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993 v 991: wild Porsche GT2s

The year 1994 offered something of a step change for Porsche Motorsport. After multiple notable racing successes with naturally aspirated 911s such as the Carrera RSR and RS 3.8, the company once again turned its attention to turbocharging for elite GT racing. A new car was born out of the 993 generation, wider and wilder than ever before. The name given to this new high-performance 911 was simply the racing class it was to participate in: let us say hello once again to the now-legendary 993 GT2.

However, these cars were badged ‘GT’ – as can be seen below its huge rear wing. To compete in this class Porsche had to manufacture and homologate a street version, which became available as early as April of 1995. Little did Porsche and 911 enthusiasts know at the time, but it would become an absolute icon of a car, and one of the most sought-after today.

Unlike the car it was based on – the new 993 Turbo – the GT2 offered 22bhp more and offered a host of upgrades to the drivetrain, body, suspension and equipment, to name but a few. The big news was that the GT2 would be rear-wheel drive only, the 200kg weight loss over a Turbo mainly being attributed to this change. With the GT2 Porsche had made it perfectly clear it was not about to relinquish the ominous widowmaker moniker too easily. Rear-wheel-drive 911 Turbos were until then aimed at the more experienced driver, but the change to four-wheel drive left a gap at the very top of the 911 range, one that was to be filled by the motorsport-inspired GT2 street car.

Fast forward more than 20 years and until recently customers had to look to the naturally aspirated GT3 RS model to have race-inspired thrills. However, as a final swansong to the 991 range, Andreas Preuninger and his GT team developed and manufactured the most powerful production 911 to date. One can ramble on about the finer details of this machine, which you would have read in previous issues of Total 911, but there is no better way to sum it up than the 6:47.25 time the 991 GT2 RS set around the infamous Nürburgring Nordschleife.

In South Africa where the owner of both these exquisite cars opens the garage door, I find myself subconsciously drifting towards the 993 GT2 first. The door feels light in my hand as I pull its handle. I lower myself into the Recaro bucket seat and shut the door, the thud reminiscent of a whole era of air-cooled Porsche. The seat offers side support from your hips all the way up to your shoulders – the goosebumps on my forearms already demonstrate this is an exceptional place to be!

The cabin is basic, but not Clubsport or race car basic; after all, this is the more comfortable ‘Strasse’ specification. However, there are no rear seats, only carpets with the neat ‘GT’ inscription, as is the case on the back of the car below the rear wing. The cabin is compact – you sit close to the dashboard and windscreen in classic 911 guise. I hold the leather-trimmed, three-spoke steering wheel, impressed by the fact there is not a button in sight.

I’ve been privileged enough to have driven a few 993 GT2s before, and every time it is a particularly memorable occasion. Today is no different. A quick peek in the side mirror gets me all excited again as those monstrous, tacked-on wheel arches fill the view. These were added to enable the GT2’s enormous 11-inch-wide wheels to fit under its arches.

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Porsche Unveils An Even Tougher RS: The GT2 RS Clubsport

There is a rare breed of driver who can’t quite stand anything that resembles a creature comfort. Even the thinnest carpet offends these serious folks. For those who would skip another meal in the name of another tenth off their best time, Porsche has released a meaner, leaner, even more exclusive version of their fastest RS. For better or worse, this particular model will never wear license plates—this is a track-only special.

The GT2 RS Clubsport will be eligible to run at clubsport events, Porsche Club of America (PCA) track days, as well as selected motorsport meets. « For the upcoming years, our customers will not only race the GT2 RS Clubsport during open track days but also at international motor racing events. We are currently holding very productive talks with the race organizer SRO, » says Dr Frank-Steffen Walliser, Vice President Motorsport and GT Cars. Does this mean the return of a customer racing program with turbocharged 911s, à la the 993 GT2?

To satisfy the ounce-obsessed road racer who skips carbohydrates three weeks before a track day, any unneeded pounds have been stripped from this svelte track scalpel. The Clubsport ticks the scales at just 3,045 pounds, and benefits from stronger brakes and stickier tires to shorten braking distances to those of a bonafide GT racer.

Six-piston aluminium monobloc racing calipers on the front axle in combination with internally ventilated and grooved iron brake discs, with a 390 millimeter diameter provide excellent deceleration values at the front axle. In addition, the rear axle is fitted with four-piston calipers and 380 millimeter discs. Michelin slicks at all four corners provide the sort of grip and traction needed to exploit the thoroughbred chassis on pavement-rippling power.

Like the 935, the powerplant has not been modified to provide any more thrust; 700 is more than enough. However, it has been mounted rigidly, as has the transmission. The differential has been optimized to handle the added stress of racing and the increased grip, and the nanny systems—more for speed than safety in this instance—are adjusted via a map switch positioned on the center console. This allows for tweaking of the various systems independent of one another to best suit whatever situation the driver finds themselves in.

All that, as well as an air jacks, a fire extinguishing system, and a complete roll cage are just some of the added features which take the GT2 RS, a car which straddles the fence between road car and racer, and clear into the realm of the frighteningly fast and focused track toy for the most discerning enthusiast.

Overview:

Single-seater, non-street-legal race car
Basis: Porsche 911 GT2 RS (Type 991.2)
Weight/dimensions:

Weight: ca. 3,064 pounds (1,390 kg)
Length: 186.7 inches (4,743 mm)
Width: 77.9 inches (1,978 mm)
Total height: 53.5 inches (1,359 mm)
Wheelbase: 96.7 inches (2,457 mm)
Engine:

Water-cooled 6-cylinder aluminium twin-turbocharged rear-mounted boxer engine with rigid mounting; 3,800 cc; stroke 77.5 mm; bore 102 mm; ca. 700 hp; 4-valve technology with VarioCam Plus camshaft adjustment and valve lift control
Electronic engine management (Continental SDI 9)
DMSB-approved 100-cell metal catalytic converter
Rear muffler with twin tailpipes mounted centrally
Transmission:

7-speed PDK gearbox with rigid mounts and short paddle throws
Dual mass flywheel
Internal pressurized oil lubrication with active oil cooling
Limited slip differential optimized for racing

Bodywork:

Weight-optimized bodyshell in aluminium-steel composite design
CFRP motorsport rear wing
Enlarged air inlets with integrated LED headlights in 4-point design
CFRP roof with removable escape hatch complying with FIA Art. 275a
Lightweight CFRP front lid with quick release catches
Removable CFRP rear lid with quick release catches
115-liter FT3 safety fuel cell, refueling through the front lid
Welded-in safety cage
Recaro® racing bucket seat with longitudinal seat adjustment and padding system in accordance with FIA Standard 8862/2009
6-point safety harness
Air jack system (three jacks)
Fire extinguishing system with electronic release unit
Suspension:

Front axle:

MacPherson suspension strut; adjustable height, camber and track; optimized stiffness with high-performance spherical bearings; center-lock wheel nuts; 3-way racing dampers; reinforced tie-rods; electro-mechanical power steering with variable steering ratio; anti-roll bar

Rear axle:

Multi-link suspension; adjustable height, camber and track; optimized stiffness with high-performance spherical bearings; center-lock wheel nuts; 3-way racing dampers; anti-roll bar

Brake system:

Two separate brake circuits for front and rear axles; adjustable via brake balance bar system
Front axle:

Six-piston aluminium monobloc racing brake calipers with anti-knock-back piston springs; multi-piece iron brake discs, internally ventilated with 390 mm diameter, racing brake pads, optimized brake cooling ducts

Rear axle:

Four-piston aluminium monobloc racing brake calipers with anti-knock-back piston springs; multi-piece iron brake discs, internally ventilated with 380 mm diameter, racing brake pads, optimized brake cooling ducts.

Electrical system:

Instrument cluster consisting of Cosworth® color display ICD with integrated data logger; Sport Chrono clock and boost gauge in a vintage finish
Porsche steering wheel with shift paddles and quick-release coupling
PSM (Porsche Stability Management) with ABS, Traction Control and Electronic Stability Control (able to be completely switched off)
Center console with map switch to adjust the ABS, ESC, TC, and switch
between preset tire circumferences
Porsche Track Precision Race App
Integrated lap trigger
Lightweight lithium-ion (LiFePo) battery, 60 Ah, leakproof, mounted in passenger footwell
Emergency cut-off switch in cockpit and outside left of the windscreen
Tire pressure monitoring system (TPMS)
Air conditioning
Wheels/Tires:

Front axle:

One-piece light-alloy forged wheels
10.5J x 18 offset 28 with center-lock nut
Michelin transport tires 27/65-R18
Michelin rain/slick tires, dimensions: 27/65-18

Rear axle:

One-piece light-alloy forged wheels
12.5J x 18 offset 53 with center-lock nut;
Michelin transport tires 31/71-R18
Michelin rain/slick tires, dimensions: 31/71-18

Color:

Water-based paint
Exterior: white (9CA)
Interior: white filler coat, without lacquer
Limitation:

200 cars
Vehicle price:

$478,000 USD MSRP excluding tax, shipping, and import fees
Delivery from May 2019

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Luftgekühlt Munich – Une superbe exposition de Porsche de course sur un Rooftop

Le rassemblement Porsche « Luftgekühlt » est enfin arrivé en Allemagne à Munich pour notre plus grand plaisir. En plus de proposer une exposition dans un cadre urbain extrêmement bien choisi par les organisateurs, l’évènement Luft-MUC a réservé une belle surprise aux visiteurs au 5ème étage du bâtiment Werk 3 : une exposition de 4 Porsche de …

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Le Mans Classic 2018 – Incroyable exposition de Porsche de course dans le village

Afin de célébrer les 70 ans des voitures de sport de la marque Porsche au Mans Classic 2018, une exposition spéciale présentant de très beaux modèles sportifs et de course était mise en avant à deux pas du village du circuit des 24 Heures du Mans. Un véritable musée Porsche à ciel ouvert! Encore une …

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Is Porsche Testing a GT2-Based Racing Car?

The straightline speed is on a completely different level with this GT2-based racer. Armed with slick tires, an offensively large rear wing, the rear window inserts (read: air jack-equipped) from a Cup Car, and a bodykit with even more cutouts and canards, it’s safe to assume this Porsche is some test mule for what could be an upcoming racing car.

It’s been twenty years since Porsche has campaigned a turbo 911-based car in any serious capacity, but with most of the new lineup of 911s sporting force-fed motors, there’s a good chance this one is a move in that direction. This camouflaged Posche sounds the part too—with a wonderful bark accompanied by the telltale whooshing and popping that should, ironically, silence the naysayers.

With a rear wing from an Airbus A380, this GT2-based racer has enough rear downforce.

What’s also certain is the rear-engine configuration. As opposed to the most recent batch of GT3 RSRs, this machine’s rear window is tellingly vacant, except for a rollcage. Had the motor been mounted midship, it would’ve been partially visible—or at least its accouterments should be.

Maybe this is a racer that will see competition, or perhaps it’s more a Club Sport version of the already focused GT2 RS. Whatever this monster is, it’s undoubtedly one of the fastest accelerating Porsches I’ve laid my eyes on in some time (watch the way it butchers a Cayman GT4 at 4:42 in the video below). A successor to the 993 GT2 Evo? Yes please.

 
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