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Old 07-31-2007, 06:00 AM   #1
blue8
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Default '73 Carrera RS vs '07 GT3

Sports Car International: September 2007
Rarified Air


Many consider the 1973 Carrera RS to be the greatest 911 of all time. The 997 GT3 is the first Porsche in 34 years to seriously challenge that assumption.
by ALEX PALEVSKY
photography by DAVID NEWHARDT unless noted

No single model has truly managed to capture the hearts of Porsche aficionados quite like the 1973 Carrera RS. Take away all the myth and lore surrounding this iconic model, though, and it's difficult to objectively understand how a bit more displacement, some upgraded suspension components and a few aerodynamic appendages have managed to create such an enduring sensation. Even the notion that the Carrera RS is some kind of stripped-out racer with significantly reduced weight is largely a misconception: Over 85 percent were optioned with the M472 Touring Package, effectively making them every bit as heavy as a contemporary 911S.

Spend some time behind the wheel of a pristine, original example, however-as we did in the one on these pages-and it's easy to appreciate that there's something tangibly magical about the Carrera RS that is far greater than the sum of its various fortified parts. The mechanically injected 2.7-liter engine makes all the quintessential flat-6 noises and pulls with enthusiasm from relatively low down in the rev range, though it still thrives on being wrung out to the redline. The 915 gearbox is a pleasure to shift, even if it requires a determined shove to cleanly move from gate to gate. The chassis is supple and feelsome in a way that excessive weight and low-profile tires have all but eradicated in more modern machinery. The RS provides all the visceral thrills one could ever expect from a vintage 911, yet there's nothing at all harsh or punishing about this FIA-sanctioned homologation special. In fact, it is every bit as comfortable and practical as any other 911 of its era.

And then there's the way it looks: subtly flared rear fenders, distinctive "ducktail" rear spoiler and those signature "Carrera" side stripes, color-matched to the centers of the Fuchs forged alloy wheels. Form and function have rarely conspired to produce such a styling masterpiece.

Tweaked to Perfection

Many exceptional limited-production 911s have been conceived in the spirit (and in some cases, the name) of the original Carrera RS over the years. While the RS America, the 964-generation RS and the 993-generation RS were all exceptional cars, none have quite managed to embody the same epic amalgamation of style, performance and usability as the Carrera RS.

With the 997 GT3, though, Porsche has finally created another masterpiece worthy of the same admiration as its 34-year-old spiritual progenitor. Many will be drawn to the new GT3 for its aesthetics alone, which wasn't as true with the 996-generation GT3. The latest version blends the grace and proportions of the standard 997 with a far more aggressive front fascia, a uniquely sculpted rear bumper and a sizable rear spoiler which partially conceals a pair of exquisitely shaped air intakes good for 15 additional horsepower at high speeds. Combined with its hunkered-down stance and the most attractive set of alloy wheels fitted to a 911 since the original Fuchs, the 997 GT3 is arguably Porsche's best-looking product in at least a decade, and is certain to withstand the fickle whims of fashion for a long time to come.

Technically speaking, the 2007 GT3 represents a thorough evolution of its 996-based predecessor rather than an entirely new product. Power is still provided by the familiar 3,600-cc, water-cooled flat-6 that can trace its roots back to the purpose-built GT1 racers of the late '90s. However, a larger throttle butterfly, revised cylinder heads and a new exhaust system which terminates in a pair of centrally mounted pipes have unleashed 35 more horsepower and 15 additional lb-ft of torque, simultaneously raising the redline to a dizzying 8,400 rpm. The 6-speed manual gearbox benefits from shorter ratios and an improved linkage, while electronic traction control has joined the mechanical limited-slip differential to provide an extra buffer of safety. Arguably the most notable development is the adaptation of PASM, Porsche's electronically variable shock damping system which is designed to provide a more comfortable ride without sacrificing handling composure. In isolation, these are all really just minor enhancements to the fundamental components introduced with the prior GT3. Taken together, however, they contribute to the formation of a far greater whole.

One could write a hefty tome extolling the positive attributes of the GT3's motor alone. Its deep, slightly uneven idle is the first clue that this is a completely different animal from the far more genteel powerplants found in the other normally aspirated 911s. Let out the rather meaty clutch and there's an instant well of torque on hand, before the tach has even swung past 4,000 rpm. There's so much grunt down low that the GT3 would feel fast even if it was restricted to only the bottom half of its total rev range. That would be a crime, however, since the upper portion of the power band is where the motor reveals its true competition-bred nature and delivers the most pleasure. The revs just keeps building and building relentlessly, until the scenery becomes nothing but a blur and the motor's resonant rumble has morphed into a thundering shriek that fills the cabin, sending chills up and down your spine.

The elasticity of this powerplant is simply staggering, enabling the GT3 to travel from barely a crawl to well over the legal speed limit in just one gear. There are no inconsistencies in its delivery, only a continuous arc of acceleration that gains in sound and intensity as revs climb. Throttle response is razor-sharp in a way that no turbocharged motor can duplicate. This not only makes matching revs on downshifts easier, it makes such blips an utter joy.

Experts Only

There's one school of engineering within Porsche that is obsessed with taming all of the 911's inherent vices. It is this camp that has brought us the most recent crop of all-wheel-drive 911s, machines that appear to defy the laws of physics with their easily exploitable and nearly unflappable cornering ability. The GT3 is not of this breed. Unlike most modern Porsches-and the majority of modern sports cars in general-its chassis makes little attempt to compensate for the forces being thrust upon it. Get hard on the throttle and the front end becomes light. Stab the brakes mid-corner and the rear starts to rotate. Maintain a smooth, consistent driving style and the GT3 will respond in kind. Deviate for even a moment and you better be ready for what comes next.

Needless to say, the GT3 can be a bit intimidating at first. Come to terms with its distinct proclivities, however, and the chassis is at your disposal. You almost have to approach the GT3 like an older 911, making sure to load up the front end on the way into each corner before taking full advantage of the abundance of rear-end stick to launch out of the exit. Though there are times when the wheel becomes disconcertingly light, understeer is actually quite difficult to provoke thanks to the standard-issue Michelin Pilot Sport Cup tires that adhere to the road like Krazy Glue.

But unlike many over-sprung pseudo-racers that fall apart anywhere but on the glassy-smooth blacktop of a closed circuit, the GT3 feels tailored to real-world driving conditions, thanks in part to its active shocks. It soaks up surface imperfections with aplomb, dispensing with all but the most blatant inconsistencies and blemishes before they have a chance to impact handling composure. The ride is actually so tolerable that we could probably even cope with the GT3 as a daily driver, which we couldn't quite say about the edgier 996 GT3.

Though a bit more Spartan on the inside than a base 997 Carrera, the GT3 does include a decent array of standard features for its starting price of $106,000. Naturally, there's a hefty list of available options, including the PCCB brakes fitted to our test car. Employing essentially the same calipers and carbon-ceramic rotors as the Carrera GT supercar, these binders offer incredible stopping power and stamina. What makes the PCCBs so impressive, however, is their extraordinary feel. Never before have we encountered a center pedal that is so nuanced in its first few millimeters of travel-it's possible to almost telepathically induce just the right amount of braking for any given situation. There's absolutely no deadness at the top of the pedal travel, so the difference between a gentle stop and major deceleration may be just a hair's width of extra foot movement, yet the brakes are never grabby or difficult to modulate. Trust us: The PCCBs are so good that every GT3 buyer should consider them mandatory.

Flies in the Ointment?

So has Porsche attained absolute sports-car perfection with the GT3? Not quite, though its flaws are few and often lie dormant. As much as we appreciate the many benefits of PASM, there are occasional instances when the shocks do not react properly. This was especially noticeable over one particularly long and sweeping freeway off-ramp with significant undulations that caused the GT3 to lose its composure.

Ultimately less significant, yet certainly more frustrating, is the low-hanging black plastic front spoiler, which scrapes pretty much any driveway that is not oh-so-gently raked. You can attempt to save the underside from punishment by approaching every sloped entrance at a severe angle, but that quickly becomes even more irritating than the familiar sound of plastic-to-pavement chafing. It would be nice if Porsche followed Lamborghini's lead and offered a hydraulic system that raised the GT3's front end a few inches at the touch of a button, if only to ease the nerves of anal-retentive owners. Fortunately, the spoiler is relatively cheap to replace.

Some may find that the shortened gear lever requires a bit too much effort, but we love the substantial weight of its action and the way you can sense the engagement of each ratio through your fingertips. We do wish, however, that Porsche offered a leather alternative to the wear-prone Alcantara shift knob; the steering wheel can be had in either material.

Charisma

The GT3 may possess nearly twice the horsepower of a Carrera RS, not to mention technology that was merely science fiction back in 1973, but the root of its appeal is remarkably similar. Though it would hardly look out of place rolling off the tarmac at Spa, the GT3 is first and foremost a street car, complete with all the practical attributes enjoyed by its more mainstream siblings.

Yet for all the added refinement and usability that this latest iteration brings to the table, it simultaneously preserves and even accentuates the many unique characteristics that have drawn enthusiasts to the rear-engine 911 for over five decades. More than any other 997, the GT3 refuses to sacrifice one iota of character in its pursuit of technical perfection. It is one of the few modern sports cars with a truly charismatic and idiosyncratic nature that we doubt any dedicated driving enthusiast would ever tire of experiencing.

Special thanks to Bruce Meyer for the loan of his 1973 Carrera RS and to John Pappas of www.thedc3rose.com for providing his Douglas DC-3 as a photo backdrop.

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Old 08-07-2007, 10:15 PM   #2
StanAE86
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Fantastic....thanks for the article!
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Old 08-07-2007, 10:33 PM   #3
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Great read and pictures to go along with the story, I love the old DC-3 in the background! Thanks. 8)
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