ATLANTA – With a powerful 456-horsepower (SAE) engine and carefully lightened

Porsche production car family. In testing at the famed Nurburgring racetrack in

Germany, the GT2 shattered all-time track records for street-legal production cars.

“The GT2 is more than just an impressively fast sports car,” says Frederick J. Schwab,

president and CEO of Porsche Cars North America. “It is the best example yet of

how Porsche applies its racing experience and success to production cars.”

The GT2 is 10 percent more powerful and 7 percent lighter than the Porsche 911

Turbo, the car on which the GT2 is based. The GT2 also features several chassis

modifications that come directly from Porsche’s long and successful road racing

experience.

The biggest weight saving over the 911 Turbo comes from making the GT2

rear-wheel drive (the 911 Turbo is all-wheel drive). Other weight-saving measures

include fitting sport seats in front and deleting the rear seats, replacing the spare

tire with a tire repair kit and equipping the GT2 with Porsche Ceramic Composite

The 911 GT2 engine, a modified version of the 3.6-liter twin-turbo six-cylinder

“boxer” engine from the 911 Turbo, produces 456 horsepower (SAE) at 5,700

rpm compared to 415 horsepower (SAE) at 6,000 rpm of the 911 Turbo. The

power increase and approximately 220-pound total weight reduction give the

911 GT2 a power-to-weight ratio of 6.9 lb. per horsepower, resulting in even

more astounding performance than the 911 Turbo.

in about four seconds and can achieve a top track speed of 195 mph (315 km/h).

Design changes that set the 911 GT2 apart from the 911 Turbo also add function,

including larger front air intakes and an additional air intake ahead of the front

hood. In the back, redesigned air intake scoops moved far to the outside reveal

the greater need for cooling air. The 911 GT2 replaces the two-piece

automatic-deploying spoiler of the 911 Turbo with a new, one-piece fixed-design

wing. As on the 911 Turbo, Bi-Xenon headlights are standard.

Because the 911 GT2 is capable of extremely high racetrack speeds, Porsche

refined the aerodynamic characteristics to produce greater downforce, even

sacrificing a lower coefficient of drag (Cd) to do so. Suspension modifications

lower the car by 0.78-inches front and rear, reducing both wind resistance over

the car and the airflow beneath the car that can cause lift. The changes reduce

under car airflow by 60 percent compared to the 911 Turbo.

Ducting hot air away from the front central radiator through a vent in the hood also

reduces lift forces. The front edge design of this vent causes air flowing above

the car to generate an additional suction effect, which in turn increases velocity

of air flowing through the central radiator.

The lower section of the front apron, too, has been designed to generate

additional downforce on the front of the car while reducing airflow underneath it.

The three large polypropylene panels used on all 911 models merge into a

special panel under the GT2 that directs cooling air to the transmission.

Compared with the rear wing of the 911 Turbo, the wing on the 911 GT2 is higher

and extends further to the back to produce even greater downforce at higher

speeds. Ducts in the ends of the wing feed fresh air to the engine. Air enters a

collector box inside the wing and then goes straight into the air filter. The wing

angle can be adjusted from 1-6 degrees for racetrack driving.

While the 911 GT2 shares its basic powerplant with the 911 Turbo, the dual

turbochargers provide an even greater forced flow of air, allowing an increase in

turbo boost pressure under full load to 14.5 psi (1.0 bar over atmosphere),

compared to 11.76 psi (0.8 bar) for the 911 Turbo. Larger-capacity intercoolers

keep the air charge temperature consistent despite the increased boost pressure.

At the GT2 engine’s power peak speed of 5,700 rpm, boost pressure reaches

13.8 psi (0.95 bar) and then peaks at 14.5 psi (1.0 bar) over 6,200 rpm. As a

result, the GT2 maintains an almost consistent power level even above the engine’s

peak power speed, despite the increase in exhaust backpressure at such high

speeds. Maximum engine speed is 6,750 rpm, same as the 911 Turbo.

The GT2 engine produces maximum torque of 457 lb.-ft. from 3,500-4,500 rpm

for response normally associated with engines of far larger displacement.

In comparison, the 911 Turbo produces 415 lb.-ft. of peak torque from

2,700-4,600 rpm.

valve lift and timing system. Axial camshaft adjustment provides variable intake

valve timing, while variable lift is achieved using two switching cup tappets on the

intake side operated by two different size lobes on the intake camshaft.

VarioCam Plus serves, first, to optimize engine output and torque and, second, to

improve fuel economy and exhaust emissions as well as the engine’s smoothness

and refinement.

Typical of racecar practice a so-called dry sump lubrication system with a

separate oil tank fitted directly to the engine ensures a reliable supply of oil.

Optimized design and configuration of the oil pumps in conjunction with the right

capacity of the oil tank ensures that the engine receives a reliable oil supply even

under extreme acceleration, braking and cornering. The oil volume within the

entire system is approximately 11.6 quarts (11 liters).

Except for mufflers with less backpressure, the exhaust system is essentially the

same as in the 911 Turbo. Like the 911 Turbo, the 911 GT2 complies with the

U.S. Low Emissions Vehicle (LEV) standard.

Power is transmitted to the rear wheels of the 911 GT2 by a six-speed manual

gearbox. An evolutionary version of the transmission from the 911 Turbo, this unit

five-speed automatic transmission is not available for the GT2.

The ratios of the individual gears as well as the final drive are the same as on the

911 Turbo, as are the various design features ensuring greater stiffness and

enhanced noise control. The synchronizer rings on the gears are made of steel

instead of brass to provide even greater durability.

The GT2 uses a special asymmetric limited-slip differential, which provides up to

40-percent locking under power. On overrun, the differential provides up to

60-percent locking, which helps stabilize the car in curves under load changes.

The suspension of the GT2 is designed to cater to an even higher level of

performance than the suspension of the 911 Turbo. Modifications include fitting

racing springs that lower the center of gravity by 0.78-inch (20 mm), adjustable

anti-roll bars and an even wider range of suspension geometry adjustment to

accommodate racing tires.

The GT2 uses reinforced components throughout its suspension systems,

including all bearings. Spring and shock absorber settings are firmer than on the

911 Turbo. In the front, the damper struts use threaded spring plates that

provide adjustable height and fine-tuning for racetrack driving. Uniball joints on

the strut support mounts minimize axle kinematics when the springs are

compressed and also allow wheel camber adjustments needed for racing tires.

For more precise spring and shock absorber response, the multilink rear suspension

substitutes metal bushings for the rubber bushings used in the 911 Turbo. As

in the front, threaded spring plates provide height adjustment. In addition, the

rear anti-roll bar features four adjustment settings.

The Porsche 911 GT2 employs larger wheels and tires than even the 911 Turbo.

The front alloy wheels measure 18 x 8.5-inch (vs. 18 x 8.0-inch for the 911

Turbo) and mount 235/40 ZR18 tires (225/40 ZR18 for the 911 Turbo). The

rear alloy wheels measure 18 x 12-inch (18 x 11-inch for the 911 Turbo) and

mount super-wide 315/30 ZR18 tires (295/30 ZR18 for the 911 Turbo).

Instead of a spare tire, the GT2 comes with a tire repair kit, saving 29 lb. (13 kg)

and also adding some luggage space. The kit includes a bottle of tire sealing

foam, an air compressor and a pressure gauge.

The 911 GT2 is the first Porsche sportscar to be fitted as standard with the

weigh 50 percent less than comparable metal brake discs, reducing unsprung

weight by a significant 36.6 lb. (16.6 kg) and thus enhancing suspension response.

In conjunction with a new type of brake lining, these ceramic brake discs

immediately build up very high and consistent friction throughout deceleration.

Yellow-painted brake calipers tip off the presence of the PCCB system.

The PCCB system provides optimal braking performance even under extreme

conditions, on dry or wet roads. An extremely hard disc surface and immunity

from salt corrosion give the PCCB discs a long service life. Porsche designed

ducting in the front apron and in the rear quarter panel air intakes to direct

additional cooling air to the brakes.

While reducing weight of the GT2, Porsche in no way compromised the basic

integrity of the structure, nor was any safety technology from the 911 Turbo

deleted. A patented crumple zone body structure protects a reinforced passenger

compartment.

The GT2, like all Porsche models for 2003, is equipped with 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 30-liter capacity sidebags provide additional protection for the

chest, head, and pelvis.

Although Porsche has sacrificed some luxury features to reduce weight in the

GT2, the car is still suitable for everyday driving. Special leather sport seats

replace the standard 911 seats, and provide optimal side support along with

excellent comfort on long distance drives. Deletion of the rear seats saves

17.6 lb. (8 kg).

While Porsche has reduced the weight of the GT2 in comparison to the 911

Turbo, standard equipment includes power windows and an anti-theft system with

immobilizer, transponder key, alarm and central locking with remote entry. The

the 911 Turbo.

Automatic climate control with an activated carbon filter and cruise control are

available as options, as is natural leather trim in dark gray or brown.

Porsche began using turbochargers in the 917 racecar in the early 1970s and

introduced its first 911 Turbo model in 1974. The 911 Turbo arrived in the United

States for model-year 1976, and with its 234-horsepower engine (U.S.-spec)

could achieve zero-to-60 miles per hour in less than six seconds. Porsche

introduced innovations that increased the reliability of turbocharging, including

the exhaust wastegate to regulate boost pressure and intercoolers to reduce the

temperature of the compressed intake air.

Porsche pioneered the all-wheel drive supercar with the limited production 959

of the mid-1980s. Although not imported to North America, the turbocharged 959

became a Porsche legend and paved the way for the first standard-production

all-wheel drive Porsche 911 Turbo, which arrived in the U.S. for 1996. The

new-generation 911 Turbo arrived for MY 2001, and the 911 GT2 is based on

this car.

Every new model-year 2003 Porsche car sold in the United States and Canada

is covered by a four-year/50,000-mile (80,000 kilometer), bumper-to-bumper

limited warranty, which includes Porsche’s roadside assistance program. The

galvanized body and 26-step paint and anti-corrosion process enable Porsche to

warrant each car against rust perforation for 10 years and unlimited mileage. In

addition, Porsche guarantees the paint finish for three years – also without a

mileage limitation.

subsidiary, Porsche Cars Canada, Ltd., are the exclusive importers of Porsche

vehicles for the United States and Canada. A wholly owned, indirect subsidiary of

Dr. Ing. h. c. F. Porsche AG, PCNA employs some 200 people who provide Porsche

vehicles, parts, marketing and training for its 203 dealers in the United States

and Canada. They, in turn, provide Porsche owners with best-in-class service.