Porsche Cars, Products and LifeStyle » Porsche 997

Porsche 997 Weltmeister Front Strut Brace Installation

993C4S — Wed, 23 Sep 2009 04:10:34 +0000

Part of the PorschePurist Team is out west test driving a Porsche Boxster S along the Pacific Coast Highway. While we’re out goofing off, frequent contributor Andrew Granieri was gracious enough to provide a few guest posts for your reading pleasure. Enjoy and we’ll have pictures and updates on the Boxster upon our return.

My father, in the pursuit of automotive excellence, purchased a Porsche 997 C4S a couple of years ago. It is his ~~first wine and cheese~~ flagship Porsche, and he loves it. I myself find the car to be enthralling and amazing to drive, though this may not say much coming from any twenty-three year old male on account of the tendency for most in that category are naturally drawn to anything with more than 300 horsepower that weighs less than 3,500 pounds; I’ll focus on some of its other points, instead. The taut steering, the exceptionally responsive brakes, the positions of the pedals – the car has it all – or does it?

I’m not one to embody the saying, “If it’s not broken, don’t try to fix it,” especially with something like a car. In my 944, for instance, I took the already nimble steering and swapped in some beefy turbo sway bars and custom drop links. I found out that this might be a genetic trait, as my dad ordered a set of Weltmeister’s carbon fiber strut braces for his 997. With Father’s Day right around the corner, I took it upon myself to be a good son and install the front strut brace for him as an early Father’s Day gift; he has elected to refrain from installing the rear strut brace, as that will (as far as we can tell) involve ripping through and/or removing much of the stock interior in the back.

So, first thing’s first; open wide, little buddy:

You’ll notice that under the hood, these 911s have a lot of lightweight plastic held in place by Velcro and twist pins. Diehards, don’t choke on your ’63 Cab Sav while looking over the next few photographs – believe it or not, these cars CAN be taken apart and put back together by folks who aren’t employed at a Porsche dealership – and don’t berate me and tell me that you’d never drink the ’63 Cab Sav because it’s not as rich and flavorful as the ’72 – I can’t afford to be knowledgeable about wine! I digress… [Editor's note: Once again I feel I must apologize for Andrew. His jealousy toward 911 owners continues to shine through. ]

The first thing you’ll want to do is access the strut towers. To do so, we need to get rid of this plastic. Unscrew the twist pins on the center battery access panel – it’s the piece of plastic with the “PORSCHE” script. In the photograph below, I’m unscrewing the twist pin on the left.

Once that’s done, the center panel will lift out; it has three hinges that are towards the rear of the car. Next, you’ll need to remove the driver and passenger sidepieces that were on either side of the battery panel. The photograph above shows the passenger’s side panel, and you may notice that there’s a plastic rain guard that runs overtop of the panel. You guessed it, that guard as to go! The rain guards are held in place with Velcro and fit closely to the sheet metal underneath them. They also run close to the hood struts, too, so you need to be a little careful working around there. Once they are clear from the hood struts, a gentle tug will free them from the Velcro patches.

Once you peel back the rain guards far enough, you’ll find that they will fold over the front weather strip and over top of the hood release mechanism. You needn’t physically remove them from the car. You should now be able to remove the panels on the driver and passenger side with little trouble; they wrap around the hood shocks as well, so be careful there. I found myself knocking into the rain guards walking around the car, so I placed them loosely back into position.

If you’re following along at home, you should see something like this:

The strut towers are located on either side of the vehicle. I’ve drawn two crude-but-effective arrows, red in color, to make them stand out. Using a 13mm socket set, remove two of the three silver-colored washer/bolts. The front most bolt on each strut tower will not be used, so do not unbolt them! See Pictures below if you’re still confused.

I’m about ready to install the braces for the bar, but I want to make sure they won’t fall apart when I go hooning in my dad’s sweet car my dad takes this thing out for a Sunday drive, so safety first! Using a 4mm allen wrench, tighten the bolts keeping the two pieces of each brace together. Now, we’re ready to install the thing!

I’m going to give an overview regarding what I did next to give my steps some context. First, I attached the passenger side brace to the passenger-side strut tower. Then, I attached the carbon fiber bar to the driver’s side brace and adjusted the bar’s length so it would be a perfect fit before finishing up. Here’s a shot of the passenger-side brace, attached to the body (note the orientation and the bolts used, if you were confused earlier this should clear things up):

Keep in mind, these bolts are slightly loose so I can adjust and wiggle the bar into place on the other side; the bar itself is going to run directly behind your battery and it’ll be a snug fit, but it will clear.

My father, who was either overwhelmed with joy at the prospects of better performance or scared out of his mind that I’d ruin something, came out to help me finish the job! Below is a shot of him setting the driver’s side brace in place with the bar attached:

Perhaps I should explain something else; the bar has an eyepiece on either end that fits around each brace. The eyepieces screw into the carbon fiber bar on the same thread pattern: in other words, the conventional “lefty loosie, righty tighty” mantra for your typical nuts, bolts, screws, etc. will not apply to one of the eyepieces; this is so the bar can be adjusted after it is installed, so if one of the eyepiece bolts isn’t staying connected to the bar and you’re turning it clockwise, try going the other direction.

Okay, now that I’ve carefully adjusted the two bolts on the carbon fiber bar, they seem to line up perfectly with the braces. First, I’m going to tighten the four bolts connecting each brace to the strut towers. For the obsessive compulsive, use a torque wrench and tighten them down to about 35 ft. pounds. For everyone else, tighten each bolt to what feels like 30 pounds to you.

Since I didn’t have the torque spec sheets for this car handy, I loosened the third bolt (you remember, the ones I told you NEVER to touch? Well, I changed my mind, you can mess with them if you’re trying this) on one strut tower a quarter turn and then tightened it back. I was able to tighten the other two bolts by feeling their resistance relative to the third bolt. If you don’t have faith in your tactile memory I’ll recommend against this, though, and suggest sticking with the torque wrench.

Okay, back on track. I’m going to secure the bar to the braces by threading the large bolt through the eyepiece and brace on either side and securing it with the supplied nuts. This bolt is tightened with a 8mm allen wrench. You should have something like these:

Here’s the passenger’s side brace…

…And here’s the driver’s side brace.

With both braces secured to the car, and the bar secured to both braces, I’d say we’re about done!

Oh, I can feel it coming already. I hear you, naysaying purists. “But Andrew!” you say, “All the messy electronic stuff that I’m not familiar with – it’s showing! And if I’m ever caught in the rain, the battery could get WET!” Calm down, people. Breathe, see, and believe:

That’s right – every OEM plastic cover piece we removed today will fit back into position, no problem! With Weltmeister, everyone wins – the performance-minded enthusiasts get a great performance tweak to the 997’s handling, and the image-oriented crowd gets a car that still looks bone stock.

Time constraints prevented me from taking the car out for a spin to feel the difference, but I imagine it accentuates the steering character of the car considerably – though I might not feel it on the street, being too afraid to take the car to its limits on public roads, I may not appreciate this until we get this car to a proper road course.

Should my father ever wish to rip out half of the car’s rear carpet, I will be more than happy to do a follow-up article regarding installation of the rear strut brace. Until then, drive safely, and drive your car the way it was meant to be driven!

Today’s post is compliments of frequent contributor Andrew Granieri. Andrew is a graduate from Miami University with a degree in Technical & Scientific Communications and a minor in Entrepreneurship. He has a strong passion for cars and is working hard as a private contractor and freelance writer so he can continue to support his (pseudo) extravagant enthusiast lifestyle. He currently drives a worn but strong 1986 Porsche 944 that his future wife has come to appreciate and adore.

[Source: 993C4S]

Like it. Want it. Can’t Have it!

993C4S — Wed, 02 Sep 2009 04:55:50 +0000

Oh, how Porsche loves to tease us. Set to debut along side the new 911 Turbo, GT3 RS and Cup Race Car is the new 2010 Porsche 911 Sports Classic. The tease? You can’t buy one if you live in North America. However, for those lucky souls living in the ROW, for an entry fee starting at Euro 169,300, you can add one of these new 911s to your garage.

Highlights of the 2010 Porsche 911 Sports Classic

Wider body from Carrera 4S with unique front and rear bumpers, double-bubble roof and ducktail rear spoiler
Special light grey paint with darker grey accents
Interior in Espresso Nature with woven leather finish on seat centres, leather on air vents and door handles; light grey Alcantara roof lining
Power kit bumps 385 horsepower Carrera S engine to 408 bhp; six-speed
manual transmission only
Standard Porsche Ceramic Composite Brakes
New 19-inch Fuchs-style wheel with silver outer lip and black center
Limited edition of 250 models worldwide

If you would like to see some additional photos of the 2010 Porsche 911 Sports Classic they are available on the PorschePurist.com new Flickr account. The full press release is below for your reading enjoyment.

[Source: PCNA]

Porsche AG has distilled the DNA of the classic 911 into an exclusive expression of class and style. Built in strictly limited numbers for the most enthusiastic and well-heeled fans, the 911 Sport Classic marks Porsche’s return to a tradition of occasionally issuing ultra-exclusive, small-series production cars. The 911 Sport Classic will be presented at the 2009 Frankfurt Motor Show and is limited in production to just 250 cars.

This very special 911 from Porsche Exclusive, the company’s specialist department, which builds customized versions of Porsche cars with levels of customization that go far beyond the company’s regular production models. Developed over three years, the 911 Sport Classic shows incredible attention to every detail, with each aspect of its design catering especially to the most demanding group of aficionados.

The unique character of the 911 Sport Classic is evident at first sight in the newly developed double-dome roof. Also, while this model is based on the rear-wheel-drive Carrera S, it features the wider rear body of the Carrera 4S, with its rear fenders swollen by 44 millimetres, and has a wider rear track. A striking SportDesign front apron with unique spoiler lip and the fixed ducktail rear spoiler (a visual reference to the 1973 Carrera RS 2.7) round off the unmistakable look of the 911 Sport Classic.

Power comes from Porsche’s 3.8-litre flat-six with Direct Fuel Injection (DFI), enhanced through the introduction of a newly-developed resonance intake manifold with six vacuum-controlled switching flaps. Together, they up power by 23 bhp to 408. The 911 Sport Classic comes exclusively with a six-speed manual gearbox.

Porsche Ceramic Composite Brakes (PCCB) are standard on this exclusive 911, as are a lowered PASM sports suspension and a mechanical rear axle differential. Custom-made 19-inch wheels, with their five-spoke centres painted black like the Fuchs rims familiar to fans of vintage 911s, offer a perfect match for the character of this most exclusive car.

The very special, highly sophisticated interior of the 911 Sport Classic demonstrates one of the core competences of Porsche Exclusive and is characterized by new materials never used before even by Porsche. One example is woven leather made up of smooth leather strips and woven yarn, featured on the seat centrepieces of the newly-designed adaptive sports seats complete with light-grey piping, and on the door panels.

The dashboard includes a wide range of inserts and custom trim components; it is finished in Espresso Nature natural leather, providing a distinctive contrast to the exterior paint in Sport Classic Grey.

Marking the introduction of this special limited edition model, Porsche Design Driver’s Selection will also introduce a range of new products at the Frankfurt Motor Show. Limited-edition AluFrame luggage as well as a polo shirt, a cap and a personalized lanyard mimic the colour concept of the 911 Sport Classic; a top-quality 1:43-scale model will also be available.

The Porsche 911 Sport Classic will not be available in North America. Sales worldwide begin in January 2010; the base price of the car is Euro 169,300.

A Week with a 2009 Porsche Carrera S with PDK

993C4S — Tue, 07 Apr 2009 07:16:05 +0000

I’m a two timer times two. I cheated on my “purist” ideals and recently spent a week with a beautiful 2009 Porsche Carrera S – with PDK no less – and a host of other goodies. Now, as I get ready for the spring and prepare to show-off my air-cooled lovers on the dating scene I’m afraid they’ll know of my infidelity. To make matters worse, just as things were heating up with the Carrera S, a 997 Turbo sauntered down the street and parked itself in my garage for a brief stay. Talk about a hot and torrid affair… I’m still cooling down (and so is the Turbo).

Ever since Porsche announced that PDK would finally find its way into production level cars I’ve been waiting ~~impatiently~~ quietly to try it. Trying a car is more than just a 30 minute jaunt at the local dealer. You need to live with the car, get to know each other, tell each other your deepest and darkest secrets. Well, thanks to Porsche Cars North America, I got my chance. After five days and more than 500 miles (that’s a lot of driving in Southern Florida) I know more than my fair share about what the 997 had to offer and also what she didn’t.

Over the next few weeks, I’ll detail my discoveries, let you know the good, the bad and the ugly (there was a lot of the first, a bit of the second and nothing ugly to speak of) and try my damnedest to put you in the driver’s seat as seen by an ordinary Porsche owner.

If there’s anything specific you want to know, let me know now by commenting below. Otherwise, you’re leaving me on my own and who knows the havoc I might wreak left to my own devices.

Ps. I am so getting a 997 Turbo!!

Is the new Porsche 997 a $76,000 mobile phone?

993C4S — Wed, 03 Dec 2008 07:10:08 +0000

I recently had the chance to drive the new 2009 Porsche 997 with PDK (courtesy of my local dealer) and was all set to write up a review for your reading pleasure. Then, out of the blue, I received an email from a long-term reader and frequent contributor (Porsche Girl) that a close friend of hers (who also happens to be the Chief PCA instructor for his region and an avid racer) was interested in contributing a review. I said sure! Not only did it get me out of writing, but what could be better than having someone who has more track time with a Porsche – than I have normal driving – write the review. So, without further ado, here are Christian M. Maloof’s thoughts on the new 997 with PDK…

After hearing that it would be months before my area would see the new 2009 Porsche 997, I was pleasantly surprised to hear that our local dealer* received not one but two new Carreras: a base model and a 4S. Both cars arrived with the new PDK (Porsche Doppelkupplung) transmission, which I was curious to try.

My opportunity to test drive the base model presented itself in the form of a Carrara White couple with a base Stone Grey interior. This car’s engine produces 345 horsepower (aided by direct fuel injection, also a new feature). The folks at Porsche tell us that the new 997 takes 4.5 seconds to get from 0-60. Notably, this is the first year that the model with automatic transmission gets from 0-60 mph faster than the manual. The car’s top track speed is 180 mph.

At first look, the new 997 appears distinguished and elegant. The front end flows very nicely; its lines are generally clean and reminiscent of earlier 911s, in particular the 993 generation, but its increasing size is not well hidden. While generally pleased with the exterior of the car, I couldn’t help but feel that the nose seems somewhat disproportionate to the girth of the mid section and rear end. However, I am quite fond of the new LED headlamps and the red strip between the taillights in particular (probably because they hearken back to the heyday of 993 design). In choosing these, Porsche has beautifully married modernity and tradition.

Climbing inside, I found the fit and finish of the car quite impressive. The interior is very visually appealing, full of soft corners and handbag-quality stitching. The redesigned seats feel more comfortable and ergonomic, adding to overall driver comfort. Technological improvements include a redesigned and more intuitive navigation touch screen, Bluetooth capability and—finally!—iPod integration. However, the SIM card slot is a tease: it does not work in U.S. models, only European ones. When it does start working, it enables you to insert your phone’s SIM card, download your phone book, and effectively turn your Porsche into a $76,000 “mobile” phone.

While the overall interior is nice, a couple of things did not impress me as much. Notably, the plastic shield surrounding the PDK “stick shift,” which unfortunately reminds me of being in a Volvo! In an interior so luxurious and harmonious, the plastic looks cheap and out of place. Secondly, the steering wheel is now almost comically large; accommodating an air bag and the PDK shifters probably didn’t help. Such a crucial part of the driving experience should not feel uncomfortable, and this one does.

Now for the most important part of the Porsche: the ride.

Ride quality on the 997 is fantastic. Throughout, the engine feels great; the torque band is best described as beautiful and very linear. Aurally, however, the Carrera is a bit light in the loafers, offering much less bark than older 911s.

The standard 18” Carrera IV wheels with Michelin Pilot Sport II tires were compliant but still sticky, even on our bumpy Michigan roads. Compared to the ’08 S-model with 19-in wheels, the front end seems just a little vague. Overall, however, the suspension is improved over the ’08 Carreras because (as Randy Pobst is fond of saying) it is “firm but it has the cush.”

The shock package, too, shows improvement. It is, as Porsche says, “light, stable and agile.” Along with advancements in the suspension, the variable power steering has succeeded in making the car feel a bit lighter than it is, another improvement for those that use their Porsche to commute. I felt this particular car could absolutely be a very enjoyable daily driver, especially if you routinely experience periods of traffic interrupting on-ramps and country roads.

To properly experience the new 997, I disabled the PSM as soon as we entered a more twisty segment of roads. The move did not go unnoticed by my tolerant salesman, who laughed nervously. As I made more demands of the Carrera, the car showed minimal body roll, clean predictable turn-ins, and (in normal driving conditions) zero trailing throttle oversteer (once the nemesis of all 911s) As it turned out there was no need for his concern. When pushed harder, the rear-end gently “pointed” the front where I wanted to go. The brakes are stellar, just as I have to come to expect from Porsche. I did not have the chance to drive the car on the race track, but I suspect it would easy to drive, offering plenty of a “driving experience.”

The biggest change to the new 997s is the much-anticipated introduction of the PDK

This car may be the best automatic I have ever driven. Overall, the PDK is a vast improvement over the Tiptronic. You can feel the blip of the throttle through the chassis but not through the drivetrain. Downshifts are clean and precise, but upshifts felt a bit lazy compared to a manual transmission, especially if the driver is looking for more “umph.” We were unable to try a car with the Sport Chrono Package, which would have offered PDK in sport mode. This option apparently provides more aggressive shifting to satisfy those yearning for more response. (The extra spiritedness will set you back approximately $4,000).

Do I think PDK will make the car an even more comfortable ride for most? Absolutely. Would I purchase a Porsche with a PDK gearbox? Probably not. Regardless of how unarguably great the new PDK system is, it is impossible for it to approximate the feel and feedback of the clutch and gearbox, and how they connect the driver to the car’s engine.

One aspect of PDK I did not enjoy was the user interface. The steering-wheel mounted shifting paddles appear game like and are not intuitive. They require the driver to pull toward him/herself for downshifts and push forward to upshift, which seemed unnatural. All other sports cars with automatic shift transmissions I have driven (race or street) have dedicated shifting paddles: right for upshift, left for down. Thankfully there is very little room for error, as the PDK won’t let you downshift from the top of third gear to second, no matter how many times you try (and I tried a few times). Other reviews have said much about the need to re-design the steering wheel interface, and I hope Porsche listens.

Overall, Porsche has succeeded in creating a sports car that is perfectly well suited to commuting while retaining its racing heritage. The new 997 is ultra comfortable and modern, yet fun and aggressive when need be. There is plenty of diversification among the 997 line so just about everyone can find the Porsche that works for them, be it one with Alcantara cooled seats and heated steering wheel or a track ready GT3.

*Special thanks to Eric Gedeon of Howard Cooper Porsche, Ann Arbor

Christian M. Maloof is Track Chairman and Chief Instructor for Porsche Club of America’s Rally Sport Region. He holds instructor certificates and race licenses from the MidOhio School and Skip Barber. He races a Porsche 993 3.8 RS in the German Touring Car Series (GTS) division with NASA. He may be reached at christianmaloof at hotmail.com.

2009 Porsche Carrera 4 and 4S Unveiled

993C4S — Fri, 27 Jun 2008 07:10:54 +0000

Stuttgart. Showing the dynamic attitude typical of the brand, Dr. Ing. h.c. F. Porsche AG, Stuttgart, are continuing the generation change of the 911 model series. Just a few weeks after the new 911s with classic rear-wheel drive, the all-wheel-drive versions Carrera 4 and Carrera 4S are now entering the market in both Coupé and Cabriolet guise.

A whole range of new technologies surrounding the engine, the transmission and drivetrain ensures an even higher standard of driving pleasure on much lower fuel consumption. Particularly the precision and fast response of the new, electronically controlled all-wheel drive offers an even more intense driving experience, above all in interaction with the likewise new flat-six engines with Direct Fuel Injection and the PDK Porsche Doppelkupplungsgetriebe or double-clutch gearbox available as an option.

2009 Porsche Carrera Offers More Power and Fuel Economy

The features and characteristics of the new engines speak for themselves: Depending on the model, the new all-wheel-drive Carrera offers up to 8.5 per cent more power, up to 12.9 per cent more fuel economy, and 15.4 per cent lower CO2 emissions. Specifically, output of the 3.6-litre power unit is up by 20 to 345 bhp (254 kW). At the same time a Carrera 4 Coupé with PDK, to take just one example, consumes a mere 10.1 litres of fuel per 100 kilometres, equal to 28.0 mpg imp. The improvements on the 911 Carrera 4S with its 3.8-litre power unit are equally significant, with maximum output up by 30 to 385 bhp (283 kW) on overall fuel consumption down in the case of Carrera 4S Cabriolet with PDK to 10.7 litres/100 km, equal to 26.4 mpg imp.

In the new generation of the Carrera 4 and Carrera 4S electronically controlled PTM Porsche Traction Management replaces the former all-wheel drive with its viscous multiple-plate clutch. This superior system developed for the 911 Turbo and modified for the Carrera models combines the driving pleasure so typical of Porsche with an even higher standard of driving stability, traction and agile handling further enhanced by the mechanical rear axle differential fitted as standard.

Porsche’s Doppelkupplungsgetriebe Transmission Available as an Option

The new all-wheel-drive sports cars come with sporting manual transmission featuring six gears. As an alternative the new models are available with Porsche’s new Doppelkupplungsgetriebe replacing the former Tiptronic S automatic converter transmission and offering an even faster gearshift on less fuel. The Doppelkupplungsgetriebe or double-clutch gearbox comes with seven gears shifting electro-
hydraulically without the slightest interruption of traction and pulling force.

The new generation of the 911 model series stands out clearly through the discreet but striking modification of the front end and new lights technology. The new Carrera models come in all cases with bi-xenon headlights and new LED daytime driving lights.

The newly designed rear light clusters also feature LED technology and for the first time Porsche offers Dynamic Bending Lights as an option. It almost goes without saying that all Carrera 4 models come as before with their muscular rear end 44 millimetres or 1.73” wider than on the two-wheel-drive versions. And a new reflector trim bar between the LED rear lights gives the typical rear end of the car even more dynamic character.

All all-wheel-drive Carrera models will be at the dealership as of 25 October 2008.

2008 Porsche 911 GT2: The Finest Porsche Road Car Ever!

993C4S — Wed, 27 Feb 2008 20:27:05 +0000

MotorTrend’s Arthur St. Antoine just released his review of the 2008 Porsche 911 GT2. To say he liked it would be an understatement. “Imagine a Porsche that combines the blown thrust of the 911 Turbo, the tango-champion agility of the 911 GT3, and an extra-generous seasoning of Zuffenhausen alchemy-that’s the $192,560 GT2.”

“At around 5000 rpm the world as you’ve always known it explodes, your innards tumble as if you’ve just stepped out of an airplane, your eyeballs churn into marmalade. Five quick manual shifts, and you’re catching the horizon at more than 200 miles per hour, the audio system playing a Bartok string quartet, your cerebrum struggling to believe it’s all real.

You’ve just been GT2′d.

Take a moment, catch your breath, maybe grab hold of your security blanket. What follows is the very first U.S. instrumented test of Porsche’s newest, wickedest-ever 911, the 2008 GT2. The numbers will astonish you. They astonished us, and we’ve driven a few fast cars before. This is your last chance to call for Mommy.

Imagine a Porsche that combines the blown thrust of the 911 Turbo, the tango-champion agility of the 911 GT3, and an extra-generous seasoning of Zuffenhausen alchemy-that’s the $192,560 GT2. You’ll recall that, in our first test of the GT3 (May 2007), we dubbed it “the greatest 911 ever.” A bold statement, but now that we’ve driven its twin-turbo, rear-drive sibling, we’re making an even loftier proclamation: The GT2 is, quite simply, the finest road-going Porsche of all time. Yes, better even than the $450,000, V-10-powered Carrera GT exoticar. Really.

The GT2 is clearly a 911, but a closer inspection reveals unique details. The front air dam is devoid of foglamps, leaving a purer, more appealing prow. Replacing conventional front signal lamps are Audi R8-like LED light bars, a fabulous touch. Sprouting from each side of the rear wing, integrated oval ducts feed fresh (and usually very fast) air to the twin intercoolers beneath. More evidence of GT2-ness lies easily visible inside the 19-inch alloys: yellow calipers denoting the standard carbon-ceramic brakes. The GT2 also wears huge shoes, its high-grip Michelin Pilot Sport Cup tires dwarfing the standard rubber on both the GT3 and the Turbo.

As in the 480-horsepower 911 Turbo, the stinger in the GT2′s tail is a twin-pressurized, 3.6-liter flat-six that uses variable-vane turbos to hypercharge the incoming exhaust gases, producing an almost instantaneous burst of power whenever your right foot heads south. Yet the GT2′s six is even more insane, breathing a cooler intake charge through an exclusive manifold and exhaling through a lightweight, titanium exhaust system (among other refinements). The result is a blistering 530 horsepower and 505 pound-feet of torque.

Further enhancing its swiftness, the GT2 is some 225 pounds lighter than the all-wheel-drive Turbo (it’s just a few pounds heavier than the normally aspirated, 415-horse GT3). More power. Less weight. Hang on.

Launch control is standard on the GT2, so maximum-performance starts await novices and pros alike. Press the button, mash the throttle to the floor, wait for the revs to stabilize at about 5000 rpm, then drop the clutch. And. You. Disappear. The 325/30ZR19 rear Michelins skip a beat or two when assaulted with the engine’s full fury, but once they hook up, watch out. The GT2 scorches to 60 mph in only 3.4 seconds. That’s quicker than the 605-horsepower Carrera GT, which we timed in 3.6 seconds (October 2004). The GT2 is equally mind-blowing in the quarter mile, tripping the lights in just 11.4 seconds at 127.9 mph. The engine doesn’t feel turbocharged; rather, as the revs rise it seems to come on cam, the power delivery linear and seemingly limitless.

“Limitless” is the word. On a closed road, our Angus MacKenzie, in true Aussie road-warrior style, held his foot to the floor long enough (and it didn’t take long) to see an indicated 202 mph (“Absolutely steady as a rock there, too,” he said later). Porsche claims a top speed of 204.

Check the digits on the opposite side of the friction circle, and the GT2 rules there, too. The huge carbon-ceramic binders-15-inch discs with six-piston calipers in front-and sticky Cup tires combine to produce stops from 60 mph in a lung-crushing 98 feet. We’re still searching the Motor Trend archives for a better number.

Like the GT3, the GT2 features standard Porsche Active Suspension Management (PASM), with driver-selectable normal and Sport modes. Also standard is the first Porsche Stability Management (PSM) system on a 911 GT model. Tuned for track driving (the GT2 includes standard cockpit mounts for adding a roll bar), PSM allows a helpful amount of rear rotation before stepping in, and then only enough to bring the car back in line. Maximum grip is a neck-wrecking 1.1 g-race-car territory (and easily topping the mid-engine Carrera GT’s 0.99 g). The GT2 is unfailingly poised, too, an amazing achievement for a 530-horse beast with 62 percent of it weight balanced on the rear axle.

On our exclusive figure-eight test, the GT2 left us awestruck, circling the course in only 22.9 seconds. That’s quicker than the Carrera GT. Quicker than the Ferrari Enzo. Quicker, in fact, than any street-legal car we’ve ever tested.Yet for all of its incomparable performance, the GT2 is as docile as a golden retriever puppy. Drive it around town, and it never complains, never demands special care. The Carrera GT was fast but peaky, with a finicky, light-switch clutch. The GT2, in contrast, effortlessly surfs waves of torque, and its control efforts are fluid and easy-at modest speeds, it drives like any other 911. Ride quality in either mode is pain-free (our long-term Mini Cooper S, to name one, is far harsher). The leather seats (there are only two) are wonderfully deep, backed with carbon fiber, and trimmed with rich Alcantara (as is much of the rest of the cabin). Navigation and Bose surround sound are optional. The GT2 even returns 22 mpg on the highway and qualifies as a LEV-II on emissions.

So, certainly, you’re looking at the finest Porsche road car of all time. And at one of the greatest sports cars the world has ever seen.“

Look at these specs

0-60 mph
Porsche 911 GT2 3.4 sec
Chevrolet Corvette Z06 3.5 sec
Dodge Viper SRT-10 3.7 sec
Ferrari F430 F1 3.7 sec
Lamborghini Gallardo 3.8 sec
Quarter mile
Porsche 911 GT2 11.4 sec @ 127.9 mph
Chevrolet Corvette Z06 11.5 sec @ 127.1 mph
Dodge Viper SRT-10 11.7 sec @ 124.4 mph
Ferrari F430 F1 11.7 sec @ 122.8 mph
Lamborghini Gallardo 12.1 sec @ 116.3 mph

Braking, 60-0 mph
Porsche 911 GT2 98 feet
Ferrari F430 F1 100 feet
Dodge Viper SRT-10 102 feet
Chevrolet Corvette Z06 104 feet
Lamborghini Gallardo 111 feet
Lateral Acceleration
Porsche 911 GT2 1.10 g
Chevrolet Corvette Z06 1.05 g
Dodge Viper SRT-10 0.99 g
Lamborghini Gallardo 0.92 g
Ferrari F430 F1 NA

*manufacturer estimates

For even more pictures you can jump to MotorTrend here.

[Source: MotorTrend.com]