GT3 Gen 1 vs Gen 2

GT3 Gen 1 vs Gen 2

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Discussion

Skyman

Original Poster:

1,251 posts

223 months

Wednesday 25th February 2015
quotequote all
As someone who has the offer of acquiring a car from either generation, both to desirable specs from my PoV, how do I decide between the two? I have driven the newer version but not the Gen 1 (yet). Apart from the price difference, which whilst a reasonable sum is not the decider, what persuades you in one direction or the other? Owners' views very much appreciated.

BIRMA

3,803 posts

193 months

Wednesday 25th February 2015
quotequote all
Skyman said:
As someone who has the offer of acquiring a car from either generation, both to desirable specs from my PoV, how do I decide between the two? I have driven the newer version but not the Gen 1 (yet). Apart from the price difference, which whilst a reasonable sum is not the decider, what persuades you in one direction or the other? Owners' views very much appreciated.
I'm not an owner and I'm in a similar dilemma I have tried a 911 Turbo Gen 1 now three times over as many years and after driving a Gen 1 soft top the other day and not being too happy with the deal decided to keep my Boxster for another couple of years and wait for Gen 2 Turbo's to come down in value a bit. I haven't driven a Gen 2 yet but I'm thinking that if I can live with PDK a Gen 2 Turbo S may be within my budget when I decide to chop the Boxster.

Skyman

Original Poster:

1,251 posts

223 months

Wednesday 25th February 2015
quotequote all
Thanks. I have owned a Gen 2 car but not a 3, so know the physical difference, but how did the GT3 breed evolve between generations?

Edited by Skyman on Wednesday 25th February 20:36

pete a

3,799 posts

183 months

Wednesday 25th February 2015
quotequote all
997.1 has a 3.6ltr Mezger engine delivering 415ps or 409bhp, the 997.2 has a 3.8ltr Mezger engine delivering 435ps or 429bhp it also has a bit more low down torque.

The suspension is slightly firmer in a .2 as well I believe it also has better aero so is more planted at high speed.

Oh and of course PCM 3.


The link below reviews all GT3's up to the gen 2 997

http://www.evo.co.uk/porsche/911/13309/porsche-911...

Looks wise there's not much in it, mines the red gen 1




Edited by pete a on Wednesday 25th February 20:27

Skyman

Original Poster:

1,251 posts

223 months

Wednesday 25th February 2015
quotequote all
^^^^Thank you, that review really helped.......to confuse.smile

pete a

3,799 posts

183 months

Wednesday 25th February 2015
quotequote all
The only way is to drive them both really, I've only ever driven my gen 1 and I've never felt like I needed more, then I spoke to a guy the other day who just went from a gen 1 to a gen 2 and he said the gen 2 was much better.

That being said he had part exchanged his car in at far too low a figure and then paid top top money for the gen 2 so I could understand wanting to like a car that just cost the best part of £40k to upgrade too.


Skyman

Original Poster:

1,251 posts

223 months

Wednesday 25th February 2015
quotequote all
In a way, have do you improve upon perfection?

mm450exc

564 posts

177 months

Wednesday 25th February 2015
quotequote all
If Money were no object get the gen2. Done.

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.

pete a

3,799 posts

183 months

Wednesday 25th February 2015
quotequote all
Agreed, if money no object get the gen.2.

That being said if money really no object fk it get a gen 2 4ltr RS?

Edit to add, Steve Rance recently bought a gen 1, and he knows a bit about driving.

Skyman

Original Poster:

1,251 posts

223 months

Wednesday 25th February 2015
quotequote all
Adding to the mix, RHD Gen 1 v LHD Gen 2, with a £15k spread over a four year age gap.

pete a

3,799 posts

183 months

Wednesday 25th February 2015
quotequote all
Get ready for your head to pop then, £100k gets you a 991 GT3 LHD scratchchin

mm450exc

564 posts

177 months

Wednesday 25th February 2015
quotequote all
No question - LHD gen2! Once you driven both it does not matter where the steering wheel is or in which country you are.

Skyman

Original Poster:

1,251 posts

223 months

Wednesday 25th February 2015
quotequote all
pete a said:
Get ready for your head to pop then, £100k gets you a 991 GT3 LHD scratchchin
Nice, but not for me thanks.

SFO

5,162 posts

182 months

TB993tt

2,032 posts

240 months

Thursday 26th February 2015
quotequote all
mm450exc said:
If Money were no object get the gen2. Done.

Highlights for 2010
Environmentally friendly higher performance
[b] 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. [/b]
.
Which other 911s was the Mezger in in 2010 ? GT2RS, any others ? sounds like a bullst bit of marketing blurb designed to make the 9A1 "members of the current 911 family" absorb some of the Mezger fairy dust hehe

Edited by TB993tt on Thursday 26th February 14:08

Liquid1

19 posts

170 months

Thursday 26th February 2015
quotequote all
Skyman said:
As someone who has the offer of acquiring a car from either generation, both to desirable specs from my PoV, how do I decide between the two? I have driven the newer version but not the Gen 1 (yet). Apart from the price difference, which whilst a reasonable sum is not the decider, what persuades you in one direction or the other? Owners' views very much appreciated.
3.8 benefits
1. more low down torque, relevant for road use
2. more capable PASM
3. has traction and stability control systems, so a safety net for novice drivers
4. improved interior with PCM 3 (again, nice for road use)
5. more downforce

pitfalls
1. Price
2. Centre locks

If you are looking for a weekend/track day toy, I'd buy a gen 1 and use the price delta to upgrade the coilovers and have some leftovers for maintenance. Driven at 8-10/10 there's very little (if any) difference between the 2 cars. If driven more sedately and often on the road, then I'd favour the 3.8 as its a safer, torquier and more comfortable place to spend time in.

My 2c...

Alpinestars

13,954 posts

243 months

Thursday 26th February 2015
quotequote all
I can only compare the RS versions, but they have lots of similarities, such that you would not feel short changed with a Gen 1. The differences are really an evolution as you'd expect I guess. I'd happily live with a Gen 1 on the road if price is an issue.

The Gen 2 is the quicker car, has more torque, a bit noisier, has a better cabin and looks better (the last 2 might be a bit so what).

pete a

3,799 posts

183 months

Thursday 26th February 2015
quotequote all
Alpinestars said:
The Gen 2 is the quicker car, has more torque, a bit noisier, has a better cabin and looks better (the last 2 might be a bit so what).
Other than the PCM 3 in black instead of PCM 2 in grey, what other difference is in the cabin?

braddo

10,399 posts

187 months

Thursday 26th February 2015
quotequote all
Folding bucket seats, potentially.

Richie200

2,011 posts

208 months

Thursday 26th February 2015
quotequote all
There is also the best of both worlds solution if you fancy investing in a few choice parts from a Gen II and fitting them to a Gen I wink



Visual enhancements are fairly simple but the engine and gearbox revisions are a little expensive but still an option