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Turbo v.s. GT2


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  • 2 months later...

The 911 GT2 engine, for example, develops a full 462 bhp to make this the most powerful road-going 911 ever built. To channel that power, there's a new evolution of the 911 chassis with a range of set-up options to suit your individual requirements.

The 911 GT2 engine, for example, develops a full 462 bhp to make this the most powerful road-going 911 ever built. To channel that power, there's a new evolution of the 911 chassis with a range of set-up options to suit your individual requirements.

In order to create the best possible aerodynamic balance between front and rear, the 911 GT2 features an ultra-low front spoiler made from a flexible composite material. The role of this spoiler is to minimise the amount of air that flows underneath the car and thus reduce lift on the front axle. The results are better grip and directional stability as well as safer handling at high speed. At the rear, the GT2 benefits from two key aerodynamic features: a discreet fixed spoiler on the engine cover and a large wing element with an angle of incidence that is steplessly adjustable by up to five degrees.

Cooling air is delivered to the radiators via a highly effective internal airflow management system derived from the race-winning 911 GT1 and 911 GT3 RS. The racing origins of the system are acknowledged on the exterior of the car with the distinctive air outlet located immediately ahead of the luggage compartment lid. Twin inlets on either side of the front spoiler are used to channel air to the ceramic brakes. As on all 911 models, polypropylene underbody panelling is used to enhance the aerodynamic performance of the car.

As you can see, the remarkable aerodynamics of the 911 GT2 are the product of uncompromising engineering principles and attention to detail. The result is a car that offers outstanding balance and aerodynamic efficiency both during normal road use and in full competition mode.

At Porsche, we're committed to developing the very best in performance engineering. An integral part of that concept is brake technology. Which is why the 911 GT2 comes with the most effective braking system ever featured on a production Porsche: the Porsche Ceramic Composite Brake (PCCB) - a powerful new technology designed to cope with even the most extreme conditions on racetrack and road.

At the heart of the new technology is a ceramic brake disc made of specially treated carbon fibre silicated in a high-vacuum process at approximately 1,700 ºC. The PCCB disc is cross-drilled and internally vented, and is approximately 50% lighter than conventional alternatives. Since this weight is unsprung, i.e., not supported by the suspension, PCCB automatically improves agility and handling. Another feature of the system is the innovative new composite brake pad, which combines with the ceramic disc to deliver extremely high and constant levels of friction under braking. By replacing conventional metal components with composite pads and discs, temperature is no longer a factor in brake performance. This configuration not only helps minimise braking distances - particularly under heavy use - it also ensures safer deceleration from high speed thanks to improved fade resistance.

In an emergency stop, PCCB immediately delivers maximum stopping power to the road. Abrasion is extremely low compared with metal discs, with each PCCB disc offering a service life of approximately 300,000 km. The new composite brake pads also last around twice as long as conventional ones. What's more, the new PCCB pads do not absorb water, making for outstanding performance in the wet.

The 911 GT2 bodyshell is designed for optimum impact protection. At the front of the car, the passenger cell is shielded by a patented system of longitudinal and transverse members. In the event of an accident, energy is absorbed and dispersed in a carefully calculated manner, ensuring maximum protection for driver and passengers.

For added safety, the 911 GT2 also features high-tensile boron steel reinforcements in each door. These are augmented by the Porsche Side Impact Protection (POSIP) system, comprising side airbags and energy-absorbing door panels. As well as shielding the chest area, POSIP offers enhanced protection for the head. Standard equipment also includes full-size airbags for driver and front passenger, a safety steering column, three-point seat belts with belt height adjustment, pre-tensioners and force limiters, as well as flame-retardant materials in the interior. For added safety on the racetrack, the 911 GT2 is also available as a Clubsport version featuring a bolt-in roll-over bar which can be upgraded to a full roll cage for competition use. The Clubsport version also includes a six-point racing harness and fire extinguisher with holder. The bucket seats are finished in flame-retardant material instead of leather.

think that covers it, doesn't it?

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depends on what you want and how big your wallet is mate!!

sure the ceramic brakes are the best? but is it worth it??

if you just want the fastest and best porker there is, and money ain't a problem then the GT2 is your car

if you have to wonder if it's worth it, then a GT2 isn't within your league and you should stick to the Turbo

all depends on how deep your pocket is....

but knowing porsche and looking at the list of modifications this is indeed worth it, the tubo is a VERY VERY fast porker

the GT2 is a proper race car with normal paint and no decals on it


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A GT2 only has rear wheel drive and is much more of a race car then the Turbo which is fine for every day use right. It is porbably more of what you want out of the car than how deep your wallet is, i mean if you can afford 90k for the turbo you can probaly squeeze out another 30 for the GT2.

If you ask me screw em both and get the Spotec SP600, can do better than that, fast as a Mclaren to 60.. As soon as i can afford it that will be my baby cool.gif

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Having looked over the GT2 in the showroom the other day - I would say the following is how the choice would be made:

Turbo: Mostly road use, some track

GT2: Loads of track use - too low for all but best uk roads, ceramic brakes not very effective when cold, ride too harsh for any real journeys. THis car was ultra low to the ground and I couldnt imagine running it as an everyday car.

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Or you could just get an Edonis for track use and a Bugatti Veryon for every day use, plus an SLR for the weekend (have the folderble top). Then possibly on the days when you feel like going really fast, whilst feeling the power, get a Zonda. Then for the understated moments get a porche 996 TT sportec SP600.

Then an R32, and M3 for driving around the house.

Life is hard with so much choice beerchug.gif

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