Despite being fitted with one of the best automatic transmissions ever built, the latest 911 GT3 
has received a lot of heat from Porsche purists. Sure, the PDK shifts amazingly quick and it’s specifically tuned to deliver the fastest lap times on the race track, but most gearheads claim the 911 GT3 would be a lot more fun with three pedals and a stick. I couldn’t agree more.
Even though Porsche has made it clear that the manual gearbox will not return in the GT3, Stuttgart is reportedly working on a hardcore, naturally aspirated 911 with a manual transmission. According to Car and Driver, the new model will be called the 911 R and will use a powerplant closely related to the GT3’s.
The outlet also claims that the 911 R will break cover at the 2016 Geneva Motor Show in March and hit dealerships with a “steep price.”
Not much else is known about the 911 R, but we’ve already came up with a rendering to go with the speculative review below. Stay tuned for more details. I’ll be back as soon as I find out more.
Continue reading to learn more about the 2017 Porsche 911 R.
Brief Porsche 911 R History
Before we jump into the details, let’s have a closer look at the original 911 R, which may provide a few hints as to what the new sports car will bring to the table.
Following the racing success of the 911S and 911T, both based on road-legal models, Porsche decided to build an even more potent sports car with a more powerful engine and a lighter body. Completed in 1967, the 911 R was nearly identical to the 911S in terms of design, but featured a fiberglass body, aluminum doors, and a magnesium crankcase. Design-wise, it was recognizable thanks to its unique taillights, front turn signals, plastic door handles, and lightweight bumpers.
The 911 R was at least 500 pounds lighter than the standard 911 and 350 pounds lighter than the 911S.
Power came from the Carrera 906’s flat-six engine rated at 210 horsepower, 50 more than the 911S. The 911 R was at least 500 pounds lighter than the standard 911 and 350 pounds lighter than the 911S, which prevented Porsche from homologating the sports car as a variant of the latter. Forced to homologate the 911 R as a separate model, which meant that 500 units had to built, Porsche produced only 20 units for non-production classes and rally events.
The 911 R entered 21 events in 1968 and 1969 — including high-profile races such as the 24 Hours of Daytona, 12 Hours of Sebring, 1,000Km of Nurburgring, the Targa Florio, and Tour de France. In 1969, the 911 R scored its only outright win at Tour de France, taking the checkered flag ahead of a more powerful Chevrolet Corvette.
Although its career was short-lived and not exactly successful, the 911 R went on to became one of the rarest and most sought-after classic 911s.
Exterior
Like the classic 911 R, the new model will feature “Porsche” decals above the side skirts and optional racing stripes.
Based on the fact that the original 911 R remained true to the standard 911’s design, it’s safe to assume that the upcoming 911 R will also be very similar to the 911 Carrera. Modifications should include a revised front bumper, lightweight wheels, and slightly different side mirrors. Much like the classic 911 R, the new model should also feature “Porsche” decals above the side skirts and optional racing stripes.
As you may have already noticed, we think that the 911 R won’t receive a rear wing. Though the lack of such an aero device will make the 911 R slower at the track, it will help Porsche prevent the new sports car from eating too much into 911 GT3 sales. Adding a race-spec wing to the 911 R would turn it into a manual GT3, and Stuttgart doesn’t want that.
All told, the 911 R is likely to hit the market as a true sleeper, which will make it a worthy successor of its 50-year-old grandfather.
Interior
Much like the original car, the upcoming 911 R should feature a sporty interior with far fewer convenience features than the standard 911. Most likely it will get most of the features seen in the 911 GT3, including the bucket seats, the Alcantara-wrapped steering wheel, and the lightweight door panels. The rear seats could be ditched as well, but I wouldn’t bet on the 911 R getting a roll cage. Look for a bespoke instrument cluster and plenty of “911 R” badges throughout the cockpit.
Drivetrain
Note: Porsche 911 GT3 pictured here.
According to Car and Driver, motivation will be provided by a naturally aspirated engine “closely related to that of the GT3” with around 500 horsepower. However, I doubt that Porsche wants the 911 R to be more powerful than the 475-horsepower GT3, so a 460-horsepower output seems more likely. This figure will place it right between the Carrera GTS and the GT3.
As a brief reminder, the 911 GT3 uses a 3.8-liter flat-six with a modified crankshaft and valve gear, titanium connecting rods, and forged pistons.
Performance-wise, the 911 R should be able to deliver a 0-to-60 mph sprint of around 3.7 seconds and a top speed of at least 190 mph.
Of course, the big news here is the manual gearbox, most likely a bespoke version of the Cayman GT4’s six-speed unit.
The chassis should also be based on the 911 GT3’s and fitted with a race-bred suspension system. The Porsche Ceramic Composite Brake (PCCB) system will likely be offered as an option.
Prices
It way too early to talk about prices, but the 911 R will sit between the Carrera GTS and the GT3 in the 911 lineup, which means it could retail from around $120,000.
Competition
Chevrolet Corvette Stingray
Although it’s a front-engine sports car that uses a significantly larger, 6.2-liter V-8 engine, the Corvette Stingray should have what it takes to give the 911 R a run for its money. The V-8 cranks out 460 horsepower and 465 pound-feet of twist when equipped with the Performance Exhaust. This enables the coupe to hit 60 mph from a standing start in 3.8 seconds. Besides being a quick as the 911 R, the Chevy can also return up to 30 mpg on the highway and 17 mpg in the city, due to its Active Fuel Management system that shuts down four of the eight cylinders. The Corvette Stingray retails from $55,400, which pretty much makes it a bargain compared to any Porsche 911.
Find more about the Chevrolet Corvette Stingray here.
Conclusion
Granted, the 911 R is just a rumor for now, but Porsche would be foolish not to build one. Purists have been grumbling about not being able to buy a track-ready 911 with a manual gearbox ever since the 991-generation GT3 was launched. A modern-day 911 R would not only keep gearheads happy, but it would also enable Porsche to make use of its rich motorsport heritage for another expensive, yet highly desirable 911. And, with the naturally aspirated 911 enjoying its final years on the market, the 911 R has everything it needs to become a collector’s item.