Porsche 911 GT1 Street Version

To please FIA' statements and some customers, Porsche a.g. proposed a monster, merely rough down to road from race to frighten Ferrari, McLaren, Lamborghini and... your deposit account.

544hp, 600Nm, 310kph, 3.7s to reach 100kph from stop... With this car, numbers are nothing. They are just here for those that didin't saw or just tried the 911 GT1.

By the impressions she's scattering in the air and the ones she shows you on the road, this is quite the most uncommon Porsche 911. One day you've thought that 959 and 911 GT2 were the most aggressive and performant 911s you've ever seen. You're absolutely wrong. Forget all the Porsche 911's past : now there is the 911 GT1. The GT1 isn't huge nor ugly, she's terrific. Her look is worthy of Batman and by the way be a Superhero because you've got to be rash, only to step in. There's a big protection bar behind each door and that's athletic to pass it. Exception made of the seats, the cockpit is from a 993 Carrera, from a side to the other of the dashboard covered of black leather. Curiously, they kept 993 Turbo's tachometer (and speedometer) so red line begins at 6,400 rpm while maximum engine's output come at 7,000 rpm... The only modification is a new gauge that may appear on the 996 : water's temperature. On the demonstration 911 GT1, it's located just aside the radio.

The gear stick is from 993 RS 3.8 and 911 GT2 but here, it is heighten and very tilted to forward. It commands a bar to the gearbox as on any rear mounted gearbox car, but here, this black bar is peculiarly apparent and it really divides the 911 cockpit in two parts. As on any lightweightened 911, you've got to close the doors with handles and straps but here, it is a little bit more elaborated.

The doors are extremely light because they're made of Kevlar and carbon fiber. But before waking up the turbocharged flat 6, just know that the front section is very close from the 993's one, the only difference came from the new front body part with integrated spoiler of the GT1. This, for different reasons. First of all, the GT1 is a 911 so it must looks similar. Then, the 993 is homologuated for crash tests in all the world. All electric cicuits are also from the 993 Carrera : no reliability problems. So when you retake the front part of this car, nothing to prove, that's economic on a car where Porsche, despite the price asked won't do a lot of money cos they've already put a lot in developping it : that's racing requirement...

As you turn up the key (always on the left, this is a 911...) you wonder how do you will support engine ' sound at 7,000 rpm : the sound in the cockpit is deafening ! All sounds are from the engine, the exhaust system, equiped with 4 metal-bed catalytic converters, is nearly quiet... The dualmass flywheel isn't enough performant to reduice engine's noise. The transmission is also very deafening but don't forget that the GT1 is here for racing, even on road version. Porsche didn't get bored with comfort; even a F50 or a Buggatti EB110 Super Sport are more comfortable.

From this point of view, the 911 GT1 is very close to the F40 but this one has a concession to the driver : the windows on sides could slide, even if it's a little opening in the plexiglas, air can pass... This isn't possible on the 911 GT1 ! Windows are closed, to remind you not to be claustrophobic ! Don't forget to order the air conditionnig when you'll pass your command (this is optional). Well, first gear, the clutch system is hard, less than on racing version but the sport clutch disc (star-shaped) is packed with sintered metal for more athletic gearshiftings. Despite this, the system keeps progressive. This is just a little bit hard for low manoeuvring but it's a treat when you shift all your gears at 7,000rpm, you're at LeMans 24 hours race, you can deeply feel it ! The gearbox is new and the 996 will be equiped with a same family model. Shifting a gear is very quick, more than on a 993 (however a champion in the category with 1/4s) and the command is very precise. There isn't any staging problem, Porsche continues to build a part of his reputation on gearboxes. Here again, the 911 GT1 shows affiliation with the F50 : chassis and suspensions are extremely worked on and that are pure wonder. But made for racing, suspensions are very tough and a little clearance is almost non existent. The comfort looses; agility, accuracy and handling are incredible. Combined to important aerodynamic support, those two cars are maybe the ones who handle the better among all the other. No inertia. Put the car exactly the way you want, give a path and she will go quickly and she won't move from a iota. The power steering emphasizes this precision. You feel exactly the road in all his details. Cicuits or highways are where you've got to drive a 911 GT1. Little roads are quikly exhausting. The power direction is perfect for a supercar : very cool when you're at low speeds and hardly direct when you're moving faster but with only 1.8 circumference turning between each abutment, flywheel movements are very limited.

The tyres' sizes are also huge and Pirelli provided very performant tyres. The profil of the rear tyres (30) is the best you can find on a sportcar. Here again, only a F50 features the sames but the 911 GT1 is unbeatable for front tyres : 295/35 ZR 18, larger than the rear ones of the 993 Turbo ! Only the Mercedes CLK GTR is anticipated with so big dimensions. They give to the 911 GT1 a fabulous adherence and accentuate the abruptness of the car's reactions when you pass in a hole on the road. With 171 hp and nearly 20 mkg per litre of cubic capacity, the 3.2L flat 6 is ultra compressed and shows off the best values of power and torque per litre in today's automotive panorama. The acceleration is amazing, especially passsed 4,000 rpm. There isn't any turbo response time on a so sophisticated engine but it miss a bit of flexibility and real power come more or less when maximum torque is reached. When you are upper than 4,000 rpm, the response in immediate in any upper gear. This engine isn't civilized at all. This is a real dynamite' stick ! Maybe the McLaren's engine push better but with a big linearity, beloved to BMW; this one is violent to keep in the 930's legend. All come so quickly that you are conviced to do less than 3.5s to go to 100kph... Thanks to the chassis, behaviour is excellent and you realize again that you're on a racing car, no doubt. The 911 GT1 is glued to the road owing to big aerodynamic helps. Very penalizing in top speed, the rear fixed spoiler gives a very great support while breaking. The more you go fast, the more you feel that you can slow down the car with maximum efficiency. Combined with 380mm ventilated discs, 8 and 4 pistons calipers (front/rear), this road homologuated car Porsche 911 is the car which brake the better in the world ! Just have a look :

The Ruf CTR2 is fitted with 360mm Carbon discs on front and rear and 4 pistons calipers; while the 993 Carrera S receives the brake system of any 993 : four pistons calipers with 304mm discs front and 299mm discs rear. As you can see, the more you go fast with the 911 GT1, the more you can brake effectively.

It's strange to see how a 911 GT1 from the factory is beaten by the Ruf CTR2 on a straight line.

Here is another table to compare both cars.

The 911 is beaten from 0-100kph and then, get a fabulous increament to let the Ruf 1s behind while at 200kph. But it doesn't bored the Ruf to sign best times for 400 & 1,000m. All those measures mean one important thing on each car. About the GT1, this car is slower to get in speed but when the engine is launched, nothing can stop it. That's why the 911 GT1 is so quick to reach 200kph. But for the CTR2, it's interesting to see how the huge torque available can propels the car quickly but after, weight has a bad effect on the car's performances but that's not enough to be beaten on 400m but it's sure that the 911 GT1 passed 400m with a speed largely exceding the 200kph of the Ruf. The Ruf was faster on the major part of the distance so the 911 GT1 explosion of power is too late to win 400m time. On 1,000m, the short transmission of the 911 GT1 do not allows her to reach great speed (it's relative...) so after fifth gear, the Ruf CTR2 comes ahead again. Note that the GT1 is also very handicaped by all the spoilers she's wearing which dramatiquelly increase downforce. As a result, the car is more stable but a little bit slower. So you think that the 911 GT1 is less performant than an aftermarket car ? Ok but only on a straight line ! Cos the 911 GT1 should exterminate the RUF CTR2 on a circuit. Better handling, better braking, better acceleration passed 4,000rpm, the 911 GT1 isn't an angel compared to the so flexible Ruf engine. Again, the more similar car to the 911 GT1 is the F40 but this one is beaten everywhere on performances. It's just interesting to see the same characteristics in those two different cars.

To end this kind of report, we gonna talk about the last evolution of the 911 GT1. You'll see complementary informations with the other page talking about 911 GT1 1997. With new modifications, the 911 GT1 is really both beautiful and terrific this time and handling would be better than on this 1996 version. French driver Emmanuel Collard drove both 1996 and 1997 versions in many races and found the new car was more perfect than the previous one. More stable and overall more peaceful. Note than only one customer ordered the 911 GT1 with the old body (as on photos). Do you agree ? Why not after all, it will be more rare than the 30 others.

Technical Specifications

Body
Based on the 993 Carrera with integrated rollcage
Exterior body panels made of carbon fibre
Fixed front spoiler integrated in the front section, rear fixed spoiler Articulated rear body section
Thin-glass side windows
No under coating

Engine
Water-cooled flat 6-cylinder in longitudinal mid-position
Aluminum engine block and cylinder heads
4 valves per cylinder in V position
2 overhead camshafts per cylinder bank
Rigid bucket tappets with valve-clearance adjustment
by means of valve caps
Dry sump lubrication 2 KKK 27.2 turbochargers, 1 intercooler
Single plug ignition
Bore : 95 mm
Stroke : 74.4 mm
Displacement : 3,164cc
Compression ratio : 9.5:1
Maximum power : 544 hp (400 kW) @ 7,000 rpm
Maximum torque : 600 Nm @ 4,250 rpm
Maximum bosst pressure : 2.05 bar
Electronic engine management Bosch Motronic 5.2
Hot-wire air mass sensor
Fuel injection (multipoint, sequential) with lambda sensor
Cylinder selective knock control
2 catalytic converters, 2 primary catalytic converters
Fuel quality: 98 octane Super Plus unleaded

Transmission
6 fully-synchronized speed gearbox
Rear wheel drive Sports clutch disc
Additional lubrication with oil pump and oil-to-water heat exchanger Limited slip differential with asymmetrical lock factor 40%/60%

Gearbox Ratio

Final drive ratio 3.444 : 1
Speed @ 1,000rpm in 6th gear : 47.1 kph

Steering
Power steering Turnig circle : 14.1 m
Suspension Front : double wishbones, adjustable shock absorbers, stabilizer bar Rear : double wishbones with pushrods, adjustable shock absorbers, stabilizer bar

Brakes
Hydraulic servo unit
Brake pressure regulator
Bosch ABS Front : fixed rake calipers with 8 pistons and internally vented, cross drilled brake 380 mm discs
Rear : fixed rake calipers with 4 pistons and internally vented, cross drilled brake 380 mm discs

Wheels
3-piece BBS wheels with central locking system (one piece on 1997 model)
Front : 11J x 18 with 295/35 ZR 18 Pirelli P Zero tires Rear : 13J x 18 with 335/30 ZR 18 Pirelli P Zero tires rear

Dimensions
Lenght : 4,710 mm
Width : 1,950 mm
Height : 1,170 mm

Capacities & Weight
Curb weight according to ECE regulations = car ready to drive, including 90 % fuel tank capacity and a driver with 75 kg of weight : 1,150kg Weight distribution : 550/600 kg
Luggage compartment capacity 160 liters (integrated into rear hatch) : 150 dm3
Fuel capacity : 73.5 L
Oil capacity : 12L

Electric system and lighting equipment
12 V, 55 Ah battery Litronic main headlights (993 look on 1996 model, 986 look on 1997 model)
High beam lights with variable focus reflectors 2 fog lights rear

Instrumentation
Tachometer
Speedometer
Analogue gauge for oil pressure
Analogue gauge for engine oil temperature
Analogue gauge for fuel level
Analogue gauge for water temperature
Analogue watch

Performances
Porsche 911 GT1 Annouced Measured 0-100kph 3"7s 3"9s 0-160kph 7"2s 7"2s 0-200kph ? 10"6s 400m ? 11"7s 1000m ? 20"8s Top speed 310kph 306kph

Note: The measured scores have been obtained with the demonstration car of Porsche a.g., a 1996 model, with the old body and narrow front track.

Interior and color
Recaro bucket seats covered with leather
Three point safety belts
Three spoke Momo steering wheel without
Airbag (optional) Black interior
Exterior color on request but 9 are already forecasted

Price, Warranty & Maintenace periodicity
1.5 million DM
6 months limited warranty for the entire vehicle
3 years limited warranty for paint and anti corrosion
Maintenace periodicity : every 10,000 km