Guide: Porsche 911 3.6 GT3 (996.2)
Background
After a two-and-a-half year absence, Porsche re-introduced the GT3 with a second generation 996-based variant at the Geneva Motor Show in March 2003.
Porsche had conceived the original GT3, first shown at Geneva in 1999, as a sharper, more powerful, driver-focused iteration of the 911 – essentially a modern interpretation of the legendary Carrera RS line.
Produced exclusively in rear-drive Coupe trim with a six-speed manual gearbox, the GT3 was offered alongside the regular Carrera and all-wheel drive Carrera 4 which could additionally be configured in the Cabriolet body style and also with Porsche’s semi-automatic Tiptronic gearbox. Six months after the original GT3 had been launched, Porsche added a 911 Turbo to the line up as well.
Although a limited run of 1400 GT3s was originally announced, the model proved so popular that nearly 1900 were built and production continued for several months longer than expected. This ultimately paved the way for a second iteration that incorporated many of the updates introduced for the Gen. 2 996 Carrera (or 996.2) which had itself been introduced during late 2001.
Unlike its predecessor, this latest 911 GT3 was not a homologation special created to pave the way for a racing variant. Instead, that honour went to an even more extreme GT3 dubbed the RS subsequently launched at the Frankfurt Motor Show in September 2003.
Nevertheless, the 996.2 GT3 hit the spot in precisely the same way as the first incarnation had and went on to become one of Porsche’s most revered road cars of the early 21st century.
Like before, it followed a similar theme with fine-tuned suspension and brake set-ups, special wheels and tyres, a more aggressive aero kit and a racier cockpit. However, most important of all was that fabled Hans Mezger-designed Flat 6 famously derived from the Le Mans-winning 911 GT1.
For this second generation GT3, Porsche focused primarily on making the engine lighter, higher revving and more powerful. The aero kit was redesigned for improved stability and the front brake system was uprated. For the first time, Porsche’s Ceramic Composite Brake system was offered as an optional extra.
The GT3 joined a Porsche range that included the Boxster, Cayenne and 911, the latter of which was also now available in GT2 trim (effectively a turbocharged GT3).
Whereas the 996.1 GT3 was not sold in North America, Porsche did offer this latest version on the other side of the Atlantic.
Chassis
The Gen. 2 GT3 was based around the contemporary Carrera 4’s galvanised steel bodyshell modified to incorporate custom mounting points for the engine and gearbox. Compared to the Gen. 1 shells, these latest monocoques had undergone extensive reinforcement of the roof frame, sills and seat pan area which yielded torsional stiffness gains of 25%.
The existing MacPherson strut front and multi-link rear suspension layouts were retained albeit with re-positioned suspension pick-up points. Shorter, firmer springs dropped the ride height by 30mm. Special sports-tuned Bilstein dampers and anti-roll bars were fully adjustable.
An uprated brake system for the front axle saw the original 330mm discs and four-piston calipers switched to 350mm items with six-piston calipers. 330mm discs with four-piston calipers were retained at the back. As before, the calipers themselves were finished in high gloss red paint.
There were also a set of wide new 18-inch diameter wheels. The fronts went from 8 to 8.5-inches while those at the back were now 11 as opposed to 10-inches wide. They were originally shod with Michelin Pilot Sport tyres (235/40 R18 front and 295/30 R18 rear).
Left-hand drive cars came with a long-rang 89-litre fuel tank while right-hand drive examples were fitted with a smaller 64-litre item. The exception was North America-bound GT3s that also got the smaller tank.
Engine / Gearbox
Whereas the original 996.1 Carrera used a 3.4-litre engine, the 996.2 had ushered in an enlarged 3.6-litre motor. However, the 3.6-litre units found in both the 996.1 and 996.2 GT3 were very different from the regular Carrera motors.
Among its long list of special characteristics, the Hans Mezger-designed GT3 engine had a bigger bore and shorter stroke which made it much more responsive than the Carrera engines offered alongside.
The GT3 engine also featured a low friction valve train plus lightweight forged pistons and titanium connecting rods that allowed the engine to rev much higher. A nitride-hardened lightweight crankshaft with eight bearings was another unique feature.
Meanwhile, to accommodate the long block Mezger power unit in the 996 engine bay, Porsche Motorsport had devised a GT3-specific dry-sump lubrication system with the oil tank mounted on the engine block.
Custom-mapped Bosch engine management was configured to the Mezger engine’s characteristics and the compression ratio was markedly higher than the Carrera (11.7:1 as opposed to 11.3:1).
Compared to the M96/76 engine in the 996.1 GT3, the updated M96/79 fitted to the 996.2 GT3 featured lightweight pistons, con-rods, valves and tappets, a drive-by-wire throttle, a free-flow exhaust system and the latest Bosch ME 2.8 engine management with sequential multi-point fuel-injection. The crankshaft damper was deleted in the quest to save weight and the engine was allowed to run 600rpm higher than before. Overall, the M96/76 motor came out 3.5kg lighter than its predecessor.
Otherwise, the engine’s basic characteristics were carried over: it was another water-cooled all-alloy Flat 6 with dual overhead camshafts per bank, four valves per cylinder and a VarioCam dual-stage intake system.
Displacement remained at 3600cc (thanks to a bore and stroke of 100mm and 76.4mm) and an 11.7:1 compression ratio was retained.
Peak output was 375bhp at 7400rpm and 284lb-ft at 5000rpm.
For comparison, the 996.1 GT3 engine had produced 355bhp at 7200rpm and 273lb-ft at 5000rpm.
Instead of the original Getrag G96/90 six-speed manual ‘box, the 996.2 GT3 received a G96/96 unit with an 8000rpm limiter on fifth and top.
Both GT3 gearboxes were essentially updated versions of the reinforced unit found in the 993-type 911 GT homologation special. They came with triple-cone synchros on every gear and used steel pieces on second through sixth which offered much greater wear resistance compared to brass components.
Transmission was through a reinforced clutch and mechanical limited-slip differential.
No traction control system was employed and nor was the Porsche Stability Management system.
Bodywork
The face-lifted 996.2 Carrera introduced at the Frankfurt Motor Show in September 2001 had undergone a series of cosmetic changes aimed at improving aerodynamics, cooling and visual appeal while further differentiating the 911 from the entry-level Boxster.
The face-lifted car’s Turbo-style headlights and widened fenders were imported to the GT3, but the updated front bumper and skirts were further modified to create even more downforce.
The 996.2 Carrera front bumper with its already re-shaped and enlarged intakes (designed to increase airflow to the radiators and brakes) was given a more pronounced fully integrated spoiler, under which was a new matt black lip.
Down each flank were sporty new crossover skirts.
At the back of the car was a revised engine cover which incorporated a fixed main spoiler mounted on two body coloured pylons with a secondary Ducktail lip underneath.
Body panels were steel with the exception of the bumpers, spoilers, sills and mirror housings which were fashioned from plastic composite.
As had been the case with the 996.1 GT3, this latest aero kit (dubbed the Aero Kit II) became an option on the regular 996.2 Carrera and Carrera 4.
Interior
Inside, the second generation GT3 came with all the cockpit updates ushered in for the regular 996.2 Carrera to include a lockable glovebox, matt as opposed to gloss-finish switchgear, seatbelt tensioners with belt force limiters, a larger central air conditioning vent and the more comprehensive onboard computer from the Turbo.
The three instead of four-spoke steering wheel introduced on the 996.2 Carrera had been fitted to the GT3 all along.
Behind the steering wheel was a traditional five-gauge dash with a centrally mounted 9000rpm rev counter specific to the GT3. 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.
To reduce weight, the GT3 came with a simplified interior compared to the regular Carrera.
The rear seats were deleted and the now vacant area carpeted instead.
Sound deadening was much reduced, manual instead of electric mirrors were installed, the lower section of the central control panel was removed and no audio system was fitted.
Underneath the front lid was a space-saver spare wheel.
Single-piece fibreglass-shelled Recaro bucket seats were upholstered with a thin covering of leather and could only be adjusted fore / aft.
GT3 branding was applied to the rev counter, carpeted rear bulkhead panel and sill plates.
Leather upholstery, electric windows, remote central locking an an alarm / immobiliser were standard in all markets.
Air-conditioning and an audio system could be re-instated at no additional cost.
Options
Available for the first time on the GT3 was the option of Porsche Carbon Ceramic Brakes (PCCB) which offered increased stopping capacity and a weight-saving of 17kg compared to a standard steel disc set-up.
Customers could also specify the hard-backed two-way electric Sports seats that were available on the rest of the 996 range. The seat backs of both these and the Recaro buckets could be painted if desired.
Many of the interior’s other surfaces could be painted to a customer’s requirements or covered in leather. Wood, aluminium or carbonfibre inserts were available along with coloured seatbelts. The absent centre console could be re-instated.
Wheel centres were available in any colour.
Paint To Sample was an expensive upgrade and, given suitably deep pockets, practically any level of customisation could be requested through Porsche’s Exclusive department.
On top of all this, Porsche offered the GT3 in three trim levels:
M001 was for a GT3 Cup racing version.
M002 was for a standard GT3 street version.
M003 got you a GT3 with Club Sport equipment.
The Club Sport package was another no cost option and turned the GT3 into an even more hardcore proposition. It comprised a roll cage (which required deletion of the side airbags), fire-proof Nomex fabric for the Recaro seats, six-point Schroth harnesses, preparation for an electrical cut-off switch and a fire extinguisher in the passenger footwell. Unlike the 996.1 GT3 Club Sport, the dual mass flywheel was retained.
Weight / Performance
As a consequence of the beefed up 996.2 bodyshell, this latest GT3 tipped the scales at 30kg more than the original (1380kg as opposed to 1350kg).
However, with its 190mph top speed and 4.5 second 0-62mph time it was still 2mph and two-tenths-of-a-second faster while also offering improved mid-range punch.
End of Production
Production of the Gen. 2 996 GT3 came to an end in August 2005.
By this time, 2589 had been completed.
Of these, 239 were right-hand drive cars for the UK market and a little over 1000 were exported to North America.
Competition History
During the course of two seasons, the 911 GT3 RSR based on the 996.2 GT3 RS swept aside the challenge from Ferrari to win every major honour on offer.
The N-GT class of the 2004 FIA GT Championship fell to Sascha Maassen and Lucas Lohr (Freisinger Motorsport) while the 2005 title was claimed by Marc Lieb and Mike Rockenfeller (GruppeM Racing).
The GT class at the 2004 Le Mans 24 Hours went to Jorg Bergmeister, Patrick Long and Sascha Maassen (Petersen-White Lightning Racing). The following year, Mike Rockenfeller, Marc Lieb and Leo Hindery took the class win (Alex Job Racing).
The Alex Job Racing team were also crowned 2004’s American Le Mans Series GT class champions. They were succeeded by Petersen-White Lightning Racing in 2005.
Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com
