PORSCHE 911 GT2 2008 5.G Information Manual

The911 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

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· 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. Performanceand 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 enginebased 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. Maximumengines. 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 providedby 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 thecar 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 ofsetup 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-enddownforce. The airstream from the
central radiator is channelled up
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 onan 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-turboboxer 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.

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· 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