Discussion
Ran a 997.2 GT3RS for 18 months and loved it, now have a 997.1 Comfort and some other cars. To be honest I prefer the 997.1. More useable having comnfort spec than clubsport. Scaffolding in the back looks cool but makes it a bugger to fit stuff in back or clean inside of rear screen!
To me the 997.1 feels more raw than the 997.2 RS I had. Feels 99% as good 99% the time. Also prefer the styling on the 997.1 especially the rear spoiler. 997.2RS in grey and red with massive spoiler attracted too much attention.
But Im sure I will get slated now and be told that with the comfort spec adaptive sports seats my car is worth about £4.99, thats after the 10k refresh if needs!
To me the 997.1 feels more raw than the 997.2 RS I had. Feels 99% as good 99% the time. Also prefer the styling on the 997.1 especially the rear spoiler. 997.2RS in grey and red with massive spoiler attracted too much attention.
But Im sure I will get slated now and be told that with the comfort spec adaptive sports seats my car is worth about £4.99, thats after the 10k refresh if needs!
exigepete said:
Ran a 997.2 GT3RS for 18 months and loved it, now have a 997.1 Comfort and some other cars. To be honest I prefer the 997.1. More useable having comnfort spec than clubsport. Scaffolding in the back looks cool but makes it a bugger to fit stuff in back or clean inside of rear screen!
To me the 997.1 feels more raw than the 997.2 RS I had. Feels 99% as good 99% the time. Also prefer the styling on the 997.1 especially the rear spoiler. 997.2RS in grey and red with massive spoiler attracted too much attention.
But Im sure I will get slated now and be told that with the comfort spec adaptive sports seats my car is worth about £4.99, thats after the 10k refresh if needs!
Refresh had now moved up a gear, more like 20k once you sort out the cooling pipes To me the 997.1 feels more raw than the 997.2 RS I had. Feels 99% as good 99% the time. Also prefer the styling on the 997.1 especially the rear spoiler. 997.2RS in grey and red with massive spoiler attracted too much attention.
But Im sure I will get slated now and be told that with the comfort spec adaptive sports seats my car is worth about £4.99, thats after the 10k refresh if needs!
Both are great! Get a gen2 if you can.
2010 PORSCHE GT3
Every Porsche on and off the road has its roots—both spiritual and mechanical—in
motorsports. The marque's hallmark of extraordinary performance on the world’s finest
roads, in the hands of the most skilled and talented enthusiast drivers, has its basis on
the race track. It is not surprising, therefore, that many Porsche owners enjoy testing
their own as well their car’s limits at the track. For these most demanding drivers,
Porsche offers the 911 GT3.
The Porsche 911 GT3 is as close to a road-ready, street-legal racer as a car can be. No
other production car built in the same volume as the GT3 has as close a link between
motorsports and road-going high-performance. For 2010, Porsche’s motorsports
engineers have further upped the car’s dynamics ante, giving the newest GT3 more
power and even greater levels of agility and confidence-building roadholding than its
predecessor.
Highlights for 2010
Environmentally friendly higher performance
For 2010, Porsche’s engineers fit the 911 GT3 with a highly refined version of the 3.8-
liter horizontally opposed six-cylinder engine found in other members of the current 911
family.
The engine, based on the famous GT1, is unique with its application of Porsche’s
VarioCam Plus variable valve-lift and timing technology operating on both intake and
exhaust camshafts, rather than solely the intake. The GT3 boasts a variable intake
manifold and a special, low-restriction, large-capacity exhaust system that ensures free
engine breathing, yet still keeps sound levels within public-road legal limits. The exhaust
system’s unique, dual centrally mounted outlets beneath the rear bumper are an instant
giveaway to the GT3’s identity.
The result of these refinements is a powerplant that produces 430 horsepower at 7600
rpm and 317 lb.-ft. of torque at 6250 rpm. The high-revving engine has a redline of 8500
rpm. This is the most potent naturally aspirated engine in any street-legal Porsche 911.
As befits its ultra high-performance capabilities and persona, the GT3 comes only with a
special six-speed manual gearbox with ratios designed to optimize the engine's
extended rev range.
A mechanical limited-slip differential completes the drivetrain. Employing components
developed for the awesome Carrera GT, the differential provides asymmetric limited-slip
functions of 28 percent under load and 40 percent in overrun.The astounding results are the GT3's ability to run from zero-to-60 mph (0-96 kph) in just 4.0 seconds, vs. last year’s 4.2 seconds. The car continues to 100 mph (160 kph) in
only 8.2 seconds, or a full 0.5 second quicker than its predecessor. The 2010 GT3
attains a track-tested top speed of 194 mph (312 kph), one mile per hour better than the
previous model.
Environmental sensitivity
Such blistering acceleration is expected of a Porsche 911 meant for the race track.
Ecological responsibility in the form of fuel efficiency and reduced exhaust emissions
may not be. Porsche engineers ensured that the 2010 GT3 carries no gas-guzzler
penalty, like all other Porsche models. Equally astounding is the fact that the 911 GT3,
like other current 911 models, is certified as a Low Emissions Vehicle, category two
(LEV-II) by the EPA. In fact, the new GT3 leaves less CO2 in its wake than its
predecessor and meets the most-stringent EU5 standards, as opposed to the EU4 of
last year’s version.
Confidence-building agility and stability
In addition to its new, more potent engine, the 2010 Porsche 911 GT3 now comes
standard with Porsche Stability Management (PSM).
As installed on the GT3, PSM has been tuned for both optimum active safety and
maximum high-speed handling on the track. And since Porsche firmly believes that the
driver should always be in command of his vehicle’s dynamics, the PSM can be
deactivated in two stages, each programmed for extremely sporty driving on the track or
open road as conditions permit. The first level of deactivation switches off the stability
control function, allowing the skilled driver to corner more aggressively. The second
level of deactivation also switches off the car’s traction control function, permitting even
more spirited driving.
As before, the GT3 also comes equipped with Porsche Active Suspension Management
(PASM) adjustable suspension. Each damper is individually adjusted by the system's
electronic control module.
As configured for the GT3, the mapping software delivers a base-setting ride
comparable to the “Sport” setting of the 911 Carrera models. This setting is designed to
offer optimum ride control on partially uneven surfaces. The “Sport” mode for the GT3’s
PASM has been designed for extremely spirited driving on smooth race tracks.
For competition purposes, front and rear antiroll bars as well as the damper settings of
each wheel can be mechanically tuned for specific race tracks.
A new option for the GT3 is a front-end lifting feature. By using a console-mounted
switch, the driver can have the PASM’s front dampers raise the car’s nose 1.18 inches
(30 mm) at speeds up to 30 mph (50 kph). This can help avoid possible damage from
steep driveways, parking lot barriers and other potential hazards.
Traction, critical traction
Porsche engineers specified huge sport tires for the 2010 GT3 to maximize the car’s
dynamics. As before, the 911 GT3 is equipped with 235/35ZR19 front and 305/30ZR19
rear tires mounted on special light-alloy wheels. For the newest GT3, however, those
wheels have been revised.
Most critically, the new alloy wheels feature a large, single, central locking bolt, as
opposed to the traditional five, circularly arranged bolts of the other models in the 911
range. This RS Spyder race-inspired wheel mounting allows for faster wheel and tire
changes during races, important for those drivers who race their GT3s. More critically,
however, the single, central locking bolt eliminates unequal stress points on the wheels
and the mounting hubs by uneven tightening of the five individual lugs.
Aesthetically, the newest alloy wheels differ from the predecessor model’s as well. The
wheels V-shaped spokes are now more pronounced and extend all the way to the rim’s
bead, making the titanium-painted wheels look even larger than they are.
As before, and as with other 911 Coupes, the GT3 carries no spare tire to help save
weight. Instead, the cars have a small electric air compressor and emergency tire
sealant to allow the driver to safely make it to a service station to have the tire replaced.
To keep the driver apprised of tire conditions, the GT3 is equipped with Porsche's Tire
Pressure Monitor system which constantly monitors the inflation pressures of all four
tires and alerts the driver to any changes.
Stupendous stopping
Commensurate with Porsche’s fervent belief that a car’s braking ability must always be
greater than its high-speed capabilities, the new 911 GT3 has revised four-wheel disc
antilock brakes along with its more powerful drivetrain.
All four of the 2010 GT3’s brake rotors are composite. While the brake discs themselves
remain grey cast iron, as before, they now carry aluminum brake chambers. The use of
the composite rotors reduces unsprung weight by 4.8 pounds (2.2 kg) per vehicle.
In addition to being lighter than before, the front rotors of the 2010 GT3 are larger as
well. The diameter of car’s front rotors has been increased from 13.78 inches (350 mm)
to 14.96 inches (380 mm). Though the size of the rear brake rotors remains unchanged,
the rear brakes now receive additional cooling via refined underbody air ducts.
As before, all four rotors are cross drilled and internally vented. The front brakes are
clamped by six-piston aluminum monobloc calipers. Those in the rear are gripped by
four-piston aluminum monobloc calipers. The standard calipers are painted red.
Drivers demanding even greater braking power can opt to equip their GT3 with
Porsche's Ceramic Composite Brakes (PCCB). As fit on the new GT3, the PCCBfeatures 380-mm front rotors and 350-mm rear rotors now also equipped with aluminum brake chambers. Compared with a conventional brake system, this PCCB configuration
saves 10.6 pounds (4.8 kg) of unsprung weight. Calipers used with PCCB are painted
yellow.
Refined look and aerodynamics
Porsche designers based the new GT3 on both the box-shaped, body-in-white shell of
the current 911 Carrera 4 and the narrower exterior body of the 911 Carrera. This
combination results in a car with low weight and a Coefficient of drag of only 0.32.
Like the previous model, the new GT3 has aluminum door skins and front decklid as
well as a rear engine cover made of a plastic composite. In all, the 2010 GT3 tips the
scales at the same 3076 pounds (1395 kg) as its predecessor.
Also like its predecessor, the newest GT3 sits 1.18 inches (30 mm) closer to the road
than its 911 Carrera stablemates. The lower stance, unique 19-inch wheels, center-
mounted dual exhausts and fixed rear spoiler help distinguish the GT3 instantly from
other current generation 911 models.
Through careful refinement of the GT3’s airflow elements, Porsche's aerodynamicists
were able to increase the car’s front and rear downforce by more than 100 percent
compared to last year’s model.
Among the detail changes are slight reconfigurations to the sizes and shapes of the
cooling air ducts and increasing the size of the spoiler lip on the center front intake. As
before, ducts atop the front decklid allow airflow from the central radiator to escape over
the car’s nose rather than create lift at the front axle.
In the rear, the twin-wing fixed spoiler has been revised. It is larger than before and
extends beyond the wing’s supports. Ram air boxes on the lower part of the spoiler
improve engine breathing, and a small, black Gurney lip on the spoiler further improves
rear downforce. The back end of the 2010 GT3 also shows an air outlet beneath the
rear decklid, which improves engine compartment ventilation.
Other notable touches include dual-mount side view mirrors for improved airflow and
better water dispersion. All the air intakes on the 2010 GT3 feature a new lattice grille
work which visually emphasize their size while keeping out debris without diminishing
airflow.
Finally, there are new front and rear lighting units. At the front, BI-XENON® headlights
are standard, with optional cornering lights. New lighting modules with reconfigured
directional signals and LED daytime running lights are mounted above the air intakes at
the corners. In the rear, freshly designed taillights taper to points at the outer corners
and emphasize the GT3’s width. The LED brake lights improve safety thanks to their
quicker response time.
Safe occupant comfort
As a true racetrack contender, the GT3’s cockpit differs from its 911 siblings. Most
critically, the GT3 has no rear seats. The front seats are deeply bolstered and feature
grippy Alcantara inserts in the leather upholstery. Likewise, the rim of the new, three-
spoke steering wheel as well as the shift lever knob and handbrake lever handle are
trimmed with Alcantara.
Despite the differences, the new 911 GT3 shares critically important occupant
protection features with the rest of the current 911 model range. Like all 911 models, the
GT3 is equipped with six airbags. There are two front-impact airbags, two seat-mounted
thorax-protecting side-impact airbags and the two curtain-style door-mounted side-
impact airbags that are part of the Porsche Side Impact Protection (POSIP) system.
The frontal airbags are full-size, two-stage units and use an organic-based propellant.
The front passenger seat features sensors that allow the safe use of a child safety seat.
Should the sensors detect a child sitting in that seat, the airbag is defeated.
Better commuting through better audio
The cockpit of the 2010 GT3 also features a revamped audio system compared to the
previous model. The car comes standard with an AM/FM radio and MP3 capable CD
player. The audio system features a 5-inch monochrome display. Options now include a
six-CD or CD/DVD changer and the latest version of Porsche Communication
Management (PCM) 3.0 which includes a 6.5” color touchscreen display, a hard-drive
based navigation, Bluetooth handsfree telephone capability and the latest in iPod®
integration.
2010 PORSCHE GT3
Every Porsche on and off the road has its roots—both spiritual and mechanical—in
motorsports. The marque's hallmark of extraordinary performance on the world’s finest
roads, in the hands of the most skilled and talented enthusiast drivers, has its basis on
the race track. It is not surprising, therefore, that many Porsche owners enjoy testing
their own as well their car’s limits at the track. For these most demanding drivers,
Porsche offers the 911 GT3.
The Porsche 911 GT3 is as close to a road-ready, street-legal racer as a car can be. No
other production car built in the same volume as the GT3 has as close a link between
motorsports and road-going high-performance. For 2010, Porsche’s motorsports
engineers have further upped the car’s dynamics ante, giving the newest GT3 more
power and even greater levels of agility and confidence-building roadholding than its
predecessor.
Highlights for 2010
Environmentally friendly higher performance
For 2010, Porsche’s engineers fit the 911 GT3 with a highly refined version of the 3.8-
liter horizontally opposed six-cylinder engine found in other members of the current 911
family.
The engine, based on the famous GT1, is unique with its application of Porsche’s
VarioCam Plus variable valve-lift and timing technology operating on both intake and
exhaust camshafts, rather than solely the intake. The GT3 boasts a variable intake
manifold and a special, low-restriction, large-capacity exhaust system that ensures free
engine breathing, yet still keeps sound levels within public-road legal limits. The exhaust
system’s unique, dual centrally mounted outlets beneath the rear bumper are an instant
giveaway to the GT3’s identity.
The result of these refinements is a powerplant that produces 430 horsepower at 7600
rpm and 317 lb.-ft. of torque at 6250 rpm. The high-revving engine has a redline of 8500
rpm. This is the most potent naturally aspirated engine in any street-legal Porsche 911.
As befits its ultra high-performance capabilities and persona, the GT3 comes only with a
special six-speed manual gearbox with ratios designed to optimize the engine's
extended rev range.
A mechanical limited-slip differential completes the drivetrain. Employing components
developed for the awesome Carrera GT, the differential provides asymmetric limited-slip
functions of 28 percent under load and 40 percent in overrun.The astounding results are the GT3's ability to run from zero-to-60 mph (0-96 kph) in just 4.0 seconds, vs. last year’s 4.2 seconds. The car continues to 100 mph (160 kph) in
only 8.2 seconds, or a full 0.5 second quicker than its predecessor. The 2010 GT3
attains a track-tested top speed of 194 mph (312 kph), one mile per hour better than the
previous model.
Environmental sensitivity
Such blistering acceleration is expected of a Porsche 911 meant for the race track.
Ecological responsibility in the form of fuel efficiency and reduced exhaust emissions
may not be. Porsche engineers ensured that the 2010 GT3 carries no gas-guzzler
penalty, like all other Porsche models. Equally astounding is the fact that the 911 GT3,
like other current 911 models, is certified as a Low Emissions Vehicle, category two
(LEV-II) by the EPA. In fact, the new GT3 leaves less CO2 in its wake than its
predecessor and meets the most-stringent EU5 standards, as opposed to the EU4 of
last year’s version.
Confidence-building agility and stability
In addition to its new, more potent engine, the 2010 Porsche 911 GT3 now comes
standard with Porsche Stability Management (PSM).
As installed on the GT3, PSM has been tuned for both optimum active safety and
maximum high-speed handling on the track. And since Porsche firmly believes that the
driver should always be in command of his vehicle’s dynamics, the PSM can be
deactivated in two stages, each programmed for extremely sporty driving on the track or
open road as conditions permit. The first level of deactivation switches off the stability
control function, allowing the skilled driver to corner more aggressively. The second
level of deactivation also switches off the car’s traction control function, permitting even
more spirited driving.
As before, the GT3 also comes equipped with Porsche Active Suspension Management
(PASM) adjustable suspension. Each damper is individually adjusted by the system's
electronic control module.
As configured for the GT3, the mapping software delivers a base-setting ride
comparable to the “Sport” setting of the 911 Carrera models. This setting is designed to
offer optimum ride control on partially uneven surfaces. The “Sport” mode for the GT3’s
PASM has been designed for extremely spirited driving on smooth race tracks.
For competition purposes, front and rear antiroll bars as well as the damper settings of
each wheel can be mechanically tuned for specific race tracks.
A new option for the GT3 is a front-end lifting feature. By using a console-mounted
switch, the driver can have the PASM’s front dampers raise the car’s nose 1.18 inches
(30 mm) at speeds up to 30 mph (50 kph). This can help avoid possible damage from
steep driveways, parking lot barriers and other potential hazards.
Traction, critical traction
Porsche engineers specified huge sport tires for the 2010 GT3 to maximize the car’s
dynamics. As before, the 911 GT3 is equipped with 235/35ZR19 front and 305/30ZR19
rear tires mounted on special light-alloy wheels. For the newest GT3, however, those
wheels have been revised.
Most critically, the new alloy wheels feature a large, single, central locking bolt, as
opposed to the traditional five, circularly arranged bolts of the other models in the 911
range. This RS Spyder race-inspired wheel mounting allows for faster wheel and tire
changes during races, important for those drivers who race their GT3s. More critically,
however, the single, central locking bolt eliminates unequal stress points on the wheels
and the mounting hubs by uneven tightening of the five individual lugs.
Aesthetically, the newest alloy wheels differ from the predecessor model’s as well. The
wheels V-shaped spokes are now more pronounced and extend all the way to the rim’s
bead, making the titanium-painted wheels look even larger than they are.
As before, and as with other 911 Coupes, the GT3 carries no spare tire to help save
weight. Instead, the cars have a small electric air compressor and emergency tire
sealant to allow the driver to safely make it to a service station to have the tire replaced.
To keep the driver apprised of tire conditions, the GT3 is equipped with Porsche's Tire
Pressure Monitor system which constantly monitors the inflation pressures of all four
tires and alerts the driver to any changes.
Stupendous stopping
Commensurate with Porsche’s fervent belief that a car’s braking ability must always be
greater than its high-speed capabilities, the new 911 GT3 has revised four-wheel disc
antilock brakes along with its more powerful drivetrain.
All four of the 2010 GT3’s brake rotors are composite. While the brake discs themselves
remain grey cast iron, as before, they now carry aluminum brake chambers. The use of
the composite rotors reduces unsprung weight by 4.8 pounds (2.2 kg) per vehicle.
In addition to being lighter than before, the front rotors of the 2010 GT3 are larger as
well. The diameter of car’s front rotors has been increased from 13.78 inches (350 mm)
to 14.96 inches (380 mm). Though the size of the rear brake rotors remains unchanged,
the rear brakes now receive additional cooling via refined underbody air ducts.
As before, all four rotors are cross drilled and internally vented. The front brakes are
clamped by six-piston aluminum monobloc calipers. Those in the rear are gripped by
four-piston aluminum monobloc calipers. The standard calipers are painted red.
Drivers demanding even greater braking power can opt to equip their GT3 with
Porsche's Ceramic Composite Brakes (PCCB). As fit on the new GT3, the PCCBfeatures 380-mm front rotors and 350-mm rear rotors now also equipped with aluminum brake chambers. Compared with a conventional brake system, this PCCB configuration
saves 10.6 pounds (4.8 kg) of unsprung weight. Calipers used with PCCB are painted
yellow.
Refined look and aerodynamics
Porsche designers based the new GT3 on both the box-shaped, body-in-white shell of
the current 911 Carrera 4 and the narrower exterior body of the 911 Carrera. This
combination results in a car with low weight and a Coefficient of drag of only 0.32.
Like the previous model, the new GT3 has aluminum door skins and front decklid as
well as a rear engine cover made of a plastic composite. In all, the 2010 GT3 tips the
scales at the same 3076 pounds (1395 kg) as its predecessor.
Also like its predecessor, the newest GT3 sits 1.18 inches (30 mm) closer to the road
than its 911 Carrera stablemates. The lower stance, unique 19-inch wheels, center-
mounted dual exhausts and fixed rear spoiler help distinguish the GT3 instantly from
other current generation 911 models.
Through careful refinement of the GT3’s airflow elements, Porsche's aerodynamicists
were able to increase the car’s front and rear downforce by more than 100 percent
compared to last year’s model.
Among the detail changes are slight reconfigurations to the sizes and shapes of the
cooling air ducts and increasing the size of the spoiler lip on the center front intake. As
before, ducts atop the front decklid allow airflow from the central radiator to escape over
the car’s nose rather than create lift at the front axle.
In the rear, the twin-wing fixed spoiler has been revised. It is larger than before and
extends beyond the wing’s supports. Ram air boxes on the lower part of the spoiler
improve engine breathing, and a small, black Gurney lip on the spoiler further improves
rear downforce. The back end of the 2010 GT3 also shows an air outlet beneath the
rear decklid, which improves engine compartment ventilation.
Other notable touches include dual-mount side view mirrors for improved airflow and
better water dispersion. All the air intakes on the 2010 GT3 feature a new lattice grille
work which visually emphasize their size while keeping out debris without diminishing
airflow.
Finally, there are new front and rear lighting units. At the front, BI-XENON® headlights
are standard, with optional cornering lights. New lighting modules with reconfigured
directional signals and LED daytime running lights are mounted above the air intakes at
the corners. In the rear, freshly designed taillights taper to points at the outer corners
and emphasize the GT3’s width. The LED brake lights improve safety thanks to their
quicker response time.
Safe occupant comfort
As a true racetrack contender, the GT3’s cockpit differs from its 911 siblings. Most
critically, the GT3 has no rear seats. The front seats are deeply bolstered and feature
grippy Alcantara inserts in the leather upholstery. Likewise, the rim of the new, three-
spoke steering wheel as well as the shift lever knob and handbrake lever handle are
trimmed with Alcantara.
Despite the differences, the new 911 GT3 shares critically important occupant
protection features with the rest of the current 911 model range. Like all 911 models, the
GT3 is equipped with six airbags. There are two front-impact airbags, two seat-mounted
thorax-protecting side-impact airbags and the two curtain-style door-mounted side-
impact airbags that are part of the Porsche Side Impact Protection (POSIP) system.
The frontal airbags are full-size, two-stage units and use an organic-based propellant.
The front passenger seat features sensors that allow the safe use of a child safety seat.
Should the sensors detect a child sitting in that seat, the airbag is defeated.
Better commuting through better audio
The cockpit of the 2010 GT3 also features a revamped audio system compared to the
previous model. The car comes standard with an AM/FM radio and MP3 capable CD
player. The audio system features a 5-inch monochrome display. Options now include a
six-CD or CD/DVD changer and the latest version of Porsche Communication
Management (PCM) 3.0 which includes a 6.5” color touchscreen display, a hard-drive
based navigation, Bluetooth handsfree telephone capability and the latest in iPod®
integration.
Scooty100 said:
Lovely, despite the awful black wheels. But not at 84k....cuda said:
Dog in what way Scooty100?!
I bought the car over the phone turned up no prep , two alloys kerb'd , 6th gear syncro shot and bald alcantara steering wheel and gear lever . Sent it back came back no different other than wheels done. Sent it back agsin to be told they had replaced 5th gear syncro by mistake . Went back again they then whipped a steering wheel and gear lever off a newer car but then on a trip to spa the steering wheel collapsed to the left. Had to get it rescued by Porsche assist who sent two
s with a Poxey low loader so i watched them rip off the front splitter then after a week it came home after OPC belgium claimed they had fixed it worse then when I left it. So back to UK opc who said they had sorted the steering and given me FOC a proper geo. Car came back jumping all over the road and i crashed it in the side of a barn as a result !You getting the idea !
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