What changed and why
Porsche renamed its one-make racer 911 Cup. The 992.2 update lands for the 2026 season. The focus is simple. Add speed. Cut running pain. Keep budgets in check.
The naturally aspirated 4.0-liter flat-six now makes 520 hp (382 kW). Output rises by 10 hp. Peak power hits at 8,400 rpm. Redline sits at 8,750 rpm. Peak torque is 470 Nm (347 lb-ft) at 6,150 rpm. Service life holds firm at 100 hours before overhaul.
Base weight is 1,288 kg. Length is 4,599 mm. Width measures 1,920 mm front and 1,902 mm rear. Wheelbase is 2,468 mm. The car rolls out of Zuffenhausen alongside road cars.
Porsche will run the new 911 Cup in Porsche Mobil 1 Supercup and selected Carrera Cup series from 2026. Porsche Motorsport North America will sell US cars.
Aerodynamics and bodywork
The nose mirrors the 992.2 GT3 design. A three-piece front lip replaces a single part. Teams can swap only damaged sections. Shipping and spares costs drop. Porsche also removed daytime running lights. Radiators see less risk in contact.
New louvered fenders vent the arches. Turning vanes behind the front wheels guide flow. An optimized underbody helps front grip at speed. The changes give a crisper front axle. Drivers can place the car with more precision.
Out back, the swan-neck rear wing gets a revised attachment. Adjustment and handling get easier. The wing offers 13 positions. Porsche also redesigned the engine cover.
Body panels use recycled carbon-fiber fleece with bio-based epoxy. Doors, rear wing, and more use this process. Porsche repurposes off-cuts to stabilize spare-part pricing. That helps budgets across long seasons.
Powertrain and driveline
The 4.0-liter flat-six stays naturally aspirated. Porsche adds individual throttle bodies and longer cam profiles. The car drops the central throttle valve. That change allows an air restrictor for multi-series use.
The engine runs on Super Plus to E20 and supports eFuels per FIA Appendix J. Dry-sump lubrication stays. A single-mass flywheel sharpens response.
A stronger four-disc sintered clutch feeds a sequential six-speed dog gearbox. Launch rpm limits increase versus before. A new automatic restart fires the engine when the driver depresses the clutch after a stall. A brake-light strobe now warns following cars during starts.
Brakes, steering, and chassis
Front discs grow from 32 mm to 35 mm thickness at 380 mm diameter. The rear stays 380 x 32 mm. Larger cooling channels improve heat rejection. Wider pads increase friction area and life.
Porsche relocated the central water cooler to the rear of the front trunk. That frees more central air to the front brakes. Long-race durability rises. Component wear drops.
Bosch M5 racing ABS now comes standard. It taps an added acceleration sensor for better signal clarity. The software can flag leaks in either brake circuit. Porsche enlarged the brake fluid reservoir for endurance use.
Steering stops were adjusted. Steering lock increases. The car turns tighter through narrow street circuits. Extra lock also helps drivers catch oversteer.
The double-wishbone front axle and multi-link rear remain adjustable. Forged aluminum arms, heavy-duty spherical bearings, and adjustable anti-roll bars carry over.
Electronics and cockpit
TPMS now displays tire air temperature on the dash. A stronger GPS antenna replaces the old infrared solution. It now handles lap timing and position tracking.
From the 911 GT3 R, the Cup car inherits pit-lane time measurement and a pre-kill function. Pre-kill shuts the engine once the car stops in the pits. A new monitor checks the fire extinguisher unit's 9-volt battery.
The multifunction steering wheel is new. Rotary dials now adjust ABS and traction control. Illuminated buttons improve label clarity. The center control panel drops to eight physical switches. A display button opens a menu for deep settings. Crews can set pit speed, exhaust maps, and steering-angle reset without a laptop.
US-market cars add air conditioning. Modes are Off, On, and Eco. Eco disables A/C at full throttle. Porsche says all US 911 Cup cars get it.
Tires, wheels, and testing
Forged center-lock wheels measure 12.0J x 18 front and 13.0J x 18 rear. Standard tires are Michelin Pilot Sport Cup N3/N3R. Sizes are 30/65-18 front and 31/71-18 rear.
Development testing ran at Monza, Lausitzring, and Weissach. Drivers included Bastian Buus, Laurin Heinrich, Klaus Bachler, and Marco Seefried. The tire partner was Michelin.
Price, rollout, and supply
The 911 Cup costs €269,000 ex-works, before options and VAT. That is about $296,000 USD at recent rates. Orders run through local motorsport arms. In the US, PMNA handles sales and support.
Production continues on the main line in Zuffenhausen. Porsche built 1,130 units of the outgoing 911 GT3 Cup since late 2020. Total one-make 911 race cars since 1990 now stand at 5,381.
From 2026, the car races in Porsche Mobil 1 Supercup and selected Carrera Cup series. Wider adoption follows as series cycle fleets.
Why this matters to teams
You get a quicker car. You also get simpler operations. The new front lip reduces crash-cost spikes. The DRL deletion cuts radiator risks. The brake package lasts longer and runs cooler. The electronics improve data quality and workflow.
Material choices help budgets. Recycled carbon parts can stabilize spares pricing. The 100-hour engine interval remains. That keeps engine budgets predictable.
US crews get A/C without full-throttle penalties. Driver focus improves on hot race days. Small quality-of-life changes add up over a season.
