Porsche 911 GT2 - Manual de usuario

The 911 GT2

The 911 GT2 6

Drive 18

Chassis 42

Safety 54

Comfort 66

Environment 82

Personalisation 86

Factory collection 100

Service 102

Summary 104

Technical data 106

Index 108

Contents

The 911 GT2

· 7 ·

· 13 ·· 12 ·

The 911 GT2 | The 911 GT2

Always composed. Even in extremes.

Engineering the 911 GT2.

How do we know our limits?

Because we choose to

explore them.

The 911 GT2.

The Porsche 911 GT2. The excep-

tion to the rule. Every new edition

has clearly exceeded everything

that has gone before. Designing a

911 GT2 requires a new approach

to old ideas. It means questioning

convention, crossing the limits,

thinking beyond the norm. It

means not being confined to

torque of 680 Nm is available

from 2,200 to 4,500 rpm. At

5,500 rpm, it is still higher than

650 Nm. The benchmark sprint

to 100 km /h (62 mph) is com-

pleted in 3.7 seconds. Maximum

speed is 329 km/h (204 mph).

For some, that number means

little on paper – but it all becomes

clear on the road. With a driving

experience – and an engine sound

– that can only be conceived in

the Porsche 911 GT2. Performance

and efficiency have both been

improved, mainly through changes

to the turbocharging system. The

flow-optimised turbines and com-

pressor units have been specially

adapted to the engine output and

offer a more effective turbochar-

ging process.

In addition, an expansion intake

system has been specially devel-

oped for the 911 GT2 (see page

32) which overturns all previous

principles of air supply to turbo

road or track, straight or bend,

comfort or sports performance.

It means having the freedom to

leave what you know and examine

new possibilities. The result: our

most powerful road-going 911.

The source of that power is a

3.6-litre flat-six boxer engine

based on the current 911 Turbo.

Special features include VarioCam

Plus and twin turbochargers with

Variable Turbine Geometry (VTG,

see page 28) enabling faster

response at lower engine speeds.

Together, they generate even

greater power: a mighty 390 kW

(530 hp) at 6,500 rpm. Maximum

engines. Equally effective is the

new rear silencer, now made from

ultra-lightweight titanium.

In the end, even we were impressed

with the power of the 911 GT2, as

we had not expected that so much

potential existed in the engine of

the 911 Turbo from which it is

derived. This was achieved because,

in terms of development, we

were prepared to go down new,

previously unexplored avenues.

· 15 ·· 14 ·

The 911 GT2 | The 911 GT2

Drive is transmitted through a pre-

cision six-speed manual gearbox.

Rear-wheel drive provides driving

dynamics that are similar to those

of a racing car. In the 911 GT2,

Porsche also uses a special system

for conventional manual transmis-

sion: the Launch Assistant (see

page 38) – for maximum accelera-

tion from a standing start.

For a sporty but still comfortable

drive, particularly for this type of

sportscar, the standard suspension

features variable damping provided

by Porsche Active Suspension

Management (PASM, see page 48).

This active damping system offers

a wide range of benefits including

greater performance and comfort.

Also standard is Porsche Stability

Management (PSM, see page 50).

For the first time, the integrated

control systems for lateral and lon-

gitudinal dynamics, stability control

(SC) and traction control (TC) can

be fully disabled in two stages for a

more natural drive. This means the

car can also be enjoyed to maxi-

mum effect on the racetrack.

The one-piece 19-inch GT2 alloy

wheels of the 911 GT2 are fitted

with road-legal sports tyres as

standard. In size 325/30 ZR 19 on

the rear, these are 20 mm larger

than on the 911 Turbo. The special

tread and compound enable

tremendous lateral acceleration

and higher cornering speeds as

well as precision handling and

turn-in characteristics on either

road or racetrack. A range of

setup options is available for

racing use, including ride height,

camber, toe angle and front/rear

anti-roll bars.

Developed in motorsport, and

standard on the 911 GT2 is the

Porsche Ceramic Composite

Brake (PCCB, see page 58).

The discs are made from specially

treated carbon fibre and are

approximately 50% lighter than

comparable metal alternatives.

The results: better brake perfor-

mance, greater agility and lower

fuel consumption.

Sports bucket seats (see page 72)

with folding backrest, integral

thorax airbag and manual fore/aft

adjustment, are fitted as standard.

A perfect driving position is essen-

tial in a car with the performance

potential of the 911 GT2. The latest

Porsche Communication Manage-

ment (PCM, see page 76) is also

fitted as standard. This features

a new 6.5-inch touchscreen for

intuitive control.

We believe that you don’t have

to exploit the full potential of

the 911 GT2. But you may well

choose to.

· 16 · · 17 ·

The 911 GT2 | The 911 GT2

being forced into the turbos,

there is less resistance from

the compressors and therefore

less back-pressure in the

exhaust, which means greater

engine performance.

The engine cover, featuring

the GT2 logo, is made from

lightweight glass-fibre reinforced

plastic (GRP). Twin titanium

tailpipes are elegantly incorpor-

ated within the rear apron design.

Warm air is vented from the

braking power, with large air

intakes for improved air flow to

the central radiator and front

brakes. The integral air outlet

ahead of the front lid makes a

major contribution to front-end

downforce. The airstream from the

central radiator is channelled

over the car, forcing the front end

downwards, thereby enhancing

balance and steering response.

The importance of air in the per-

formance of the 911 GT2 is also

apparent from the large intake

openings in the rear side panels

which supply the intercooler units.

The most impressive view is also

the one that others will see most

of all: the rear. The fixed rear wing

with integral lip spoiler ensures

optimum stability at speed.

As the car accelerates and you’re

pressed into your seat, air is

forced through the intake openings

on the rear wing uprights and into

the engine turbocharging system.

This ‘ram air’ effect has a key role

to play in the exceptional efficiency

of the engine. Since air is already

Power. Torque. Acceleration. All in

plentiful supply. Nothing else can

match that energy – except the

car’s design. A single glance is all

it takes to realise that fact.

The front end is aerodynamically

adapted for the high thermal

load of the engine and increased

Aesthetically. Aerodynamically. Resistance is futile.

Designing the 911 GT2.

engine compartment via cooling

slits at the rear.

The combined effect of all these

aerodynamic modifications is a

drag coefficient of just 0.32 as

well as positive front and rear

downforce. Behind the wheel,

that means better grip, better

directional stability and excep-

tional handling characteristics.

Technically and visually, the

result is the same: a breathtaking

driving machine.

Drive For some, the aim is

high performance.

For us, that’s merely the result.

· 20 · · 21 ·

The 911 GT2 | Drive

At Porsche, our aim is not to

increase power – except through

increased efficiency. Which is

why we began with the 911 Turbo

when developing an engine for

the 911 GT2. Its power is com-

bined with rear-wheel drive for

racing-car driving dynamics. But

how is it possible to improve on

an engine that is already so close

to perfection? How did we introduce

even greater potential – and the

character of a racing engine? The

answer: by increasing efficiency.

This was mainly achieved by four

crucial components, one of these

being the six-cylinder twin-turbo

boxer unit with flow-optimised

turbines featuring Variable Turbine

Geometry (VTG, see page 28)

and larger compressors on the

intake side. Together with

VarioCam Plus (see page 26), they

boost performance while reducing

emissions over the entire engine

speed range. Also with the

innovative expansion intake system

which works on highly efficient

principles that are contrary to all

previous methods (see page 32).

In addition, the new lightweight

rear silencer made from titanium

enhances performance by producing

less back-pressure through the

exhaust system.

Oil is evenly distributed under all

load conditions (e.g., high-speed

cornering) thanks to a dry-sump

lubrication system with external

tank. After passing through the

engine, the oil is cooled by means

of a dedicated oil-water heat

exchanger. Both of these systems

are proven in competition use.

The water-cooled flat-six twin-turbo

engine with four-valve technology

in the rear of the 911 GT2

generates a mighty 390 kW

(530 hp) from a 3.6-litre

displacement at 6,500 rpm.

Maximum torque of 680 Nm is

achieved at low rpm and sustained

across much of the engine

speed range. It is available

between 2,200 and 4,500 rpm

and the resulting acceleration is

quite literally breathtaking.

300

500

550

600

650

700

750

800

850

280

300

320

340

360

380

400

2000 3000 4000 5000 6000 7000

350

400

450

1000

Power (kW)

Engine Speed (rpm)

180

200

220

240

260

420 900

Torque (Nm)

390 kW (530 hp)

680 Nm

The benchmark sprint to 100 km/h

(62 mph) is completed in

3.7 seconds; 200 km/h (124 mph)

requires just 11.2 seconds.

Maximum speed – if you really

want to put it to the test – is

329 km/h (204 mph). Even more

impressive is the power-to-weight

ratio of 361 hp per tonne and

the specific power output of

147 hp per litre. Fuel economy

is also exceptional for a car

with such high performance.

There is nothing ordinary about

the 911 GT2 and it exceeds even

the highest expectations. In

other words: everything you’d

expect from the most powerful

road-going 911.

911 GT2: 680 Nm from 2,200 to 4,500 rpm, 390 kW (530 hp) at 6,500 rpm

3.6-litre twin-turbo boxer engine

The greatest strength comes from within.

Engine.

· 23 ·· 22 ·

The 911 GT2 | Drive

1. Oil scavenge pump

2. Oil-pressure pump (obscured)

3. Engine oil reservoir

(dry-sump lubrication)

4. Camshaft adjuster (VarioCam Plus)

5. Intake camshaft

6. Tappets with hydraulic valve

clearance adjustment

7. Valve springs

8. Valves

9. Nikasil-coated cylinder bore

10. Forged aluminium piston

11. Forged connecting rod

12. Crankshaft

13. Camshaft drive chain

14. Camshaft drive chain

tensioner with guide rail

15. Single-spark ignition coil

16. Spark plug

17. Exhaust-gas turbocharger with

Variable Turbine Geometry (VTG)

18. Main silencer (titanium)

19. Tailpipe (titanium)

20. Catalytic converter

21. Pressure pipe

22. Throttle valve (electronically

actuated)

23. Expansion intake manifold

24. Air filter

25. Fluid reservoir for power-steering

system

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