12 years with a 997.1 GT3RS
Discussion
It seems hard to believe now, but my 997.1RS is now 12 years old.
This is what it looks like today:
I had no intention of buying one, nor even any particular awareness of the RS as they had not been introduced to North America for decades. We never got the 964,993 not the 996RS apart from a 964 RS America which only had the regular 996 engine.
I had been in Germany in 2006 picking up a new M6 at the factory and had determined to run it hard when I got it, which I certainly did. I had brought the M6 to Hartge at one day old and had the limited hacked off. After a few thousand KM I ended up at the Nürburgring and met with a fellow PH’er who went under the name Hammerwerfer. An American ,he lived in Nürburg and instructed there.
My first lap with him at the wheel left me weak kneed, but over the next few days I got more used to it. However, when he was driving he would always murmur that it was too heavy and underbraked ( which it was). “ You should think about a GT3 for here”, he would mutter.
So, I cadged a ride in a race-prepared GT3 with a very experienced racer..God, it was amazing.
Still, I had a new V10, so was to really thinking about a GT3. Then, things started to go pear-shaped. I had taken the M6 out for a VMax run ,all the way back to near Frankfurt where we did it with a pair of cars, and then drove back to the track, all during the night. It was to be my last day in Nürburg. Turned out the track was open early, so, tired as I was I thought a few final laps would be good.
VERY bad idea. I was tired and had only done afternoon lapping ever at the time. Of course, the sun was in a different place and the shadows were all different. The track looked alien, and I had difficult remembering it. Ended up clipping a kerb near Breidscheid, I launched the car and hit the armco. Not an auspicious day.
So, leaving the car at the local BMW dealer, I made my way back to Frankfurt, and waited for the plane to Canada. Browsing through the magazine rack I noticed a review of the then new 997.1 RS written by Chris Harris, who was not all that well-known at the time. I had no idea it if was even available in Canada.
On my return to Toronto I headed down to the local dealer and met with Antje , a sales rep who would become my go-to Porsche person for all subsequent cars. Obviously, as a walk-in I had no particular relationship.
I had wanted a GT3RS in Viper Green. “ Sorry, but they are all sold”. None of the 2007s had yet come in, and yet they were sold. My first foray into this odd world. Undeterred, I decided to go for a 2008, hopefully with factory delivery. “ Really sorry, but they are all allocated too”.
I had no clue about this stuff, nor the idea of limited availability. As it happened Porsche had some trepidation about the RS in America. Of the 1100 997.1s or so built about 500 came over here, with 50 coming to Canada. And none for me.
I would occasionally drop into the dealer and now and then would see the odd new RS. It was very frustrating. Then, one afternoon I got a call in late 2007. “ Its Antje- we have just had a cancellation at the dealer, and we have the car coming in. All the reps want it, but I can get it for you right now.” It was one of only three Viper green cars that would come to Canada.
I had a bank courier deliver a certified cheque, and the car arrived next day. I had my own personal plates, called the insurance broker and drove the car out by the end of the day. It was so different to my long list of BMWs I had driven for years.
Antje delivers the car:
This is what it looks like today:
I had no intention of buying one, nor even any particular awareness of the RS as they had not been introduced to North America for decades. We never got the 964,993 not the 996RS apart from a 964 RS America which only had the regular 996 engine.
I had been in Germany in 2006 picking up a new M6 at the factory and had determined to run it hard when I got it, which I certainly did. I had brought the M6 to Hartge at one day old and had the limited hacked off. After a few thousand KM I ended up at the Nürburgring and met with a fellow PH’er who went under the name Hammerwerfer. An American ,he lived in Nürburg and instructed there.
My first lap with him at the wheel left me weak kneed, but over the next few days I got more used to it. However, when he was driving he would always murmur that it was too heavy and underbraked ( which it was). “ You should think about a GT3 for here”, he would mutter.
So, I cadged a ride in a race-prepared GT3 with a very experienced racer..God, it was amazing.
Still, I had a new V10, so was to really thinking about a GT3. Then, things started to go pear-shaped. I had taken the M6 out for a VMax run ,all the way back to near Frankfurt where we did it with a pair of cars, and then drove back to the track, all during the night. It was to be my last day in Nürburg. Turned out the track was open early, so, tired as I was I thought a few final laps would be good.
VERY bad idea. I was tired and had only done afternoon lapping ever at the time. Of course, the sun was in a different place and the shadows were all different. The track looked alien, and I had difficult remembering it. Ended up clipping a kerb near Breidscheid, I launched the car and hit the armco. Not an auspicious day.
So, leaving the car at the local BMW dealer, I made my way back to Frankfurt, and waited for the plane to Canada. Browsing through the magazine rack I noticed a review of the then new 997.1 RS written by Chris Harris, who was not all that well-known at the time. I had no idea it if was even available in Canada.
On my return to Toronto I headed down to the local dealer and met with Antje , a sales rep who would become my go-to Porsche person for all subsequent cars. Obviously, as a walk-in I had no particular relationship.
I had wanted a GT3RS in Viper Green. “ Sorry, but they are all sold”. None of the 2007s had yet come in, and yet they were sold. My first foray into this odd world. Undeterred, I decided to go for a 2008, hopefully with factory delivery. “ Really sorry, but they are all allocated too”.
I had no clue about this stuff, nor the idea of limited availability. As it happened Porsche had some trepidation about the RS in America. Of the 1100 997.1s or so built about 500 came over here, with 50 coming to Canada. And none for me.
I would occasionally drop into the dealer and now and then would see the odd new RS. It was very frustrating. Then, one afternoon I got a call in late 2007. “ Its Antje- we have just had a cancellation at the dealer, and we have the car coming in. All the reps want it, but I can get it for you right now.” It was one of only three Viper green cars that would come to Canada.
I had a bank courier deliver a certified cheque, and the car arrived next day. I had my own personal plates, called the insurance broker and drove the car out by the end of the day. It was so different to my long list of BMWs I had driven for years.
Antje delivers the car:
Edited by RDMcG on Thursday 24th October 15:01
First impressions were of a much more go-kart feeling compared to the BMWs I had owned, and the exceptionally heavy clutch. Ride was very firm ( though much more road-friendly than a 996RS I experienced at a later date).
While I was thrilled to get the car, winter was approaching , so I did not have much opportunity to drive it in the late part of 2007. I also regretted that I had not been able to get it on factory delivery in Zuffenhausen.
Over the winter I thought about it, and decided to ship the car right back in the summer of 2008 on Canadian plates. This was a fairly complex undertaking, but eventually with customs brokerage, transit insurance, road insurance and transportation all arranged, the car finally arrived in Frankfurt where I picked it up at a warehouse.
This was when the running-in really started…and did not last long. It was just too exciting to be able to drive it as it was intended. In those days, however, Canadian plates were not a common sight in Germany and the plate “NRDSCHLF” gave the German police conniptions, with three stops just for the plate. Once I explained it to them all was well.
With a fair amount of Spring running in Canada the PS Cups were looking a bit worn ,so I preordered a new set to be delivered to Nürburg and had them fitted after a week at the NS and before Spa.
There were some superb and a few scary things about the car.
At maximum speed ( a bit over 300Km/h) the front end became scarily light. I felt as if I had no steering.It was completely OK at 10km/h below max.
(2) It was twitchy in the rain on Cups, especially in heavy rain compared to any previous car I had owned.
A shot from Mosport Canada:
(3) The Mezger engine did not sound like anything else, rattling loudly at idle, and emitting a magnificent scream at high revs.
(4) Dry road holding was phenomenal.
(5) It seemed to be tough as nails. Many laps on the NS did nor bother it at all…felt as if you could drive it all day.
(6) It was no fun to drive slowly in congested traffic.
While I was thrilled to get the car, winter was approaching , so I did not have much opportunity to drive it in the late part of 2007. I also regretted that I had not been able to get it on factory delivery in Zuffenhausen.
Over the winter I thought about it, and decided to ship the car right back in the summer of 2008 on Canadian plates. This was a fairly complex undertaking, but eventually with customs brokerage, transit insurance, road insurance and transportation all arranged, the car finally arrived in Frankfurt where I picked it up at a warehouse.
This was when the running-in really started…and did not last long. It was just too exciting to be able to drive it as it was intended. In those days, however, Canadian plates were not a common sight in Germany and the plate “NRDSCHLF” gave the German police conniptions, with three stops just for the plate. Once I explained it to them all was well.
With a fair amount of Spring running in Canada the PS Cups were looking a bit worn ,so I preordered a new set to be delivered to Nürburg and had them fitted after a week at the NS and before Spa.
There were some superb and a few scary things about the car.
At maximum speed ( a bit over 300Km/h) the front end became scarily light. I felt as if I had no steering.It was completely OK at 10km/h below max.
(2) It was twitchy in the rain on Cups, especially in heavy rain compared to any previous car I had owned.
A shot from Mosport Canada:
(3) The Mezger engine did not sound like anything else, rattling loudly at idle, and emitting a magnificent scream at high revs.
(4) Dry road holding was phenomenal.
(5) It seemed to be tough as nails. Many laps on the NS did nor bother it at all…felt as if you could drive it all day.
(6) It was no fun to drive slowly in congested traffic.
Edited by RDMcG on Thursday 24th October 15:02
That being said, it was a very good time at the RIng, and Ed who had instructed me with the M6 had nothing but praise of it.
Then off to Spa for my first ever visit. There must be something about first visits. On my second lap out I managed to spin it at the bus stop, ( was a bit greasy) , harmless spin, stayed on track, no damage apart from ego. After that the rest of the session went brilliantly.
A few days of autobahn cemented the relationship.
Leaving it back to the warehouse in Frankfurt I had gotten to know the car, and it would become a permanent inhabitant of my garage.
Over the years here it has been tracked and rallied in various places, but of course the roads and speed limits here are such that there is no possibility if it ever doing 300Km/h again which is sort of sad. At this stage in its life I do not even track it and the PS Cups have gone to regular Pilotsports which are much better in wet conditions. There were subsequent RS acquisitions but this was my first one and I simply cannot bring myself to sell it.
Reliability has been generally very good .
-It had premature clutch failure at 9,000 miles ( current mileage is 24,000 miles). I have driven manual cars forever and this was the first. Never could figure out if I was at fault..
Recently the discs needed to be replaced due to cracking. After a lot of early track use there were visible cracks in them but it only became necessary to replace them when the cracks joined across two of the drilled holes.
The front splitter is a wearable item. There is no lift in the car and it is very low, so going down ramps is a problem. I am on the fourth splitter.
The alcantara steering wheel is badly pitted. I suppose I should have used driving gloves but I never do.
At this stage the electronics are antique,415 BHP is not any kind of worldbeater and performance has been eclipsed by innumerable cars. Yet, it is still a visceral car to drive for what it is. I have later cars with much better numerical performance, but this is still a very involving car in many ways. Less of a track car than a 996RS for sure, but still something that brings a smile to my when I drive it.
Still want one of these though:
Nunga said:
You deserve praise just for driving these cars as they were intended (by the engineers in any case), and to ship a car BACK to Germany to drive it there is reasonably bonkers, too. Bravo.
What other BMWs and Porsches have you had the privilege of owning? Seems like a few!
I currently also have a 991.1RS ,a Cayenne S,Panamera Turbo Sport Turismo and other non Porsche stuff,had a 911S decades ago and a 997.2 RS. What other BMWs and Porsches have you had the privilege of owning? Seems like a few!
BMWs hard to remember but I think 528E in the eighties and then E39 528i,540i,M5 all manual,645ci also manual and an E63 M6 with its amazing V10
A great read, and what a way to get to know the car with an extended German visit.
I have the 'vanilla' version of your car and they are amazing machines. I think the 996/997 GT3s in general will be in the all-time top echelon of the automobile. Well used bright green ones will be a bit higher up within that echelon!
(I also have a Cayenne of similar vintage with big mileage but it hasn't towed the 911
)
I have the 'vanilla' version of your car and they are amazing machines. I think the 996/997 GT3s in general will be in the all-time top echelon of the automobile. Well used bright green ones will be a bit higher up within that echelon!
(I also have a Cayenne of similar vintage with big mileage but it hasn't towed the 911
)
braddo said:
A great read, and what a way to get to know the car with an extended German visit.
(
Agree - apart from the Cayenne I have always done either factory pickup or shipped back. In this case the car was already in Canada and I got it on a cancellation , do factory pickup was not possible. (
PaulJC84 said:
Great story. Also brilliant that the incident with the M6 on the ring didn't put you off as well.
Life is about experience and not stuff. We all know that there is a risk on a track and it was my fault , not the car at anyone else. I’ve been there a lot since without incident but every lap is another chance for it to go pear shaped. Still do it though. RDMcG said:
Life is about experience and not stuff. We all know that there is a risk on a track and it was my fault , not the car at anyone else. I’ve been there a lot since without incident but every lap is another chance for it to go pear shaped. Still do it though.
do you have any photos of the M6 after it was damaged?
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