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Vous êtes ici : PassionPorsche > Sur route > Modèles de série > 911 [depuis 1964] > 911 997.1 [2005 à 2009]

911 997.1 [2005 à 2009]

Battle of the early modern Rennsports: 996 v 997.1 GT3 RS

“We built it without management knowing,” admits GT product line director, Andreas Preuninger. He took a standard GT3 and, taking inspiration from the blue-on-white Carrera 2.7 Carrera RS picture he loved as a kid, created the 996 GT3 RS. The management said yes, hoodwinked slightly as to the changes the engineer had made to the GT3 to create the new Rennsport.

The engines were a bit more special than anyone would admit openly at the time, the quoted output the same 381hp of the regular GT3 because of the cost and hassle of homologating the revised engine. In reality though the 3.6-litre boxers in the RS were a little bit more special, with reshaped intake and exhaust ports among some other detailed changes. Preuninger has also previously admitted to us that none left the GT department with less than 400hp too, by the way.

Visually the 996 GT3 RS’s inspiration unashamedly nods to that 2.7 RS, it only being offered in white, with either contrasting red or blue wheels and GT3 RS decals along its lower flanks. Its 18-inch wheels were part painted, part polished, evoking the 2.7 RS’s Fuchs.

Compared to the standard GT3, the 996 RS looked more overtly race car, helped no end by its standard white paintwork, the three outlets fore of the bonnet to vent radiator air, the lightweight composite bonnet above topped by a sticker not a badge. And not forgetting the rear wing – how could we – which looked so preposterous when new, but now looks relatively restrained.

Under it is a scoop intake on the plastic engine cover, which thanks to ram air effect at speed, means even more power when you need it. Carbon composite rear wings and door mirrors were added to remove mass, as was an acrylic rear window, while the loss of a good deal of sound deadening meant the GT3 RS delivered a kerbweight of 1,360kg, some 20kg less than the GT3.

Homologation obviously played its part in the chassis’ specification, too. The wheel carriers are strengthened to improve camber control, Porsche describing them simply as ‘special wheel carriers from racing’, while the top mounts are strengthened and can be moved. Likewise, the control arms are adjustable front and rear.

Revised springs and damper settings feature, too, with the springs being progressive rather than linear and the dampers tuned to suit them. It sits 3mm lower on its suspension than its Gen2 GT3 relation, those wheels filling the arches on the standard narrow bodywork. 

It looked overt, pugnacious even, when it was new back in 2004, though today it looks neat and delicate, not just with the passage of time, but alongside its 997.1 GT3 RS replacement. The slim-hipped simplicity of the 996 GT3 RS is obvious in comparison to the orange 997.1 GT3 RS, the differences so marked it’s almost inconceivable that they’re only separated by a couple of years.

Unveiled at the 2006 Paris Motor Show, ‘Mondial de l’Automobile’, the 997 is a riotous mix of aerodynamic aids, intakes, vents and greater width. It gained the wider bodywork of the Carrera 4, for a 44mm wider rear over its regular GT3 relation. That increase was implemented to cover the wider rear track, it specified to improve the roll stiffness and, as Porsche so Germanically described it, ‘transverse acceleration potential’, for which you can read ‘cornering speed’. 


Pour consulter l'article original et complet, cliquez ici.

45 ans de Porsche 911 Turbo en images

Depuis la premiere version Turbo de 1975, la Porsche 911 n’a cesse de gagner en performances sans jamais rien perdre de la polyvalence du modele originel.


Pour consulter l'article original et complet, cliquez ici.

Rétrospective des 7 générations de Porsche 911 Turbo – De 1974 à 2020

Avec la présentation de la dernière génération de la Porsche 911 Turbo, replongeons dans le passé afin de (re)découvrir tous les modèles mêmes exclusifs des 7 générations de Porsche 911 Turbo, de 1974 à 2020 : 930, 964, 993, 996, 997, 991, 992. Histoire Le terme «turbo» était autrefois synonyme de fourniture de puissance brutale …


Pour consulter l'article original et complet, cliquez ici.

Porsche 911 type 997 occasion

2004 à 2011, à partir de 35 000 €


Cette « type 997 » figure parmi les 911 « modernes » les plus homogènes et représente l’un des meilleurs choix en termes de rapport prestations/prix. Pas trop grosse et doté d’une ligne très harmonieuse, elle marque le retour aux traditionnels phares ronds. Elle offre un compromis idéal entre équilibre du châssis et caractère routier. La position de conduite contente tous les gabarits et son habitacle associe présentation moderne et finition impeccable. La sonorité moteur retrouve des couleurs, spécialement sur les phases 1, équipées de l’échappement actif PSE. Que ce soit la phase 1, 325 ch, ou la « 2 », 345 ch avec injection directe (2009), les performances progressent nettement tandis que les consommations se font toujours plus raisonnables. La boîte PDK figure parmi les transmissions robotisées à double embrayage les plus abouties de son époque. A privilégier à la boîte auto Tiptronic, qui nuit à la sportivité.


Si les premières versions ont eu, comme les 996, à déplorer quelques soucis moteur, les phase 2 s’avèrent plus fiables.

  • Moteur : encore quelques soucis de roulements d’arbre intermédiaire avec risque de casse moteur (cf type 996) sur le 3.6 litres des phase 1 ; rayure des chemises de cylindres sur le 3.8 des S phase 1.
  • Trains roulants : jeu possible des biellettes de direction et des têtes d’amortisseurs AV.
  • Batterie se déchargeant assez rapidement en cas d’usage limité.
  • Optiques AV devenant opaques.
  • Habitacle : des « rossignols » ; usure des boutons de commande de clim.

Exemples d’annonces

Carrera 3.6 « phase 1 » – 2004       89 000 km      37 000 €
Carrera 3.6 PDK “phase 2” –..


Pour consulter l'article original et complet, cliquez ici.

15 years of the Porsche 997.1

A new model of 911 is always controversial. Porsche enthusiasts tend to get so used to the current version that they can be almost resentful when it is replaced.

Indeed, the arrival of any new 911 is usually at least slightly controversial, and with over half a century of history, examples abound: the 964 disappointed for resembling its aging predecessor so closely; the 991 shocked some with its considerably larger dimensions and, for more conservative types, the 992 was not only wider still, but a daunting tech-fest.

Then, of course, there was the 996, Porsche’s imaginative and brave attempt to translate the 911 into the 21st century idiom. Such was the outcry that it was hard to distinguish whether it was the styling or the water-cooled engine which upset diehards more.

The original 901 attracted more curiosity than outright admiration, but in 1963 nobody knew what the future 911 would be capable of. 30 years later and the 993 was mostly favourably received, if still seen as quaintly old fashioned outside Porschedom

By contrast there was one 911 for which praise was unanimous when it appeared, and that was the 997. Here, Porsche managed to combine tradition and progress as never before or, for many people, since. Allow us to take you through the 997’s history, tech, and current standing.

Planning dictated that the 996 would run out six years after its launch, and preparations for that successor began within a year of the 996 appearing in the showrooms. In response to market and press reaction, ideas for its successor were already taking shape.

Two things became clear: if aesthetically modern, the 996 was a little too radical. The Carrera was seen as a shade too refined-looking, lacking a certain aggressive element.

If the Aerokitted versions partly addressed this, in reality they still looked too much like aftermarket modifications. The cabin, too, was not quite right: certainly it was more spacious, and ergonomically it addressed the classic faults of the old 911 cockpit, with its scattered and not always logical switchgear.

But the 996 interior’s curves were, for many observers, overstylised. There was also the matter that the 996 shared not just its cabin, but the entire body from the doors and A-pillar forward with the much cheaper Boxster. 


Pour consulter l'article original et complet, cliquez ici.




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