In 2007 Porsche offered its GT2, Preuninger’s rear-drive 530-horsepower (SAE) 911 that reached 204 miles (328 kilometers) per hour, the company’s first production street-legal 911 to exceed 200 miles per hour. This large horsepower jump came about by using twin turbochargers and a newly designed expansion intake manifold. The “distributor” pipe was longer than that used on the Turbo, while the intake manifolds were shorter. Weighing 3,175 pounds (1,440 kilograms), the car reached 62 miles per hour in 3.6 seconds. Ironically, because the GT2 was another Porsche homologation model for a rear-drive racing category, acceleration to 62 miles per hour was faster in the all-wheel-drive Tiptronic Turbo than the more powerful rear-wheel-drive GT2.
The GT2 reached U.S. buyers as a 2008 model following its debut in November 2007 at the Los Angeles Auto Show. Porsche’s release materials explained that the car was “meant for the driver who desires exclusivity coupled with race-track capable handling and acceleration.” Acceleration was a key issue. “All GT2 drivers,” the release continued, “should be able to match those acceleration times consistently thanks to the debut of the Porsche Launch Assist which sets engine speed and turbo boost for optimum acceleration.”
Not only was the GT2 quick and fast, it also was environmentally friendly, classified as a low-emissions vehicle (LEV-II). Porsche even offered an optional Bose Surround Sound audio system with 13 speakers, a seven-channel digital amplifier, and 325 watts of total output. It was a highly civilized race car for the road.
For those seeking a highly civilized, fast, quick open car with greater creature comfort, Porsche introduced its cabriolet version of the 997 Twin Turbo. The 3.6-liter engine developed 480 SAE horsepower at 6,000 rpm. PSM and PASM systems were standard equipment. Using these, the strengthened Tiptronic S transmission, and Sport Chrono Plus with Porsche Launch Assist, the open-top Turbo accelerated to 62 miles per hour in 3.5 seconds, a tenth of a second quicker than the GT2, thanks to all-wheel-drive traction and automatic shifting. Porsche listed top speed at 193 miles (309 kilometers) per hour. The company installed a Bose sound system and leather upholstery as standard equipment on the Turbo coupe and cabriolet.
The company introduced the 997 versions of its GT3 in late February 2006 at the Geneva Auto Show. Weissach engineers went back to basics with the engine and eventually tuned the 3,600cc (2319.6-cubic-inch) flat six to develop 415 horsepower at 7,600 rpm. Photograph courtesy Porsche Cars North America
For its open car to accommodate the horsepower, torque, and handling challenges it was capable of enduring, Weissach engineers spot welded and bonded the floor and side panels to the platform. They also welded additional side reinforcement plates to the sills, to triangular joint plates at the rear of the door pillars, and to the A-pillar to further stiffen the Turbo cabriolet.
The carryover GT3 and the new GT3RS both used the Hans Mezger–designed normally aspirated 3.6-liter dry sump engine, which developed 415 SAE horsepower at 7,600 rpm. The RS version took the GT3’s racing heritage further for those drivers who spent time on racetracks as well as public roads. Its 44mm (1.73-inch) wider rear body provided room for the split rear suspension wishbones, allowing for higher lateral grip. PASM was standard equipment on the RS, as was the GT2’s asymmetrical limited slip differential. The traction control system incorporated automatic brake differential, automatic slip control, and engine drag control. Both the RS and the GT3 shared other features, including Alcantara-upholstered seats and an Alcantara-trimmed steering wheel with a yellow band at the top to indicate when front wheels were aimed straight ahead.
Michelin Supercup racer Markus Winkelhock took television viewers for a season of great rides, seen through the T-shaped camera mount on his roof. During the 2006 season, the Supercup cars developed 400 horsepower and weighed 1,150 kilograms, 2,535 pounds. Photograph courtesy Porsche Cars North America
The more aggressive-looking GT3 RS incorporated 44mm (1.73-inch)-wider rear fenders, a plastic back window, and an adjustable rear wing. It weighed 1,375 kilograms (3,031 pounds) and with its 415 horsepower engine, accelerated from 0 to 100 kilometers per hour in 4.2 seconds. Photograph courtesy Porsche Cars North America
2009 997 GT3 RSR Coupe
Porsche developed this car to be eligible in several racing series, each with slightly different rules. FIA regulations allowed the car to race as light as 1,200 kilograms, 2,646 pounds.
Weissach racing engineers welded in 30 meters of seamless steel tubing to form the integral roll cage. The transmission was Porsche’s six-speed sequential gearbox that created what felt like in-line shifting without the need to move the lever left or right.
The new M97/80 engine, with bore of 102.7mm (4.04 inches) and stroke of 76.4 inches (3.01 inches) displaced exactly 3,800cc (231.8 cubic inches) and developed 465 horsepower at 8,000 rpm. Weissach assembled 37 of these cars.
Bolted-on fender extensions widened the car by 50mm (1.97 inches) on each side. The car rode on 11-inch wheels at the front and 13s in the rear. Tire sizes were 27/65-18 fronts and 31.71-18 rears.
YEAR
2006-2008
DESIGNATION
911 GT3, GT3 RS
SPECIFICATIONS
MODEL AVAILABILITY
Coupe
WHEELBASE
2360mm/92.9 inches
LENGTH
4445mm/175.0 inches
4460mm/175.6 inches GT3 RS
WIDTH
1808mm/71.2 inches
1852mm/72.9 inches GT3 RS
HEIGHT
1310mm/51.6 inches
WEIGHT
1395kg/3069 pounds
1375kg/3025 pounds GT3 RS
BASE PRICE
Not available
TRACK FRONT
1486mm/58.5 inches
TRACK REAR
1519mm/59.8 inches
WHEELS FRONT
8.5Jx19
WHEELS REAR
12.0Jx19
TIRES FRONT
235/35ZR19
TIRES REAR
305/30ZR19
CONSTRUCTION
Monocoque steel
SUSPENSION FRONT
Independent, wishbones, semi-trailing arms, MacPherson struts w/coil springs, gas-filled double-tube shock absorbers, anti roll bar
SUSPENSION REAR
Independent, multi-wishbone, progressive coil springs, gas-filled single-tube shock absorbers, anti roll bar
BRAKES
Ventilated, drilled discs, 4-piston aluminum monobloc calipers
ENGINE TYPE
Horizontally opposed water-cooled DOHC six-cylinder M97/76
ENGINE DISPLACEMENT
3600cc/219.6CID
BORE AND STROKE
100x76.4mm/3.94x3.01 inches
HORSEPOWER
415@7600rpm
TORQUE
299lb-ft@5500rpm
COMPRESSION
12.0:1
FUEL DELIVERY
Bosch DME with sequential injection
FINAL DRIVE AXLE RATIO
3.44:1
TOP SPEED
194mph
PRODUCTION
2,378 GT3 through 2007; 1,106 GT3 RS through 2007
2007-2010 911 TARGA AND CARRERA
Carrera and Carrera S models and their all-wheel-drive sibling Carrera 4 and 4S versions received upgrades as well. Porsche offered customers for coupe, cabriolet, and Targa models leather sports bucket seats, basically a racing seat with a folding backrest for easier passenger or luggage access to the rear of the cabin. An X51 Power Kit upgraded S engine output from 355 SAE horsepower at 6,600 rpm to 381 horsepower. PASM continued as standard equipment on S-level models and remained optional on base Carrera, Carrera 4, and Targa 4 cars. The PCCB system was available across the lineup.
Two significant engineering developments characterized the 2009 model year 997 series—features so long awaited and offering such performance potential that enthusiasts referred to the new cars as 997/2, or 997 second-generation models. The first development w
as two new engines using new two-piece crankcases, revised intake and exhaust systems, an updated VarioCam Plus intake valve timing and lift system, and a new fuel injection system directly into each cylinder. The 3.6-liter engine, with bore of 97mm and stroke of 81.5, displaced 3,614cc (220.5 cubic inches), while the new 3.8-liter S power plant, with 82.8mm bore and 77.5mm stroke, displaced 3,800cc (231.8 cubic inches) exactly. Taken all together, these changes produced more power; the base Carrera 3.6-liter engine rose from 325 SAE horsepower to 345 at 6,500 rpm and from 273 to 288 lb-ft torque at 4,400. The S increased from 355 to 388 SAE horsepower at 6,500 rpm, and torque went from 295 lb-ft to 310 at 4,400 rpm. Engineers reduced each engine’s weight by 6 kilograms (13.2 pounds) over its previous version. Fuel economy and hydrocarbon emissions improved for both engines.
At introduction, Porsche priced the Targa 4 at €79,000 in Europe and $99,700 in the United States. This Targa 4S model sold for €87,900 on the continent and $110,900 from U.S. dealers.
The third-generation glass-roof Targa appeared in November 2006. Following a great deal of research, Porsche decided to assemble the car only on all-wheel-drive Carrera 4 and 4S platforms.
Porsche also introduced its long-awaited seven-speed PDK “manumatic” transmission. The PDK carried over nothing from racing versions of the PDK from the 1980s. Those gearboxes were designed, calibrated, and assembled to endure countless cycles of full-throttle acceleration and extreme braking, techniques seldom seen in series production cars. So Porsche waited until computers and electronics were able to provide desired responses in moderate to severe acceleration, cruise control long-distance driving, coasting, and other real-world conditions. Using two clutches and what is essentially two half gearboxes, the computer preselected the next anticipated gear and activated the change up or down with no interruption in power delivery. A console-mounted lever provided the familiar forward upshift/backward downshift driving style. Sliding switches on the steering wheel operated the transmission similarly. Drivers also could ignore the system completely and run the car as one with a fully automatic shifting transmission. Michael Niko, development engineer for the PDK, made it clear that Porsche would continue to develop, improve, and market its six-speed manual gearboxes; these were needed for racing homologation.
Porsche also provided the cars more potent brakes. All four rotors were cross drilled and inner ventilated and measured 330mm (12.99 inches) in diameter. Both base Carrera and Carrera S models received the four-piston mono-block calipers used on 911 Turbo models.
Twin electric motors took seven seconds to open the two-layer tinted glass roof panel. When it was fully retracted, it provided 0.45 square meters (4.8 square feet) of opening.
2009 997 Carrera Coupe
Direct fuel injection into new water-cooled engines with 3,614cc (220.5-cubic-inch) displacement brought output up to 345 horsepower at 6,500 rpm for the base Carrera. The long-awaited seven-speed Porsche Double-Clutch transmission (Porsche Doppelkupplungsgetriebe, or PDK) or the six-speed manual were available. Photograph Courtesy Porsche Cars North America
Externally, Porsche designers replaced taillights and front marker fixtures with light-emitting diodes (LEDs) with crisp on-off illumination. Bi-Xenon low and main headlight beams replaced the previous lamps, supplemented by an optional system that swiveled low beams in response to steering inputs. Beneath the headlights, larger air intakes provided better cooling airflow to the side-mounted radiators. These were so efficient that they eliminated the need for the low center-mounted cooler for PDK-equipped cars.
The Porsche Communication Management (PCM) system provided a 12 percent larger touch screen—165mm (6.5 inches) versus 147mm (5.8 inches). An optional navigation module incorporated a 40-gigabyte hard drive, operable by voice command. It included an internal GSM phone with Bluetooth hands-free operation and provided connectivity to external music sources from iPods or USB memory sticks.
The Carrera S coupe weighed 1,455 kilograms (3,208 pounds). The PDK added 30 kilograms (66 pounds) to the car’s weight. The 3,800cc (231.8-cubic-inch) S engine developed 385 horsepower at 6,500 rpm. Photograph Courtesy Porsche Cars North America
A subtle trim strip of anodized and polished aluminum ran along the roofline above the window glass to highlight the Targa model. With the large glass panel closed, owners could open the rear hatch to access behind-the-seat luggage space.
The Carrera S cabriolet weighed 1,510 kilograms (3,329 pounds) with a six-speed manual gearbox. Porsche published a top speed of 302 kilometers (188 miles) per hour with either transmission. The car rode on 235/35ZR19 front tires and 295/30ZR19s on the rear. Photograph Courtesy Porsche Cars North America
While technologically this car was a subtle advance on the fine art of the Carrera S, visually it was a reminder of company history. The rear ducktail recalled the 1973 RS, and the car’s only color, Sport Classic Grey, came from the 356. Photograph Courtesy Porsche Cars North America
Porsche tuned the Sport Classic engine—with Performance Kit—to develop 408 horsepower. Developed by Porsche Exclusiv to show its capabilities to a wider audience, the special division assembled just 250 at €169,300 each (roughly $224,000), none of which were destined to U.S. shores.
YEAR
2007-2008
DESIGNATION
911 Targa 4, Targa 4S
SPECIFICATIONS
MODEL AVAILABILITY
Targa
WHEELBASE
2350mm/92.5 inches
LENGTH
4427mm/174.3 inches
WIDTH
1852mm/72.9 inches
HEIGHT
1310mm/51.6 inches
WEIGHT
1450kg/3190 pounds
1475kg/3245 pounds (4S)
BASE PRICE
Not available
TRACK FRONT
1488mm/58.5 inches
TRACK REAR
1548mm/59.8 inches
WHEELS FRONT
8.0Jx18 - 8.0Jx19 (4S)
WHEELS REAR
11.0Jx18 – 11.0Jx19 (4S)
TIRES FRONT
235/40ZR18 – 235/35ZR19 (4S)
TIRES REAR
295/35ZR18 – 305/30ZR19 (4S)
CONSTRUCTION
Monocoque steel
SUSPENSION FRONT
Independent, wishbones, semi-trailing arms, MacPherson struts w/coil springs, gas-filled double-tube shock absorbers, anti roll bar
SUSPENSION REAR
Independent, multi-wishbone, progressive coil springs, gas-filled single-tube shock absorbers, anti roll bar
BRAKES
Ventilated, drilled discs, 4-piston aluminum monobloc calipers
ENGINE TYPE
Horizontally opposed water-cooled DOHC six-cylinder M96/05 - M97/01 (4S)
ENGINE DISPLACEMENT
3596cc/220.0CID - 3824cc/233.3CID (4S)
BORE AND STROKE
96x82.8mm/3.78x3.26 inches
99x82.8mm/3.90x3.26 inches (4S)
HORSEPOWER
325@6600rpm - 355@6600rpm (4S)
TORQUE
273lb-ft@4250rpm - 295lb-ft@4600rpm (4S)
COMPRESSION
11.3:1 - 11.8:1 (4S)
FUEL DELIVERY
Bosch DME with sequential injection
FINAL DRIVE AXLE RATIO
3.44:1
TOP SPEED
175mph Targa 4; 180mph Targa 4S
Acceleration from 0 to 100 kilometers per hour took 3.7 seconds. Porsche charged €159,100 in Europe, about $233,500 at the time. Porsche Carbon Composite Brakes were standard equipment.
2008-2009 GT2
From Porsche new engines with direct fuel injection and PDK transmissions redefined two of its benchmarks for 2010. The 997 second-generation 3,800cc flat six replaced the tried-and-true 3.6-liter Mezger dry sump power plant and powered the GT3 and GT3RS models starting in 2010. It delivered 430 SAE horsepower at 7,600 rpm in the GT3 and 450 at 8,500 in the RS version. Both cars were available only with upgraded six-spe
ed manual transmissions. The second-generation 3.8-liter engine found its way across more of the high-performance lineup, appearing in the Turbo and the GT2 models, as well as in the normally aspirated second-generation GT3 RS.
If one premise of twenty-first-century motoring was zero carbon emissions, Alois Ruf set the benchmark with an all-electric 911 known internally as Project A and in the magazine world as e-Ruf. An idea born in his Pfaffenhausen shops in late 2006, it recalled a family heritage that included building small hydroelectric plants along a couple of Bavarian rivers. Ruf’s Project A was a 997 cut spare as could be, with few slats or styling cues. But battery weight is an unavoidable reality; it carried 1,200 pounds (545 kilograms) of batteries. His seven-figure prototype was and is a prototype, and like everything Alois Ruf did, it inspired (and sometimes enraged) Weissach. The small size of his firm allowed him to respond to and act on new ideas and concepts more quickly.
The Complete Book of Porsche 911 Page 24
