2007 Techart Porsche 911-997

The new Porsche 911 Turbo of the 997 model range has arrived at the dealers’ showrooms and TECHART Automobildesign (Röntgenstrasse 47, D-71229 Leonberg-Höfingen, Germany, phone +49 / (0) 71 52 / 9 33 9-0, fax +49 / (0) 71 52 / 93 39 33, Internet www.techart.de ) presents the sporty TECHART tuning program for the new top-of-the-line model from Zuffenhausen.Sporty elegance characterizes the design of the TECHART aerodynamic-enhancement kit which was developed in the wind tunnel. The production front apron receives more visual emphasis from the TECHART front spoiler. More than this, the spoiler reduces aerodynamic lift, thus further improving directional stability at high speeds.
The new TECHART rear spoiler optimizes the effect of the retractable production rear spoiler. The understated TECHART roof spoiler visually stretches the roofline.
TECHART side sills give the coupe a longer, sleeker look. The side mirrors can be attractively upgraded using the TECHART mirror moldings.
TECHART also developed a rear diffuser for the Turbo, which extends the rear apron downward and provides a dramatic backdrop for the two oval-shaped twin tailpipes of the TECHART sport exhaust system.

TECHART also offers an extensive wheel and suspension program: Owners of the new Porsche 911 Turbo can refine their car with striking TECHART Formula five-spoke wheels with 19- or 20-inch diameters.
The most exclusive version for the new coupe features one-piece TECHART Formula light-alloy wheels in size 8.5Jx20 in front and in size 12Jx20 on the rear axle. TECHART recommends ContiSportContact 3 tires in sizes 245/30 ZR 20 and 325/25 ZR 20 for mounting on these wheels.

2007 Techart Porsche 911-997

Custom-calibrated to the TECHART tire/wheel combinations are the TECHART suspension solutions. The range of modifications starts with TECHART sport springs for a ride-height lowering of some 20 millimeters, sport sway bars and a dome cross-brace.

The TECHART VarioPlus coil-over suspension is available for the electronically adjustable PASM damper system of the new Turbo. This chassis offers not only an individually adjustable ride height by up to 25 millimeters, but also selectable ‘Normal’ and ‘Sport’ damper settings at the push of a button on the dashboard.
However, the settings are not limited to these presets. Both settings automatically firm up their damper rates during sporty driving. The result is an optimal symbiosis of excellent ride comfort during leisurely driving and agile, highly responsive handling during fast cornering.

TECHART already offers various versions of exhaust tuning. The product lineup includes oval-shaped dual tailpipes for the production exhaust system up to a throttle-controlled stainless steel sport exhaust system which optimizes performance and delivers a more exciting engine sound. A multi-stage performance tuning program for the turbocharged 997 engine will follow within short time.

As a world-renowned specialist for exclusive interior creations TECHART Automobildesign also offers individual interiors for the latest 911 top-of-the-line version in all colors and designs.
The program comprises exclusive TECHART fully leather interiors as well as sporty accessories: TECHART offers ergonomically shaped airbag sport steering wheels, foot pedals, foot rest and shift knob all made from aluminum as well as stainless-steel sill plates with TECHART logo.

(from TechArt Press Release) More than fine tuning. The TECHART program for the new Porsche 911 Turbo (997)

2004 Porsche 911 GT2 - www.robson.m3rlin.org

Speed matters when you’re talking about supercars. The base Porsche 911, which is pretty sweet and very fast, will run to 174 mph, and the 911 Turbo tops out at 189 mph. The new 911 GT2, however, is capable of reaching 196 mph. To some people, of course, acceleration matters even more than outright speed. The Carrera 2 can sprint from 0 to 62 mph in 5.2 seconds, and the 911 Turbo beams you there in a supernatural 4.2 seconds. The GT2 shaves another 0.1 second off that time. On paper, the GT2 would hardly seem to justify its $69,000 premium over the Turbo, but on the road, it’s a different matter entirely.

Even Porsche insiders admit that the GT2 is a very specialized vehicle. “Unlike the 911 Turbo, the GT2 is not a perfect everyday car,” says senior project manager Hartmut Kristen. “Don’t get me wrong–this is a great long-distance cruiser. But it’s a car that needs the right weather and road conditions and calls for a driver with plenty of experience. It’s a great car to have in your garage for that special Sunday morning or for a long weekend at the Nrburgring Nordschliefe.” Kristen explains the GT2’s mission and its position within the 911 family thus: “The GT2 should do for the Turbo what the GT3 has done for the naturally aspirated 911. It is even more powerful than the Turbo, and it is a lot sportier, as well as more raw-edged. This is not a centerline product. Instead, the GT2 is the ultimate 911 for serious drivers.”

On the day of my drive, I hopped out of a Carrera 4 and into the GT2, feeling instantly at home: It has the same instrument panel and interior layout (the test car’s Kevlar trim is, fortunately, not compulsory) and the same sport seats (racing buckets are a no-cost option). Even the engine sounds familiar. There is a characteristic rasp at idle, an angry yell when you floor the throttle, and a trademark full-bodied roar above 5000 rpm. The clutch is a little heavier than those in other 911s, though, and the shift-lever action feels different because the GT2 has a quicker and lighter cable linkage in place of rods.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

We’re off, and wow, this Porsche accelerates as if someone had pushed the fast-forward button. First gear stretches only to 39 mph, a speed that arrives so fast that the tach needle hits the 6750-rpm limiter before the dopey driver (me) has selected and engaged second gear. Second takes the GT2 to 73 mph, and this time I’m ready for the upshift when it is due. Third stretches to 106 mph, with fourth being theoretically good for 133 mph. Like every 911, the GT2 has a six-speed manual transmission, but, considering the massive maximum torque of 457 pound-feet that is on tap between 3500 and 4500 rpm, a four-speed gearbox would have done just as well. Unlike the GT3’s engine, the twin-turbocharged six-cylinder does not depend on high revs to deliver the goods, producing instant power in any gear, at any revs, or at any throttle position.

The top-of-the-line 911 puts 41 more horsepower on the road than the 220-pound heavier, 415-horsepower Turbo, but it does without all-wheel drive and PSM (Porsche Stability Management) skid control. The only traction control, apart from the driver’s right foot, is provided by a mechanical (instead of brake-activated) limited-slip differential. The locking ratio under a trailing throttle is a high 60 percent, which drops to 40 percent under power. The only problem is that the torque transfer between the rear wheels given by the mechanical diff is too abrupt; the car feels as if it wants to snap back from the course you’ve chosen. This 911 isn’t about smoothness or balance but is a hard-edged, uncompromising, bobbing and throbbing, street-legal racing car.

To escape traffic, we headed for the Black Forest, which is renowned for its great driving roads. When we got there, we found plenty of empty space–but also some black ice and light snow later in the day. We were looking for warm tarmac and hot tires. With 456 horsepower at our disposal, it wasn’t hard to breathe fire into the state-of-the-art Pirelli P Zero Rossos, but the car’s handling ranged from benign to venomous. The Rosso is the latest iteration of the famous asymmetrical Italian high-performance tire. It offers creamier breakaway characteristics, better hydroplaning behavior, and a more compliant ride. Porsche chose 235/40ZR-18 tires for the front and 315/30ZR-18s in the back. This arrangement combines super-glue roadholding with superbad hunting on substandard surfaces, especially under braking. On smooth roads, however, the directional stability is exceptional for a car with a 38/62 percent front/rear weight distribution.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

To move the center of gravity even closer to the ground, the engineers lowered the suspension of the GT2 by three-quarters of an inch. But with yours truly, the photographer, and all the camera gear on board, the center of gravity actually hit the road hard whenever the surface got bumpy and when the car stretched its legs in the wake of a brow or a humpback bridge. But then, this 911 doubles as a weekend racer; the suspension allows one to adjust the camber in front and the ride height, camber, and castor in the rear, in case you want to use slicks. The suspension was, by and large, taken over from the GT3, but the spring and damper rates are even tauter. Porsche has used zero-compliance uniball joints in place of some rubber bushings. Through high-speed autobahn esses, this rock-hard and rock-solid setup is great, but on secondary roads, the front end pitches too much. Particularly through fast, undulating corners, the nose of the car tap-dances like Fred Astaire, and even a tight grip on the steering wheel cannot overcome unwanted sidesteps. “You must trust the GT2,” says Kristen. “Maintaining the chosen line can be hard work, but in the end the car will always deliver and pull through.”

Like the tires, the Porsche Ceramic Composite Brakes (PCCB) are at their best when they have reached their working temperature. Drilled, ventilated, and larger in diameter than the iron rotors of the 911 Turbo, the ceramic discs are straddled by powerful six-piston calipers in the front and by four-piston calipers in the back. Fed by large cooling ducts, these brakes respond more quickly (especially in the wet), are virtually immune to fade, and are 50 percent lighter, totally corrosion-resistant, and, allegedly, almost indestructible. Thanks to a 25 percent higher coefficient of friction, the initial bite is so tenacious that you have to tighten your neck muscles when you engage the center pedal. From 190 to 0 mph, PCCB reduces the stopping distance by 29.5 feet, or about two car lengths.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

On a couple of occasions, we managed to push the 3600-cc boxer engine right up to the redline in fifth, shifted into sixth gear at 160 mph sharp, relished the awesome urge when the two turbos kicked in again, and watched the digital boost pressure readout jump back to the 14.5-pounds-per-square-inch maximum. Between 0 and 80 mph, there is hardly any difference between the Turbo and the GT2. But, as the engine and road speeds in-crease, the rear-wheel-drive car enters a class of its own. From 0 to 125 mph, for instance, the GT2 is a staggering three seconds faster than the Turbo, needing just 12.9 seconds to get there. From 0 to 100 mph, the GT2 will run with a Ferrari F40 or F50.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

Like the over-the-top 911 GT1, the GT2 flat-six uses a lightweight split crankcase, high-strength Nikasil-coated pistons, and dry-sump lubrication. Like the 911 Turbo, it features VarioCam Plus, which is Porsche-speak for variable intake valve lift and timing. On paper, both Turbos average an identical 18.2 mpg. In real life, however, our GT2 returned a less impressive 13.0 mpg–and that was without really trying.

Despite a monstrous rear wing and a low-riding front air dam, the drag coefficient of the GT2 has increased to 0.34 from the Turbo’s 0.31. This increase results mainly from the bigger air intakes that channel more air to the brakes and to no fewer than three radiators and two intercoolers. The key aerodynamic improvement over lesser 911s is the larger center intake that guides air through the main radiator before sending it through a full-width duct to vents between the nose cone and hood. This substantially increases front-end downforce and, at the same time, reduces the amount of air that passes between the road and the floorpan by an impressive 60 percent. The ground-effects front end pays off at speeds of 80 mph and above, tying the nose down in a thoroughly convincing manner.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

Unlike the Spartan GT3, the 3175-pound GT2 is kitted out with air conditioning, full leather trim, a CD stereo, power windows and door locks, and driver and passenger front and side air bags. To save weight, the rear seats have been replaced by an uneven but carpeted shelf that occasionally acts as an on-board echo chamber. The spare tire is also conspicuous by its absence, the trunk accommodates a token 3.9 cubic feet, and the fuel tank of the U.S. version can swallow only 16.9 gallons. Priced at $179,900, the GT2 is not a limited-edition special. If the demand justifies it, Porsche can build up to 900 units a year until the end of 2005, when the 911 Turbo will be discontinued.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

There are some pretty rational arguments against the GT2. For the same money, for instance, you could get a Carrera 2 and a Turbo. Plus, the GT2 is really too demanding to use as an everyday car. I actually prefer the now superseded naturally aspirated GT3, but perhaps I’m getting old. On the other hand, there is nothing as satisfying as getting it right in a car as raw and visceral as the GT2. And when you sit down and look at the numbers, this car’s performance is right up there with the hyper-expensive supercars of the Nineties such as the Ferrari F50 and the Jaguar XJ220. Since it’s so much more wieldy and usable than those machines, maybe it’s not so irrational after all.

2004 Porsche 911 GT2 - www.robson.m3rlin.org

General Information
Vehicle Type: 2-door coupe,
production car
Price: $192,000
Fuel Mileage: 13/20 mpg
Drivetrain
Configuration: Rear Engine/RWD
Engine: Twin-Turbo Flat-6
Displacement: 3600 cc
Horsepower: 483 bhp @ 5700 rpm
Torque: 472 lb-ft @ 3500 rpm
Max RPM: 6750 rpm
Transmission: 6-Speed Manual
Dimensions
Weight: 3175 lbs
Height: Unavailable
Length: Unavailable
Width: Unavailable
Wheelbase: Unavailable
Track (f/r): Unavailable
Performance
0-60 mph: 3.9 sec
0-100 mph: 8.9 sec
¼ mile: 12.0 sec @ 121 mph
Top Speed: 196 mph
Lateral acceleration: 1.00g
Braking 60-0 mph: 110 ft

Rinspeed Porsche 911 - www.robson.m3rlin.org

Have you ever rolled up to the traffic lights, looked to your right and seen someone driving the exact same car as yours?
It certainly happens, especially to owners of popular car makes, and for drivers who consider their vehicles an extension of their own style, or just don’t want to be seen as a ‘follower’, this just won’t do.

Rinspeed Porsche 911 - www.robson.m3rlin.org

At the same token, the amount of cars I see on the road today – particularly in inner Melbourne and Sydney – that have been modified are steadily increasing.

From an innocuous muffler upgrade to fancy wheels, a bonnet scoop, bigger brakes and even the full monty – bodykit, custom head and brake lights, full engine tune, glossy interior – more and more modern cars are getting the custom treatment.

Though cars are primarily a useful mode of transport, they’re increasingly being seen as trendy extensions of their owners’ personalities.

Rinspeed Porsche 911 - www.robson.m3rlin.org

While car tuners of older models have been doing this for aeons, tuning their Torana SLR 5000s, HQ Monaros and Ford Falcon XC Cobras to attain quicker quarter mile numbers, new car buyers seem to be more and more opting for aftermarket upgrades, items that give their cars more personality, individuality and often more performance.

Rinspeed Porsche 911 - www.robson.m3rlin.org

Taking the idea of car customisation to the extreme, the sporadically eccentric Swiss tuning and styling house Rinspeed is now offering owners of the new 997-series Porsche 911 Carrera the chance to open their doors vertically, instead of the standard horizontal hinging doors.

Rinspeed is quick to acknowledge the importance of the Porsche brand to its own operation over the years. “The eighties saw great success with the R29 models based on the Porsche 928, the R69 based on the Porsche Turbo 1 and the Rinspeed Porsche Speedster based on the first Speedster model,” states Rinspeed.

Rinspeed Porsche 911 - www.robson.m3rlin.org

“These models quickly became the epitome of exciting sports car design with unique styling and quality,” the Swiss company says.
As you can see from the photography, the team behind the bizarre Porsche Chopster has created a whole range of accessories for the new Porsche, number one on the list, the wing doors.

In addition to these eye-catching (and costly) doors, sure to make your Lamboghini-owning brethren green with envy, Rinspeed has created a whole range of new accessories for the new 2005 model 911 Porsche Carrera models.
Wheels in various sizes are offered (18 and 19-inch predominantly), as are full suspension kits that can drop the ride height of the cars significantly, while increasing steering response and grip.

You can also individualise the look of your Porker by using a number of the European company’s aero upgrades. In addition to (allegedly) improving the aerodynamic effect of the car, they also help to create a different look, from front carbon fibre lip spoilers to side skirts and rear wings.

Rinspeed also offers its own exhaust systems that increase power output and add another visual difference to the rear of the car, with fancy looking exhaust outlets. It can also customise the interior of the cars, adding leather upholstery and back-lit scuff plates, Rinspeed-issue throttle/brake/clutch pedals and gear shifters.

Though not quite as wild as the Chopster, and far less futuristic than the advanced Senso, Rinspeed’s latest crop of upgrades and custom parts for the new 2005 Porsche are nonetheless pleasing to the eye, particularly those exotic wing doors.

Rinspeed offers custom pedals for Porsche 911sAnd just like far more common cars here in Australia, such as the Mitsubishi Lancer, Ford Falcon and Honda Accord Euro, owners of high end cars are similarly looking for ways to make their rides stand out from the crowd and perform differently, whether it be with simple decals, a new paint job or exhaust system modifications.

The automotive aftermarket and ‘tuning’ industries are today worth billions of dollars annually, particularly in places like North America and Europe, and as more and more money is sunk into car customisation, we are beginning to see the car manufacturers themselves trying to beat the aftermarket companies at their own game. Where there’s demand, there will be supply. Take Mercedes-owned ’smart’ for example. It offers interchangeable coloured and patterned plastic exterior panels for some of its vehicles, and take one look at companies like FPV and HSV in Australia for more evidence of the desirability of a higher-spec, modified vehicle.

As the ‘tuning’ scene builds momentum right across the globe, with Auto Salons and ’show and shine’ competitions becoming ever more popular, we could even see the day when no one car is similar. Imagine that – pulling up to the traffic lights and never ever seeing the same car lined up next to you. Now there’s food for thought.

Rinspeed Porsche 911 - www.robson.m3rlin.org

After 34 years in production the famous air-cooled 911 was replaced by an all-new water-cooled model. Known as the Type 996 this car was a major leap for Porsche, although many of the traits that made the 911 what it was during the past 34 years still remained with the new model. As with the 993 before it the 996 was also a significant model, but mainly for the way it was conceived and designed, and the effect it had on Porsche during the 1990s.

Pundits criticized the 996’s styling a great deal, largely because it shared its headlamps—indeed much of its front end, mechanically—with the less expensive Boxster. The 996 had been on the drawing board first and was a more advanced car in some respects, but the cost-cutting seemed inappropriate for an expensive car. Otherwise, the Pinky Lai-penned shape followed the original Butzi Porsche design very closely. The interior was further criticized for its plainness and its lack of relationship to prior 911 interiors, although this came largely from owners of older 911s.

The Type 996 spawned over a dozen variations, including all wheel drive Carrera 4 and Carrera 4S models, the club racing-oriented GT3, and the forced-induction 996 Turbo and GT2. The Turbo, four-wheel-drive and twin-turbo, often made appearances in magazines’ lists of the best cars on sale.
996 GT3 RS
996 GT3 RS

The Carrera and Carrera 4 underwent revisions for model year 2002, receiving the front headlight/indicator lights which were first seen on the Turbo version two years earlier. This allowed the 911 to be more distinguishable from the Boxster. A mildy revised front fascia was also introduced, though the basic architecture remained.

Engine wise, displacement was 3.4 L and power 300 PS (221 kW), increased in 2002 to 3.6 L and 320 PS (235 kW).