GT3 - 05
10-19-2004, 03:29 PM
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GT3 - 05
http://www.autoweek.com/news.cms?newsId=100684
Porsche is already at an advanced stage of development with its new 911 GT3. And while the car appears almost complete, our sources say you’ll have to wait until mid-2005 at the earliest before you can even place an order for the car.
Part of a multifaceted new 997 lineup, the GT3 continues Porsche’s tradition of building circuit-compatible cars for the road. Rumors say the new 911 GT3 will ditch the old model’s hard-revving 3.6-liter engine for the latest evolution of Porsche’s normally aspirated six-cylinder boxer engine. In the 911 Carrera S, the new four-valve-per-cylinder 3.8-liter engine generates 350 hp, but Porsche insiders claim power could jump to as much as 400 horses with the redline extended beyond 8000 rpm and other internal modifications such as lightweight pistons, more advanced VarioCam variable valve timing and a larger air intake.
That’s up 20 hp vs. the old GT3 and, with appropriate gearing from a standard six-speed manual transmission, should be enough to blast Porsche’s latest rear-engine road racer from 0 to 60 mph in something less than the 4.18 seconds we recorded in our tests of a 2004 GT3 (AutoFile, June 7).
Underneath, GT3 is expected to forgo the new Porsche Active Suspension Management system for conventional springs and dampers, both in the interests of weight and race-car compatibility. They will be tuned more aggressively than those found on the standard 911, and provide the new car with a lower ride height. Grip is supplied by standard 18-inch rubber. The three-piece alloys of the prototype in our spy photos will be replaced by wheels designed exclusively for the new GT3.
As these photographs reveal, the new 911 GT3 receives a series of unique styling elements, including a curb-scraping air dam up front boasting three large ducts to direct cooling air to the radiators while also helping to reduce the marginal levels of front-end lift found on the standard 911. The rear gets an adjustable wing hung out over the engine and a reworked valance panel at the bottom of the bumper assembly, housing twin central exhaust outlets.
Porsche is already at an advanced stage of development with its new 911 GT3. And while the car appears almost complete, our sources say you’ll have to wait until mid-2005 at the earliest before you can even place an order for the car.
Part of a multifaceted new 997 lineup, the GT3 continues Porsche’s tradition of building circuit-compatible cars for the road. Rumors say the new 911 GT3 will ditch the old model’s hard-revving 3.6-liter engine for the latest evolution of Porsche’s normally aspirated six-cylinder boxer engine. In the 911 Carrera S, the new four-valve-per-cylinder 3.8-liter engine generates 350 hp, but Porsche insiders claim power could jump to as much as 400 horses with the redline extended beyond 8000 rpm and other internal modifications such as lightweight pistons, more advanced VarioCam variable valve timing and a larger air intake.
That’s up 20 hp vs. the old GT3 and, with appropriate gearing from a standard six-speed manual transmission, should be enough to blast Porsche’s latest rear-engine road racer from 0 to 60 mph in something less than the 4.18 seconds we recorded in our tests of a 2004 GT3 (AutoFile, June 7).
Underneath, GT3 is expected to forgo the new Porsche Active Suspension Management system for conventional springs and dampers, both in the interests of weight and race-car compatibility. They will be tuned more aggressively than those found on the standard 911, and provide the new car with a lower ride height. Grip is supplied by standard 18-inch rubber. The three-piece alloys of the prototype in our spy photos will be replaced by wheels designed exclusively for the new GT3.
As these photographs reveal, the new 911 GT3 receives a series of unique styling elements, including a curb-scraping air dam up front boasting three large ducts to direct cooling air to the radiators while also helping to reduce the marginal levels of front-end lift found on the standard 911. The rear gets an adjustable wing hung out over the engine and a reworked valance panel at the bottom of the bumper assembly, housing twin central exhaust outlets.
10-19-2004, 05:31 PM
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10-20-2004, 06:12 AM
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Cosmos, as long as you don't plan to put slicks on the 997S it shouldn't be a problem at all, and even in that extreme case you can easily upgrade the oiling system like on the 996carreras to avoid any posible oil starvation, so I don't think its something to discard the car on IMO, for a street car that the 997S is (not GT3) I think the integrated oil sump is more than adecuate.
My point was that I doubt that the 997GT3, which OTHO will be raced would be derived from the 3.8l 997S engine, the basis of that engine (the 986boxter and 996carrera engines) was never raced nor designed to, hence no dry sump for example.
I think the confusion may come from that the 3.8l 997S engine starts with M97 designation and the 997GT3's probably does also leading to the confusion that its derived from the one another but the fact that they share the M97 designation doesn't mean they are form the same base. Just like in the 996, the M96.03 engine of the carrera had nothing to do with the M96.79 of the GT3 or the M96.72 of the 996TT. I think that may have lead to confusion since I have seen the M97 or M96 designation taken as a specific engine type or family designation and some journalists may have interpreted that M97 on the GT3 measn its derived for the M97 of the 997S.
My point was that I doubt that the 997GT3, which OTHO will be raced would be derived from the 3.8l 997S engine, the basis of that engine (the 986boxter and 996carrera engines) was never raced nor designed to, hence no dry sump for example.
I think the confusion may come from that the 3.8l 997S engine starts with M97 designation and the 997GT3's probably does also leading to the confusion that its derived from the one another but the fact that they share the M97 designation doesn't mean they are form the same base. Just like in the 996, the M96.03 engine of the carrera had nothing to do with the M96.79 of the GT3 or the M96.72 of the 996TT. I think that may have lead to confusion since I have seen the M97 or M96 designation taken as a specific engine type or family designation and some journalists may have interpreted that M97 on the GT3 measn its derived for the M97 of the 997S.
10-20-2004, 04:06 PM
#7
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Not sure I like the paired central exhaust ala Boxster.
One would assume that Porsche would make the modifications to avoid oil starvation a standard feature on all integrated dry sump systems beyond the 996 engine. Anone know if that's the case with the 997S?
One would assume that Porsche would make the modifications to avoid oil starvation a standard feature on all integrated dry sump systems beyond the 996 engine. Anone know if that's the case with the 997S?
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10-20-2004, 04:12 PM
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Originally Posted by Palting
One would assume that Porsche would make the modifications to avoid oil starvation a standard feature on all integrated dry sump systems beyond the 996 engine. Anone know if that's the case with the 997S?
10-20-2004, 05:37 PM
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Carlos,
As long as the GT3 RSR serves as Porsche's race car, there is no need for the 997 GT3 street version to serve as a homologation special. The cynic in me says that Porsche would just love to take this opportunity to use the cheaper 997 engine in the next GT3 as reliable sources say it is good for about 400 NA horses. Hey, now that I think about it, is there any OFFICIAL PORSCHE documentation that says to not use racing slicks with the 996/997 so called "integrated dry-sump". Where would I find such info? Thanks.
As long as the GT3 RSR serves as Porsche's race car, there is no need for the 997 GT3 street version to serve as a homologation special. The cynic in me says that Porsche would just love to take this opportunity to use the cheaper 997 engine in the next GT3 as reliable sources say it is good for about 400 NA horses. Hey, now that I think about it, is there any OFFICIAL PORSCHE documentation that says to not use racing slicks with the 996/997 so called "integrated dry-sump". Where would I find such info? Thanks.
10-20-2004, 05:39 PM
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Originally Posted by Palting
ARRRIGHT 
Is this for all 3.6's, or only after a certain year?
Is this for all 3.6's, or only after a certain year?
10-20-2004, 06:12 PM
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Originally Posted by Carlos from Spain
My point was that I doubt that the 997GT3, which OTHO will be raced would be derived from the 3.8l 997S engine, the basis of that engine (the 986boxter and 996carrera engines) was never raced nor designed to, hence no dry sump for example.
I understand the 997S got from 3.6 L to 3.8 L by means of an overbore, so could that not be done with the 3.6 L engine in the 996 GT3?
10-20-2004, 07:22 PM
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Originally Posted by XSpeedFreakX
Carlos,
As long as the GT3 RSR serves as Porsche's race car, there is no need for the 997 GT3 street version to serve as a homologation special. The cynic in me says that Porsche would just love to take this opportunity to use the cheaper 997 engine in the next GT3 as reliable sources say it is good for about 400 NA horses. Hey, now that I think about it, is there any OFFICIAL PORSCHE documentation that says to not use racing slicks with the 996/997 so called "integrated dry-sump". Where would I find such info? Thanks.
As long as the GT3 RSR serves as Porsche's race car, there is no need for the 997 GT3 street version to serve as a homologation special. The cynic in me says that Porsche would just love to take this opportunity to use the cheaper 997 engine in the next GT3 as reliable sources say it is good for about 400 NA horses. Hey, now that I think about it, is there any OFFICIAL PORSCHE documentation that says to not use racing slicks with the 996/997 so called "integrated dry-sump". Where would I find such info? Thanks.
Originally Posted by Phokaioglaukos
Could someon offer some additional clarification, please? I understand the principle, I think, of a dry sump and its effect in preventing oil starvation on high-G turns, but what is an "integrated dry sump"? Are there other structural differences from the 997S engines (other than the various titanium bits)?
