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911 GT2 3.6 – 483 ch [2004 à 2005]

Porsche 996 GT2: analogue anomaly

It is snowing. That’s suboptimal for any photoshoot, and more so when the subject will be a 996 GT2. Apparently the UK is being beaten by the ‘Beast of the East’, a Siberian weather front. So it’s snowing on the M25, London’s hateful orbital motorway. I’m not even at Paragon and I’m thinking of calling it all off: the motorway gantry signs are warning of severe weather and not to travel unless it’s essential.

I’m not sure ‘wanting to drive a 996 GT2’ counts as fulfilling that criteria, but I figure it’s worth pushing on as I’ve yet to receive a call from photographer Rich Pearce saying otherwise. Oddly, within 20 miles of Paragon’s Sussex location I enter something of a weather oasis, with bright sunshine and no clouds. Perhaps the Beast from the East is fearful of what’s in Paragon’s showroom; after all, the GT2 has something of a reputation. Rightfully, or wrongly, I’m still hoping to find out, and arriving at Paragon I’m immediately struck at how subtle it is.

My last GT2 experience was with the new one, the 991 GT2 RS, on UK roads for these very pages, and the figures the current car produces makes those of its ancestor look relatively mild. For the record, the 3.6-litre turbocharged flat six engine delivers 462bhp and 620Nm of torque. That’s enough for a 4.1 second 0-62mph time, a 195mph top speed and the sort of top-dog status in the early millennium that helped cement the GT2’s legend. Consider that a current 991.2 Carrera GTS develops within 10bhp of that maximum output and weighs only a few kilograms more and you could be hoodwinked into thinking that the 996 GT2 isn’t quite the menace the contemporary tests made it out to be.

That impression is further enhanced by the GT2’s comparatively meek looks, particularly compared to the somewhat overt current model. Based on a 996 Turbo it’s familiar, though GT2 spotters will appreciate the differing front bumper with its top vent, sizeable air intakes either side and more pronounced lower lip with its black leading edge. There are differing lower sills punctuated by alloy wheels which would usually wear GT2 wheel caps – this car instead favouring some stealthier Porsche crests – while there are punctured wings like its 996 Turbo relative. The fixed rear wing is the most obvious change over its Turbo brethren, coming in carbon if Clubsport was specified, saving as much as 2.8kg over the standard item.

The uprights that hold it aloft at the rear are structured as intakes, helping feed cooling, life-giving air to the 3.6-litre turbocharged flat six that resides under the engine cover. If you prised the badge off its rear the GT2 could pass as an aero-enhanced 911 to the uninitiated. That’s arguably a good thing, allowing the 996 GT2 to pass without attracting too much attention. That’s particularly true with Paragon’s immaculate example, painted in Polar silver: the original owner obviously didn’t plan any track activity and negated ticking that Clubsport option. There’s no cage, and the seats are black leather-covered sports items rather than cloth buckets.

To read the full article, pick up your copy of Total 911 issue 165 in shops now or get it delivered directly to you here.


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993 GT2 Deploys 1,000 Horsepower at Zandvoort

Though the 993 GT2 might be known as a wild fire-breather to most, it seems one Dutchman found it a bit tame for his tastes. This monster, based off a 964 Turbo but turned into a wild 993 Evo replica, is tuned by Belgium’s DUXE to produce obscene grunt and deploy it without a hiccup. Though they’re a bit cagey about releasing the actual figures—this being a competitive racing car and all—it’s reputed to make over 1,000 horsepower in race trim, and that makes it a dragster with the ability to brake and corner.

Those giant Cup brakes are necessary to quell the force-fed engine. Photo credit: DUXE

With the propensity to spit flames, squeak between every gearshift, and some tasteful Martini-esque stripes, Jan van Es’ GT2 can turn heads wherever it goes. It’s a club racer, and doesn’t have to adhere to the strictest of regulations, and that allows it to show off the upsides of such a wild engine.

Part of this Porsche’s appeal can be attributed to the looks and the incredible motor, sure, but it’s more than just a pretty, barely-contained dragster for the road course. Intrax suspension dots all four corners, as do modern GT3 Cup brakes, and at the rear, a rear wing stretching six feet helps plant the rear for some enviable traction. Factor in a sequential gearbox to fully exploit the jet turbines sitting underneath the rear decklid, and this beast can leave even modern RSRs in its wake.

It’s a Porsche that doesn’t invite the driver to attack the corner entry, but rather focus on putting that remarkable power to the pavement and dragging the horizon in. Yet, it still shows plenty of stability in Zandvoort’s high-speed sections, and doesn’t seem like the snappiest of 991s. Considering the firepower it has, that’s an amazing feat of engineering!

Cresting the hill in enviable style. Photo credit: Es Racing

The post 993 GT2 Deploys 1,000 Horsepower at Zandvoort appeared first on FLATSIXES.


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2002 Porsche 996 GT2 “RSR” by 911Design

This 2002 Porsche 996 GT2 “RSR” is the subject of an on-going, 4 year active project by 911Design in an effort to build one of the most extreme street/track 911 GT2’s, possibly of all time. The custom fabrication craftsmanship and attention to detail in the suspension, engine and brakes, and all of it’s associated hardware is just absolute art. No posing here. In it’s final iteration, the 3.8 Twin Turbo engine was dynoed at 843 rwhp at 1.1 bar while running 100 octane race fuel. The transmission of choice to handle all of that power was a sequential gearbox from Cartonics in Germany, with steel synchros and revised ratios. Since engine rebuilds are not cheap at an estimated $40k-$50k, the redline was set to “only” 8600 rpm. Loren Beggs, of 911 Design (www.nine11design.com) in Los Angeles, California and suspension guru Cary Eisenlohr of ERP are legends in the Porsche 911 race car world who can be given credit for creating this particular beast for car owner and 6speenonline.com member “1badGT2”. Over the course of approximately 4 years, the discussion of this monster has grown to 55 pages, and counting. With a street car build as wild as this it can be expected to ask why he […]


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Sales debate: Why are 996 GT2s undervalued compared to 993 and 997 GT2s?

For a while now, 993 GT2s have sat near the top of the financial tree as one of the most expensive production Porsche 911s on the collector’s market; expect to pay upwards of £500,000 ($675,450) for a nice example of the original widowmaker. The 993’s successor, the 996 GT2, has lagged behind value-wise though.

A year or so ago, a water-cooled GT2 could be found for under £60,000 ($81,000), making it one of our Neunelfers to buy in issue 126’s investor’s special, and, despite a price rise proving us right, they still languish behind 993 and 997 widowmakers.

“There’s quite a handful of them on the market right now,” says Porsche specialist Lee Maxted-Page, “and they’re in a spread between £100,000 to £150,000 ($135,00 to $202,000).”

With just 173 examples of the 993 GT2 built compared to the 996’s production run of 1,287, is this price gap purely down to the numbers available?

Silver Porsche 993 GT2

“No,” Maxted-Page confirms. “996 GT2s are still very low production cars as there were 129 UK cars built between 2001-04: 16 in 2001, 66 in 2002, 31 in 2003 and then 16 Gen2s in 2004.”

However, despite the 996’s prowess as a driver’s car, Maxted-Page feels it can’t be compared to the 993, the latter a “proper homologated car for Le Mans.” Mark Sumpter from Paragon agrees, pointing to the 996’s lack of racing pedigree as a key reason why its value lagged far behind the 993 GT2.

While Sumpter points out that the relative abundance of 996s does, rightfully, have an effect on the GT2 price gap, he feels that as the 996 is “a decade newer than the 993, the water-cooled car hasn’t hit ‘classic’ values yet.”


It’s one of the reasons why Sumpter believes “good, original-spec 996 GT2s will continue to appreciate”, making them a good purchase despite the price hike they’ve enjoyed over the last year.

Maxted-Page agrees: “A lot of this water-cooled stuff has taken more time to appreciate than the air-cooled stuff,” he says. “But recently, the focus has been on Turbos, from the early 930s right the way through.”

As the 911 enters a new turbocharged era, Maxted- Page feels that interest is only going one way: “Low mileage, factory original cars have the potential to be valued in the £150,000 to £200,000 ($202,000 to $270,000) bracket.”

Sumpter is even more optimistic and claims, “a low-mileage, perfect car may get to £250,000 ($337,600) in the next two or three years.” He adds, “I think they will settle at around one third of the price of a good 993 GT2.” Good news if you thought you’d missed the water-cooled widowmaker boat.

For market advice on any generation or style of Porsche 911, check out our full selection of sales debates, where we ask the 911 experts the pertinent market questions so you don’t have to.


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Video: Porsche 996 GT2 v GT3 RS – our verdict

In issue 143, the two flagship Mezger-engined Porsche 996s went head-to-head. Now Lee gives his verdict. Will it be Rennsport or turbocharging that wins him over?


Mounted in some of the finest water-cooled Porsche 911s ever made, the venerable ‘Mezger’ engine worked its way in Zuffenhausen legend during its 13-year tenure.

Unlike some Zuffenhausen icons, it did not take long for famed flat six – renowned for its razor-sharp throttle response and machine gun howl – to make its mark on Porsche’s faithful band of enthusiasts.

Introduced under the decklid of the first generation Porsche 996 GT3, the Mezger was thrust firmly into the limelight, its celebrity status only enhanced by its installation in the 996 GT3 RS and the turbocharged 996 GT2.


In many ways, the first water-cooled generation of Neunelfer is responsible for cementing the Mezger mythology, one of the reasons why we chose to celebrate the iconically-engined Porsche 996s in issue 143 of Total 911.

Among the brace of GT3s and the hugely popular Turbo, the stars of our Porsche 996 cover shoot were undoubtedly the 996 GT3 RS and GT2, pitted head-to-head in a test of turbocharged might versus Rennsport agility.

Now, in our latest video, you can watch Total 911 Editor, Lee come to a definitive verdict. Which form of Mezger will he choose? You’ll just have to watch in order to find out.


For more of the best and latest Porsche films, check out our dedicated video section now. To read our ‘Best of 996’ feature, download Total 911 issue 143 straight to your digital device today.


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