First Details On Type 991 Porsche 911 GT2

By Viknesh Vijayenthiran Viknesh Vijayenthiran
1 2,312 views May 13, 2013

Following the reveal of the new 2014 Porsche 911 Turbo last week, we’re now down to just a few Type 991 Porsche 911 variants that are yet to surface.

They include new generations of the 911 Targa, 911 GT3 RS and supercar-rivaling 911 GT2 and 911 GT2 RS.

Today, we have the first details on the new 911 GT2, courtesy of Autocar.

The British outlet reports that we’ll see the car at the 2014 Geneva Motor Show next March.

It will once again feature a similar spec to its 911 Turbo sibling, but to separate the two the 911 GT2 will stick to rear-wheel drive and have a higher output. This means it will feature a twin-turbocharged 3.8-liter flat-six engine, four-wheel steering and engine stop-start technology.

Peak output is said to register at 552 horsepower, 32 horses more than the 911 Turbo and 22 more than the outgoing 911 GT2. As for the transmission, Porsche’s seven-speed PDK dual-clutch unit is said to replace the outgoing model’s six-speed manual.

Initial performance specs include a top speed in excess of 200 mph and a 0-60 mph time of 3.0 seconds or less.

By 2015, the new 911 GT2 RS is expected to land. This model is expected to match the 620 horsepower of the outgoing model but should benefit from a lighter curb weight, the quick-shifting PDK and the new four-wheel steering setup.

<header id="pageHead"><hgroup>Exclusive First Drive: 2014 Porsche 911 GT3

Tradition and progress collide.

</hgroup> By Jason Cammisa
April 29, 2013 / Photos by Tobias Hutzler

</header> <figure> </figure> Photos: 2014 Porsche 911 GT3

At this spring's Geneva motor show, there were crowds fighting to snap pictures of the newest fast cars from Lamborghini, Ferrari, and McLaren. Over at the Porsche stand, a drop-dead gorgeous 911 GT3 sat in relative solitude, receiving only passing, disapproving glances.

The proverbial pitchfork-wielding Porsche purists weren't pissed just because the new car no longer uses the Le Mans-winning Mezger engine of previous GT3s. No, the nail in the newest Porsche's coffin of public opinion is that it will be available only with an automatic transmission. Which is, by the way, no different from the crowd-pleasers over at Lamborghini, Ferrari, and McLaren.

"I don't get this Stone Age idea about what a 911 should be," says Andreas Preuninger, the man responsible for Porsche's GT cars, at Porsche's rain-dampened proving grounds the next day. "With the first GT3, they were practically throwing rocks at me because it didn't have an automated-manual transmission, which was where all the hype was at the time. But those transmissions weren't very good. Now, the GT3 gets a perfect [dual-clutch automatic], and everyone is screaming for the manual."

We admit that, this time, we were part of the screaming. The GT3 has always been the 911 that offered the least of what techno-crazed Germans would call "progress," but as a result, it led the sports-car world in terms of driving experience. It was the rawest, purest expression of everything that defines the 911—right down to its detuned race motor and wrist breaker of a manual shift lever.
<figure class="center"> <figcaption>Tobias Hutzler</figcaption> </figure> "Ugh, God, you're one of them!" says Preuninger, rolling his eyes. "Just shut up and drive the thing."

The new GT3 starts up with a bark no less intense than that of the old car. The interior buzzes, both literally and figuratively, at idle. The variable-stiffness magnetorheological engine mounts are clearly not tuned for comfort. When you start out from a stop, there's an overabundance of revs, noise, and clutch slippage. Our test car is a preproduction prototype, but if Porsche has any sense, the transmission's programming will stay exactly like this.

Moving off, as you're focusing on the clutch engagement, something else grabs your attention: The steering snaps to life. This doesn't happen in a regular 911, with which the GT3 shares its steering hardware. It took Preuninger's team more than two years of programming work before he was happy with the electrically assisted steering; he wanted the driver to feel everything the car's tie rods experience. This is doubly good news, as it means the GT3 has steering reminiscent of older Porsches, but it's also an indication that there's hope for the regular, numb-helmed 911. And the Boxster/Cayman twins, which use similar equipment.

Cruising at U.S.-highway speeds on Porsche's track, the GT3's steering isn't quite as talkative as that of a 997. Still, given how distant the steering in the base Carrera feels, it's a miracle that it talks at all. And the weighting is genuinely natural when you turn into a corner. On this slick surface, we could almost criticize the steering for not communicating enough as the front tires lose adhesion. Except the rear tires let go at the same time. Understeer is nowhere to be found; at the limit, the car goes neutral. Stability control is very lenient, interfering only when the driver doesn't correct as quickly as the rear wheels come around. And when Preuninger, sitting in the passenger seat, switches off the system with a devilish laugh, the GT3 becomes as throttle-steerable as every GT3 before it.
<figure class="center"> <figcaption>Tobias Hutzler</figcaption> </figure> Then there's the active rear steering. Frankly, Porsche's marketing department should have left that out of the press conference. You'll never know it's there. You'd hardly describe the previous GT3's reactions as ponderous, but the old car did take a moment to settle into a corner, especially at the rear. The new car turns in instantly and as a whole, with none of the artificial feeling imparted by the regular Carrera's optional active anti-roll system. Preuninger meant it when he told us to shut up and drive: Even the sharpest purist rhetoric falls apart when the GT3 feels exactly like a 911 from behind the wheel, only better.

And don't bother crying over the disappearance of the Mezger motor. This car uses effectively the same 3.8-liter block as the Carrera S, but that tremendously oversquare engine's bore and stroke dimensions are each within a millimeter of the last GT3's 3.8.

The new engine hits its power peak where the old one hit its rev limiter. It redlines at 9000 and makes 475 hp from just 3.8 liters. Shut up, indeed.

Along with additional oiling capability, the GT3 engine uses titanium connecting rods and forged aluminum pistons. Its cylinder heads have been substantially reworked for high-rpm duty, including nerd-porn finger followers that incorporate hydraulic valve-lash adjustment. Happily, this six isn't as soft in the low range as its 6250-rpm torque peak would suggest. It lives to rev, though we had to fight the instinct to shift shy of redline. That's probably because our ears have never before been treated to the sound of a nine-grand flat-six in a street car, but forward thrust eases noticeably in the 750 rpm between the horsepower peak and the redline. Noise does not. The GT3 emits a pained wail that, along with the high-pitched whine from the transmission's hydraulic pump, will have a Ferrari 458 looking around nervously for the nearest exit.
<figure class="center"> <figcaption>Tobias Hutzler</figcaption> </figure> To grab the next gear, you can pull one of the steering-column paddles, which feel heftier than those of a regular 911. Or, if you're in the middle of a turn, sideways and arms crossed up, you'll want to use the console shifter, because the paddles aren't fixed to the steering column. And there's even more good news: By reversing the shift pattern, Porsche has finally admitted—without actually admitting anything—that its Tiptronic (torque-converter automatic) and PDK (dual-clutch) shift levers have been backward for years. The GT3's lever now operates like a sequential race 'box, with a push forward for a downshift and a pull for an upshift.

The seven-speed transmission contains revised gearing compared with the regular 911. Every single ratio is different, as is the final drive. A quick calculator workout, however, shows that while the ratios are much shorter overall, the GT3's additional 1200 rpm makes up for the gap—the car's maximum speeds in gears one through five are nearly identical to those of a Carrera S. The additional grunt and shorter gear ratios knock a staggering 0.7 second off the Carrera S's already blistering sprint to 60 mph. Fuel economy will likely suffer, but we don't care, and you shouldn't either.
More important, the GT3 hits its top speed in top gear (and at just over 8000 rpm), where other PDK-equipped Porsches do the deed in sixth. The GT3 also reacts more quickly to shift requests than does the regular 911, and Preuninger even installed a clutch-dump function—pull both paddles in any gear, and the engine will freewheel. Release them, and drive will gently reengage. If you're in Sport Plus mode, the gearbox will unceremoniously dump the clutch.

"I wanted to make sure I could still do a burnout when I pull up next to a Prius at a red light," Preuninger says. The man is quickly approaching sainthood.

Alas, the GT3 wouldn't need the Prius-paddle function if it had a real clutch pedal. Hearing this, Preuninger's chiseled face drops.

"The manual-versus-PDK argument was the most discussed point [during development], and we only made the decision to go with the PDK last August. This is genuinely the first time a paddle gearbox is satisfying to me. PDK takes away the clutch, which is the interface between man and machine. I admit that. But it gives back more. Every shift of the manual-transmission car loses almost a half car-length [on acceleration]. That means after three shifts, the [automatic] GT3 can pass a manual GT3 and pull safely in front of it."
To which we couldn't help but respond, "Yeah, a GT2 or an automatic Turbo could do that, too."

The crux of the issue is that there's a fundamental difference between speed-obsessed German engineers and good ol' silly Americans who just love to drive a manual. For the former, there's a point at which the automatic is faster and can be programmed to be more efficient. It then becomes "better." To the rest of us, it merely becomes a better automatic. And while the GT3's PDK is one of the better automatics, there is not, nor will there ever be, an automatic that is as involving as a manual. The 911, like so many other cars, has traded a degree of involvement for speed. We'd happily lose time on the sprint to 60 mph, or a few seconds per lap, if it meant more fun.
<figure class="center"> <figcaption>Tobias Hutzler</figcaption> </figure> But rather than lay all the blame on Preuninger and Germans as a whole, we're partly at fault. There was a time when most enthusiasts seemed to view the dual-clutch automatic as the second coming. After living with those transmissions for a decade, they just feel like automatics.

On that note, allow us to apologize on behalf of an entire industry. We were wrong. We don't care about shaving tenths off acceleration runs. We want to work for our lap times. We're bored to death behind the wheel, and we want to get busy with a shift lever and a clutch pedal.

Perhaps those Germans also can admit they made a mistake. No need to apologize for the directional operation of the shifter or the regular 911's lack of steering feel; those are now fixed.

You have to hope that, at some point, Porsche will release a Mea Culpa Edition GT3 with a six- or seven-speed manual. In the meantime, we'll just enjoy the version we have. Which—if you'll please just shut up and drive it—is one hell of a consolation prize.

Porsche is celebrating a special anniversary of the 911 sports car at the 2013 International Motor Show (IAA) in Frankfurt with a commemorative 50 Years Edition - half a century since the iconic coupé made its debut in the German city. Appropriately, the special model will be limited to 1,963 cars.

In 1963, Porsche presented the original model to the public. Since this first announcement - initially as the type 901 - the 911 has excited automotive fans across the globe. Porsche will unveil the limited edition model to coincide with the 50th anniversary of the 911 at the IAA in Frankfurt, which opens its doors to the public on 12 September, 2013.

Like the first coupé, the Porsche 911 50 Years Edition combines a distinctive silhouette with a rear-mounted, flat-six engine and rear wheel drive. Yet its efficient performance, active sports suspension and exclusive body styling add contemporary appeal. Over seven successive generations, the Porsche 911 continues to resolve apparent contradictions - such as between tradition and innovation and performance and efficiency - andhas become renowned as the quintessential benchmark sports car.

This special anniversary 911 is based on the 911 Carrera S, but is clothed in the wider body - 44 mm broader across the rear wheel arches - that is typically reserved for the all-wheel drive Carrera 4 models. The unique exterior styling is combined with features that have contributed to the 50-year success story of the car. For example, the Porsche Active Suspension Management (PASM), with special tuning to complement the increased track width, adds to the exceptional cornering dynamics. The car also features a sports exhaust system for increased emotional character.

Powered by a 400 hp 3.8-litre flat-six engine, the 911 50 Years Edition sprints from 0-62 mph in 4.5 seconds (4.3 secs with PDK) and can reach a top speed of 186 mph (185 mph with PDK). The NEDC Combined fuel consumption is 29.7 mpg (32.5 mpg with PDK), which equates to CO2 emissions of 224 g/km (205 g/km with PDK).

Giving a clear indication to the rear-mounted location of the flat-six power plant are bespoke chrome strips on the fins of the engine compartment grille. These are complemented with special trims on the front air inlets, and in a strip across the car between the rear lights. A further contemporary interpretation of 911 leitmotifs are the unique five-spoke cast alloy wheels whose style has been inspired by the so-called 'Fuchs' wheels, a legendary rim that was in fact a Porsche design and first fitted to the 911 in 1966. The new 20-inch diameter wheels are finished in matt black paint with machine-polished centres.

Two unique colours are available for this anniversary 911; a darker Graphite Grey and a lighter Geyser Grey metallic. Black is also available. Each of the cars has a '911 50' badge finished in two-tone 3D-style on the rear lid, which is repeated in three-colour embroidery on the head restraints and as a two-colour logo on the rev counter and the aluminium door sill plates. It is also displayed on the passenger side fascia strip together with the limited edition number of the individual vehicle.

Other exterior characteristics of the special model are high-gloss window frames and SportDesign exterior mirrors. A technical highlight is the Porsche Dynamic Light System (PDLS), which adds a dynamic cornering function to the already standard-fit Bi-Xenon headlights.

Inside, there are further styling touches reminiscent of the original 911 such as green labelling on the instruments with white pointer needles and silver caps on the instrument pivot pins. Another special feature are the centre panels of the leather seats, which are designed with a fabric pattern that evokes the 'Pepita' tartan design from the 1960s. The leather interior can be specified in Agate Grey or Black with decorative stitching. Sports seats with 14-way adjustment are standard, with 18-way Sport Seats Plus available as an option. The gear shift or selector lever - which, like the decorative panels on the dashboard, doors and centre console, is trimmed in brushed aluminium - comes from the Porsche Exclusive custom tailoring programme.

In the UK and Ireland the Porsche 911 50 Years Edition is priced from £92,257. First right-hand drive deliveries will arrive in September 2013.

The Porsche 911 resolves apparent contradictions like no other sports car – such as between tradition and innovation or between exclusivity and high social acceptance, and of course between performance and efficiency. And so, Porsche is celebrating the 50th anniversary of the 911 at the International Motor Show (IAA) in Frankfurt with a special anniversary model based on the 911 Carrera S: like the original 911, the 911 50th Anniversary Edition is a coupé with a flat-six rear engine and rear wheel drive. Its efficient performance, active sport suspension – and special body have current relevancy: the anniversary 911 features the wide body, which is typically reserved for the all-wheel drive Carrera 4 models. This special edition will be limited to 1963 cars, a number that represents the year of the 911 world premiere.

Porsche will present the limited edition model in time for the 50th anniversary of the 911 at the IAA motor show in Frankfurt, which opens its gates to the public on September 12, 2013. In 1963, Porsche presented the original model to the public at this leading international show for the automotive industry. Since its first presentation – initially as the type 901 – the sports car icon has excited automotive fans across the globe, and today it is considered the reference for all other sports cars. Since making its debut in 1963, the model series has progressively developed without interruption. In the process, the unique character of the 911 was always preserved. The result of this evolution over a 50-year period – which included countless race victories as well – is a sports car that fully embodies the authenticity of the Porsche brand. Its DNA is reflected in all Porsche models.

This limited edition of the 400 hp (294 kW) 911 Carrera S includes features that have contributed to the 50-year success story of the 911. For example, the limited edition includes Porsche Active Suspension Management (PASM) with special tuning to complement its increased track width and to add support to the exceptional cornering dynamics of the 911. The sport exhaust system outputs a fitting emotional sound. Special 20-inch wheels are a visual tribute to the legendary “Fuchs” wheels and are finished in matte black paint with machine-polished centres. Chrome trim strips on the front air inlets, the fins of the engine compartment grille and the panel between the rear lights emphasise the distinctive appearance of this limited edition model. Another technical highlight of the car’s equipment is the Porsche Dynamic Light System (PDLS) with bi-xenon headlights and dynamic cornering lights

Two unique colours are available for the anniversary 911, a darker graphite grey and a lighter geyser grey metallic. In addition black monochrome is also available. Each of the cars has a two-tone 3D-effect badge on the rear lid with the numbers “911 50”. This is repeated in three colour embroidery on the headrest and in two colours as a logo on the tachometer and the aluminium door sill plates. It can also be found on the cup holder panel together with the limited edition number of the individual vehicle. Other exterior characteristics of the special model are high-gloss window frames and sport design exterior mirrors on the doors panels.

There are tributes to the original 911 in the interior as well: green labelling on the instruments with white pointer needles and silver caps on the instrument pivot pins, just like 50 years ago. Another special feature is the centre panels of the leather seats, which are designed with a fabric pattern reminiscent of the “Pepita” tartan design from the 1960s. The full-leather interior is designed in agate grey or black with decorative stitching, some in contrasting colour. The driver and front passenger experience typical 911 driving fun in 14-way sport seats or optional 18-way sport seats plus. The gear shift or selector lever – which matches the decorative panels on the dashboard, doors and centre console in brushed aluminium – comes from the Porsche Exclusive program.

The 911 50th Anniversary Edition sprints from zero to 100 km/h in 4.5 seconds (4.3 with PDK) and can reach a top speed of 300 km/h (298 with PDK). The car’s NEDC combined fuel consumption is 9.5 l/100 km (8.7 with PDK), which equates to CO2 emissions of 224 g/km (205 with PDK). The limited edition models will be available at Porsche dealers starting September 23, 2013, and in Germany they will cost 121,119 euros including VAT and country-specific features.

Porsche 911 50th Anniversary Edition: Fuel consumption City 13.8–12.2 l/100 km; Highway 7.1–6.2 l/100 km; Combined 9.5–8.7 l/100 km; CO2 emissions 224–205 g/km

The new 2014 Porsche 911 GT3 is getting closer to showrooms, so now come the uncloaked spy shots. Looks like Porsche is putting the finishing touches on its 991 GT3. With the cacti in the background, this photo looks like it was taken in a populated desert city somewhere in the Southwestern United States by Instagram user @shant_stig.

Nerd paragraph: The City of Phoenix usually paints its traffic signals black, and poles yellow, so even though this looks a lot like Phoenix, the yellow signals on bare steel poles may be indicating otherwise. Generally Southwest traffic signal housings are black in color and are mounted on unpainted steel poles and mast arms. It’s unlikely this was shot in New Mexico because that state exclusively uses horizontally mounted overhead signals. Significant cool points will be awarded to any commenter with more locational insight.

Back to the subject, we’ve got this Porsche 911 GT3 as well as the Bentley Continental GT3 — two cars coming out soon that have well-endowed rear wings. Are automakers right in making their race-ready models look at home on the runways of LaGuardia, JFK or LAX? Weren’t aircraft-grade wings put to rest when underbody aerodynamics were maximized? Are you a fan of of these teenage street-racer aero fitments, or do they look silly to you?