The most outrageous member of the Porsche 911 family is about to crack out of a 997 Turbo’s shell. Featuring Carrera GT’s PCCB ceramic composite brakes in standard, and Turbo’s engine boosted to almost 550 bhp, the new street racer will start eating miles in 2007
The birth of a legend
Making it’s debut at the Geneva Motor show in 1995, the GT2 was created using the 993 platform in order to compete in the racing class who’s name it borrowed against evocative machines like Chrysler’s Viper, the Venturi 400 GTR and Callaway’s Corvette. It was Porsche’s customer race car for the 1995 racing season and thereafter. In order to be homologated, there had to be built 25 road-going examples, from which any racing variant had to be closely derived. Porsche’s extended racing experience with the 964 Turbo S LM between 1993 and ’94 served as a useful inauguration for the GT2. It clearly dominated the race-track in much the same way as its illustrious forebears.
Starting from March 1995 57 road cars were built (seven of which were right-hand drive) in addition to 110 racing ones. But that wasn’t really how 993 GT2’s tale ended. An Evolution version was introduced by Porsche in April 1998 and was available by special request. Designed in order to homologate a more extreme racing variant, 21 road-going Evolution’s were eventually manufactured, all of them featuring high output 3.6-litre engines producing 450bhp at 6000rpm. The extra power reduced the 0-60 sprint to 3.6 seconds and allowed a top speed of 187mph.
In 2002 Porsche presented us with the second installment of the GT2, based on the 996 series. Imagined as an extend to the 911 model range, the new GT2 was suppose to totally outrival the competition’s racing inspired models, such as the Ferrari 360 Challenge Stradale or the BMW M3 CSL. It mixed the sporting character of the GT3 with the performance of the 996 Turbo to out-run everything in the lot. This uncompromising machine offered 10 percent more horsepower than any other production Porsche at the time. Combining that with a lightweight rear-wheel drive setup maked the 2002 GT2 the fastest and most desireable Porsche on the market.
Many changes separated the GT2 from it’s “skinnier” brother. The new comer got aggressive and improved aerodynamics, for both front and rear. The huge wing in the rear and the massive spoiler in the front made an unarguably statement of the car’s performance.
The engine used was a tuned evolution of the flat-6 found in the 911 Turbo. Two upgraded turbochargers provided high air throughput with charge pressures up to 14.5 psi (2.76 more than for the Turbo). The excessive heat generated by a high compression ratio was compensated by two redesigned air coolers before entering the chambers.
As a proof of the racing pedigree, oil was supplied by classic dry sump lubrication with a separate oil tank fitted directly to the engine, which ensured a reliable supply of oil to the engine under extreme lateral and longitudinal acceleration
Further increase in performance has been achieved by detailed improvements to the electronic engine management maps, that provided an increase of 20 Nm in maximum torque to 640 Nm between 3,500 rpm and 4,500 rpm. With all that new gear the rear-wheel drive GT2 took only 4 seconds to accelerate from a standstill to 60 mph. Its maximum was 196 mph making it almost 10 mph faster than its predecessor. Although overall performance was increased exhaust emission values were similar to those of the 911 Turbo and therefore complied with most standards (including US LEV standard).
The GT2 was also Porsche’s first car to come standard with the Porsche Ceramic Composite Brake system (PCCB). Weighing 50 percent less than metal discs, the composite brakes saved 36.6 pounds to the cars overall weight. Additionally, the service life of these discs is improved as their material is resistant to corrosion, and said to offer a lifetime warranty.
But sports suspension was the touch that really set the GT2 ready for the track. Adjustable in camber and ride height it allowed the driver to take advantage of any necessary tire swaps. Even at it’s highest setting, the GT2 sat some 1 inch lower than the Turbo.
In 2004 GT2 received a face-lift included the GT3-style wheels, which were 8.5 inches wide at the front and 12 inches at the rear and shod with size 235/40 R 18 and 315/30 R 18 tires.
2002 Porsche 911 GT2
Engine Water Cooled , All Aluminum, Flat-6
Position Rear Longitudinal
Aspiration Twin Turbo
Valvetrain DOHC, 4 Valves per Cyl, VarioCam Adjustment
In 2007 Porsche is suppose to release a new evolution of the GT2, based on the recently launched 997 Turbo. A prototype of the car was already caught during tests on Nurubrgring and it seems to be one close to the production version. Widened rear flares, massive spoiler and a double wing in the back clearly distinguish the racer from the more street friendly Turbo.
The biggest weight saving over the 911 Turbo will be achieved by making the GT2 a rear-wheel drive sports car (the 911 Turbo is all-wheel drive). Other weight-saving measures will include fitting sport seats in front, deleting the rear seats. It is clear to us that extreme sports-car performance is a clear priority when this powerful turbocharged model is developed.
Body & chassis
Visually the GT2 is expected to be, as always a stunning looking automobile, with its dropped ride-height that will lend an aggressive stance enhanced by the wild aero devices and massive wheelarch extensions. At the front we can see the traditional wraparound chin spoiler beneath which air is being fed into a supplementary nose-mounted oil cooler. The bodywork will get reinforced over the Turbo’s and the pop-riveted fender flares will be manufactured from lighter materils. The new front spoiler will be joined by a radical bi-plane rear deck wing that featured with integral engine cooling pods located both sides.
In comparison to the 911 Turbo, redesigned air intake scoops will provide additional cooling air. Aerodynamic characteristics will also be refined in order to produce greater downforce.
The GT2 will also benefit from chassis modifications that come directly from Porsche’s road racing experience.
The usual suspension modifications include racing springs that lower the center of gravity, adjustable anti-roll bars and a wide range of suspension adjustment to accommodate racing tires.
Front suspension: McPherson Struts Adjustable Camber, Cylindrical Springs, Damper
Rear suspension: 5-Link Multi-Link Spring Struts, Coil Springs, Gas-Press Damper
The 911 GT2 be fitted as standard with the Porsche Ceramic Composite Brake (PCCB). The ceramic composite discs weigh 50-percent less than comparable metal discs, significantly reducing unsprung weight and thus enhancing suspension response.
The advantages of this high-tech material mean excellent fading stability owing to consistent friction values and absolute corrosion resistance. The brakes are expected to have a diameter of 380 millimeters at the front axle and 350 millimeters at the rear.
Wheels & Tires (expected)
Front alloy wheels: 19 x 8.5-inch, mount 235/40 ZR19 tires
Rear alloy wheels: 19 x 12-inch, mount 315/30 ZR19 tires.
The 997 GT2 will have an engine closely based on that used by the 911 Turbo and offering an output of 353 kW (480 bhp) at 6,000 revolutions per minute. Due to turbocharging pressure increment and intercooler redesign this engine is expected to produce up to 500 bhp on the GT2. The speed range in which this power will be available will also be extended. While the previous model’s maximum torque was available between 2,700 and 4,600 revolutions per minute, the corresponding figures are now expected to be 1,950 to 5,000 revs.
The only transmission available is presumed to be a modified version of the 911 Turbo six-speed manual. A special asymmetric limited-slip differential will also help stabilize the car in curves under load changes.
We can also presume that the “Sport Chrono Package”, offered on the Turbo will also be used on the GT2. With that the driver selects the “sports button” adjacent to the gear lever to activate a short-time “overboost” at full throttle. That increases boost pressure in the mid speed range by 0.2 bar for up to ten seconds, rising torque by 50 lbs/ft. The time required by the 911 Turbo with manual transmission for intermediate acceleration from 80 to 120 km/h is reduced by this feature with 0.3 seconds.
The GT2 will also inherit Turbo’s exhaust turbochargers with variable turbine geometry, featured for the first time in a gasoline engine model. At the heart of that technology are adjustable guide blades, which direct the engine exhaust flow variably and precisely onto the turbine wheel of the exhaust turbocharger. The principle of variable turbine geometry unites the advantages of small and large exhaust turbochargers and leads to a discernable improvement in flexibility and acceleration, particularly at low speeds.
GT2’s cockpit is usually stripped of all but the strictly necessary equipment. It will have its rear seats junked along with nearly all the electrical equipment. Leather-covered bucket seats have always been standard. In previous installments customers could go a stage further and specify the optional Club Sport pack that included a fully integrated roll cage, race-spec Recaro bucket seats with six-point seat harnesses, a battery cut-out switch and a fire extinguisher. Those who want to go in the other direction will probably have the alternative of equipping their car with an in-dash CD player, driver and passenger airbags, Automatic climate control cruise control and natural leather trim.
As an option the GT2 will retain all current Porsche safety technology, including dual front airbags plus the Porsche Side Impact Protection System, which includes boron-steel door reinforcement beams, energy-absorbing door panels and door-mounted side airbags.
The Porsche 997 Turbo got every car enthusiast’s attention when it was released earlier this year. The lucky people who actually afford buying such a car have now serious reasons to question their choice for a Turbo, because a new competitor is entering the arena... Showing a lot more muscle, but lacking Turbo’s comfort and every day use advantages, the GT2 will appeal mostly to racing enthusiast. For those the 50,000 $ plus over a Turbo’s price tag will seem a bargain if they get to drive the first production 911 to exceed the magical 200 mph speed limit.