Guide: Porsche 911 GT2 (996)
Background
Once Porsche had launched the 996-based GT3 homologation special at the Geneva Motor Show in March 1999, the company set about building an even more extreme turbocharged version that would enable its customers to contest motor racing’s GT2 category.
Following the demise of GT1 (largely as a consequence of the domino effect caused by Porsche’s reverse-engineered 911 GT1 that arrived mid-way through 1996), the GT2 class had become the premier category for GT racing in 1999.
Unfortunately, Porsche Motorsport’s plans to go head-to-head with the Chrysler Viper GTS-R, Lister Storm GTM and Prodrive Ferrari 550 Maranello for the 2001 season (by which time GT2 had been re-named GT and the GT3 category re-branded as N-GT) never materialised; early on the bean counters in Stuttgart had let it be known that around 500 examples of any new variant would have to be sold every twelve months over a four year period to warrant development.
Accordingly, with a true homologation special unlikely to have sufficiently broad market appeal, the new range-topping 996 GT2 was developed purely as a road car and Porsche’s racing activities remained focused on the junior class.
The 996 GT2 made its international debut at the Detroit Motor Show in January 2001 and the first customer cars were delivered that summer. It mixed an array of the GT3’s hardcore performance-focused features with the reinforced Turbo bodyshell and Porsche’s most powerful forced induction motor yet.
With its pared back GT3-style interior, rear-drive only configuration and lack of any traction control or stability management, the GT2 was a formidable proposition and arrived as the fastest, most expensive 911 on offer.
Importantly (and in contrast to the GT3 which had been outlawed on safety and emissions grounds), the GT2 was available in North America.
Chassis
Like the regular 996 Turbo and GT3, the GT2 was based around the 996 Carrera 4 Coupe’s reinforced galvanised steel bodyshell.
Front suspension was via MacPherson struts with a multi-link arrangement out back. Lightweight alloy control arms were fitted along with coil sprung Bilstein dampers and an anti-roll bar at either end.
As per the GT3, suspension points were re-positioned and shorter, firmer springs dropped the ride height by 10mm over a standard Turbo. New sports-tuned Bilstein dampers and anti-roll bars were fully adjustable. However, compared to the GT3, the GT2’s springs were a little heavier and the damper rates slightly softer. Once again though, the spring, damper, anti-roll bar and camber settings were fully adjustable which enabled customers to optimise the car’s set-up for a particular circuit.
The GT2 was the first Porsche to be offered with carbon ceramic brakes as standard. These Porsche Carbon Ceramic Brakes (PCCB) had a 350mm diameter all round (up from 330mm) and came with new new six-piston monobloc front calipers. The existing four-pot items were retained at the back. All four calipers were given a bright yellow instead of red finish.
Overall, the PCCB arrangement weighed 16.6kg less than a conventional steel disc set-up which represented a saving of around 50%. The carbon discs also offered greater resistance to fade and corrosion.
The GT2’s 18-inch diameter five spoke Turbo II wheels measured 8.5 and 12-inches wide front-to-rear (up from 8 and 11-inches respectively on the standard Turbo). Pirelli P Zero Rosso tyres were originally fitted.
Most GT2s came with a long-range 89-litre fuel tank but right-hand drive and North Amnerican market cars ran a smaller 64-litre unit.
Engine / Gearbox
Like the rest of the 996 range, the GT2 engine was a water-cooled all-alloy Flat 6 with dual overhead camshafts and four valves per cylinder.
The GT2, GT3 and Turbo all used motors derived from Hans Mezger’s long block GT1 unit with its low friction valve train that featured a light alloy crankcase and pistons, Nikasil-lined bores and dual valve springs with hydraulic tappets.
In a similar fashion to the M96/70 power unit found in the Turbo, the GT2’s M96/70S engine did not come with the GT3’s expensive titanium connecting rods.
To increase horsepower and torque, Porsche equipped the GT2 with bigger high-flow KKK K24 turbos that fed 20% more air into the engine. Boost pressure was hiked to 2 bar (up from 0.8) and larger intercoolers were fitted as well.
The GT2’s exhaust system was essentially same as the Turbo albeit with free-flow mufflers.
Bosh Motronic ME 7.8 was carried over from the existing Turbo (re-mapped) and a 9.4:1 compression ratio was retained.
As was the case with the GT3 and Turbo, the GT2 ran a dry-sump lubrication system with the oil tank mounted on the engine block which was necessary in order to accommodate the long block Mezger engine in the 996 engine bay.
A unique feature of the turbocharged M96/70 and M96/70S motors was their VarioCam Plus system which added variable lift as well via variable hydraulic tappets to the original VarioCam system (which featured phase-shifting variable valve timing on the intake valves).
All told, the GT2 engine pumped out 462bhp at 5700rpm and 457lb-ft between 3500rpm to 4500rpm.
For comparison, the standard Turbo produced 414bhp at 6000rpm and 413lb-ft at between 2700rpm and 4600rpm.
Hooked up the GT2’s engine was a Getrag G96.88 six-speed manual gearbox which was an updated version of the reinforced unit found in the 993-type 911 GT homologation special. Steel instead of brass synchro rings were fitted and shifts were 20% shorter than the regular Turbo.
Ratios for the gears and rear axle were unchanged, however, Porsche did not fit traction control or stability management. As a result, they dialled more understeer into the suspension to provide safer cornering characteristics.
A reinforced clutch and limited-slip differential were fitted as standard.
Bodywork
Externally the GT2 came with a number of new parts that differentiated it from the rest of the 996 range.
Up front was a new bumper assembly with a trio of enlarged intakes, a jutting wraparound chin spoiler and integrated canards at each corner. To dispel air from the front-mounted radiators, the GT2 front bumper also featured a cutaway in order to accommodate a distinctive GT3 R-style vent ahead of the front lid’s leading edge.
Down each flank, custom side skirts were installed as necessitated by subtly flared rear fenders that were necessary to cover the GT2’s 12-inch wide wheels.
To save weight and equalise the downforce created by the aggressive front end, Porsche ditched the standard 996 Turbo’s retractable rear spoiler in favour of a new fixed split level item mounted on a pair of intake pylons that fed fresh air to the turbochargers.
With its big new spoilers the GT2’s drag coefficient went from 0.32 to 0.34.
In addition, the Turbo’s rear wiper was deleted and a GT2 script was added to the engine lid.
As usual, body panels were fabricated from steel with the exception of the deformable plastic bumpers.
Interior
In a similar fashion to the GT3, the GT2’s rear seats were removed and the now vacant area carpeted instead.
Sound deadening was reduced and in standard trim no audio system or air-conditioning was fitted. However, electric windows, electric heated mirrors, remote central locking and an alarm / immobiliser were supplied.
Single-piece fibreglass-shelled Recaro bucket seats were upholstered with a thin covering of leather and could only be adjusted fore / aft.
GT2 branding was applied to the rev counter, carpeted rear bulkhead panel and sill plates.
Behind the three-spoke steering wheel was a traditional five-gauge dash with a centrally mounted 8000rpm rev counter. Off to the left was a speedometer and voltmeter while on the right was a combined oil temperature / fuel gauge and an oil pressure dial. Digital read outs at the base of the three main instruments provided the driver with all manner of additional information.
The rest of the switchgear was mounted on the central console along with the ventilation controls.
Options
Air-conditioning and a stereo were no-cost options on the GT2 along with conventional steel brake discs.
More in keeping with the car’s character though was a Club Sport package that was similarly available at no additional charge. The Club Sport pack included fire-resistant cloth-trimmed bucket seats, six-point harnesses, a half roll cage, fire extinguisher and ignition cut-off switch.
A full roll cage was available at extra cost.
Wheel centres and brake calipers could be specified in any colour. Body coloured intake vanes were also available along with highly polished wheels.
To add an extra touch of luxury and personalisation inside, Porsche offered comfort seats, extended leather, two-tone upholstery, heated memory seats, Porsche crested headrests, draped leather, coloured seatbelts, coloured instrument faces, an in-car telephone (or telephone preparation) and a choice of wood, aluminium or carbonfibre inserts.
For added practicality there was Porsche Communication Management with GPS and a roof rack.
Given suitably deep pockets, practically any level of customisation could be requested through Porsche’s Exclusive department.
Weight / Performance
Thanks to its various weight-saving measures the GT2 tipped the scales at 100kg less than a 996 Turbo (1440kg as opposed to 1540kg). This was sufficient to give it an even higher power-to-weight ratio than the fabled 959 Sport.
Top speed went from 190mph to 196mph.
0-62mph took two-tenths of a second less (3.8 seconds as opposed to 4 seconds flat).
2004 Model Year (996.2 GT2)
For the 2004 model year (production of which began in September 2003), Porsche made a series of updates to the GT2.
By re-mapping the engine management system and installing the latest KKK K24 turbos, peak output went from 462bhp to 483bhp at an unchanged 5700rpm. The torque rating of these M96/70SL engines also got a useful boost with 472lb-ft now on stream from 3500rpm to 5700rpm (up from 457lb-ft at 3500rpm to 4500rpm).
Elsewhere, the suspension was further optimised with modified springs and dampers.
More sensitive four-channel ABS was also fitted along with new wheels that mimicked the 996.2 GT3.
In Club Sport trim the rear spoiler, R-style front bumper vent and exterior mirrors were given an exposed carbonfibre finish. The exposed carbonfibre look was also available on non-Club Sport derivatives at no extra cost.
As a consequence of the improved engine, top speed went from 196mph to 199mph while 0-62mph took a tenth-of-a-second less (now 3.9 seconds).
End of Production
GT2 production came to an end in August 2005 by which time 1287 examples had been completed.
Of these, 963 were the earlier 996.1 version (to include 113 right-hand drive cars for the UK) and 324 were the later 996.2 version (16 right-hand drive for the UK). A small number of additional right-hand drive cars were also delivered to other markets such as Australia and New Zealand.
Porsche’s 997 GT2 was subsequently introduced at the Frankfurt Motor Show in September 2007.
Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com
