Porsche 911 997 GT2 2008 3.6L twin-turbo, 530 hp, 680 Nm, 3.7 sec. 0-100 km/h, 329 km/h, 1440 kg, 2.72 kg/hp Carrera GT performance for half the money! 997 GT2 top speed is only 1 kmh slower (329 vs. 330 kmh), but it is quicker in 0-100 kmh sprint (3.7 sec. for 997 GT2 and 3.9 sec. for Carrera GT). At the time of the production, the 997 GT2 was the fastest and most powerful 911 homologated for the road use. Benefiting from an innovative expansion-type intake system with its own special geometry and VTG-turbos operating at a maximum pressure of 1.4 bar (1.0 bar on the 997 Turbo 3.6), the 997 GT2 offers an extra 50 hp over the already powerful 997 Turbo 3.6. The extra power of the engine is provided by two turbos with an enlarged compressor wheel and the flow-optimised turbine housing. The 997 GT2 was the first Porsche homologated for road use to be fitted as standard with an exhaust system featuring a titanium rear-end silencer and titanium tailpipes. Compared with a comparable silencer made of stainless steel, titanium reduces the weight of the entire system by approximately 50%, to around 9 kilos. The Launch Assistant enables the driver, via the engine control unit, to accelerate with optimum power and performance from a standstill. To activate the Launch Assistant, all the driver has to do is to hold the clutch pedal on the floor, put the 1st gear in and press down the throttle in full. Then the Motronic will set the engine speed to 5000 rpm (at 0.9 bar turbo boost) and the driver's only task then being to take his foot off the clutch as quickly as possible in order to accelerate the car with maximum speed and power. In this process PSM Porsche Stability Management prevents the car from “twitching", with the full power of the engine being transmitted smoothly to the road. The chassis and suspension of the 997 GT2 is based on the chassis of the 997 GT3. The final drive unit on the 997 GT2 comes with a LSD featuring asymmetric action. “Asymmetric" means that since the 911, benefiting from its engine mounted at the rear, offers very good traction, the locking point under load has been kept to a moderate 28%. In overrun, on the other hand, locking action is 40%. The reason for choosing this higher figure is that this offers additional stabilisation of the car preventing it from “twisting" into bends. The main job of traction is done by Michelin Pilot Sport Cup tyres (235/35-19 in front and 325/30-19 at the rear). The electronic guards can be switched off in two stages with two buttons: SC OFF and SC+TC OFF (SC: Stability Control, TC: Traction Control). The ABS remains active at all times. The 997 GT2 weighs 145 kg less than the 997 Turbo 3.6 it is based on (1440 vs. 1585 kg). The biggest weight-saving comes from deleting the front-wheel drive system. Porsche should have never equipped the 911 with the useless electronic 4WD, but it did in 1989 with the 911 Carrera 4 and since 1995 with the 911 Turbos and ever since then the RWD Turbo cars have been called GT2's - the 911 993 GT2, the 911 996 GT2 and the 911 997 GT2. The lighter weight of the 997 GT2 versus the 997 Turbo is ensured, inter alia, by rear-wheel drive replacing all-wheel drive, bucket seats, the complete omission of rear seats, PCCB Porsche Ceramic Composite Brakes featured as standard (oh, no), the use of titanium for the rear silencer, as well as the rear axle subframe made of aluminium. Although the aluminium unit is bigger in size, it is not a problem as the larger space was only needed for the Tiptronic gearbox. As a true Porsche for Porsche fans, the GT2 is not available with automatic gearbox. Considering possible use of the car in motorsport, the gearbox synchronising rings are made of steel instead of non-ferrous metal, thus allowing a very fast and precise gearshift. At 3.444:1, the final drive ratio is the same as on the 997 Turbo and the 997 GT3. The gearbox fluid is cooled by a heat exchanger integrated in the coolant circuit. Like the 997 GT3, the 911 GT2 also comes with an upshift gear indicator integrated in the rev counter and briefly flashing on before the engine reaches the appropriate speed limits to give the driver a signal for shifting gears at the optimum point. This shortens the time required for preparing a gearshift and reduces any distraction of the driver. In consideration of the driver's response time, the indicator comes on somewhat earlier in the lower gears than in the higher transmission ratios, moving the signal in the upper gears even closer to the engine's cut-off speed. Like all GT2's and GT3's, the 997 GT2 is available as an option with a Clubsport Package at no extra cost. It comprises a rollcage, a red 6-point seat belt on the driver's side, a fire extinguisher mounted on its own support, as well as a preparation kit for the main battery switch. On cars featuring the CS-package the sports bucket seats come with a special flameresistant cover replacing the usual combination of leather and alcantara. And finally, the very impressive acceleration figures are as follows: 0–100 km/h 3.7 sec. 0–160 km/h 7.4 sec. 0–200 km/h 11.2 sec. 0–300 km/h 33.0 sec. Standing-start kilometre time is 20.7 seconds. And all this with extra-urban fuel consumption of 8.9 L / 100 km/h. Porsche engineers rock! Not very beautiful air intakes. More of a design of Gemballa than Porsche. The bucket seats are made of a combination of glass- and carbon-fibre-reinforced plastic (GFP/CFP). Incorporating a new type of manual adjustment, the adjustable bucket seats are more suitable for everyday use with enhanced access to the area behind the seats, thanks to the backrests tilting forward whenever required. PCM screen comes as standard on GT2. This is not the case with the GT3. Some Porsche fans think the PCM is a luxury equipment, not a racecar equipment, so is the GT3 a more race track oriented Porsche? Walter Röhrl has completed the Nürburgring Nordschleife in 7:32 with the 997 GT2 - a time comparable to the lap time achieved by the Porsche Carrera GT (7:29). Photos (c) Porsche AG