The Bodywork Is a Mix of Street and Race 911 GT3

Aerodynamically, the new 911 GT4 R is limited by racing rules in terms of how much downforce it can produce and wears simpler, more street-like styling than the 911 GT3 R race car. But that doesn’t mean the GT4 R lacks tricks to help it slice through the air and stick to the pavement. The car’s nose is not too far removed from the street GT3’s design, but it adds more openings to cool components such as the brakes and radiator while keeping a similar overall shape.

Past that point, however, the differences between street and race car become much more noticeable. The fenders feature extensions to fit the larger front wheel-and-tire package and include vents to extract air trapped in the wheel wells. The extended wheel arches also required changes to the way they blend into the splitter and nose. Sorry for the bad news, but the GT4 bumper will not be a direct fit on your 911 GT3 road car.

The hood is also a major departure from both the road car and the previous GT4 racer. The front vents are replaced by a set mounted farther back, and they aren’t integrated into the panel like they are on the road-legal 911 GT3. There is also a built-in NACA duct that feeds air to the required cabin-ventilation system. You will also notice there is only a single centrally mounted wiper to clear the windshield when rain falls on your parade at the track. The LED headlights are very similar to those on street-legal 911s and include daytime running-light functionality, but corner lighting is optional on the GT4 version.

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Continuing along the side, you find side-skirt splitters, but the GT4 uses a redesign that improves underbody aero performance and features widened rear bodywork. Although the doors look like the same parts used on the 911 GT3 road car, the 911 GT4’s are made from natural fiber-reinforced plastic, or NFRP. Additionally, the driver-side door does not feature the same crash structure as the road-legal 911, but safety foam works in conjunction with the roll cage to protect the driver in side impacts, and the window has a quick-release system for emergency driver extraction.

Another FIA safety requirement is a roof hatch above the driver’s seat, which explains the unusual cut lines in that area. It is there in case the driver cannot escape, or rescue crews cannot extract him or her, through the door or window because of damage or obstruction. It also allows for vertical extraction if exiting through the side could worsen an injury.

The side windows, along with the windshield and rear window, are replaced by polycarbonate reproductions, while the rear quarter windows include provisions for the integrated air-jack system and cabin ventilation on both sides. You also notice the rear fenders have a vent the roadgoing 911 GT3 does not, designed to feed air into the rear for additional cooling.

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Now we get to the business end of the 911 GT4, starting with the engine cover. Like the street GT3, it features openings to feed the air intakes. But rather than risk restricting airflow, the openings in the NFRP lid are wide and smooth. You also see a similar-looking and equally functional swan-neck-mounted rear wing on the GT4, but the racing 911’s wing has 11 positions of adjustability and is made from NFRP, whereas the street-legal GT3’s is fixed and made from carbon fiber. The GT4 also uses a ducktail spoiler on the rear bodywork to improve airflow to the underwing, further boosting aerodynamic performance while also helping cool the engine.

Just like the front fascia, the rear bumper looks very close to the street-legal 911 GT3’s, though there are plenty of changes here, too. It is wider than the production version, and there are new openings to improve rear underbody aero, cooling, and rear wheel well ventilation. What remains the same is the recognizable Porsche wordmark and integrated brake light, though this light also features a strobing function to signal that the engine has stalled. Just below that is the required FIA rain light, which strobes through the rooster tail of water kicked up by the rear aero and tire wake.