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996.2 v 997.1 GT3

Passers-by seem impressed, if a little nonplussed as to why we’re photographing two seemingly identical 911 GT3s. But to Porsche aficionados the 996 and 997 generations actually represent two very different flavours of GT3, and spark lively debate. Today we’re comparing the last of the 996 GT3s with the first of the 997, putting the GT3’s first generational shift under the microscope and declaring a winner.

It’s now 20 years since Porsche released its first 911 GT3, a road car that was produced to homologate the racers. The arrival of Andreas Preuninger soon after saw ‘Mr GT3’ put his stamp on the 996 generation with the revised 996.2 GT3 of 2003. He had to wait for the subsequent 997 GT3 of 2006 to take ownership of a GT3 generation from the start. That car is now identified as a 997.1, differentiating it from the later 997.2 GT3.

Both 996.2 and 997.1 Porsche GT3s remain highly coveted sports cars today, and overlap in pricing – the bulk of 996.2 GT3s span £60,000 to £80,000, with 997.1 GT3s grabbing the baton at £70,000 and accelerating off to £90,000.

We’ve come to Porsche specialists Paragon in East Sussex to explore two excellent examples currently residing in stock. Paragon’s 996 has covered 37,000 miles and is up at £74,995. The 997, meanwhile, is yours for £84,995. Both have undergone significant prep work to lift them to Paragon’s standards.

Both are as road-spec as they come in Comfort trim – no roll cage, fire extinguisher or buckets – featuring stock six-piston brakes with no carbon-ceramics, and factory suspension specs including camber settings. You’re unlikely to find two fitter, more representative, more comparable examples.

I jump into the 996 for the 20-mile trip to our Beachy Head photo location for two reasons: I’ve had good seat time in 997 GT3s, but have only once driven a 996 GT3, and pretty briefly on track – this is the car I really need to get my head around. I’m also curious to see how different it is from my own 996 3.4 Carrera.

The GT3’s headline changes versus the Carrera included lower, stiffer suspension; deletion of the rear seats; slightly wider 18-inch alloys; uprated six-piston front brakes (four rear) and, most importantly, the completely different Mezger 3.6-litre flat six, here rated at 380bhp and 385Nm.

I’d expected a significantly more aggressive temperament than my own car, but that’s just not true. Yes, it bobbles a bit when driven slowly over imperfect urban tarmac, and you notice the more responsive front end, a little extra weight to the steering on initial turn-in and reduced body roll even at more moderate speeds, but it actually rides with generous compliance, and there’s no huge penalty in terms of road noise. More aggressive than a Carrera, of course, but potter about and I don’t think there’s a huge trade-off here.

Driven harder on the twists that course down to the coast from the top of Beachy Head, the 996 is sublime. The steering immediately loads up with weight to contextualise lateral forces loading through the suspension; its intimidating detail encourages you to hold the wheel gently to better let it breathe and communicate through your fingertips. 15 years on its ratio still feels perfectly quick enough, and the way the front end arcs into corners without delay remains strikingly immediate – there’s very little roll and waiting for mass to settle, no slack to work through to get the steering working.

For the full 996.2 v 997.1 GT3 head-to-head test, pick up your copy of Total 911 issue 177 in shops now or get it delivered to your door via here. You can also download a digital copy with high definition bonus galleries to any Apple or Android device.


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

Sales debate: Which 911 will steal the limelight in 2015?

The Porsche 911 Carrera 2.7 RS was the car of 2013, while last year saw the Porsche 964 RS shoot up in value. Total 911 asks renowned Porsche experts, Mark Sumpter (Managing Director of Paragon) and Jonathan Franklin (General Manager of Hexagon Modern Classics) which 911 they think will star in 2015.

“Well, 993 GT2s have already gone [up],” begins Sumpter. “The 996 GT2 should [appreciate rapidly] as that’s a sleeper at the moment. If you leave the craziness of the air-cooled stuff behind,” Sumpter feels the first water-cooled GT2 is well placed to rocket in value.

“It’s a super-rare car and they’ve gone from £40,000-50,000 to £50,000-70,000 [in 2014]. But, if an air-cooled GT2 is £600,000, how can a 996 GT2 be a tenth of the price?”

993 RS Comfort

Franklin explains that the effect of the 993 GT2 is sure to be felt in the Porsche market next year, though he believes it will be another 993 that benefits. “We’re seeing GT2s going north of £750,000.

The 993 Carrera RS has got the same seam-welded chassis and a lot of people seem to appreciate the naturally aspirated engine more.”

Therefore, Hexagon’s General Manager feels the last-aircooled Rennsport is well placed to soar into the stratosphere in 2015. With the added cachet of their rarity, the 993 RS – that currently sits “somewhere between £200,000-£250,000, with Clubsports up at about £300,000” – could be touching £500,000 in the next few years according to Franklin.

993 RS Clubsport

“People are looking at Porsches in a big way because they can’t afford a Ferrari anymore,” he explains. “There’s big interest in low-number cars.”

So, will it be air-cooled or water-cooled that thrives at the top end of the market this year? Either way, as 993 GT2s force upward, something will be dragged along.

As Sumpter remarks, “What tends to be happening is, as one 911 goes [up in value] it makes another one look cheaper.” Therefore, whichever 911 hits the headlines this year, its successor in the money stakes won’t be far behind.

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.


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




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