FS: 07 GT3 Race Car
10-29-2009, 11:21 PM
#18
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10-30-2009, 12:33 AM
#20
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this street GT3 is on serious steriods. not cheap, and tastefully done!
the question is:
is it streetable?
and can it compete with a CUP?
for half the price of a CUP it is a great package anyway you look at it.
the question is:
is it streetable?
and can it compete with a CUP?
for half the price of a CUP it is a great package anyway you look at it.
10-30-2009, 03:02 AM
#21
10-30-2009, 07:33 AM
#22
Thanks for the compliments on the car.
In it's current set up - it's not really streetable. The Cup Car triple disk clutch and lightweight flywheel is not something you would want to deal with in traffic. The Cup S exhaust is pretty loud to.
To answer the question on running with Cup cars - it really depends on the driver. I've only run the car at VIR and it can consistently do 2:00's and is capable of a 1:58 with a better driver (looking at TBL data from Traqmate). There are some racers out there who can pilot a 996 Cups to a 1:59 but generally they run in the 2:01 to 2:04 range. The really quick guys in 997 Cups can run south of 1:57's. So short answer long, it can run with Cup cars.
In it's current set up - it's not really streetable. The Cup Car triple disk clutch and lightweight flywheel is not something you would want to deal with in traffic. The Cup S exhaust is pretty loud to.
To answer the question on running with Cup cars - it really depends on the driver. I've only run the car at VIR and it can consistently do 2:00's and is capable of a 1:58 with a better driver (looking at TBL data from Traqmate). There are some racers out there who can pilot a 996 Cups to a 1:59 but generally they run in the 2:01 to 2:04 range. The really quick guys in 997 Cups can run south of 1:57's. So short answer long, it can run with Cup cars.
10-30-2009, 11:30 AM
#24
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10-30-2009, 11:34 AM
#25
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Bingo. The tranny, 6 speed, is what in my opinion makes this car more viable than the 997 Cup with its frequent tranny rebuilds. When I saw the car it had vented rear window's and such but put back non vented and probably have to change the doors to get working windows and then you could probably drive it on the street. I mean after all can't be any louder that a 996GT3 with bypass pipes.
NJGT buy it and run the 2010 OLOA with it, or you could bring the 430
Peter
10-30-2009, 11:57 AM
#26
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Yes, awesome car, but.... don't get me wrong.... IMO the purpose of a racecar is to compete (and win or try to) and for that a great car is one that goes to the extent of the rulebook. In this case, K Stock is usually an empty class in almost all the PCA races I've been too, and the car still has a long way to go of being fully developed for NASA GTS (Formula Libre IMHO, GTS will be dominated by cars with extensive suspension and Aero work) or GT3 or worse GTA in PCA (Against factory RSRs!!!).
Nice toy for those that only want to compete against themselves or DE (but IMHO, why bother with a track only car for DE...)
Nice toy for those that only want to compete against themselves or DE (but IMHO, why bother with a track only car for DE...)
10-30-2009, 01:08 PM
#27
Yes, awesome car, but.... don't get me wrong.... IMO the purpose of a racecar is to compete (and win or try to) and for that a great car is one that goes to the extent of the rulebook. In this case, K Stock is usually an empty class in almost all the PCA races I've been too, and the car still has a long way to go of being fully developed for NASA GTS (Formula Libre IMHO, GTS will be dominated by cars with extensive suspension and Aero work) or GT3 or worse GTA in PCA (Against factory RSRs!!!).
Nice toy for those that only want to compete against themselves or DE (but IMHO, why bother with a track only car for DE...)
Nice toy for those that only want to compete against themselves or DE (but IMHO, why bother with a track only car for DE...)
10-30-2009, 02:21 PM
#28
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I think the price fully discounts what you're (correctly, in my humble) pointing out re. racing. As for DE or private track days or time trials, each to his own (especially in terms of time and safety when it comes to w2w racing) and again, this car is an exceptional starting point. Take it either closer to the street as a drive-to-event car and have a lot of fun with what I consider the sensible level of safety at the track in a car this quick or this purposeful, or dip a toe in the TT or club racing game then be prepared to spend dollars to make it competitive at whatever level the driver talent or budget permits.
However, I have one big question that always pops my mind when a heavily modified street GT3 appears: Many argue that it is a great deal because it doesnt have the service intervals of a Cup Car. From my racing experience when you convert a regular street into a racecar, you will basically break or need to repair stuff at intervals that are lower or comparable to Cup Cars. The fact is Cup Cars come with a racecar's service guideline and our streetcars don't. Isn't this the case for a Street GT3? Why would its gearbox and engine outlast with reliability a CupCar's?
10-30-2009, 04:10 PM
#29
Agree, I respect anyones decision to DE only such extreme and well prepared equipment instead of an out of the box GT2/3.
However, I have one big question that always pops my mind when a heavily modified street GT3 appears: Many argue that it is a great deal because it doesnt have the service intervals of a Cup Car. From my racing experience when you convert a regular street into a racecar, you will basically break or need to repair stuff at intervals that are lower or comparable to Cup Cars. The fact is Cup Cars come with a racecar's service guideline and our streetcars don't. Isn't this the case for a Street GT3? Why would its gearbox and engine outlast with reliability a CupCar's?
However, I have one big question that always pops my mind when a heavily modified street GT3 appears: Many argue that it is a great deal because it doesnt have the service intervals of a Cup Car. From my racing experience when you convert a regular street into a racecar, you will basically break or need to repair stuff at intervals that are lower or comparable to Cup Cars. The fact is Cup Cars come with a racecar's service guideline and our streetcars don't. Isn't this the case for a Street GT3? Why would its gearbox and engine outlast with reliability a CupCar's?
If there's one street car on the planet that can go directly from the office parking lot to the race circuit -- without self-destructing -- it's the 911.
Check out the tcsracing thread -- he did basically nothing to his RS (though his credit card might beg to differ) and drove it across the continent, then raced it in the Targa Newfoundland and the car didn't skip a beat. And that car has spent its life on the track racking up, what, 20K+ miles?
As ever, "mean time between failure" is just that: a statistical average. You can still go out on track and push a con rod through he casing down-shifting into turn one at no fault of the driver. One of the critical points of denial making it possible to drive any car on the track is the denial of the very real costs that most of us avoid most of the time -- from mechanical wear and tear to failure and catastrophic failure to damage and crashes. (footnote: I'm including myself in these observations! : )
10-30-2009, 05:14 PM
#30
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The street box isn't as strong or fast as the sequential shift awesomeness. And the street engine isn't using all the rpm. They say if you drop the rev limit on a Cup to say 8400 and take care of the machinery, it will last.
If there's one street car on the planet that can go directly from the office parking lot to the race circuit -- without self-destructing -- it's the 911.
Check out the tcsracing thread -- he did basically nothing to his RS (though his credit card might beg to differ) and drove it across the continent, then raced it in the Targa Newfoundland and the car didn't skip a beat. And that car has spent its life on the track racking up, what, 20K+ miles?
As ever, "mean time between failure" is just that: a statistical average. You can still go out on track and push a con rod through he casing down-shifting into turn one at no fault of the driver. One of the critical points of denial making it possible to drive any car on the track is the denial of the very real costs that most of us avoid most of the time -- from mechanical wear and tear to failure and catastrophic failure to damage and crashes. (footnote: I'm including myself in these observations! : )
If there's one street car on the planet that can go directly from the office parking lot to the race circuit -- without self-destructing -- it's the 911.
Check out the tcsracing thread -- he did basically nothing to his RS (though his credit card might beg to differ) and drove it across the continent, then raced it in the Targa Newfoundland and the car didn't skip a beat. And that car has spent its life on the track racking up, what, 20K+ miles?
As ever, "mean time between failure" is just that: a statistical average. You can still go out on track and push a con rod through he casing down-shifting into turn one at no fault of the driver. One of the critical points of denial making it possible to drive any car on the track is the denial of the very real costs that most of us avoid most of the time -- from mechanical wear and tear to failure and catastrophic failure to damage and crashes. (footnote: I'm including myself in these observations! : )
Fully agree on the "hidden" costs. Big denial is when people only count pads, tires and gas as their variable DE/Track costs
Things will eventually break, that's why I insist to my tracktard friends is that the best Porsche for DE/Track are those new, leased and under warranty (you never get to enjoy the pleasure of fixing stuff
)