GT3 gen1 v gen2
Discussion
So cognoscenti, I am interested in getting back into a 911 GT car and have lost touch with the pros and cons of the 997 GT3 variant, and i am hoping you can share your thoughts.
As I understand it the Gen 1 had the metzger engine and the Gen2 had a new 3.8l engine. How do they drive back to back and what is the reliability of the later.
I have driven a 996 gt3 a few times and found it to be really involving and exciting from the moment you sat in it, I am hoping the 997 will be the same, again any experinced observations here would be very welcome.
Fianlly are there any other differences other than cosmetic that are worth a mention (between gen1 and 2). I prefer the look of the facelifted model but not the price hike, its just too much of a stretch financially.
Thanks in advance for any response,
As I understand it the Gen 1 had the metzger engine and the Gen2 had a new 3.8l engine. How do they drive back to back and what is the reliability of the later.
I have driven a 996 gt3 a few times and found it to be really involving and exciting from the moment you sat in it, I am hoping the 997 will be the same, again any experinced observations here would be very welcome.
Fianlly are there any other differences other than cosmetic that are worth a mention (between gen1 and 2). I prefer the look of the facelifted model but not the price hike, its just too much of a stretch financially.
Thanks in advance for any response,
Both run Mezger engines - 3.6 and 3.8
Both are more road friendly and refined than the 996 GT3...some prefer this to others the 996 is a purer experience.
In my view (probably biased) the Gen 2 was better evolved/tuned. Suspension less intrusive than gen 1, power upgrade attractive, shorter gear ratios then Gen 1, improved interior, arguably greater street presence (though Gen 1 orange and green are immense too). Given the price of the Gen 1, if possible, I would recommend a jump to Gen 2.
...I'm sure others will chime in with more
Both are more road friendly and refined than the 996 GT3...some prefer this to others the 996 is a purer experience.
In my view (probably biased) the Gen 2 was better evolved/tuned. Suspension less intrusive than gen 1, power upgrade attractive, shorter gear ratios then Gen 1, improved interior, arguably greater street presence (though Gen 1 orange and green are immense too). Given the price of the Gen 1, if possible, I would recommend a jump to Gen 2.
...I'm sure others will chime in with more
gen 1 has the lighter more freer reving engine with lighter-weight 3.6 pistons/internals , take off the PASM and go after market + short final drive, Guard diff, RS flywheel and that's the perfect GT3 imo plus todays best value car.
the gen 2 HAS the same ratio's unless you have £180k RS money and just feels softer because it is.
but the gen 2 is then better on bumpy roads !
I am very tempted to build a gen 1 GT3 to that spec , but due to prices people want stock cars which is a shame if I want to sell it or don't like what I ended up with !!
the gen 2 HAS the same ratio's unless you have £180k RS money and just feels softer because it is.
but the gen 2 is then better on bumpy roads !
I am very tempted to build a gen 1 GT3 to that spec , but due to prices people want stock cars which is a shame if I want to sell it or don't like what I ended up with !!
Edited by Porsche911R on Thursday 2nd June 15:07
Hello.
Firstly, both Gen 1 and gen 2 997 GT3 have the mezger engine, the gen 1 is 3.6, and gen 2 is 3.8. 415ps plays 435ps. There isn't much between them in a straight line, the gen 2 has a bit more mid range torque.
The gen 2 has a more modern PCM, with touchscreen and Bluetooth etc. Not much of a difference with interiors, bit more alcantara on the gen 2. Exterior: led rear lights, centre lock wheels, different front bumper/lights. Also introduced on the Gen 2 is stability control, the gen 1 only has traction control (system derived from the Carerra GT).
Options wise, the useful one is front lift. You could also get the active engine mounts and a few other bits. Standard front steel brakes are 380mm on gen 2 (350mm on gen 1), but gen 1 pccb was 380mm also.
The other factor is rarity, the Gen 2 is rarer than gen 1, which is one factor why I believe there is such a price jump between the two. For road and touring use, the options on the Gen 2 like front lift and pcm 3 would be useful, on the track, it's all just weight, so depends what you are looking for.
I found this for you:
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.
Firstly, both Gen 1 and gen 2 997 GT3 have the mezger engine, the gen 1 is 3.6, and gen 2 is 3.8. 415ps plays 435ps. There isn't much between them in a straight line, the gen 2 has a bit more mid range torque.
The gen 2 has a more modern PCM, with touchscreen and Bluetooth etc. Not much of a difference with interiors, bit more alcantara on the gen 2. Exterior: led rear lights, centre lock wheels, different front bumper/lights. Also introduced on the Gen 2 is stability control, the gen 1 only has traction control (system derived from the Carerra GT).
Options wise, the useful one is front lift. You could also get the active engine mounts and a few other bits. Standard front steel brakes are 380mm on gen 2 (350mm on gen 1), but gen 1 pccb was 380mm also.
The other factor is rarity, the Gen 2 is rarer than gen 1, which is one factor why I believe there is such a price jump between the two. For road and touring use, the options on the Gen 2 like front lift and pcm 3 would be useful, on the track, it's all just weight, so depends what you are looking for.
I found this for you:
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.
S1MMA said:
Hello.
Firstly, both Gen 1 and gen 2 997 GT3 have the mezger engine, the gen 1 is 3.6, and gen 2 is 3.8. 415ps plays 435ps. There isn't much between them in a straight line, the gen 2 has a bit more mid range torque.
The gen 2 has a more modern PCM, with touchscreen and Bluetooth etc. Not much of a difference with interiors, bit more alcantara on the gen 2. Exterior: led rear lights, centre lock wheels, different front bumper/lights. Also introduced on the Gen 2 is stability control, the gen 1 only has traction control (system derived from the Carerra GT).
Options wise, the useful one is front lift. You could also get the active engine mounts and a few other bits. Standard front steel brakes are 380mm on gen 2 (350mm on gen 1), but gen 1 pccb was 380mm also.
The other factor is rarity, the Gen 2 is rarer than gen 1, which is one factor why I believe there is such a price jump between the two. For road and touring use, the options on the Gen 2 like front lift and pcm 3 would be useful, on the track, it's all just weight, so depends what you are looking for.
I found this for you:
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.
Great work, you forgot lift on gen2 I think but I never had time to read it all.Firstly, both Gen 1 and gen 2 997 GT3 have the mezger engine, the gen 1 is 3.6, and gen 2 is 3.8. 415ps plays 435ps. There isn't much between them in a straight line, the gen 2 has a bit more mid range torque.
The gen 2 has a more modern PCM, with touchscreen and Bluetooth etc. Not much of a difference with interiors, bit more alcantara on the gen 2. Exterior: led rear lights, centre lock wheels, different front bumper/lights. Also introduced on the Gen 2 is stability control, the gen 1 only has traction control (system derived from the Carerra GT).
Options wise, the useful one is front lift. You could also get the active engine mounts and a few other bits. Standard front steel brakes are 380mm on gen 2 (350mm on gen 1), but gen 1 pccb was 380mm also.
The other factor is rarity, the Gen 2 is rarer than gen 1, which is one factor why I believe there is such a price jump between the two. For road and touring use, the options on the Gen 2 like front lift and pcm 3 would be useful, on the track, it's all just weight, so depends what you are looking for.
I found this for you:
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.
kevs 172 said:
How rare is the gen 1 clubsport?They seem very scarce!
All Clubsports are rare (anecdotally it is generally agreed that only around a quarter or less of production of each iteration of GT3 were specified as Clubsports, at least in the UK). However, the 997.1 had the further disincentive that you had to order the fixed buckets for around £4k to be able to tick the no-cost Clubsport option (fixed buckets were standard with normal seats a no-cost option on the 996, and on the 997 gen 2: the folding bucket was no-cost {though fixed buckets remained extra}). If you wanted a specific number though, I don't believe that an exact breakdown is available for anything except the 996.1 (28 IIRC). By proportion, the 997.1 may potentially be the lowest percentage of Clubsports in the UK market (though equally - not many of the 991s seem to be specced with CS either), though numerically it is surely going to be the 996.1 or the 997.2 as far fewer in total came into the country.
ChrisW. said:
I believe the 997 GT3 Gen 1 is also the last of the narrow bodied cars --- the RS was wide bodied as were both of the Gen 2's.
If it's already been said, apologies for speed reading
Fairly certain the 997.2 GT3 was narrow-bodied as well. The 991 is the first non-RS GT3 to be based on the C4 shell. If it's already been said, apologies for speed reading
My version of this thread from two years ago: http://www.pistonheads.com/gassing/topic.asp?h=0&a...
NB the prices have changed a bit since then! I sold mine for what I paid for it six months later and thought I'd done well, the chap who bought it from me made £20k in a year!
Happy hunting OP. Great cars, just a bit too harsh for me in my old age.
NB the prices have changed a bit since then! I sold mine for what I paid for it six months later and thought I'd done well, the chap who bought it from me made £20k in a year!
Happy hunting OP. Great cars, just a bit too harsh for me in my old age.
Steve Rance said:
I went for a Gen 1 clubsport as I prefer the 3.6 unit, the chassis. I also do not like the centre locks. on balance I found it better value. For many, the 3.8 is a better proposition. You won't go wrong with either
I have done the same,the gen 1 just seems better value,and will do everything I need and more.Thanks for the replies
D16rr, I will be in touch to get the spec of your car and when in your area I will try to arrange a suitable date to meet, I appreciate the offer.
La Source (great handle) thank you for the correction ref the Mezger engine
S1MMA, blimey had to read it twice just to take it all in, but now i understand.
AndyDubbya thanks for the stear to your previous posts lots of good info and views there, I notice you seem to have sold your GT3 now and moved to a 12C
It seems clear that when reading all these views back to back across a number of years when taking into account Andys post, that the Gen2 is a more refined and easier to life with car. However that improvement seems to have diluted some of the original driving pleasure.
if I am honest with myself I suspect that I might struggle with the 1st Generation. My track days are going to be once or twice a year, the majority of my miles will be on Dorset roads at 6am before the world wakes up. Accordingly the refined suspension of the Gen2 is going to forgive my inexperience and allow me to enjoy the car without scaring myself s
tless.
What do the engine mounts do? How does the effect manifest itself?
D16rr, I will be in touch to get the spec of your car and when in your area I will try to arrange a suitable date to meet, I appreciate the offer.
La Source (great handle) thank you for the correction ref the Mezger engine
S1MMA, blimey had to read it twice just to take it all in, but now i understand.
AndyDubbya thanks for the stear to your previous posts lots of good info and views there, I notice you seem to have sold your GT3 now and moved to a 12C
It seems clear that when reading all these views back to back across a number of years when taking into account Andys post, that the Gen2 is a more refined and easier to life with car. However that improvement seems to have diluted some of the original driving pleasure.
if I am honest with myself I suspect that I might struggle with the 1st Generation. My track days are going to be once or twice a year, the majority of my miles will be on Dorset roads at 6am before the world wakes up. Accordingly the refined suspension of the Gen2 is going to forgive my inexperience and allow me to enjoy the car without scaring myself s
tless.What do the engine mounts do? How does the effect manifest itself?
Imagine a huge ball bearing laying loose in the back of the car. Corner hard and it rolls to the loaded end of the car then stops when it hits the side. Imagine how the car would feel. It will lurch into oversteer. The engine/gearbox will do something similar if not solidly mounted to the chassis. On a road car that would create vibration and be rather unpleasant so they are mounted on rubber or similar to absorb the vibration. The softer the rubber, the more the movement during cornering and more pronounced the effect on handling. It is an issue on older cars such as the 964. The RS version has much stiffer engine mounts to counter the effect. A common upgrade on Older 911's is therefore to fit RS engine mounts to non RS variants. The GT3 does not suffer from this effect in terms of handling as the engine and gearbox mounts are already adequate for purpose - so in terms of performance, the dynamic engine mount has no real benefit.
I have never driven any GT3 and experienced handling issues relating to the standard engine mounts.
I have never driven any GT3 and experienced handling issues relating to the standard engine mounts.
So now I want a Gen2 , everything considered, but for similar money I could get a 996 GT2 for which I still hold a candle. I cant think of a reason not to go GT2 other than ive never had a GT3.
The kick is very addictive, they look great still, very few around, affordable to run...........they dont sound as good.
The kick is very addictive, they look great still, very few around, affordable to run...........they dont sound as good.
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