set a new Open Class record at the wheel of the Pikes Peak Acura TLX GT this year, his time of 9:33.797 earning second overall as well as “Rookie of the Year” honours.

Acura TLX A Spec Pikes Peak — There was no shortage of Pikes Peak hillclimb cars on hand for the SEMA event. (Photo: Acura)

Lastly, the Pikes Peak GT3-inspired Acura NSX split the difference with a 10:03.433 time over the 21-kilometre (13-mile) course, with Acura’s in-house North American R&D powertrain development group member James Robinson placing third in the competitive Time Attack 1 class. Robinson won the class in a first-generation NSX in 2011, and has charged up Pike Peak’s death-defying 2,289 vertical metres (7,510 vertical feet) in an NSX every year since.

“Motorsports has been an integral part of the Acura brand since our founding,” said Jon Ikeda, Vice President and General Manager of Acura. “We have had some tremendous success this past year and are looking forward to our return to prototype racing with Team Penske in 2018.”

News & Reviews- Tag: GT3