997 GT2 first-drive by Exce11ence...
01-05-2008, 05:57 PM
#16
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Join Date: Oct 2006
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The GT2 is truly a Meisterwerk. I would forget about modding a turbo to save money; it would be a frankenstein with poor resale, and never be as good as the Boss. The GT2 is good value and ready for anything out of the box.
''Inside the gearbox, the GT2s track-use intentions are made clear by the fact the gears are inserted on the shafts so that ratios may be adjusted and swapped for particular tracks. Synchronizers are made of stronger steel instead of non-ferrous metal to stand up to more abuse than their street-tailored counterparts. The fluid temperature is also kept in check by a dedicated gearbox cooler. The final ratio of 3.444:1 is identical to both the standard Turbo and the GT3, while the limited-slip differential features asymmetric action‚ or variable locking points for load and overrun. The rear-mounted engine weight allows for a rather light 28-percent locking action during acceleration. But, to keep the GT2 in check while entering corners off throttle, the deceleration locking action is set for a more aggressive 40 percent.
The overall suspension layout was created with adjustability in mind. Threaded spring perches for the coilovers allow accurate corner-weighting and ride-height adjustment. The front anti-roll bar features four positions of adjustment, the rear bar three. For improved directional stability, minor adjustments have been made at the front by moving the pivot points of the tie rods and the outer connection points of the track-control arms by approximately 10 mm.
Also new to the GT2 is an adjustable camber plate on the lower track-control arms. Track setups and increased directional stability were the driving force behind these changes.
Porsche says the GT2 tips the scales at 3,175 pounds, or 320 pounds lighter than the standard Turbo. Several key factors are involved in the savings. Besides deleting the all-wheel-drive system and making the lighter PCCB brake system standard, the GT2 adds a titanium silencer and tailpipe setup that saves roughly 20 pounds at the rear. Because the normal 997 Turbo’s larger Tiptronic transmission would not be available as an option, the GT2 team was able to cast a dimensionally larger rear-axle sub-frame in aluminium instead of steel to save even more weight at the rear.
Inside, the Alcantara headliner is a single layer of material poke the roof through the fabric and you’ll ping the metal. Even the Bi-Xenon headlights have been lightened, losing the moving range control function that copes with the pitch and dive of more softly sprung 911s.''
''Inside the gearbox, the GT2s track-use intentions are made clear by the fact the gears are inserted on the shafts so that ratios may be adjusted and swapped for particular tracks. Synchronizers are made of stronger steel instead of non-ferrous metal to stand up to more abuse than their street-tailored counterparts. The fluid temperature is also kept in check by a dedicated gearbox cooler. The final ratio of 3.444:1 is identical to both the standard Turbo and the GT3, while the limited-slip differential features asymmetric action‚ or variable locking points for load and overrun. The rear-mounted engine weight allows for a rather light 28-percent locking action during acceleration. But, to keep the GT2 in check while entering corners off throttle, the deceleration locking action is set for a more aggressive 40 percent.
The overall suspension layout was created with adjustability in mind. Threaded spring perches for the coilovers allow accurate corner-weighting and ride-height adjustment. The front anti-roll bar features four positions of adjustment, the rear bar three. For improved directional stability, minor adjustments have been made at the front by moving the pivot points of the tie rods and the outer connection points of the track-control arms by approximately 10 mm.
Also new to the GT2 is an adjustable camber plate on the lower track-control arms. Track setups and increased directional stability were the driving force behind these changes.
Porsche says the GT2 tips the scales at 3,175 pounds, or 320 pounds lighter than the standard Turbo. Several key factors are involved in the savings. Besides deleting the all-wheel-drive system and making the lighter PCCB brake system standard, the GT2 adds a titanium silencer and tailpipe setup that saves roughly 20 pounds at the rear. Because the normal 997 Turbo’s larger Tiptronic transmission would not be available as an option, the GT2 team was able to cast a dimensionally larger rear-axle sub-frame in aluminium instead of steel to save even more weight at the rear.
Inside, the Alcantara headliner is a single layer of material poke the roof through the fabric and you’ll ping the metal. Even the Bi-Xenon headlights have been lightened, losing the moving range control function that copes with the pitch and dive of more softly sprung 911s.''
