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Porsche 911 GT3

Manufacturer	Porsche
Production	1999–present
Assembly	Stuttgart-Zuffenhausen, Germany
Class	Super Car
Body style	two-door coupe
Layout	RR layout
Transmission	6-speed manual Automatic PDK
Wheelbase	92.7 in (2,355 mm)[citation needed]

996

Production	1999–2005
Engine	3.6 L 380 hp (283 kW) H6
Length	174.6 in (4,435 mm)
Width	69.7 in (1,770 mm)
Height	50.2 in (1,275 mm)

997

Production	2006-present
Engine	3.6 L 415 hp (309 kW) H6, 3.8 L 435 hp (324 kW) H6
Length	174.3 in (4,427 mm)
Width	71.2 in (1,808 mm)
Height	50.4 in (1,280 mm)

The Porsche 911 GT3 is a higher performance version of the Porsche 911 sports car. It is the latest in a line of high-performance models, beginning with the 1973 911 RS. The GT3, named after the Fédération Internationale de l'Automobile (FIA) GT class it was designed to compete in, has a 3.6-litre naturally aspirated six-cylinder engine, based on the unit used in the Porsche 962 and Porsche 911 GT1 race cars.

A number of variations, designed for road and track duty, have been introduced since its launch in 1999. The current range (997) includes three road and several racing models which are listed below.

The GT3 has had a successful racing career in the one-make national Porsche Carrera Cup series, and the international Porsche Supercup. It has won championship and endurance races, including the GT class of the American Le Mans Series seven times, first overall in the 24 Hours of Daytona, and first overall at the 24 Hours Nürburgring six times.

Engine and transmission[link]

The engine of the GT3 sets it apart from most of the other 996 models although it shares the same basic 3.6 liter displacement of the standard 996 type so-called "integrated dry-sump" flat-six engine. Along with those of the GT2 and Turbo, it is based on the original air-cooled 911's versatile, true dry-sump crankcase, with an external oil tank. The original version of the GT3 had 360 PS (265 kW; 355 hp), compared to the 300 PS (221 kW; 296 hp) of the regular 996.

In GT3 configuration, this so-called "split" crankcase (meaning the parting line of crankcase is on the crankshaft centerline) uses, instead of a fan and finned cylinders, separate water jackets added onto each side of the crankcase to cool banks of three cylinders with water pumped though a radiator. Thus, the GT3 engine is very similar to the completely water-cooled 962 racing car's engine, which is based on the same crankcase. The 962 differs, however, by using six individual cylinder heads while the GT1/GT3, like the air- and water-cooled Porsche 959, uses two cylinder heads, each covering a bank of three cylinders. The GT3 engine could thus also be thought of as similar to a 959 engine, but with water-cooled cylinders.

Up to early model year 2004 GT3 production, the basic casting used for the crankcase of the GT3 was the same as the air-cooled engine. The "964" casting number was visible on the bottom of the crankcase, and on areas normally machined in air-cooled applications, but not in water-cooled ones. The crankcase casting was changed in mid-2004 to a "996" casting number crankcase to eliminate these external air-cooled remnants, but internally it was the same.

Because the 911 air-cooled crankcase uses the Porsche 356 engine to transmission mounting flange configuration, the GT3 uses a manual gearbox also of air-cooled 911 heritage. This gearbox has interchangeable gear ratios and is more durable making it more suitable for racing than the standard 911 type 996 gearbox.

At 500 hp (373 kW),^[1] the 4.0 litre flat-six engine in the 997 GT3 RS 4.0 is the most powerful six-cylinder naturally aspirated engine in any production car with a 125 hp (93 kW) per liter output.

Racing[link]

The following race versions were or are offered:

• 1999 996 GT3 R
• 2000 996 GT3 Cup ^[2]
• 2001 996 GT3 RS
• 2004 996 GT3 RSR - with sequential gear box ^[3]
• 2005 997 GT3 Cup ^[4]
• 2007 997 GT3 RSR ^[5]
• 2008 997 GT3 Cup S ^[6]
• 2010 997 GT3 Cup^[7]
• 2010 997 GT3 R^[8]
• 2012 997 GT3 RSR^[9]

997 GT3 RSR[link]

The Porsche 997 GT3 RSR has a dry weight of 1,220 kg (2,690 lb) and 450 bhp (336 kW; 456 PS). In 2007 Porsche had also installed front air louvers that channel air into the radiators and exit through the bonnet. For 2011 Porsche added splitters to the front and increased the tyre diameter to cope with the understeer problem. So far the GT3 RSR has been the most successful GT car ever.^{[citation needed]}

2010 Porsche 997 GT3 R at the Autosport International Show 2010.

Apart from numerous class wins, the GT3 won major events overall:

• 24 Hours Nürburgring in 2000, 2006, 2007, 2008, 2009, 2011
• 24 Hours Spa in 2003, 2010
• 24 Hours of Daytona in 2003

Also, at the Nürburgring, the GT3-RS and modified versions (with 3.9 litre engine) win many VLN races.

The various national Porsche Carrera Cup series, and the international Porsche Supercup which is mainly run at Formula One events, also use the GT3 Cup.

997 GT3 R Hybrid[link]

Porsche 911 GT3 R Hybrid - at 2010 LA Auto Show

The new Porsche 997 GT3 R Hybrid made its debut at the 2010 Geneva Motor Show. The hybrid technology featured in the car was developed by the Williams Formula One Team and is based on their F1 kinetic energy recovery system (KERS) which they did not race in 2009.^[10] Unlike other KERS that were developed for F1, the Williams system is based on using kinetic energy stored in a flywheel rather than batteries. The GT3-R has two electric motors, each developing 102 brake horsepower (76 kW), driving the front wheels to supplements the 480 brake horsepower (360 kW) four-litre flat-six engine at the rear. It is planned to enter the car in the 2010 24 Hours Nürburgring.^[11][12] As part of the build up to the 24 hour race the GT3 Hybrid made its racing debut at the VLN 4 hour endurance 57th ADAC Westfalenfahrt at Nürburgring on March 27, 2010.^[13] On May 28, 2011, it won its first VLN race.^[14] At the 2011 24 Hours of Nurburgring, weight/restrictor penalties as well as technical difficulties prevented the R Hybrid from climbing higher than 28th place. The car also ran as an unclassified car at the 2011 American Le Mans Series at Monterey event; despite starting from last place, it finished ahead of all the other GT cars and also performed the fasted GT lap of the race.

1999[link]

Due to the absence of the official Porsche team in the 1999 24 Hours of Le Mans, only privateers with the nearly obsolete air-cooled 993 GT2 Turbo were expected to represent the marque, with few chances to beat the Chrysler Viper for GTS class honors. Two new race versions of the water-cooled 996 GT3-R were entered in the GT class by private teams. The car entered by the German Manthey Racing team finished 13th overall.

2000s[link]

The 996 GT3-R were made available to privateer teams. In the 24 Hours Nürburgring of the year 2000, a factory-backed effort of the local Phoenix team managed to beat the Zakspeed Chrysler Viper that dominated this race from 1998 to 2000. The improved 996 GT3-RS version of 2001 was entered in countless races in the years to follow, scoring not only many class wins, but also overall wins at Daytona and Spa in 2003. In 2004, the 996 GT3-RSR was made available, with numerous improvements to the RS, including a sequential gearbox, which allows for faster gearshifts.

VLN[link]

In 2005, the new 997-generation racing vehicles began to debut with the GT3 Cup, followed by the launch of the 911 GT3-RSR at the 2006 Spa 24 Hours. In VLN endurance races, the Manthey entry won the last 4h race before the 24h event, and then the big event also. Their Porsche 997 GT3 RSR has a larger front splitter, taller rear wing and a 500 bhp 4.0L Flat-6 engine.

Manthey is the favourite Porsche team in the 24h race. The driving squad of Timo Bernhard, Romain Dumas, Marc Lieb and Marcel Tiemann won for 4 consecutive years from 2006 to 2009. In 2008 they won after suffering from a leaky radiator early in the race which dropped them back 1 lap. The winner came from 1 lap down to nearly 2 laps ahead.

As a consequence of the 2009 air restricter regulations, the RSR loses 70 bhp, but Manthey won their 4th race.

In 2010 the Manthey GT3 qualified 8th but was able to take 1st on the grand prix track alone. The car started to build the usual lead until a backmarker collided with the car and had to be retired. in 2011, Manthey won their 5th Nurburgring 24-hour victory.

24 Hours of Le Mans[link]

Porsche dominated the GT/N-GT class at Le Mans after winning the 1998 Le Mans outright. There were no major competitors and Porsche took seven consecutive class wins. In 2006 the Porsches led for much of the race but one by one the competitors hit problems and withdrew. Last minute mechanical issues threw the Seikel car back behind the surprising winner Panoz.

2007 saw the debut of the 997 GT3 RSR. IMSA Matmut took pole by more than a second over the Ferrari (but lost it after breaching Parc Fermé rules). The new Porsche was now fitted with wider rear tyres and bigger restrictors than the rules allow. This is compensated by the car weighing 100 kg more. The Porsche now stood at 1220 kg and 485 bhp. This was an advantage at Le Mans over the lighter and nimbler F430.

2008 is a carbon-copy of the 2006 race with Panoz emerging as the surprising winner after Porsche and Ferrari entrants fell down. Porsche was still able to maintain the status as the quickest GT2 car out there despite new restrictor regulations bringing the power down to 465 bhp.

In 2009 the Porsche was restricted even further to 450 bhp. ALMS entrant Flying Lizard started on pole again, although losing it immediately to the Risi Ferrari. The #70 Felbermayr-IMSA example ran out of fuel as the reserve tank switch failed. IMSA and Flying Lizard then led GT2 for a while until both collided at Indianapolis. IMSA retired on the spot and the Flying Lizard car underwent substantial repair, losing time and any hope for victory.

2010 was the year that Porsche finally lost their pole-winning streak. The drivers of the #77 car now claimed that they were about 0.5 seconds off the pace of the lead Ferrari and Corvette. Corvette, BMW and Jaguar all made their first GT2 appearance. The #80 Flying Lizard was the first to drop out after struggling with mechanical woes all week. The #77 Felbermayr Porsche then concentrated on keeping a close distance to the lead battle between Ferrari and Corvette. Risi retired at 1am due to a gearbox failure. The #64 Corvette had build a 2-lap lead over the #77 Felbermayr car. Later in 8am an aggressive pass by the #1 Peugeot cause the Corvette to spun and crashed. The car was repaired and went back out again but had to stop due to internal engine damage. This left the #77 Felbermayr-Proton in the lead, 2 laps over the Hankook Ferrari. The Porsche held on to that position and took the GT2 class victory, Porsche's 98th class and overall victory at Le Mans.

In 2011, despite running a flawless race, no Porsche was able to keep up with the front running Corvettes, BMWs and Ferraris. Porsche's best finish was 4th in GT2 for the Felbermayr-Proton team, 2 laps behind the winning Corvette.

Le Mans Series[link]

Felbermayr-Proton and IMSA-Matmut received the new 997 just before the 2007 season. Marc Lieb and Richard Lietz share the better of the two Felbermayr cars. Patrick Pilet and Raymond Narac share the IMSA car. Felbermayr-Proton won the championship in 2009 and 2010. In 2011, Nicholas Armindo won the GTE-Am class.

American Le Mans Series[link]

A Tafel Racing Porsche 997 GT3 RSR at the 2007 Generac 500.

Flying Lizard and Tafel Racing were the first American customers of the Porsche. Both teams took delivery prior to the 2007 season. Flying Lizard took 2nd in the Sebring 12 Hours when a move in the final turn by the Risi Ferrari pushed the #45 Porsche to the outside. Bergmeister chased Melo down and made the pass out of turn 16 on the final lap until the controversial incident happened. Flying Lizard lost the 2007 championship to Risi Competizione.

Porsche avenged their loss at Sebring in 2008 by taking a Flying Lizard Motorsports 1-2. The team went into a battle with Tafel Racing all season long until Flying Lizard emerged out on top. The team won four GT2 victories in the season.

Flying Lizard won the 2009 championship again after a hard-fought season. The #45 was damaged at Sebring when the Panoz had to swerve in on the front straight. The team scored 5 consecutive victories after Sebring and held onto the championship lead. A controversial race end to the 2009 Laguna Seca prevailed. Magnussen in the Corvette chased Bergmeister's lead from 14 seconds to a car length. The #45 Porsche's tires was already worn out completely as a result of double-stinting. Magnussen tried numerous attempts to get past, one of which succeeded after Magnussen went into pit-out. He was forced to relinquish the spot back to Bergmeister immediately. Bergmeister drove defensively just to be hit hard by Magnussen coming out of the final corner. Bergmeister drove Magnussen left to the pit wall and the Corvette subsequently spun and crashed on the right side of the track. The #45 won by just a second ahead of the destroyed #3 Corvette.

Flying Lizard only won the drivers champion in 2010 after even more GT2 newcomers from BMW and Jaguar eroded Porsche's dominance. the GT2 class was now full of manufacturer presence. Flying Lizard won 4 class victories but the strength in the opponents begun to expose the team's weaknesses. While Ferrari, BMW and Corvette field 2 cars with equally professional experience, only the #45 at Flying Lizard was the professional crew, while the #44 did not have the level of driver skill to fight for the championship. This flaw helped BMW to win the teams championship but the #45 of Patrick Long and Jorg Bergmeister were able to clinch their 3rd consecutive drivers champion, revealing the strength of the drivers in the #45 car.

2011 did not begin well for Flying Lizard. The cars finished 6th and 7th at Sebring. After the rather abysmal performance at Sebring, IMSA immediately allowed them a 25 kg weight break over the rest of the GT field. The performance adjustments were only available in the ALMS under the control of IMSA, therefore this had no effect on the Porsches in Europe. This brought Flying Lizard back to the original 1220 kg design intent weight, and subsequently performance gains were witnessed at Long Beach. Despite all this, Long hit the wall at turn 9 and the #45 car retired with a broken suspension. The #45 proved to have better luck at Lime Rock, taking 2nd place (and Porsche's first podium for the year). The #17 Falken Tires Porsche also obtained a surprising 5th place. Unfortunately, at the following race at Mosport, mechanical problems for the #45 Flying Lizard forced it to retire. Falken Tires managed to take 5th place again with their car, however. The persistence of the Falken Tires team finally paid off at the Mid-Ohio Sports Car Challenge. A sudden late-race deluge of rain allowed the #17 to use its excellent rain tires to move from 6th all the way to 2nd place. A spin by the leading #45 Flying Lizard Porsche 911 allowed the #17 car to swing into first before the race was red-flagged, giving Porsche its first win of the 2011 season. After a decent race at Road America, Falken Tires came back once more with another victory at the inaugural Baltimore Grand Prix. The Flying Lizards faced even more trouble, barely managing to break the top-10 in the race.

FIA GT Championship[link]

Prospeed Competition was the main Porsche representative in the FIA GT Championship. However they faced the multiple Ferrari entrants and did not win a race in the 2007 season. 2008 saw a slight improvement with wins being scored at Monza and Nogaro by the #61 Prospeed car but the team came home only scoring half the total amount of points that AF Corse did. The 2009 season saw 4 GT2 victories by the #60 Prospeed Porsche and a controversial driver change put Emmanuel Collard out and Marco Holzer in the car to maximize Porsche's chance of winning the championship. Richard Westbrook clinched the GT2 drivers' title but Prospeed lost to AF Corse in the teams standings by 18 points.

In 2010 the FIA GT Championship was splitted and the GT1 cars will now have their own world championship. Originally the FIA proposed a European-based GT2 series but the plan was scrapped after all GT2 entrants opted to enter the Le Mans Series instead. The championship would be turned into an FIA GT2 European Cup with only 1 round at the 24 Hours of Spa. The GT2 winner of the event would then win the cup, even if they didn't win overall.

The 2010 Spa 24 Hours saw the usual Porsche entrants; Prospeed Competition, IMSA-Matmut and BMS Scuderia Italia. The fir st 2 teams fielded both GT2 and GT3 versions of the 997 GT3. The GTN-class BMW led and benefited from a collision which involved the #2 GT2 Ferrari and #50 GT3 Audi. The #79 BMW continue to led 1 lap ahead of the Porsche teams until suspension problems with only half an hour remaining threw the BMW back into 3rd place. BMW Scuderia Italia won with the IMSA entrant chasing them. Muehlner Motorsport Porsche also won the GT3 class after the Audis retired. Romain Dumas won Le Mans in the same year with Audi, and he won this event as well.

Prospeed Competition and Muhelner Motorsport were the main Porsche teams in the FIA GT3 Championship. Prospeed were able to clinch second in the 2010 championship behind the Callaway Corvette.

Road cars[link]

996 GT3[link]

1999 Porsche 996 GT3.

As with Porsche's 911 RS models, the GT3 was devoid of any unnecessary items that would add weight to the car. Sound deadening was almost completely removed, as were the rear seats, rear loud speakers, sunroof, and air conditioning, although automatic air conditioning and CD/radio became no-cost optional add-ons. In addition, Porsche offered a no-cost option called the Clubsport package. This option replaced the standard electrically adjustable leather front seats with manually adjustable racing buckets finished in fire-retardant fabric, bolt-in half-roll cage, 6-point drivers racing harness (also replacing the standard side airbags), fire extinguisher (mounted in the front passenger footwell) and preparation for a battery master switch. The Clubsport option was never offered to US customers ostensibly due to the additional DOT crash testing that would have been required to allow US sales. Between 1999 and 2001 a total of 1,868 cars were built.

To bring the vehicle's track-prowess to the maximum level, Porsche endowed the GT3 with enlarged brakes, a lowered, re-tuned suspension system, lighter-weight wheels and a new front bumper with matched rear spoiler to help increase downforce, thereby increasing grip.

Porsche made significant updates to the GT3 for 2004, the first year the car was offered to US customers. Horsepower was raised to 381 hp (284 kW) and torque to 284 lb·ft (385 N·m), 80% of which was available from a mere 2,000 rpm. The braking setup was upgraded, now featuring 6-piston calipers on the front (rears remained 4-piston), and the Porsche Ceramic Composite Brake system was offered as an option. The new car also was updated to the 2002 911 facelift including headlights that were differentiated from the Boxster. The engine alone costs approximately 36,000 GBP as a replacement from Porsche due to the cost of the titanium parts.

In track testing by American automotive journals, the GT3 managed a 0-60 mph time of 4.5 seconds and a quarter mile time of 12.0 seconds at 118 miles per hour (190 km/h). During skidpad testing the vehicle posted 1.03g. Porsche introduced a revised 911 GT3 RS to the European market in 2003, marking the last revision of the 996 platform car before its discontinuation in 2005.

Porsche's official test-driver Walter Röhrl completed the Nürburgring Nordschleife with the 996 GT3 in 7 minutes 56 seconds, a feat which was used by Porsche to promote the car. Later, with the 996 GT3 RS, he managed 7 minutes 43 seconds.^[15]

996 GT3 RS[link]

Porsche 996 GT3 RS.

The Porsche 911 GT3 RS is a high-performance sports car built by Porsche since 2003. It is often confused with the Porsche 911 GT3 RSR racecar of 2001 and later, which was based on the Porsche 911 GT3 R of 2000.

The RS (short for the German RennSport, literally "racing sport" in English) is mainly a carryover of the Porsche 911 GT3, albeit it is lighter thanks to a polycarbonate rear window, carbon fiber hood and rear wing. Porsche Ceramic Composite Brake (PCCB) Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brakes, which are also more heat and fade resistant than the cast iron units fitted as standard, are optional.

The RS has a slightly different engine specification to the GT3. The cylinder heads of the GT3 RS have reshaped intake and exhaust ports for race homologation. Porsche claim the same 381 hp (284 kW) power output as the standard GT3 but Porsche's control dyno showed a jump to nearly 400 hp (298 kW)

The RS has progressive springs rather than linear. The dampers are uprated and are between 10 and 15 percent stiffer than the normal GT3 in bounce and rebound.

The wheel carriers are totally redesigned to maximize the improved dynamic camber control. The suspension top mounts can be turned 120 degrees to a cup car position. Both front and rear control arms are adjustable. The RS is 3 mm (0.1 in) lower than the standard car.

The RS rear wing delivers 35 kg (77 lb) of downforce at 125 mph (201 km/h). The RS has ram air ducts on the engine bay which force air into the intake with 18Mb of pressure at 187 mph (301 km/h) and this is enough to create an additional 15 bhp (11 kW; 15 PS). That extra bhp cannot be homologated since the official engine output figures are certified on a dyno.

Only 140 right hand drive GT3 RS cars were built by Porsche and 113 of those were officially imported into to the UK. The GT3 RS was not sold in USA or Canada.

The original Porsche 996 GT3 RS had a production run from 2003 to 2005. The "RS" moniker, and the characteristic lightweight blue or red wheels and "GT3 RS" side stickers link the GT3 RS to historically important Porsches such as the Carrera 2.7 RS of the early 1970s.

Automobile magazines claim the GT3 RS can accelerate from 0-60 mph in about 4.3 seconds, maintain over 1.0g on the skidpad, and have a top speed of around 190 mph (306 km/h).

997 GT3[link]

Porsche 997 GT3 front.

Porsche 997 GT3 rear.

In February 2006, Porsche revealed the latest street-legal version of the GT3, now built on the new 997 platform. Prior to that, 997 had already been in active race use for several months. In addition to a new 415 hp (309 kW) 3.6 litre flat-six engine, the vehicle features "zero lift" aerodynamics, meaning the car creates only aerodynamic downforce but no "lift", which pulls upwards and away from the road surface and affects overall grip. The vehicle now makes use of a modified, track oriented version of Porsche's active PASM suspension making this the first of Porsche's RS or GT3 versions to feature an electronically adjustable suspension system. Also available are a navigation system and Porsche's "sports chrono" gauge package, making this the most "friendly" lightweight track car the company has ever produced. The car went to sale in summer of 2006 and had a starting price of 106,000 USD. The RS was released in Europe in October 2006 and in North America in spring 2007.

The vehicle has a rated 0-60 mph time of 4.1 seconds and has a top speed of 193 miles per hour (311 km/h). Road and Track was able to achieve a 0-60 mph run in 3.8 seconds.^[16] Porsche's official test-driver Walter Röhrl completed the Nürburgring Nordschleife in 7 minutes 42 seconds with the 997 GT3. Cited in an interview with Mr. Röhrl by Swedish sports car magazine Automobil 5.06.

In 2009 Porsche launched the 2nd Generation 997 GT3, boasting an enlarged 3.8 litre engine producing 435 bhp (324 kW; 441 PS). It also featured a number of new options including dynamic engine mounts and a pneumatically lifting front axle to compensate for the low ground clearance. The rear spoiler was also modified along with other parts of the bodywork. Deliveries in Europe commenced in October the same year.

997 GT3 RS[link]

As with earlier models, such as the Carrera RS 2.7 of 1973 and the Type 964 911 RS of 1991, Porsche offered an RS version of the 997 GT3. In common with its predecessors, it provides a homologation model for use in a range of racing series.

Thanks to a close-ratio six-speed transmission with a single-mass flywheel, the engine revs up even more freely, thus enabling the 911 GT3 to sprint from zero to 100 km/h (62 mph) in 4.2 seconds^{[citation needed]} (4.0 s in the 2010 gen 2 model)^{[citation needed]} while reaching 200 km/h (124 mph) in 13.3 seconds. Maximum speed is 310 km/h (193 mph).

Porsche 997 GT3 RS (2006, Mk1)

Porsche 997 GT3 RS (2006, Mk1)

The RS is 20 kg (44 lb) lighter than the GT3, weighing in at 1,375 kg (3,031 lb). This weight-saving was achieved by the use of an adjustable carbon fiber wing, a plastic engine cover, and a lightweight plastic rear window. The weight savings gives the RS model corresponding engine power to curb weight ratio of 300 bhp (220 kW) per tonne.

One characteristic of the new RS is the body, which is 44 mm (1.7 in) wider at the rear (a legacy from the Carrera 4 models with which it shares its shell) by comparison with the 911 GT3. The muscular-looking rear end conceals a wider track that not only improves directional stability but also increases the potential cornering grip of the two-seater coupe. On the other hand, drag is increased, and top speed reduced.

In addition to the new technology featured in this flat six motor car, the paint scheme and body panels are all designed specially for this car. For the RS version, the limited edition orange color was mixed specially for this car.

The American version of the RS has a standard rear window (not plexiglas) and the smaller 911 fuel tank to comply with rules of SCCA, Grand-Am, and IMSA. For Grand-Am races, the central locking wheel nut is replaced with the standard five-lug pattern required under Grand-Am rules.

Production of the first generation 997 GT3 RS ended in 2009. An estimated 1,909 vehicles were delivered worldwide, with an estimated 413 of those directed to the United States.^[17][18]

Porsche 997 GT3 RS (2009, Mk2)

Porsche 997 GT3 RS (2009, Mk2)

For 2010, the new (or second generation) 911 GT3 RS received an additional 35 PS (26 kW; 35 hp) due to a new 3.8-liter flat-six, bringing total power output up to 450 PS (331 kW; 444 hp). This car will not be raced in the United States as both IMSA American LeMans has not approved the new car for competition. Grand-Am originally did not approve the car, but after performance issues (a Porsche team did not compete at the Indy Grand Prix of Alabama round), Grand-Am approved the second-generation car in April 2010.^[19][20]

Fifth Gear (known British television) carried out a road test on the Porsche 911 GT3 RS 2011 which highlighted the exceptional performance of the car^[21]

Porsche test driver Walter Röhrl had intended^[22] to enter the 2010 24 Hours of Nürburgring on a standard road legal 911 GT3 RS, but had to withdraw due to health reasons from the team that comprised racers Roland Asch and Patrick Simon, plus journalists Horst von Saurma and Chris Harris. The car, entered in cooperation with sport auto (Germany),^[23] is registered as S-GO 2400, and was driven from Weissach to Nürburg. The RS was modified according to safety requirements, which included a larger roll cage and fire extinguisher. As no race tyres were available for 19" rims, the 18" wheels of the Cup racers were used. Asch has qualified with 9:15, 42nd overall, and 9th^[24] among the 17 SP7 class entrants, only beaten by its race-prepped Porsche 997 siblings. In an otherwise disappointing race for Porsche, with the best race 997 finishing only 6th, the road legal car did 145 laps, only 9 less than the winning BMW, for place 13.^[25] It supposedly had to cover another 306 km, on the Autobahn back home.

997 GT3 RS 4.0[link]

GT3 RS 4.0 at the 2011 FoS.

The 911 GT3 RS 4.0 is the final evolution of the 997 and features a 4.0 litre engine. The engine itself uses the crankshaft from the RSR with increased stroke dimensions (from 76.4mm to 80.4mm). This change has increased the power to 368 kW (500 PS; 493 hp) at 8250 rpm and 460 N·m (339 lbf·ft) of torque at 5750 rpm. Chassis development has been influenced by the GT2 RS and uses bits from other RS 911s. Front dive planes give additional downforce up front. The car weighs in at 1,370 kilograms (3,000 lb), giving it a power-to-weight ratio of 365 bhp per ton. Only 600 cars will be built.^[26]

Performance is a 3.9 second 0-100 kilometres per hour (62 mph) time and a top speed of 193 miles per hour (311 km/h).^[27]

Specifications[link]

See also[link]

• 9ff GT9, a high-speed automobile, based on the 997 GT3
• Ruf RGT, a sports car similar to the GT3 built by Ruf Automobile

References[link]

External links[link]

Find more about Porsche 911 GT3 on Wikipedia's sister projects:
	Images and media from Commons

• GT3 Owners and information
• Racecar Engineering on the racing versions

Porsche 911

Manufacturer	Porsche AG
Production	1963–present
Assembly	Stuttgart, Baden-Württemberg, Germany
Predecessor	Porsche 356
Body style	2-door coupe 2-door cabriolet 2-door Targa
Layout	Rear-engine, rear-wheel drive / four-wheel drive
Related	Porsche Carrera GT Porsche Boxster Porsche 911 GT1 Porsche 911 GT2 Porsche 911 GT3 Porsche 912 Porsche 959

The Porsche 911 (pronounced as Nine Eleven, German: Neunelfer) is a luxury 2-door sports coupe / GT made by Porsche AG of Stuttgart, Germany. It has a distinctive design, rear-engined and with independent rear suspension, an evolution of the swing axle on the Porsche 356. The engine was also air-cooled until the introduction of the Type 996 in 1998. Since its introduction in 1963^[1], it has undergone continuous development, though the basic concept has remained little changed.^[2]

Throughout its lifetime, the 911 has been modified by private teams and by the factory itself for racing, rallying and other forms of automotive competition. It is among the most successful competition cars ever. In the mid 1970s, normally aspirated 911 Carrera RSRs won major world championship sports car races such as Targa Florio, Daytona, Sebring and Nürburgring, even against prototypes. The 911-derived 935 turbo also won the coveted 24 Hours of Le Mans in 1979.

In the 1999 international poll for the award of Car of the Century, the 911 came fifth.^[3] It is one of two in the top five that had remained continuously in production (the original Beetle remained in production until 2003),^[4] and was until 1998 the most successful surviving application of the air- (now water-) cooled opposed rear-engine layout pioneered by its original ancestor, the Volkswagen Beetle. It is one of the oldest sports coupe nameplates still in production.

911 nomenclature[link]

Although Porsche internally changes the headings for its models, all 911 models were and are currently sold as a "911". The headings below use Porsche's internal classifications:

• Porsche 911 (1963–1989)
  • Porsche 930 a turbo version of the original 911
• Porsche 964 (1989–1993)
• Porsche 993 (1993–1998)
• Porsche 996 (1999–2005) all-new body and water-cooled engines
• Porsche 997 (2005–2011)
• Porsche 991 (2011–Present)

"Carrera", "GT3", "Turbo", etc. refer to the specific model trim, as they are all 911s, e.g., "Porsche 911 Turbo."

The series letter (A, B, C, etc.) is used by Porsche to indicate the revision for production cars. It often changes annually to reflect changes for the new model year. The first 911 models are the "A series", the first 993 cars are the "R series".

Not all of the Porsche 911 models ever produced are mentioned here. The listed models are notable for their role in the advancements in technology and their influence on other vehicles from Porsche.

Air-cooled engines (1963–1997)[link]

Porsche 911 classic (1963–1989)[link]

Porsche 911 of 1968

The 911 can trace its roots back to sketches drawn by Ferdinand "Butzi" Porsche in 1959.^[5] The Porsche 911 classic was developed as a much more powerful, larger, more comfortable replacement for the Porsche 356, the company's first model. The new car made its public debut at the 1963^[1] Frankfurt Motor Show (German: Internationale Automobil-Ausstellung).^[6] The car presented at the auto show had a non-operational mockup of the 901 engine, receiving a working one in February 1964.^[5]

It originally was designated as the "Porsche 901" (901 being its internal project number). 82 cars were built as 901s.^[5] However, Peugeot protested on the grounds that in France it had exclusive rights to car names formed by three numbers with a zero in the middle. So, instead of selling the new model with another name in France, Porsche changed the name to 911. Internally, the cars' part numbers carried on the prefix 901 for years.^[5] Production began in September 1964,^[6] the first 911s reached the US in February 1965 with a price tag of US$6,500.^[5]

Porsche 911E with Fuchs wheels, 1969

The earliest edition of the 911 had a 130 PS (96 kW; 128 hp)^[1] flat-6 engine, in the "boxer" configuration like the 356, air-cooled and rear-mounted, displaced 1991 cc compared with the 356's four-cylinder, 1600 cc unit. The car had four seats although the rear seats were very small, thus the car is usually called a 2+2 rather than a four-seater (the 356 was also a 2+2). It was mated to a four or five-speed manual "Type 901" transmission. The styling was largely by Ferdinand "Butzi" Porsche, son of Ferdinand "Ferry" Porsche. Erwin Komenda, the leader of the Porsche car body construction department, was also involved in the design.

The 356 came to the end of its production life in 1965, but there was still a market for a 4-cylinder car, particularly in the USA. The Porsche 912, introduced the same year, served as a direct replacement, offering the 356's 4-cylinder, 1600 cc, 90 hp (67 kW) engine inside the 911 bodywork.

In 1966 Porsche introduced the more powerful 911S, the engine's power raised to 160 PS (118 kW; 158 hp). Alloy wheels from Fuchs, in a distinctive 5-leaf design, were offered for the first time. In motorsport at the same time, installed in the mid-engined Porsche 904 and Porsche 906, the engine was developed to 210 PS (154 kW).

In 1967 the Targa (meaning "plate" in Italian^[7]) version was introduced as a "stop gap" model. The Targa had a stainless steel-clad roll bar, as Porsche had, at one point, thought that the U.S. National Highway Traffic Safety Administration (NHTSA) would outlaw fully open convertibles in the US, an important market for the 911. The name "Targa" came from the Targa Florio sports car road race in Sicily, Italy in which Porsche had notable success, with seven victories since 1956, and four more to come until 1973. This last win in the subsequently discontinued event is especially notable as it was scored with a 911 Carrera RS against prototypes entered by Italian factories of Ferrari and Alfa Romeo. The road going Targa was equipped with a removable roof panel and a removable plastic rear window (although a fixed glass version was offered alongside from 1968).

The 110 PS (81 kW; 108 hp) 911T was also launched in 1967 and effectively replaced the 912. The staple 130 PS (96 kW; 128 hp) model was renamed the 911L. The 911R had a very limited production (20 in all), as this was a lightweight racing version with thin aluminium doors, a magnesium crankcase, twin-spark cylinder heads, and a power output of 210 PS (154 kW).

In 1969 the B series was introduced: the wheelbase for all 911 and 912 models was increased from 2211 to 2268 mm (87 to 89¼ in), an effective remedy to the cars nervous handling at the limit. The overall length of the car did not change: rather, the rear wheels were relocated aft. Fuel injection arrived for the 911S and for a new middle model, 911E. A semi-automatic Sportomatic^[8] model, composed of a torque converter, an automatic clutch, and the four-speed transmission was added to the product lineup. It was canceled after the 1980 model year^[9] partly because of the elimination of a forward gear to make it a three-speed.^[9]

The 2.2 L 911E was called "The secret weapon from Zuffenhausen"^{[citation needed]}. Despite the lower power output of the 911E (155 PS (114 kW; 153 hp)) compared to the 911S (180 PS (132 kW; 178 hp)) the 911E was quicker in acceleration up to 160 km/h (100 mph).

The 1972–1973 model years consisted of the same models, but with a new, larger 2341 cc (142 in³) engine. This is universally known as the "2.4 L" engine, despite its displacement being closer to 2.3 litres. The 911E and 911S used mechanical fuel injection (MFI) in all markets. For 1972 the 911T was carbureted, except in the U.S. and some Asian markets where emission regulations forced Porsche to equip the 911T with mechanical fuel injection. In January, 1973, US 911Ts were switched to the new K-Jetronic CIS (Continuous Fuel Injection) system from Bosch.

With the power and torque increases, the 2.4 L cars also got a newer, stronger transmission, identified by its Porsche type number 915. Derived from the transmission in the Porsche 908 race car, the 915 did away with the 901/911 transmission's "dog-leg" style first gear arrangement, opting for a traditional H pattern with first gear up to the left, second gear underneath first, etc.

911S models also gained a discreet spoiler under the front bumper to improve high-speed stability. With the cars weighing only 1050 kg (2315 lb), these are often regarded as the best classic mainstream 911s. For racing at this time, the 911 ST was produced in limited numbers (the production run for the ST only lasted from 1970 to 1971). The cars were available with engines of either 2466 cc or 2492 cc, producing 270 PS (199 kW; 266 hp) at 8000 rpm. Weight was down to 960 kg (2166 lb). The cars had success at the Daytona 6 Hours, the Sebring 12 Hours, the 1000 km Nürburgring and the Targa Florio.

911 Carrera RS (1973 and 1974)[link]

Porsche 911 Carrera RS, 1973

These models, valued by collectors, are considered by many to be the greatest classic 911s of all-time. RS stands for Rennsport in German, meaning race sport in English. The Carrera name was reintroduced from the 356 Carrera which had itself been named after Porsche's class victories in the Carrera Panamericana races in Mexico in the 1950s. The RS was built so that Porsche could enter racing formulae that demanded that a certain minimum number of production cars were made. Compared with a standard 911S, the Carrera 2.7 RS had a larger engine (2687 cc) developing 210 PS (150 kW; 210 hp) with MFI, revised and stiffened suspension, a "ducktail" rear spoiler, larger brakes, wider rear wheels and rear fenders. In RS Touring form it weighed 1075 kg (2370 lb), in Sport Lightweight form it was about 100 kg (220 lb) lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass. In total, 1580 were made, comfortably exceeding the 500 that had to be made to qualify for the vital FIA Group 4 class. 49 Carrera RS cars were built with 2808 cc engines producing 300 PS (221 kW).

In 1974, Porsche created the Carrera RS 3.0 with K-Jetronic Bosch fuel injection producing 230 PS (169 kW). It was almost twice as expensive as the 2.7 RS but offered a fair amount of racing capability for that price. The chassis was largely similar to that of the 1973 Carrera RSR and the brake system was from the Porsche 917. The use of thin metal plate panels and a spartan interior enabled the shipping weight to be reduced to around 900 kg (1984 lb).

The Carrera RSR 3.0 was sold to racing teams, and scored outright wins in several major sports car races of the mid 1970s. Also, a prototype Carrera RSR Turbo (with 2.1 L engine due to a 1.4x equivalency formula) came second at the 24 Hours of Le Mans in 1975 and won several major races, a significant event in that its engine would form the basis of many future Porsche attempts in sportscar racing. Save for the earlier Porsche 917, it can be regarded as Porsche's start of its commitment to turbocharging also in road cars.

911 and 911S 2.7 (1974–1977)[link]

Model year 1974 saw three significant changes. First, the engine size was increased to 2687 cc giving an increase in torque. Second, was the introduction of impact bumpers to conform with low-speed protection requirements of US law, these bumpers being so successfully integrated into the design that they remained unchanged for 15 years. Thirdly, the use of K-Jetronic CIS Bosch fuel injection in two of the three models in the line up— the 911 and 911S models, retaining the narrow rear arches of the old 2.4, now had a detuned version of the RS engine producing 150 PS (110 kW; 150 hp) and 175 PS (129 kW; 173 hp), respectively.

911 Carrera 2.7 (1974–1975)[link]

Retained the same 210 bhp MFI engine,transmission, suspension, brakes and wide rear arches as the 1973 Carrera RS. It weighed in at 1075 kg, the same as the RS Touring. A further 113 were made in 1976. The US market Carrera only had the 165 bhp K-Jetronic CIS engine owing to emission regulations.

911 Carrera 3.0 (1976–1977)[link]

Had essentially the Turbo's 2994 cc engine minus the turbocharger, and with K-Jetronic CIS now developed 200 PS (150 kW; 200 hp). Aluminium now replaced magnesium for the crankcase and gearbox housing.

Also produced in the 1976 model year for the U.S. market, was the 912E, a 4-cylinder version of the 911 like the 912 that had last been produced in 1969. It used the I-series chassis but instead of the 356 engine in the old 912 now used the Volkswagen 2.0 engine from the Porsche 914. In all, 2099 units were produced. In 1976 the front-engine Porsche 924 took this car's place for the 1977 model year and beyond.

911 Turbo (Type 930) (1975–1989)[link]

1982 911 Turbo Slantnose edition

In 1974 Porsche introduced the first production turbocharged 911. Although called simply Porsche 911 Turbo in Europe, it was marketed as Porsche 930 (930 being its internal type number) in North America. The body shape is distinctive thanks to wide wheel-arches to accommodate the wide tires, and a large rear spoiler often known as a "whale tail" on the early cars, and "tea-tray" on the later ones. Starting out with a 3.0 L engine 260 PS (190 kW; 260 hp), these early cars are known for their exhilarating acceleration coupled with challenging handling characteristics and extreme turbo lag. For 1978, capacity rose to 3.3 L 300 PS (220 kW; 300 hp), and an intercooler was added which was placed under the rear spoiler.

Production figures of the basic 930 soon qualified it for FIA Group 4 competition, with the racing version called the Porsche 934 of 1976. Many participated at Le Mans and other races including some epic battles with the BMW 3.0 CSL "Batmobile". The wilder FIA Group 5 version called Porsche 935 evolved from the 2.1 L RSR Turbo of 1974. Fitted with a slope nose, the 500+ PS car was campaigned in 1976 by the factory, winning the world championship title. Private teams went on to win many races, like Le Mans in 1979, and continued to compete successfully with the car well into the 1980s until the FIA and IMSA rules were changed.

Only in 1989, its last year of production, was the 930 equipped with a five-speed gearbox. The 930 was replaced in 1990 with a 964 version featuring the same 3.3 L engine. There have been turbocharged variants of each subsequent generation of 911.

Henri Toivonen at rallye des 1000 pistes in 1984 on a Porsche 911 sc rs

911SC (1978–1983)[link]

In 1978, Porsche introduced the new version of the 911, called the '911SC'. Porsche reintroduced the SC designation for the first time since the 356SC (as distinguished from the race engined 356 Carrera). There was no Carrera version of the 911SC. It featured a 3.0-liter engine with Bosch K-Jetronic fuel injection and a 5-speed 915 transmission.Originally power output was 180 bhp,later 188 bhp and then in 1981 it was increased to 204 bhp. In 1981 a Cabriolet concept car was introduced at the Frankfurt Motor Show. Not only was the car a true convertible, but it also featured four-wheel drive, although this was dropped in the production version. The first 911 Cabriolet debuted in late 1982, as a 1983 model. This was Porsche’s first cabriolet since the 356 of the mid-1960s. It proved very popular with 4,214 sold in its introductory year, despite its premium price relative to the open-top targa.^[10] Cabriolet versions of the 911 have been offered ever since.

It was during this time, that Porsche AG decided the long-term fate of the 911. In 1979 Porsche had made plans to replace the 911 with their new 928. Sales of the 911 remained so strong however, that Porsche revised its strategy and decided to inject new life into the 911 editions. 911 SC sales totaled 58,914 cars.^[10]

Peter W. Schutz (CEO Porsche AG 1981–1987) wrote:

The decision to keep the 911 in the product line occurred one afternoon in the office of Dr. Helmuth Bott de:Helmuth Bott, the Porsche operating board member responsible for all engineering and development. I noticed a chart on the wall of Professor Bott’s office. It depicted the ongoing development schedules for the three primary Porsche product lines: 944, 928 and 911. Two of them stretched far into the future, but the 911 program stopped at the end of 1981. I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart. I am sure I heard a silent cheer from Professor Bott, and I knew I had done the right thing. The Porsche 911, the company icon, had been saved, and I believe the company was saved with it.^[11]

911 3.2 Carrera series (1984–1989)[link]

1986 Porsche 911 Carrera Cabriolet

With the 911’s future ensured, 1984 saw the launch of a replacement for the successful SC series. It was the model year 1984 911 3.2 Carrera, reviving the Carrera name for the first time since 1977. The 911 3.2 Carrera was the last iteration in the original 911 series, with all subsequent models featuring new body styling with new brake, electronic and suspension technologies.

A new higher-displacement motor, a 3.2-liter horizontally opposed flat 6-cylinder, was utilized. At the time Porsche claimed it was 80% new.^[12] The new swept volume of 3164 cc was achieved using the 95 mm (3.7 in) bore (from the previous SC model) combined with the 1978 Turbo 3.3 crankshaft's 74.4 mm (2.9 in) stroke. In addition, higher domed pistons increased the compression ratio from 9.8 to 10.3:1 (although only 9.5:1 for the US market). New inlet manifold and exhaust systems were fitted. The 915 transmission was carried over from the SC series for the first three model years. In 1987, the Carrera got a new five-speed gearbox sourced from Getrag, model number G50 with proven Borg-Warner synchronizers. This slightly heavier version also featured a hydraulically operated clutch.

With the new engine, power was increased to 207 bhp (154 kW; 210 PS) (@ 5900 rpm) for North American-delivered cars and to 231 bhp (172 kW; 234 PS) (@ 5900 rpm) for most other markets. This version of the 911 accelerated 0–60 mph (100 km/h) in 5.4 seconds and had a top speed of 150 mph (242 km/h) as measured by Autocar. Factory times were more modest: 0–60 mph time of 6.3 seconds for the US version and 6.1 seconds for cars outside the American market.

The brake discs were increased in size to aid in more effective heat dissipation and improved oil-fed chain tensioners were fitted to the engine. To improve oil cooling, a finned cooler replaced the serpentine lines in the front passenger fender well. This was further improved in 1987, with the addition of a thermostatically controlled fan.

Driving refinement and motor reliability were improved with an upgrade of the fuel and ignition control components to an L-Jetronic with Bosch Motronics 2 DME (Digital Motor Electronics system). An improvement in fuel-efficiency was due to the DME providing a petrol cut-off on the overrun. Changes in the fuel map and chip programming from October 1986 further improved the power to 217 bhp (162 kW; 220 PS) (@ 5900 rpm) for North American delivered cars as well as for other markets requesting low emissions, like Germany. Custom-mapped chips remain a popular upgrade. The fuel relay that is mounted externally on the DME is known to be a weak point of the system.

Three basic models were available throughout the Carrera years – coupe, targa and cabriolet. When launched in 1984 in the United States, the prices of the 911 Carrera lineup were $31,950 for the coupe, $33,450 for the targa and $36,450 for the cabriolet.^[13] Almost indistinguishable from the SC, external clues are the front fog lights, which were integrated into the front valance in the Carrera. Very modest cosmetic changes were made throughout the lifespan of the Carrera, with a redesigned dash featuring larger air conditioning vents appearing in 1986.

In 1984, Porsche also introduced the M491 option. Officially called the Supersport in the UK, it was commonly known as the "Turbo-look". It was a style that resembled the Porsche 930 Turbo with wide wheel arches and the distinctive "tea tray” tail. It featured the stiffer turbo suspension and the superior turbo braking system as well as the wider turbo wheels. Sales of the Supersport were particularly strong for its first two years in the United States because the desirable 930 was not available.

The 911 Carrera Club Sport (CS) (option M637), 340 of which were produced worldwide from August 1987 to September 1989, is a reduced weight version of the standard Carrera that, with engine and suspension modifications, was purpose built for club racing. The CS had a blueprinted engine with hollow intake valves and a higher rev limit, deletion of: all power options, sunroof (except one example), air conditioning (except two examples), radio, rear seat, undercoating, sound insulation, rear wiper, door pocket lids, fog lamps, front hood locking mechanism, engine and luggage compartment lights, lockable wheel nuts and even the rear lid "Carrera" logo, all in order to save an estimated 70 kg (155 lb) in weight. With the exception of CSs delivered to the UK, all are identifiable by the "CS Club Sport" decal on the left front fender and came in a variety of colors, some special ordered. Some U.S. CS's did not have the decal installed by the dealer; however, all CS's have a "SP" stamp on the crankcase and cylinder head. The UK CS's were all "Grand Prix White" with a red "Carrera CS" decal on each side of the car and red wheels. Although the CS was well received by the club racers, because it cost more than the stock 911 but had fewer "creature comforts", it was not well received by the public in general. Consequently, according to Porsche Club of America and Porsche Club Great Britain CS Registers, only 21 are documented as delivered to the U.S. in 1988 with 7 in 1989, one to Canada in 1988 and 53 to the United Kingdom from 1987 to 1989.

The 911 Speedster (option M503), a low-roof version of the Cabriolet which was evocative of the Porsche 356 Speedster of the 1950s, was produced in limited numbers (2,104) starting in January 1989 until July 1989 as both a narrow body car and a Turbo-look. The narrow version was produced only 171 times. The Speedster started as a design under Helmuth Bott in 1983 but was not manufactured until six years later. It was a two-seat convertible that featured a low swept windshield.^[14]

Total production of the 911 3.2 Carrera series was 76,473 cars (35,670 coupé, 19,987 cabrio, 18,468 targa).^[15]

964 Series (1990–1993)[link]

1993 Porsche 911 Carrera

In late 1989, the 911 underwent a major evolution with the introduction of the Type 964. With many innovative technologies from the 959 model, this would be a very important car for Porsche, since the world economy was undergoing recession and the company could not rely on its image alone. It was launched as the Carrera 4, the "4" indicating four-wheel-drive, a decision that surprised many but demonstrated the company's commitment to engineering by reminding buyers that race and rally engineering (of the 959) does affect road cars. Drag coefficient was down to 0.32. A rear spoiler deployed at high speed, preserving the purity of line when the vehicle was at rest. The chassis was redesigned overall. Coil springs, ABS brakes and power steering made their debut. The engine was increased in size to 3600 cc and developed 250 PS (184 kW). The car was more refined, but thought by some journalists to have lost some purity of the 911's concept. The rear-wheel-drive version, the Carrera 2, arrived a year later.

The 964 incarnation of the 911 Turbo returned in 1990 after an absence from the price lists. Using a refined 3.3 L engine of the previous Turbo, but two years later a turbo engine based on the 3.6 L engine of the other models was introduced.

In 1990, Porsche introduced the ahead-of-its-time Tiptronic automatic transmission in the 964 Carrera 2, featuring adaptive electronic management and full manual control. The 964 was one of the first cars in the world offered with dual airbags standard (from 1991), the first being the Porsche 944 Turbo (from 1987).

In 1992, Porsche re-introduced a limited-edition RS model, inspired by the 1973 Carrera RS and emissions-legal in Europe only. In 1993, appeals from American customers resulted in Porsche developing the RS America of which 701 were built. In 1994, the RS America returned with rear seats. Only 84 RSA's were made in 1994. However, while European RS was a homologation special, RS America was an option delete variant of the regular model. The RS 3.8 of 1993 had Turbo-style bodywork, a larger fixed whale tail in place of the movable rear spoiler, and a 300 PS (221 kW) 3746 cc engine.

Since the RS/RS America was intended as a no-frills, higher performance version of the 964, there were only four factory options available: a limited-slip differential, AM/FM cassette stereo, air conditioning, and a sunroof. The interior was more basic than a standard 911 as well; for example the interior door panels lacked the armrests and door pockets and had a simple pull strap for the opening mechanism. Although the RS America was about $10,000 cheaper than a fully equipped C2 at the time of their production, these models now command a premium price on the used market over a standard 964 (RS Europe was about $20,000 more expensive than a C2).

964 Turbo (1990–1994)[link]

In 1990 Porsche introduced a Turbo version of the 964 series. This car is sometimes mistakenly called 965 (this type number actually referred to a stillborn project that would have been a hi-tech turbocharged car in the vein of the 959). For the 1991 through 1993 model years, Porsche produced the 964 Turbo with the 930's proven 3.3 L engine, improved to produce 320 PS (235 kW). 1994 brought the Carrera 2/4's 3.6 L engine, now in turbo-charged form and sending a staggering 360 PS (265 kW) to the rear wheels. With the 993 on the way, this car was produced through 1994 and remains rather rare.

993 Series (1994–1997)[link]

The mid-nineties Type 993 had sleeker bodywork. This is the lightweight GT2 variant.

The 911 was again revised in 1993 under the internal name Type 993. This car was significant as it was the final incarnation of the air-cooled 911, introduced in 1964.

The exterior featured an all-new front and rear end. The revised bodywork was smoother, having a noticeably more aerodynamic front end somewhat reminiscent of the 959. Styling was by Englishman Tony Hatter under the supervision of design chief Harm Lagaay.

Along with the revised bodywork, mechanically the 993 also featured an all-new multilink rear suspension that improved the car's ride and handling. This rear suspension was largely derived from the stillborn Porsche 989's rear multilink design, and served to rectify the problems with earlier models' tendency to oversteer if the throttle or brakes were applied mid-corner. These modifications also reduced previous 911's lift-off oversteer problems to a much more moderate degree.

The new suspension, along with chassis refinements, enabled the car to keep up dynamically with the competition. Engine capacity remained at 3.6 L, but power rose to 272 PS (200 kW) thanks to better engine management and exhaust design, and beginning with model year 1996 to 286 PS (210 kW). The 993 was the first Porsche to debut variable-length intake runners with the "Varioram" system on 1996 models. This addressed the inherent compromise between high-RPM power production and low-RPM torque production, and was one of the first of its kind to be employed on production vehicles. A new four-wheel-drive made a return as an option in the form of the Carrera 4, the rear-wheel-drive versions simply being called Carrera. A lightweight RS version saw capacity rise to 3.8 L, with power reaching 300 PS (221 kW). The RS version had rear-wheel drive only.

Non-turbo models appeared that used the Turbo's wide bodyshell and some other components (the Carrera 4S and later the Carrera S).

The rare Targa open-topped model also made a return, this time with a large glass roof that slid under the rear window. The expensive air-cooled 993 Targa had a limited release between 1996 and 1998.

993 Turbo (1995–1997)[link]

A Turbo version of the 993 was launched in 1995 and became the first standard production Porsche with twin turbochargers and the first 911 Turbo to be equipped with permanent all-wheel-drive (the homologated GT2 retained RWD). The similarity in specification and in performance levels inspired several comparison road tests with the Porsche 959.^[16] The 3.6 L twin turbo M64/60 engine produced 408 PS (300 kW).

In 1997, Porsche introduced a limited run of 182 copies of the 993 911 Turbo S with even higher performance. The additions include a boost of 24 PS (17.7 kW) over the regular Turbo's 400 PS (294 kW). There are some modifications to the body as well, which includes a scoop on the side right behind the doors for engine cooling and vents on the whale tail rear spoiler.

993 Turbo models, because of raw power, reliability and their nature as the final air-cooled 911 Turbo cars still command a massive premium.

Water-cooled engines (1998–present)[link]

996 Series (1998–2004)[link]

2002 996 Carrera 4S

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 defined the 911 during past decades still remained. With the new model there was finally a newly designed bodyshell (all previous 911s being based on the original 1963 shell). 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 Carrera model had a 0.30 coefficient of drag. 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 (which had a 'Turbo look') 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

The Carrera and Carrera 4 underwent revisions for model year 2002, receiving clear lens front and rear 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 mildly revised front fascia was also introduced, though the basic architecture remained.

Engine wise, displacement was 3.4 L and power 300 PS (221 kW) featuring dry sump technology and variable valve timing, increased in 2002 to 3.6 L and 320 PS (235 kW).

The roof system on the convertible transformed the car from a coupe to a roadster in 19 seconds. The car is equipped with a rear spoiler that raises at speeds over 120 km/h (75 mph). It can also be raised manually by means of an electric switch.

Starting from the models with water-cooled engines, 911 Carreras do not come with rear limited-slip differential, except the 40th Anniversary 911, GT2, GT3 and Turbo.

996 GT3 (1999–2004)[link]

Porsche released a road version GT3 version of the 996 series which was derived from the company's racing GT3. Simply called GT3, the car featured lightweight materials including thinner windows. The GT3 was a lighter and more focused design with the emphasis on handling and performance. The suspension ride height was lowered and tuned for responsiveness over compliance and comfort. These revisions improved handling and steering. Of more significance was the engine used in the GT3. Instead of using a version of the water-cooled units found in other 996s, the naturally aspirated engine was derived from the Porsche 911 GT1 '98 sports-prototype racing car and featured lightweight materials which enabled the engine to rotate at high speeds.

The engine was a normally aspirated 3600 cc flat-six (F6) rather than either engine from the pre-facelift and revised Carrera. It produced 360 bhp (268 kW; 365 PS) at first and later improved to 381 bhp (284 kW; 386 PS) at the end of the 996 series' revision.

The GT3 did not feature rear seats.

996 Turbo (2001–2005)[link]

996 Turbo X50

In 2000, Porsche launched the Turbo version of the Type 996 for MY 2001. Like the GT3, the new Turbo engine derived from the 911 GT1 engine and, like its predecessor, featured twin-turbos and now developed 420 PS^[17] (309 kW). Also like its predecessor the new Turbo was only available with all-wheel drive. A US$17,000 factory option, the X50 package, was available that boosted the engine output to 450 PS (331 kW) with 620 N·m (457 ft·lbf_f) of torque across a wide section of the power band. With the X50 package in place the car could make 0–100 km/h (0–62 mph) in 3.8 seconds. This package is named as Turbo S in Europe. Later on toward the end of the 996 life cycle, a 996 Turbo S coupe also returned to the US along with a new debut of the Turbo S Cabriolet boasting even more power— 450 PS (331 kW) and 620 N·m (457 ft·lbf_f)— than the regular Turbo. The Turbo can reach a top speed of 189 mph (304 km/h).^[17]

Styling-wise, the car was more individual than previous Turbos. Along with the traditional wider rear wings, the 996 Turbo had different front lights and bumpers when compared to the Carrera and Carrera 4. The rear bumper had air vents that were reminiscent of those on the Porsche 959 and there were large vents on the front bumper, which have been copied on the Carrera 4S and Cayenne Turbo.

997 Series (2005–2011)[link]

997

997 Carrera S

In 2005, the 911 was heavily revised and the 996's replacement, the 997, was unveiled. The 997 keeps the basic profile of the 996, bringing the drag coefficient down to 0.28, but draws on the 993 for detailing. In addition, the new headlights revert to the original bug-eye design, drifting from the teardrop scheme of the 996. Its interior is also similarly revised, with strong links to the earlier 911 interiors while at the same time looking fresh and modern. The 997 shares less than a third of its parts with the outgoing 996, but is still technically very similar to it.

Initially, two versions of the 997 were introduced— the rear-wheel-drive Carrera and Carrera S. While the base 997 Carrera produced 325 PS (239 kW) from its 3.6 L Flat 6, a more powerful 3.8 L 355 PS (261 kW) Flat 6 powers the Carrera S. Besides a more powerful engine, the Carrera S also comes standard with 19 inch (48 cm) "Lobster Fork" style wheels, more powerful and larger brakes (with red calipers), a more sporty suspension, complete with PASM (Porsche Active Suspension Management) which allows for electronic adjustability of suspension settings, Xenon Headlamps, and Sport Steering Wheel.

In late 2005, Porsche announced the all-wheel-drive versions to the 997 lineup. Carrera 4 models (both Carrera 4 and Carrera 4S) were announced as 2006 models. Both Carrera 4 models are wider than their rear-wheel-drive counterparts by 1.26 inches (32 mm) to cover wider rear tires. 0–60 mph (97 km/h) for a base Carrera 4 with the 325 PS (239 kW; 321 hp) engine was reported at 4.5 seconds according to Edmunds.com. The 0–100 km/h (62 mph) acceleration for the Carrera S with the 355 PS (261 kW; 350 hp) was noted to be as fast as 4.2 seconds in a recent Motor Trend comparison, and Road & Track has timed it at 3.8 seconds. The 997 lineup includes both 2- and 4-wheel-drive variants, named Carrera 2 and Carrera 4 respectively. The Targas (4 and 4S), released in November 2006, are 4-wheel-drive versions that divide the difference between the coupes and the cabriolets with their dual, sliding glass tops.

There were rumours that the 997 911 was to undergo an update for the 2008 model year, however these changes were held off until the 2009 model year. The official changes, originally found in leaked product guides,^[18] indicate the new 997 will receive a larger air intake in the front bumper, new headlights, new rear lights, new direct fuel injection engines built from the ground up, and the introduction of a dual-clutch gearbox called PDK.^[19] Porsche USA revealed that the 2009 models due out in April would be equipped with Bluetooth support in the communications system.

997 Turbo[link]

997 Turbo

The Turbo version of the 997 series featured the same 3.6 L twin-turbocharged engine as the 996 Turbo, but this time it developed 480 PS (353 kW; 473 bhp) and 620 N·m (457 lb·ft) of torque. This was in part due to the 997's VTG (variable turbine geometry), which essentially combines the low-rev boost and quick responses of a small turbocharger with the high-rev power of a larger turbocharger. As well as producing more power and flexibility, the new turbocharger improved fuel consumption over the 996 Turbo. With these performance upgrades, it accelerates to 100 km/h (62 mph) in 3.7 seconds (with the manual transmission) and reaches a top speed of 310 km/h (193 mph). However, these are official figures and Porsche is notable for being conservative about their power and performance ratings. Motor Trend Magazine has clocked the 997 Turbo's 0–60 mph time in 3.2 seconds with the Tiptronic transmission. Jeremy Clarkson on his "Thriller" DVD, showed that on a de-restricted stretch of autobahn with just the right downwards gradient, the car maxed out 200 mph (320 km/h). The optional Sports Chrono overboost package increases torque to 680 N·m (500 lb·ft) for short periods (maximum 10 seconds) but over a narrower rev range.

997 GT3

The 997 Turbo features a new all-wheel-drive system, similar to the one found on the Porsche Cayenne. Featuring PTM (Porsche Traction Management) the new system incorporates a clutch-based system which varies the amount of torque to the wheels to avoid tyre slippage. This, according to Porsche, aids traction and the handling by redirecting the torque to control oversteer or understeer, thus resulting in far more neutral handling, as well as greatly improved performance in all weather conditions (as opposed to older AWD system which gave the Turbo stability under hard acceleration). However, in the facelifted 911 Turbo, launched in August 2009,^[20] the PTM system has now been tweaked to give more a more rearward power bias. The new 911 Turbo also has paddle shifters for the PDK double-clutch gearbox for the first time.^[20] The new 911 turbo uses a completely different engine. The previous water-cooled turbos (996 and 997) measured 3600cc and were based on the so-called Mezger motor that powered numerous race cars. The new engine measures 3800cc and was first developed for the new carrera that was launched in 2008. The variable-vane twin turbochargers have also been extensively reworked to increase responsiveness, and the intercooler and fuel system have been uprated. It develops 493 bhp which is 20 bhp more than the previous model.^[20] The steering wheel also houses a display showing when Sport, Sport Plus and launch control have been selected through the optional Sport Chrono package.^[20] Porsche claims the new 911 turbo will go from 0 to 100 kilometres per hour (0 to 62 mph) in 3.4 seconds and reach a top-speed of 312 kilometres per hour (194 mph). However, several tests done by Auto-Magazines and unpartial testers have revealed that the 0–100 km/h acceleration-time is generally as low as 2.9 seconds.

Styling wise, as with the 996 Turbo the car featured more distinctive styling cues over the Carreras, one of the more distinctive elements the front LED driving/parking/indicator lights mounted on a horizontal bar across the air intakes. The traditional rear wing is a variation of the 996 bi-plane unit.

A new 911 Turbo S has been announced by Porsche for production in 2010. This is, in essence, a fully optioned Porsche 911 Turbo. It has a PDK gearbox, sport exhausts, and other such options as standard. It also comes with re engineered turbos to give an extra 30 horsepower to a total of 523 hp. A 2010 911 Turbo S was tested 0–60 in 2.7 seconds with the PDK transmission by Car and Driver magazine. Road & Track tested the 911 Turbo S and achieved a 0–60 time of 2.6 seconds. The 911 Turbo S can reach a top-speed of 315 kilometres per hour (196 mph).

997 GT3[link]

The 911 GT3, announced on February 24, 2006 accelerates 0–100 kilometres per hour (0–62 mph) in 4.1 seconds and reaches a top speed of 310 km/h (193 mph), almost as fast as the Turbo. Porsche's factory reports can be conservative though; Excellence magazine tested the 997 GT3 and recorded 0–100 km/h in 3.9 seconds and a top speed of 312 km/h (194 mph). The 997 GT3 was released in the summer of 2006. It was at that time crowned "the best handling car in America" by Motor Trend.

997 GT3 RS[link]

The 911 GT3 RS was announced in early 2006 as a homologation version of the GT3 RSR racing car for competition events like Sebring and the 24 Hours of Le Mans.

The drivetrain of the RS is based on the 911 GT3, except for the addition of a lightweight flywheel and closer gear ratios for further improved response under acceleration. Unlike the GT3, the RS is built on the body and chasis of the 911 Carrera 4 and Turbo, and accordingly has a wider rear track for better cornering characteristics on the track.

Visually, the RS is distinguished by its unique color scheme – bright orange or green with black accents, which traces its roots to the iconic Carrera RS of 1973. The plastic rear deck lid is topped by a wide carbon-fiber rear wing. The front airdam has been fitted with an aero splitter to improve front downforce and provide more cooling air through the radiator.

The European version of the RS is fitted with lightweight plexiglass rear windows and a factory-installed roll cage.

Production of the first generation 997 GT3 RS ended in 2009. An estimated 413 units were delivered to the US and the worldwide production run is estimated to be under 2,000 vehicles.^[21]

In August 2009, Porsche announced the second generation of the 997 GT3 RS with an enlarged 3.8-liter engine producing 450 bhp (336 kW), a modified suspension, dynamic engine mounts, new titanium sport exhaust, and modified lightweight bodywork.^[22]

In April 2011, Porsche announced the third generation of the 997 GT3 RS with an enlarged 4.0-liter engine producing 500 bhp (373 kW), Porsche has designed the GT3 RS 4.0 using lightweight components such as bucket seats, carbon-fibre bonnet and front wings, and plastic rear windows for weight reduction, while using suspension components from the racing version. Other characteristics include low center of gravity, large rear wing and an aerodynamically optimised body. The lateral front air deflection vanes, a first on a production Porsche, increase downforce on the front axle. Aided by a steeply inclined rear wing, aerodynamic forces exert an additional 190 kg, enhancing the 911 GT3 RS 4.0's grip to the tarmac. The GT3 RS 4.0 weighs 2,998 pounds.^[23]

997 GT2[link]

The Type 996 911 GT2 was superseeded by the Type 997 GT2 in 2007. The new car was announced at an official press release on 16 July of that year, but was officially launched during the 62nd Frankfurt Motor Show, which is held biannually in Frankfurt, Germany. It arrived in dealerships from November 2007.^[24]

The 997 GT2 has a twin-turbocharged 3.6-litre 6-cylinder engine, which generates 523 hp (390 kW)^[25] at 6500 rpm, and 505 lb·ft (685 N·m) of torque from 2200 to 4500 rpm. It has a 6-speed manual gearbox and rear wheel drive. With a curb weight of 3,175 lb (1,440 kg), the Porsche 997 GT2 does nought to 60 miles per hour (97 km/h) in 3.6 seconds, and nought to 100 mph (161 km/h) in 7.4 seconds, and has a top speed of 204 mph (328 km/h). This makes it the first street-legal 911 to exceed 200 mph (322 km/h), with the exception of the 1998 911 GT1 road car (which is broadly considered not to be a true 911 due to its mid-mounted engine).

The American auto publication Motor Trend tested a 2008 Porsche 911 GT2 0–60 mph at 3.4 seconds, and 11.4 seconds at 127.9 miles per hour (205.8 km/h) for the quarter mile. The GT2 also recorded a braking distance from 60 to 0 miles per hour (97 to 0 km/h) of 98 feet (30 m) and recorded 1.10g lateral grip.^[26] The GT2 made an appearance on Top Gear, where it had a lap time of 1:19.5, faster than a Carrera GT by .3 of a second.

Its appearance differs slightly from its sister-car, the 911 (997) Turbo, in a few ways. It does not have fog lights in the front bumper, it has a revised front lip, it has a different rear wing (with two small air scoops on either side), and it has a different rear bumper (now featuring titanium exhaust pipes).

The 997 GT2 is also different from the 997 Turbo in that it is rear-wheel-drive rather than all-wheel-drive.^[27]

997 GT2 RS[link]

On May 4, 2010, an RS variant was announced to German dealers in Leipzig. The GT2 RS develops 620 PS (456 kW; 612 hp) and 700 N·m (516 lb·ft) of torque and weighs 70 kg (150 lb) less than the standard GT2, allowing for a top speed of 330 km/h (205 mph) and 0–100 km/h (0-62 mph) acceleration of 3.4 seconds.^[28]

991 Series (2011–)[link]

The 991 is an entirely new platform, only the third platform since the original 911.

Porsche 911 Carrera S

Porsche revealed basic information on the 991 Carrera and Carrera S on 23 August 2011.^[29] The Carrera is powered by a 350 hp (257 kW) 3.4-liter engine. The Carrera S features a 3.8-liter engine producing 400 hp (294 kW). The new 991's overall length grows by 2.2 inches and wheelbase grows by 3.9 inches (now 96.5 in.) Overhangs are trimmed and the rear axle moves rearward roughly 3 in. toward the engine (made possible by new 3-shaft transmissions whose output flanges are moved closer to the engine). There is a wider front track (2.0 inches wider for the Carrera S). The design team was headed by Michael Mauer.

At the front, the new 991 has very wide-set headlights that are more 3-dimensional. Front fender peaks are a bit more prominent, and wedgy directionals now appear to float above the intakes for the twin coolant radiators. The stretched rear 3/4 view has changed the most, with a slightly more voluminous form and thin taillight slivers capped with the protruding lip of the bodywork.The biggest and main change in the interior is the center console, inspired by the Carrera GT and adopted by the Panamera.

The 991 is the first 911 to use predominantly aluminum construction. This means that even though the car is larger than the outgoing model, it is still up to 50 kilograms (110 lb) lighter. The reduced weight and increased power means that both the Carrera and Carrera S are appreciably faster than the outgoing models. The 0–60 mph time for the manual transmission cars are 4.6 seconds for the Carrera and 4.3 seconds for the Carrera S. When equipped with PDK the 991 models can accelerate from 0–60 mph in 4.4 seconds and 4.1 seconds for the Carrera and Carrera S respectively. With the optional sports chrono package, available in cars with the PDK transmission, the 991 Carrera can accelerate from 0–60 mph in as little as 4.2 seconds ^[30] and the Carrera S can do the same in 3.9 seconds^[31].

One of Porsche's primary objectives with the new model was to improve fuel economy as well as increase performance. In order to meet these objectives, Porsche has introduced a number of new technologies in the 911. One of the most controversial of these is the introduction of an electro mechanical power steering instead of the previous hydraulic steering. This steering helps reduce fuel consumption, but some enthusiasts feel that the very precise steering feedback for which the 911 is famous is reduced with the new system. The cars also feature an engine stop start system which turns the engine off at red lights, as well as a coasting system which allows the engine to idle while maintaining speed on downhill gradients on highways. This allows for up to 16% reduction in fuel consumption and emissions over the outgoing models.

The new cars also have a number of technologies aimed at improving handling. The cars include a torque vectoring system (standard on the Carrera S and optional on the Carrera) which brakes the inner wheel of the car when going into turns. This helps the car turn in quicker and with more precision. The cars also feature hydraulic engine mounts which help reduce the inertia of the engine when going into turns as part of the optional sports chrono package. Porsche active suspension management is standard on the Carrera S and optional on the Carrera. This helps improve ride quality on straights, while stiffening the suspension during aggressive driving.

911 GT1[link]

1996 Porsche 911 GT1 race car (original version)

The Porsche 911 GT1 is a car that was developed in 1996 for the GT1 Le Mans racing class. In order to qualify for GT racing, 25 homologation road-going models were built as a requirement. These models developed around 700 horsepower and 0–60 in 3.3 seconds. Top speed was 235 mph. Both the road and race cars carried the same twin-turbo charged engine the Porsche 962 had, and the race car was a match for the McLaren F1 GTRs during which time it raced. A re-developed version of the 911 GT1 race car was built, and this model won the 1998 24 Hours of Le Mans. Although this car is not really considered to be a real 911 (largely because of its mid-mounted engine and built for homologation purposes) it is the most powerful and probably the fastest road-going Porsche ever made.

Electric vehicles[link]

Porsche 911 in hillclimb

The ERuf Model A is an all-electric sports car based on the 911. It is produced by Ruf Automobile.

Awards[link]

In 2004, Sports Car International named the 911 number three on the list of Top Sports Cars of the 1960s, the Carrera RS number seven on the list of Top Sports Cars of the 1970s, and the 911 Carrera number seven on the list of Top Sports Cars of the 1980s. In addition, the 911 was voted Number 2 on Automobile Magazine's list of the "100 Coolest Cars". The 997 was nominated for the World Car of the Year award for 2005.

Footnotes[link]

References[link]

• Corlett, Tony (2005). Porsche 911 3.2 Carrera: The Last of the Evolution. Veloce Publishing Ltd. ISBN 978-1-904788-65-2. 
• Paternie, Patrick C. (2001). Porsche 911. MotorBooks/MBI Publishing Company. ISBN 978-0-7603-0796-0. 
• Paternie, Patrick C. (2004). Porsche 911 Red Book 1965–2005. MotorBooks/MBI Publishing Company. ISBN 978-0-7603-1960-4. 

Further reading[link]

• Frère, P. (2006). Porsche 911 Story (eighth edition). J H Haynes & Co Ltd. ISBN 1-84425-301-5.
• Meredith, L. (2000). Porsche 911. Sutton Publishing. ISBN 0-7509-2281-8.
• Morgan, P. (1995). Original Porsche 911. MBI Publishing. ISBN 1-901432-16-5.
• Raby, P. (2005). Porsche 911 Identification Guide. Herridge & Son. ISBN 0-9541063-8-5.
• Wood, J. (1997). Porsche: The Legend. Parragon. ISBN 0-7525-2072-5.

External links[link]

Wikimedia Commons has media related to: Porsche 911

• Official Porsche 911 microsite
• Official USA Porsche 911 page
• Porsche 911 Peru (Spanish site)
• Radio List for Porsche (1974–1989)