Porsche 911 cup: the latest track Pro

The Porsche 911 Cup (Type 992.2), set to debut in 2026, marks a new era for Porsche’s iconic one-make racing series, replacing the 911 GT3 Cup. Based on the updated 992.2-generation 911, this race car delivers enhanced performance with a 520 PS 4.0-liter flat-six engine, refined aerodynamics, and advanced electronics for improved drivability. Designed for series like the Porsche Mobil 1 Supercup and Carrera Cup, it combines cutting-edge technology with sustainability, running on FIA-approved eFuels to reduce CO₂ emissions

Development efforts focused on enhancing performance, maintaining reasonable operating costs, and simplifying handling for both drivers and teams. The naturally aspirated 4.0-litre six-cylinder boxer engine now delivers an increased output of 382 kW (520 PS), a ten PS increase. 

The new racing car based on the 911 for Porsche’s one-make cups and series is now officially called the 911 Cup. With this, the Stuttgart-based sports car manufacturer is streamlining and standardising the naming of its customer racing vehicles. From now on, only cars intended for open-brand racing series or specific segments will carry the ‘GT’ suffix combined with a number in their designation, as is the case with the new evolution of the 911 GT3 R, which also makes its debut today.

The 911 Cup is largely derived from the road-approved 911 GT models and is produced alongside the series-production cars at Porsche’s main plant in Zuffenhausen. This has proven highly successful: since production began at the end of 2020, Porsche Motorsport has built 1,130 units of the current 911 GT3 Cup. To date, a total of 5,381 Porsche 911 vehicles has been produced as one-make racing cars.

911 cup Bodywork: adapted design, improved aerodynamics

The 911 Cup already sets itself apart visually from its predecessor, most notably with a front end that now reflects the design of the 992.2-generation 911 GT3. The front spoiler lip is now made up of three separate parts, allowing only the damaged sections to be replaced after contact, which also helps lower packaging and shipping costs for spare parts. The removal of the daytime running lights serves a similar purpose: in the event of a collision, they can no longer damage the radiators behind them, nor do they require replacement afterwards.

The fenders feature integrated louvre vents, which aid airflow through the wheel arches and enhance aerodynamic downforce on the front axle. The same effect is achieved by the aerodynamically optimised underbody, which – like in the standard model – positively influences the car’s driving dynamics. So-called turning vanes, located behind the front wheel arches, further improve airflow along the front end. The interaction of these elements results in a more responsive front axle, particularly at high speeds, allowing the driver to position the race car with greater precision ahead of each corner.

Engine: racing engine even closer to the series

The water-cooled, high-revving six-cylinder engine continues to rely on natural aspiration. The visceral-sounding 4.0-litre boxer engine remains based on the unit used in the Porsche 911 GT3 (911 GT3: Fuel consumption* combined (WLTP) 13.8 – 13.7 l/100 km, CO₂ emissions* combined (WLTP) 312 – 310 g/km, CO₂ class G , CO₂ class weighted combined G ). In its latest racing version, now delivering 382 kW (520 PS), it incorporates additional components from the series production engine, including flow-optimised individual throttle valves and camshafts with extended valve opening times.

This design eliminates the need for a centrally positioned throttle valve, which in turn allows for the installation of an air restrictor – a requirement for competing in other motor racing championships. Despite the ten PS increase, the engine’s service life remains unchanged: it only requires an overhaul after 100 hours of track time. To comply with varying noise regulations depending on the racing series, circuit, and local regulations, three different exhaust systems are available.

Brakes: improved performance, extended lifespan

The braking system has undergone a comprehensive upgrade. The front axle now features 380-millimetre discs, with their cross-section increased from 32 to 35 millimetres. This change allows for larger cooling channels for self-ventilation, improving heat dissipation. The background to this development: By relocating the central water cooler to the rear of the boot, cooling air can now be directed to the brakes through the central front section. Additionally, the outer diameter of the brake disc hat has been reduced, increasing the friction surface between the disc and brake pad. This results in more efficient deceleration thanks to wider brake pads, improved durability during long-distance races, and a significantly extended service life for the individual components.