Porsche model overview

[TT]

The more you go on with the lineup, the longer your post and the bigger the photo albums

THANKS!

[st-anger]

Originally Posted by TT ...the bigger the photo albums THANKS!

well, i´m just uploading another ~40 pics of the Turbo, she deserves that...

[TT]

Just let us know when they will be ready!

[nthfinity]

what a great read, ST-anger! i especially enjoyed the all weather testing/ high speed testing article at the end. if only all cars were so rigourusly tested...

~~~~~(imagining a world of reliability where Six Sigma is concidered poor build quality assurance) ~~~~~

[st-anger]

Originally Posted by TT Just let us know when they will be ready!

ready 8)

[TT]

Sweet thanks! Strange to see so many press pics with a yellow 996 Turbo when basically I never saw a yellow one on the road

[yg60m]

lol ! If you stay two days without to have a look at this thread, you'll have to spend all the night to read what you've miss

Thank you st-anger

BTW, I have a test of the 700 bhp Porsche 964 cabrio RS Tuning, i have to make the subtitles and i will post it in the Vault, it's not good quality because it comes from a bad VHS. I also have the 928 S4 (sadly it's an automatic) and i will post it later too if people are interested ...

[st-anger]

Originally Posted by yg60m lol ! If you stay two days without to have a look at this thread, you'll have to spend all the night to read what you've miss Thank you st-anger BTW, I have a test of the 700 bhp Porsche 964 cabrio RS Tuning, i have to make the subtitles and i will post it in the Vault, it's not good quality because it comes from a bad VHS. I also have the 928 S4 (sadly it's an automatic) and i will post it later too if people are interested ...

don´t worry m8, "the end is near..." :cry:
"only" GT3&2, CGT left, and maybe some more
still looking for some historical stuff, but IMO it´s nearly impossible to set up something simmilar we´ve here with the 996 models....

...sounds great, i love RS-Tuning!!!

[st-anger]

Porsche 911 Turbo Cabriolet

Highlights

The fastest open-air flat-six

Now there is a new top model in the Porsche 911 Cabriolet range – a truly outstanding car with mighty air scoops at the front and on the sides to show the world that an open-air Porsche Turbo is back in the market after 14 years. Maximum output of the flat-six power unit with forced air feed from two turbochargers is 309 kW (420 bhp) at 6000 rpm. And the driver who prefers a more relaxed style of motoring from time to time will certainly not suffer with this high-torque power unit, maximum torque of 560 Newton-metres or 413 lb-ft being delivered consistently all the way from 2700 – 4600 rpm.


Breathtaking performance

The performance this gives the 911 Turbo Cabriolet is truly breathtaking in every sense of the word: Acceleration from 0 – 100 km/h with the six-speed manual gearbox featured as standard comes in 4.3 seconds, the car boosting on to 160 km/h or 99 mph in a metre 9.5 seconds. This overwhelming demonstration of power and performance does not end until the 911 Turbo Cabriolet reaches its top speed of 305 km/h or 189 mph.

Six-speed gearbox or Tiptronic S

The Turbo Cabriolet comes as standard with a six-speed manual gearbox, but may be fitted as an option with Porsche's Tiptronic S automatic transmission. This five-speed automatic also featuring a manual gearshift via paddles on the steering wheel is specifically geared to the superior power and performance of the turbocharged engine, the gearshift points adjusting infinitely to the driver's style of motoring and the route he is taking.


Four-wheel drive for optimum driving characteristics

Like the Coupé, the new 911 Turbo Cabriolet comes as standard with four-wheel drive complete with a viscous multiple-plate coupling conveying 5 per cent of the engine's power to the front wheels on a good road surface with firm grip. Whenever road conditions deteriorate, for example as a result of wet or slippery surfaces, up to 40 per cent of the engine's drive power is conveyed to the front wheels for superior traction at all times.


Guaranteeing a high standard of active safety

It almost goes without saying that the 911 Turbo in open-air trim offers the highest standard of body stiffness and driving comfort, like all the other models in the range. The bodyshell of the 911 Turbo Cabriolet is based on the body structure of the Coupé, the main differences being special reinforcements wherever appropriate to make up for the stabilising effect of the fixed roof. Like the 911 Carrera 4S Cabriolet already introduced, the new Turbo Cabriolet, benefitting from a wide range of modifications on the body-in-white, comes with a bodyshell among the stiffest of all open-air Porsche 911s. Active safety in the 911 Turbo Cabriolet is enhanced significantly by PSM Porsche Stability Management featured as standard. PSM serves to stabilise the car both longitudinally and laterally by intervening in the engine management and the brake system as soon as the 911 Turbo Cabriolet exceeds its maximum limits when driven to the extreme. So in practice PSM does not in any way restrain the sporting character of the 911 Turbo. To ensure supreme stopping power at all times without the slightest fading, the new Turbo Cabriolet comes with four-piston fixed-calliper brakes plus inner-vented, cross-drilled brake discs front and rear measuring 330 millimetres or 13.00" in diameter. Porsche Ceramic Composite Brakes (PCCB) are available as an option, setting new standards in terms of brake response, fading-free performance, low weight and a long service life.


Power roof also opening while driving

Driving comfort Porsche-style means not only an absolutely stiff and stable body, but also very easy and convenient control of all functions. Precisely this is why the driver is able to open and fold away the roof beneath the roof compartment lid within a mere 20 seconds, naturally with full power operation at the touch of a button. And he can do so while driving, opening or closing the roof at any time up to a speed of 50 km/h or 31 mph.


Porsche 911 Turbo Cabriolet

Fresh Air and Muscle All in One

Enjoying the thrill of open-air motoring in combination with supreme power and performance – this is the unique experience offered by the new top-of-the-range 911 Turbo Cabriolet with Porsche's famous turbocharged power unit at the rear providing outstanding performance wherever you go. Maximum output of this horizontally-opposed six-cylinder boosted by two turbochargers is 309 kW or 420 bhp at 6000 rpm. And maximum torque of 560 Newtonmetres or 413 lb-ft is maintained consistently from 2700 – 4600 rpm. Not only the wide wheel arches extended 60 millimetres or 2.36" further out than on the 911 Carrera Cabriolet give this very special Turbo model its characteristic looks and design, but also the intake openings for the intercooling system on the rear side panels. Further features typical of this model are the charge air outlets on the lower side section of the rear body panel. Yet another characteristic feature is the retracting rear wing serving to reduce lift forces on the rear axle. In conjunction with the striking lip on the front spoiler, this ensures the necessary aerodynamic balance required on an outstanding sports car of this calibre with its supreme driving dynamics. From the front the car's “thirst" for fresh air is obvious at first sight: Three large openings guide the flow of cooling air to the three radiators in front of the wheels and in the middle of the car. Two further openings in the front spoiler lip, in turn, ensure an efficient flow of fresh air to the high-performance brakes.

VarioCam Plus optimising valve timing and lift

Intake-side camshaft management on the turbocharged engine of the Porsche 911 is combined with valve lift control also operating on the intake side. With this system appropriately bearing the name VarioCam Plus, valve lift is masterminded by two interacting, switching cup tappets operated by two cams of different size on the camshaft. This not only optimises engine power and torque, but also reduces fuel consumption and exhaust emissions whilst improving motoring refinement at the same time.

Turbocharging for maximum power

Two turbochargers switched in parallel are crucial to the supreme power and performance offered by this outstanding six-cylinder. Drawing in air through a single-unit air filter housing, the turbochargers first compress the flow of air and then guide the ongoing stream through an intercooler in each of the wheel houses behind the rear wheels, after which the air flow comes together again in front of the throttle butterfly operated electrically. As a result the performance offered by the new top-of-the-range Cabriolet in the 911 model series is virtually identical to that of the Turbo Coupé: with its six-speed manual gearbox featured as standard the open-air Turbo accelerates in 4.3 seconds from 0 – 100 km/h (Coupé: 4.2 seconds). It then reaches 160 km/h or 99 mph in 9.5 seconds (Coupe: 9.3 seconds) and rockets on to its top speed, with the roof closed, of 305 km/h or 189 mph, which is exactly as fast as the Coupé. Acceleration from 80 – 120 km/h in fifth gear, in turn, comes in exactly five seconds.

Four-wheel drive and PSM for outstanding driving characteristics

Like the Coupé, the new 911 Turbo Cabriolet comes as standard with four-wheel drive: Depending on driving conditions, the front wheels running on 225/40 ZR 18 tyres convey up to 40 per cent of the engine's drive power to the road. The focus, however, is not so much on traction alone, but rather on supreme driving characteristics and safety even in an extreme situation. Active driving safety of the highest calibre is also ensured by PSM Porsche Stability Management fitted as standard: incorporating the most sophisticated sensors, the system “sees" whether the car is following the path determined by the driver. Should the car then swerve out of control in an extreme situation, the system applies the brakes specifically on individual wheels to restabilise and straighten out the car on the road. If even this is not sufficient, PSM will intervene in the engine management system to reduce driver power accordingly. This combination of four-wheel drive, PSM and a sporting suspension set-up guarantees active safety at the highest level.

Brakes like in motorsport – and available with ceramic discs as an option

The 911 Turbo Cabriolet naturally boasts Porsche's proven brake system with monobloc fixed callipers all round: Four-piston fixed callipers interacting with cross-drilled and innervented brake discs ensure superior stopping power both front and rear. As an option the new Cabriolet is available with ceramic brake discs, Porsche Ceramic Composite Brakes (PCCB) being a combination of composite ceramic discs and six-piston fixed callipers on the front wheels and four-piston callipers at the rear. PCCB sets new standards in terms of brake response, fading-free performance, low weight, and a long running life. And in conjunction with the brake lining also brand-new, the ceramic brake discs immediately ensure very high and, in particular, consistent frictional coefficient during the process of deceleration.

Stiff body with rollbars moving up automatically whenever required

The bodyshell of the Porsche 911 Turbo Cabriolet is based on the body structure of the Coupé. The main differences are specific reinforcements and strengthening body elements wherever required, serving to replace the stabilising effect of the fixed roof. To increase body stiffness, the body-in-white of the Cabriolet comes with reinforced side-sills featuring body panels and elements doubled in thickness, additional junction plates and so-called shaft reinforcements behind the B-pillar. Indeed, this is the first Porsche sports car to use ultra-strong DP600 steel at this point in the interest of maximum strength and stiffness. A further feature is that the shaft reinforcements are not only welded, but also bonded, this combination of joining technologies and the additional reinforcement provided by the bond serving to take up energy even more consistently in a collision. Benefitting from the sum total of these body modifications, the bodyshell of the new 911 Turbo Cabriolet is one of the stiffest open-air structures within the 911 model series, like the open-air version of the Carrera 4S recently introduced into the market. Like on all Porsche 911 Cabriolets, two rollbars featured as standard efficiently protect the car's occupants in a rollover. Hidden discreetly behind the rear seats, the rollbars move up within split-seconds under spring pressure as soon as a sway sensor determines that the car might roll over.

Roof opening and closing even while driving

The 911 Turbo Cabriolet comes with a fully-retracting roof moving down beneath the roof compartment lid whenever opened. The entire process of opening or closing the roof is masterminded electrohydraulically within just 20 seconds. And the driver is able to operate the roof not only with the car at a standstill, but also while driving at a speed of up to 50 km/h or 31 mph. Even under these conditions, the entire process of opening the roof does not take one second longer, only the process of closing the roof requiring about six seconds more due to greater air resistance. A wind deflector and a hardtop both come as standard on the 911 Turbo Cabriolet.

:arrow: Porsche 996 Turbo + Cab hi-res media pics

sorry, ´ll post some more pics of the Cab later...

[nthfinity]

189mph for the droptop too?!!? thats incredible! i dont think even the Dodge SRT-10 Viper can hit those speeds :roll:

one question besides, if the info is availalbe, what is the top speed with the top down? a lot of turbulent airflow would seriously affect the handling characteristics as well... i would think.

[kteo2003]

my choise to make if i had the money would definetely be the porsche carrera turbo cabrio with the kit for 30bhp more....that i think is one hell of a car..can do everything..has the looks the power it is cabrio and it can be everyday use....can anyone give me 120000euro?

[st-anger]

Porsche 911 GT3

Highlights

More power and more torque on the same engine size and with unchanged fuel consumption – this, in a nutshell, describes the development formula for the second-generation 911 GT3. Consistently reducing moving masses in the six-cylinder power unit and capitalising on the benefits of infinite VarioCam camshaft adjustment, the new 911 GT3 comes with a significant boost in power of 15 kW or 21 bhp: Maximum output is up from 265 kW or 360 bhp at 7200 rpm to 280 kW or 381 bhp at 7400 rpm. Maximum torque has increased from 370 to 385 Newton-metres (272-284 lb-ft) at unchanged engine speed of 5000 rpm. In the process the six-cylinder power unit has also improved even further in its free-revving running qualities, engine speeds moving up even more dynamically and maximum engine speed increasing accordingly: Now engine control does not take over in the lower four gears until 8200 rpm, as opposed to 7800 rpm in the past. On the road, this improvement of free-revving qualities offers an over-proportional increase in actual performance you can both feel and measure: The 911 GT3 accelerates to 100 km/h from a standstill in just 4.5 seconds, 0.3 seconds faster than the former model. And now, also benefitting from even better streamlining, the new model continues to surge ahead all the way to a maximum speed to 306 km/h or 190 mph.




Brake system now featuring ceramic discs

The supreme qualities of the 911 GT3 in terms of acceleration, flexibility and top speed are matched just as convincingly by the car's stopping power and deceleration to master the even greater power of the engine and the car's dynamic performance enhanced to a new level by the optimised chassis and suspension. The front brake discs have been increased in diameter by 20 millimetres to the new dimension of 350 millimetres or 13.8". And comparedwith the previous model featuring four-piston fixed callipers, the new 911 GT3 comes with far more powerful six-piston brake callipers finished by tradition in red. These callipers enlarge the contact area between the brake pads and the brake discs by approximately 40 per cent, ensuring outstanding deceleration and stopping power even under the toughest conditions. As an option the new 911 GT3 may be equipped with Porsche Ceramic Composite Brakes (PCCB). Cross-drilled and inner-vented, these ceramic composite brake discs measuring 350 millimetres in diameter are 50 per cent lighter than metal brake discs and reduce unsprung masses by approximately 18 kg. In conjunction with the brake lining also developedspecifically for this model, the ceramic brake discs immediately ensure a very high and, inparticular, consistent frictional coefficient throughout the entire braking process.






Streamlining better than ever before

Improving the aerodynamic qualities of the 911 GT3 in virtually every respect, Porsche's engineers and aerodynamicists have focused on each and every millimetre of the car's outer skin in the interest of maximum performance. Particularly striking points are the newly designed front end with its enhanced swept-back nose and the new side-sills as well as the truly dominating rear spoiler. These are the main reasons for the ongoing reduction of lift forces on both the front and the rear axle, without any change in the drag coefficient of 0.30. Featuring a 40-millimetre-wide spoiler “lip" extending round the entire front end, the new front bumper cover significantly reduces the flow of air beneath the car. The optimum position of the cooling air intakes, in turn, feeds a large share of the air coming out of the radiators at the side directly to the brake system, and not beneath the car, thus helping to significantly reduce front axle lift.




Porsche 911 GT3

The Purist Sports Car

The new Porsche 911 GT3 comes with all the features of half a century Porsche motorsport. It is a sports car for the purist through and through. A sports car with all the classic virtues a car of this kind is expected to have – and without all the ballast which might in some way impair your outstanding driving experience. The 911 GT3 is not “just" a two-seater coupé homologated for the road and taking you to work reliably every day without the slightest problem. No – it is also a sports car allowing lap times on the race track one would never expect of a street-legal road car. And unlike the former model 911 GT3 is now also available in the USA for the first time.

The engine – even more power and performance

Developing 280 kW or 381 bhp, the 3.6-litre six-cylinder power unit fitted in the rear offers almost 10 per cent more output for a truly supreme driving experience. Output per litre of 77.8 kW or 105.8 bhp makes this 3.6-litre flat-six one of the topmost normal-aspiration engines in the world. Benefitting also from streamlining improved to an even higher standard, top speed is now 306 km/h or 190 mph. Maximum torque, finally, is up from 370 to 385 Newton-metres (272 – 284 lb-ft). This further improvement of power and performance is a result of Porsche's consistent high enginespeed concept based on the reduction of moving masses in the engine. A furtherreason for the increase in output developed by the GT3 power unit is the introduction of infinitely controlled intake camshaft management well known as Porsche VarioCam. Thegreen area in the rev counter, in turn, now extends up to 8200 rpm, 400 revs more than onthe former model. This provides significant benefits particularly in terms of acceleration,the new 911 GT3 accelerating from a standstill to 100 km/h in just 4.5 seconds, 3/10ths of a second faster than before. But despite this enhanced performance, the new 911 GT3 consumes only 12.9 litres (21.9 mpg Imp) in the EU composite cycle, that is exactly as much as its predecessor, whilst naturally outperforming both the EU4 and the LEV emission limits.

Precisely shifting six-speed gearbox

The new, even more dynamic power unit of the 911 GT3 forms a perfect team with the sixspeed gearbox enabling the driver to enjoy the agility of this six-cylinder particularly at high speeds. With a transmission ratio of 1.00 and, respectively, 0.85, fifth and sixth gear have a slightly shorter ratio than before (previously 0.97 and, respectively, 0.83). The introduction of splash oil lubrication and the new external transmission fluid cooling system also show how carefully the gearbox has been prepared for the toughest motorsport requirements.

Exemplary deceleration

Incorporating new, wider but nevertheless lighter wheels, the sports chassis allows even faster longitudinal and lateral acceleration than before. Developed especially for the 911 GT3, the tyres come on new rims bearing the GT3 logo on the wheel hub cover. Tyre dimensions at the front are 235/40 ZR 18 on 8 1/2" rims, the rear tyres measure 295/30 ZR 18 on 11" rims. The brake system featured in the 911 GT3 is an ongoing development of the brake system carried over from the former model, now boasting 350-millimetre (13.8") brake discs and six-piston fixed calliper brakes at the front. The rear wheels, in turn, feature four-piston brake callipers teaming up with 330-millimetre (13.0") brake discs. As an option the 911 GT3 is available with Porsche Ceramic Composite Brakes (PCCB). The cross-drilled, inner-vented ceramic composite brake discs measuring 350 millimetres in diameter weigh 50 per cent less than metal brake discs and reduce unsprung masses by approximately 18 kg. In conjunction with the brake lining also developed specifically for this new model, the ceramic brake discs ensure a very high and, in particular, consistent frictional coefficient throughout their application.

Aerodynamically balanced all the way to top speed

The 911 GT3 confirms in every respect the sporting impression it offers at very first sight. Each and every millimetre of the car is designed and built for maximum performance. Particularly striking points are the newly designed front end swept back back at a steeper angle, the newly designed side-sills, and the powerful-looking rear spoiler. Expressing this in figures, the 911 GT3 has a drag coefficient of 0.30 truly outstanding for a car of this type. And although this figure is the same as on the previous model, lift forces on the front and rear axle have been reduced once again. The result of this front-to-rear lift balance matched perfectly to the chassis and suspension is truly outstanding driving characteristics offered by the new 911 GT3 also at top speed.

Sporting cockpit

Not just the exterior, but also the interior of the Porsche 911 GT3 leaves no doubt that the driver and co-driver are enjoying the qualities of a thoroughbred sports car. Leather-covered bucket seats made of a high-quality synthetic material guarantee not just optimum side support, but also a very high standard of comfort even on long distances. And they provide a reduction in weight by about 20 kg versus the seats in the 911 Carrera. To further optimise vehicle weight, the 911 GT3 comes without rear seats, again saving 8 kg. It almost goes without saying that driver, passenger and side airbags as well as electric window lifts, an immobiliser complete with transponder, central locking with remote control, and an alarm system, to mention only some features, are standard equipment on the 911 GT3. Air conditioning with an activated charcoal filter is available as a no-cost option. And to meet the owner's individual wishes, finally, a wide range of options is also available, such as bi-xenon headlights or complete preparation for installation of a car telephone.

GT3 Clubsport version



Every Porsche can trace its roots back to the Porsche Research & Development Centre in Weissach, where each new generation of Porsche racing machines is developed. Since a road car is less than ideal on the track and a racing car impractical for most road users, both are generally considered to be highly incompatible concepts. However, at Porsche we have successfully combined the two to create the 911 GT3 Clubsport - the ideal Porsche for all genuine racing enthusiasts.
Equipped with a comprehensive range of safety features for competition use, it is also fully approved for the road.
Key features include a bolt - in rollover bar which can be easily upgraded to a full racing roll cage for circuit use. All necessary components are included with the Clubsport package. The bucket seats are finished in flame - retardant fabric. Other on - board features include the preparation for a battery master switch, a red six - point racing harness for the driver's side and a fire extinguisher with mounting bracket.
The new 911 GT3 Clubsport is undeniably a car with an impressive motor racing pedigree. The lightly modified and production - based 911 GT3 Cup, for example, is a high - performance racing car used in both the national Porsche Carrera Cup race series, international GT racing and, of course, the Porsche Michelin Supercup - the fastest single - marque series in the world.

:arrow: Porsche GT3 hi-res media pics

[666fast]

Best thread Ever

I just spent a few hours reading and collecting pics! It was worth it though!
Thanks a ton St. Anger, very kind of you to spend the time compiling all of this for everyone.
I feel like I pretty much know everything about Porsche! LOL
Am I the only one that thinks the 911 Targa is beautiful? I love the glass roof.

still looking for some historical stuff, but IMO it´s nearly impossible to set up something simmilar we´ve here with the 996 models....

What is it you are looking for? I'd be happy to help out!

[bmagni]

i dont like the boxster at all, but well all the ohters r really great, n the cgt is jsut exceptional

[st-anger]

Porsche 911 GT2

Highlights

Even more power, even faster

The most powerful 911 is now even more dynamic and muscular, the biturbo power unit of the 911 GT2 developing maximum output of 355 kW or 483 bhp at an unchanged 5700 rpm as of the 2004 model year. This is 15 kW or 21 bhp more than before. And at the same time maximum torque is up by 20 Newton-metres to 640 Nm (472 lb-ft) between 3500 and 4500 rpm. The reason for this extra power and torque is careful development of the control maps responsible for electronic engine management, the pistons, piston rings and cylinder liners also being upgraded in the interest of extra strength and stability. The power unit is the high-performance version of the flat-six carried over from the Porsche 911 Turbo. Redesigned for even higher air throughput, the two turbochargers allow an increase in absolute pressure under full load to 2 bar. From the engine, the 911 GT2 transmits its staggering power to the rear wheels via a six-speed manual gearbox. The fastest member of the 911 model range takes a mere 4.0 seconds to accelerate from 0 – 100 km/h, 1/10th of a second less than before. And after 12.5 – previously 12.9 – seconds the speedometer is pointing at 200 km/h or 124 mph. This impressive performance continues all the way to the car's top speed of 319 km/h or 198 mph, making the GT2 another 4 km/h faster than before. Maximum engine speed limited by engine management has been increased from 6760 to 6800 in sixth gear.


Carbon rear wing for a top-flight athlete

The focus in developing the GT2 was clear – to achieve sporting performance of the highest calibre. The first objective, therefore, was not to increase engine output over the 911 Turbo to an even higher level, but rather to reduce the weight of the car. Now, weighing 1440 kg or 3175 lb, the GT2 is exactly 100 kg or 220 lb lighter than the 911 Turbo, offering new ideal weight in every respect, with a power-to-weight ratio of 4.06 kg/kW. Starting with the 2004 model year, the Clubsport version comes additionally with its aerodynamically designed rear wing made of carbon-fibre-reinforced plastic. This new carbon wing providing the aerodynamic downforce required at the rear weighs approximately 2.8 kilos less than the former wing and is available as an option also on the road version. Thisspecial equipment package also includes exterior mirror housings and the outlet air frames at the rear in carbon look.


Supreme driving dynamics of the highest calibre

In its driving behaviour, the 911 GT2 is designed and conceived for handling of the highest standard. Whether lateral acceleration, load change in bends, or changing lanes at high speeds, this supreme Porsche offers equally supreme agility at all times. The foundation for this outstanding performance is provided by aerodynamics improved once again over the 911 Turbo and a further improvement of the front and rear axle set-up with an even firmer spring/damper system as well as modifications to the suspension.


Ceramic brake discs featured as standard

The 911 GT2 comes as standard with PCCB Porsche Ceramic Composite Brakes. These ceramic brake discs are approximately 50 per cent lighter than metal brake discs of the same size, reducing unsprung masses on the car by approximately 18 kilos. Further benefits are the very fast response of the brakes, supreme stability avoiding any fading excellent response in the wet, a long service life, and absolutely no corrosion.

Porsche 911 GT2

More Power for the Top Performer

Entering the 2004 model year, the most sporting and fastest 911 is even more powerful and faster than ever before. A combination of supreme streamlining, the extremely dynamic suspension, and engine output now increased to 355 kW (483 bhp) gives the 911 GT2 a level of performance and driving dynamics clearly superior even to the ultra-powerful and fast 911 Turbo. With its power-to-weight ratio of 4.06 kg/kW, the rear-wheel-drive GT2 now accelerates from 0 – 100 km/h in 4.0 seconds, reaching 200 km/h or 124 mph in a mere 12.5 seconds. Top speed, in turn, is 319 km/h or 198 mph. The reason for this increase in power, torque and, accordingly, performance on the road is even more refined and sophisticated engine management with control maps optimised for maximum performance. And increasing power in this way, the mechanical units and components within the drivetrain have been further enhanced in the interest of greater strength and stability. Air intake scoops at the front moved further to the outside and specially designed for maximum efficiency clearly reveal the enhanced flow of air through the car. The air outlet directly in front of the luggage compartment lid, in turn, provides a clear sign of aerodynamic refinement. A further sign of distinction versus the 911 Turbo is the rear wing fitted in an even higher position further to the rear than on the 911 Turbo in the interest of even greater downforces. Through ducts in its two supports, the wing also feeds fresh air to the engine. Air flowing down through the ducts goes into a collector box inside the rear lid, from where it flows directly into the air filter.

Six-cylinder horizontally-opposed power unit with enormous output

The power unit of the 911 GT2 has been specially developed as the high-performance version of the 911 Turbo's flat-six. The two turbochargers provide an even higher throughput of air, allowing an increase in absolute pressure upstream of the throttle butterfly to 2 bar under full load. Intercooler air temperature, in turn, remains unchanged despite the increase in compression, new intercoolers with a higher level of efficiency providing the necessary balance. At the engine's maximum speed of 5700 rpm, boost pressure is now 1.95 bar, reaching its maximum limit at speeds in excess of 6200 rpm. As a result, the driver benefits from consistent power and performance also above maximum engine speed with increasing exhaust gas counter-pressure. As on the 911 GT3 and the 911 Turbo, oil supply to this high-performance power unit is provided by classic dry sump lubrication with a separate oil tank connected firmly to the engine. With optimum configuration of the oil pumps and in conjunction with the greater volume of the oil tank, this system makes sure that the engine receives a reliable supply of oil both under extreme and long-lasting lateral and longitudinal acceleration, the entire oil circuit accounting for a capacity of approximately 11 litres. In developing the exhaust gas system, Porsche's engineers have given particular significance to the use of silencers with reduced exhaust gas counter-pressure. Exhaust emissions remain at the same level as with the 911 Turbo, easily fulfilling the strict D4 standards. This, in turn, is equal to the EURO 4 limits under the standard test conditions not even coming into force until 1 January 2005. And it almost goes without saying that the 911 GT2 fulfils the LEV standard in the USA.

911 GT2 with VarioCam Plus

Following the 911 Turbo, the 911 GT2 was the second Porsche to features VarioCam Plus. This valve lift adjustment system upgrading former VarioCam axial camshaft adjustment into VarioCam Plus is made up of two interacting, switching cup tappets on the intake side of the engine operated by two cams on the intake camshaft varying in size. This allows optimisation of power and torque, on the one hand, as well as a reduction of fuel consumption and exhaust emissions, on the other. Engine refinement is also enhanced in the process.

Available exclusively with six-speed manual gearbox

Power is transmitted to the rear wheels of the 911 GT2 by a six-speed manual gearbox, an improved version of the former model with external transmission fluid cooling and splash oil lubrication. The transmission ratios on the various gears as well as the final drive ratio have been carried over from the 911 Turbo, together with all the improvements to maximise strength and optimise noise control. The synchromesh rings on gears 3 – 5 are made of steel instead of brass, the extra strength of this material serving to meet the greatest demands and requirements.

Uncompromising, sporting chassis and suspension

The chassis and suspension of the GT2 is designed for extra dynamic behaviour and superior handling on the road. Apart from the general demands made of the front and rear axle, this also means that the car's centre of gravity has been lowered by 20 millimetres, further features being adjustable anti-roll bars and a spring system compatible with racing springs, as well as axle geometry offering an even wider range of adjustment. This allows the driver to optimise the set-up of the chassis for superior racing on the track.

New four-channel ABS in conjunction with ceramic brake discs

Ongoing progress in electronics also serves to further enhance the performance of the GT2's brake system: Instead of two-channel version 5.3 ABS used so far, the brake system is now monitored by the new four-channel 5.7 ABS generation already featured in the 911 Turbo and 911 GT3 to prevent the tyres from losing their grip. The benefits of this four-channel system are even faster and more sensitive response in controlling the ABS function. And since all four wheels are controlled individually, particularly the stability of the car, its initial brake application behaviour and, accordingly, brake stability in bends are improved significantly. The GT2 is Porsche's first sports car fitted as standard with PCCB Porsche Ceramic Composite Brakes. Measuring 350 millimetres or 13.78" in diameter, these cross-drilled and inner-vented composite ceramic brake discs weigh 50 per cent less than metal discs, reducingunsprung masses by approximately 18 kg or almost 40 lb. In conjunction with the specially matched brake lining, ceramic brake discs immediately build up a very high and, in particular, consistent frictional coefficient during deceleration. Abrasion, in turn, is kept to an absolute minimum versus metal brake discs, thanks to the extreme surface hardness of these ceramic units. Service life of the ceramic brake discs under normal driving conditions is increased accordingly, a further advantage being that this material is absolutely free of corrosion, ceramic brake discs not even responding to solid or liquid salt on the road.

Looks and equipment

From outside the new version of Porsche's top-of-the-range sports car can only be distinguished through various details taking a trained eye to discover: The 911 GT2 comes on new wheels in GT3 design measuring 8 1/2" across at the front and 12" at the rear – and,in all, reducing weight by another 1.8 kilos versus the former rims. The 18-inch light-alloy wheels come with 235/40 ZR 18 tyres featured as standard at the front, with 315/30 ZR 18 tyres at the rear. The wheel hub cap, in turn, proudly displays a discreet GT2 logo. Inside the GT2 leather-covered bucket seats made of a special synthetic material replace the usual seats so well-known on the 911, guaranteeing not only optimum side support, but also excellent comfort on long distances. As an alternative the 911 GT2 comes as a no-cost option with slightly comfort-oriented sports seats also adjustable for height and available as an option with seat heating. Other standard features naturally include driver, front passenger and side airbags, as well as electric window lifts, an electronic immobiliser with a transponder, central locking with remote control, and an alarm system. Other no-cost options on the GT2 are the CDR 23 CD radio as well as automatic air conditioning including an activated carbon filter. Further options also available are PCM Porsche Communication Management and a CD changer. The PCM equipment package includes a double-tuner, a CD player, dynamic route navigation, a trip computer and, as an option, a DSM dual-band telephone.

Clubsport version with carbon rear wing

The 911 GT2 is also available in Clubsport trim standing out in particular through the use of carbon components. The exterior mirrors as well as the air extraction frame at the rear, for example, are hand-made from carbon-fibre-reinforced plastic. The rear wing is made completely of carbon and is approximately 2.8 kilos or 6.2 lb lighter than the standard wing on the GT2. These carbon components are incidentally also available as an option on the GT2 in regular road trim. Another special sign of distinction on the Clubsport version is the rollbar bolted on to the body of the car and extending if required into a genuine roll cage. The seats also differ from the standard versions, being finished in flame-retarding fabric instead of leather. The philosophy underlying the development of these Clubsport features is their simple and straightforward homologation for participating in official motorsport events without any particular trouble or complicated modifications.

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