2002 Porsche 911 GT2 Images, Information and History

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Image credits: © Porsche.

2002 Porsche 911 GT2 news, pictures, and information
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The Porsche® 911® GT2, the ultimate Porsche model for 2002, is 10-percent more powerful and seven-percent lighter than the 911 Turbo on which it is based. The biggest weight savings over the 911 Turbo comes from making the GT2 rear-wheel drive (the 911 Turbo is all-wheel drive). Other weight-saving measures include fitting sport seats in front and deleting the rear seats. In place of a spare tire, there is a tire repair kit. Chassis modifications come directly from Porsche's road racing experience. The GT2 can accelerate from zero-to-62 mph (zero-to-100 km/h) in about four seconds and can achieve a top track speed of 195 mph (315 km/h).

A modified version of the 3.6-liter twin-turbo six-cylinder 'boxer' engine from the 911 Turbo allows an increase in maximum turbo boost pressure to 14.5 psi, compared to 11.76 psi for the 911 Turbo. The GT2 engine produces 456 horsepower at 5,700 rpm and sustains 457 lb.-ft. (620 Nm) of peak torque from 3,500-4,500 rpm. The only transmission available is a modified version of the 911 Turbo six-speed manual. A special asymmetric limited-slip differential helps stabilize the car in curves under load changes.

Compared to the 911 Turbo, redesigned air intake scoops provide additional cooling air. Porsche refined the aerodynamic characteristics to produce greater downforce. A one-piece fixed-design rear wing replaces the two-piece automatic-deploying spoiler of the 911 Turbo and allows 1-6 degrees adjustment for racetrack driving. Suspension modifications include racing springs that lower the center of gravity by 0.78-inch (20 mm), adjustable anti-roll bars and a wide range of suspension adjustment to accommodate racing tires. The front alloy wheels measure 18 x 8.5-inch and mount 235/40 ZR18 tires. The rear alloy wheels measure 18 x 12-inch and mount 315/30 ZR18 tires.

The 911 GT2 is the first Porsche to be fitted as standard wîth the Porsche Ceramic Composite Brake (PCCBTM). The ceramic composite discs weigh 50-percent less than comparable metal discs, reducing unsprung weight by a significant 36.6 lb. (16.6 kg) and thus enhancing suspension response.

The GT2 retains all current Porsche safety technology, including dual front airbags plus the Porsche Side Impact Protection System, which includes boron-steel door reinforcement beams, energy-absorbing door panels and door-mounted side airbags. The 30-liter capacity sidebags provide additional protection for the chest, head, and pelvis.

Although the 911 GT2 deletes some of the luxury content from the 911 Turbo, its standard equipment includes power windows and an anti-theft system wîth transponder key, immobiliser, alarm plus central locking wîth remote entry. The GT2 substitutes a CD stereo system for the Bose digital sound system used in the 2002 911 Turbo. Automatic climate control and cruise control and natural leather trim are available as options.

Source - Porsche

			Coupe Chassis Num: WP0AB29972S696083

The Porsche GT2 was produced in limited numbers with an original MSRP close to $200,000. It was the ultimate factory variant of the 911 Turbo and was ten percent more powerful and seven-percent lighter than the 911 Turbo on which it is based. It has the GT2 rear-wheel drive as opposed to its all-wheel drive relative. There are sport seats in the front and deleted rear seats. In stead of a spare, there is a tire repair kit. All of these weight saving features translates to a car that can race from zero-to-62 miles per hour in approximately four seconds with top speed achieved at 195 mph.

The engine is a modified 3.6-liter twin-turbo six from the 911 Turbo with a compression rating of 14.5 pounds per square inch, up from 11.75 for the stock motor. There is 456 horsepower at 5,700 RPM and the only transmission offered was the 6-speed manual.

Other changes over the 911 Turbo include redesigned air intake scoops which provide additional cooling, refined aerodynamic characteristics to produce greater down force, and a one-piece fixed-design rear wing which replaces the two-piece automatic-deploying spoiler of the 911 Turbo and allows one to six degrees adjustment for performance driving. There are racing springs that lower the center of gravity by almost an inch, adjustable anti-roll bars, and many other suspension modifications to accommodate racing tires. The car rides on 18-inch alloy wheels and was the first Porsche to be fitted as standard with the Porsche Ceramic Composite Brake. There are dual front airbags and a side impact protection system which includes Boron-steel door reinforcement beams, energy-absorbing door panels, and door mounted side airbags.

The original owner of this car was the avid Porsche collector and comedian/television personality Jerry Seinfeld. It is the only GT2 to leave the factory in the Adriatic Blue color scheme, and it has a number of other personalized touches from the factory not seen on any other GT2. The mirrors are painted black and the Porsche script was added to both sides of the car. The turbine wheels are painted in Satin Black, another personal touch for Mr. Seinfeld, and a unique feature to this car.

The odometer on this car reads just 3,185 miles from new.

In 2009, this 911 GT2 Turbo Coupe was offered for sale at the Houston Classic Auction in Seabrook, Texas, presented by Worldwide Auctioneers. The car was estimated to sell for $120,000 - $140,000, but was unable to find a willing buyer able to satisfy its reserve. The lot was left unsold.
By Daniel Vaughan | May 2009

PORSCHE® INTRODUCES THE 911® GT2 - 10-PERCENT MORE POWER THAN 911 TURBO

The 2002 Porsche® 911® GT2 takes its place at the top of the current Porsche model range as the most powerful and fastest member of the 911 family. The turbocharged GT2 is 10-percent more powerful and seven-percent lighter than the 911 Turbo on which it is based, and its chassis modifications come directly from Porsche's road racing experience. 'The GT2 is the best example yet of how Porsche applies its racing experience and success to production cars,' said Frederick J. Schwab, president and CEO, Porsche Cars North America.

The biggest weight savings over the 911 Turbo comes from making the GT2 rear-wheel drive (the 911 Turbo is all-wheel drive). Porsche tests all its models at the world-famous Nurburgring racetrack in Germany, where the GT2 shattered all lap time records for street-legal production cars -- including a few set by other Porsches.

The 911 GT2 engine, a modified version of the 3.6-liter twin-turbo six-cylinder 'boxer' engine from the 911 Turbo, produces 456 horsepower (SAE) at 5,700 rpm compared to 415 horsepower at 6,000 rpm in the 911 Turbo. The power increase and approximately 220-pound total weight reduction give the 911 GT2 a power-to-weight ratio of 6.9 lb. per horsepower (4.23 kg per kW), resulting in even more astounding performance than the 911 Turbo. The 911 GT2 is capable of accelerating from zero-to-62 mph (zero-to-100 km/h) in about four seconds and can achieve a top track speed of 195 mph (315 km/h).

Design changes that set the 911 GT2 apart from the 911 Turbo also add function, including larger front air intakes and an additional air intake ahead of the front hood. In back, redesigned air intake scoops moved far to the outside reveal the greater need for cooling air. The 911 GT2 replaces the two-piece automatic-deploying spoiler of the 911 Turbo wîth a new, one-piece fixed-design wing. As on the 911 Turbo, Bi-Xenon headlights are standard.

Because the 911 GT2 is capable of extremely high racetrack speeds, Porsche refined the aerodynamic characteristics to produce greater downforce, even sacrificing a lower coefficient of drag (Cd) to do so. Suspension modifications lower the car by 0.78-inches front and rear, reducing both wind resistance over the car and the airflow beneath the car that can cause lift. The changes reduce undercar airflow by 60 percent compared to the 911 Turbo.

Ducting hot air away from the front central radiator through a vent in the hood also reduces lift forces. The front edge design of this vent causes air flowing above the car to generate and additional suction effect, which in turn increases
velocity of air flowing through the central radiator.

The lower section of the front apron, too, has been designed to generate additional downforce on the front of the car while reducing airflow underneath it.
The three large polypropylene panels used on all 911 models merge into a special panel under the GT2 that directs cooling air to the transmission. (posted on conceptcarz.com)

Compared wîth the rear wing of the 911 Turbo, the wing on the 911 GT2 is higher and extends further to the back to produce even greater downforce at higher speeds. Ducts in the ends of the wing feed fresh air to the engine. Air enters a
collector box inside the wing and then goes straight into the air filter. The wing
angle can be adjusted from 1-6 degrees for racetrack driving.

While the 911 GT2 shares its basic powerplant wîth the 911 Turbo, the dual turbochargers provide an even greater throughput of air, allowing an increase in
turbo boost pressure under full load to 14.5 psi (1.0 bar over atmosphere), compared to 11.76 psi (0.8 bar) for the 911 Turbo. Larger-capacity intercoolers
keep the air charge temperature consistent despite the increased boost pressure.
At the GT2 engine's power peak speed of 5,700 rpm, boost pressure reaches 13.8 psi (0.95 bar) and then peaks at 14.5 psi (1.0 bar) over 6,200 rpm. As a result, the GT2 maintains an almost consistent power level even above the engine's power peak speed, despite the increase in exhaust backpressure at such high speeds. Maximum engine speed is 6,750 rpm, same as the 911 Turbo.

The GT2 engine produces maximum torque of 457 lb.-ft. (620 Nm) from 3,500-4,500 rpm for response normally associated wîth engines of far larger displacement. In comparison, the 911 Turbo produces 415 lb.-ft. of peak torque from 2,700-4,600 rpm.

As on the 911 Turbo, the 911 GT2 engine employs the VarioCam® Plus variable valve lift and timing system. Axial camshaft adjustment provides variable intake valve timing, while variable lift is achieved using two switching cup tappets on the intake side operated by two different size lobes on the intake camshaft. VarioCam Plus serves, first, to optimize engine output and torque and, second, to improve fuel economy and exhaust emissions as well as the engine's smoothness and refinement.

Typical of racecar practice a so-called dry sump lubrication system wîth a separate oil tank fitted directly to the engine ensures a reliable supply of oil. Optimized design and configuration of the oil pumps in conjunction wîth the right capacity of the oil tank ensures that the engine receives a reliable oil supply even under extreme acceleration, braking and cornering. The oil volume within the
entire system is approximately 11.6 quarts (11 liters).

Except for mufflers wîth less backpressure, the exhaust system is essentially the same as in the 911 Turbo. Like the 911 Turbo, the 911 GT2 complies wîth the Ú.S. Low Emissions Vehicle (LEV) standard.

Power is transmitted to the rear wheels of the 911 GT2 by a six-speed manual gearbox. An evolutionary version of the transmission from the 911 Turbo, this unit uses external transmission oil cooling and injection oil lubrication. The Tiptronic S five-speed automatic transmission is not available for the GT2. The ratios of the individual gears as well as the final drive are the same as on the 911 Turbo, as are the various design features ensuring greater stiffness and enhanced noise control. The synchronizer rings on the gears are made of steel instead of brass to provide even greater durability.

The GT2 uses a special asymmetric limited-slip differential, which provides up to
40-percent locking under power. On overrun, the differential provides up to 60-percent locking, which helps stabilize the car in curves under load changes. The suspension of the GT2 is designed to cater to an even higher level of performance than the suspension of the 911 Turbo. Modifications include fitting racing springs that lower the center of gravity by 0.78-inch (20 mm), adjustable anti-roll bars and an even wider range of suspension geometry adjustment to accommodate racing tires.

The GT2 uses reinforced components throughout its suspension systems, including all bearings. Spring and shock absorber settings are firmer than on the 911 Turbo. In the front, the damper struts use threaded spring plates that provide adjustable height and fine-tuning for racetrack driving. Úniball joints on the strut support mounts minimize axle kinematics when the springs are compressed and also allow wheel camber adjustments needed for using racing tires. For more precise spring and shock absorber response, the multilink rear suspension substitutes metal bushings for the rubber bushings used in the 911 Turbo. As in the front, threaded spring plates provide height adjustment. In addition, the rear anti-roll bar features four adjustment settings.

The Porsche 911 GT2 employs larger wheels and tires than even the 911 Turbo. The front alloy wheels measure 18 x 8.5-inch (vs. 18 x 8.0-inch for the 911 Turbo) and mount 235/40 ZR18 tires (225/40 ZR18 for the 911 Turbo). The rear alloy wheels measure 18 x 12-inch (18 x 11-inch for the 911 Turbo) and mount super-wide 315/30 ZR18 tires (295/30 ZR18 for the 911 Turbo).

Instead of a spare tire, the GT2 comes wîth a tire repair kit, saving 29 lb. (13 kg) and also adding some luggage space. The kit includes a bottle of tire sealing
foam, an air compressor and a pressure gauge.

The 911 GT2 is the first Porsche sportscar to be fitted as standard wîth the Porsche Ceramic Composite Brake (PCCB®) discs. The ceramic composite discs weigh 50 percent less than comparable metal brake discs, reducing unsprung weight by a significant 36.6 lb. (16.6 kg) and thus enhancing suspension response.

In conjunction wîth a new type of brake lining, these ceramic brake discs immediately build up very high and consistent friction throughout deceleration.
Yellow-painted brake calipers tip off the presence of the PCCB system. The PCCB system provides optimal braking performance even under extreme conditions, on dry or wet roads. An extremely hard disc surface and immunity from salt corrosion give the PCCB discs a long service life. Porsche designed ducting in the front apron and in the rear quarter panel air intakes to direct additional cooling air to the brakes.

While reducing weight of the GT2, Porsche in no way compromised the basic integrity of the structure, nor was any safety technology from the 911 Turbo deleted. A patented crumple zone body structure protects a reinforced passenger
compartment. On all Porsche models for 2002, the three-point inertia-reel seatbelts add new pretensioners and load limiters. The trunk includes an anti-entrapment internal release handle, a feature that was added to all Porsche models for 2002.

The GT2, like all Porsche models for 2002, is equipped wîth dual front airbags plus the Porsche Side Impact Protection System, which includes boron-steel door reinforcement beams, energy-absorbing door panels and door-mounted side airbags. The 30-liter capacity sidebags provide additional protection for the chest, head, and pelvis.

Although Porsche has sacrificed some luxury features to reduce weight in the GT2, the car is still suitable for everyday driving. Special leather sport seats replace the standard 911 seats, and provide optimal side support along wîth excellent comfort on long distance drives. Deletion of the rear seats saves 17.6 lb. (8 kg).

While Porsche has reduced the weight of the GT2 in comparison to the 911 Turbo, standard equipment includes power windows and an anti-theft system wîth immobiliser, transponder key, alarm and central locking wîth remote entry. The GT2 substitutes an in-dash CD radio for the Bose® digital sound system used in the 2002 911 Turbo. Automatic climate control wîth an activated carbon filter and cruise control are available as options, as is natural leather trim in dark gray or brown.

Porsche began using turbochargers in the 917 racecar in the early 1970s and introduced its first 911 Turbo model in 1974. The 911 Turbo arrived in the Únited States for model-year 1976, and wîth its 234-horsepower engine (Ú.S.-spec) could achieve zero-to-60 miles per hour in under six seconds.

Porsche introduced innovations that increased the reliability of turbocharging, including the exhaust wastegate to regulate boost pressure and intercoolers to reduce the temperature of the compressed intake air. Porsche pioneered the all-wheel drive supercar wîth the limited production 959 of the mid-1980s. Although not imported to North America, the turbocharged 959 became a Porsche legend and paved the way for the first standard-production all-wheel drive Porsche 911 Turbo, which arrived in the Ú.S. for 1996. The new-generation 911 Turbo arrived for MY 2001, and the 911 GT2 is based on this car.

Every new model-year 2002 Porsche car sold in the Únited States and Canada is covered by a four-year/50,000-mile (80,000 kilometer), bumper-to-bumper limited warranty, which includes Porsche's roadside assistance program. The galvanized body and 26-step paint and anti-corrosion process enable Porsche to warrant each car against rust perforation for 10 years and unlimited mileage. In addition, Porsche guarantees the paint finish for three years – also without a mileage limitation.

Porsche Cars North America, Inc., (PCNA), based in Atlanta, Georgia, is the exclusive importer of Porsche cars for the Únited States. A wholly owned subsidiary of Dr. Ing. h. c. F. Porsche AG, PCNA employs some 200 people who provide Porsche vehicles, parts, marketing and training for its 205 dealers in North America. They, in turn, provide Porsche owners wîth best-in-class service.

Source - Porsche

The legendary Porsche 911 is the longest production run sports car of all time. It was conceived as a successor for the highly successful Porsche 356 and from the start had high aspirations for success. Ferry Porsche's son, Ferdinand Alexander Porsche, designed the 911. When it went into production it was labeled the 901 but Peugeot had claims to the name, so to avoid infringing on their naming scheme, it was changed to 911. As a result, only a few Porsches used the 901 name.

901

The Porsche 901, the forerunner for the famous 911, was the first 'new' vehicle Porsche had ever produced.
Prior to the 901, there was the 356. This vehicle had lived a relatively long lifespan and was nearing its end, both in mechanical capabilities and in appeal. Many variations of the 356 had appeared during its production-run, most improvements where mechanical with very few visual improvements. Albeit, the 356 was a very beautiful car and improvements to its design were not necessary.

In the Mid-1950's, the Porsche company began producing prototypes for the successor of the 356. The result was a vehicle built on the same unitary structure used for the 356 but with a new front suspension, front disc brakes, and a six-cylinder engine.

The Porsche 901 was introduced to the public in 1963 at the Frankfurt Motorshow. The silhouette body was available only in fixed-head coupe form. In 1967 a Targa bodystyle became available featuring a removable center roof section. The 1991 cc flat-six engine was air-cooled. It's 2-litre capacity was the same as its predecessor. The six-cylinder engine was chosen over the four to allow more room for growth and improvement in the future. Two Solex carburetors aided in the 130 horsepower output and was capable of a 130 mph top speed.

912

The Porsche 912 was similar in design to the 911 and eased the transition from the 356 to the 911. In comparison with the 911, the 912 had fewer amenities, less power, and weighed about 250 pounds less. A 5-speed gearbox was matted to a detuned 356-based 4-cylinder engine that produced 64 horsepower. The engine was mounted in the rear and powered the rear transaxle. Disc brakes and independent suspension with torsion bars gave the car excellent and impressive handling. The Recaro seats kept the driver planted and the rack-and-pinion steering was very responsive. For an additional cost, the owner could have air-conditioning, rear window wiper, halogen fog lights, electric sunroof, and/or three-point seatbelts.
The 912 came in both the coupe and targa flavors with the coupe being the more popular. About 2562 of the 34,959 912's were targas.

The 912 was offered to the public in 1965 and stayed in production until 1969 when the mid-engined 914 was introduced. Due to its low cost, it easily outsold the more powerful 911's during the first few years. In
1967, the 912 was awarded Car and Driver's 'Readers Choice' for its class. During that same year a 912, driven by Sobieslaw Zasada of Poland, won the European Rally Championship.

At the end of the 914 production in late 1975, a version of the 912, dubbed the 912E, was introduced. Internally, the vehicle was labeled the Type 923. The 'E' stood for 'Einspritzung', in German meaning 'fuel injection'. It was powered by a 2-liter, 914-derived fuel-injected engine and had had Bosch L-jetronic fuel injection and an air pump. It used the 911 body, but has smaller wheels and tires and non-vented brake rotors. The fuel-efficient engine, rising fuel costs, and lower speed limits made the 912E a safe-buy. After 2099 examples were produced, the 924 entered the scene. The 912E was the last air-cooled four-cylinder vehicle produced by Porsche.

During its production run that include the 912 and 912E, nearly 35,000 examples were produced. It had achieved victory in the racing world, served as European police cars, and was featured in the movie 'Spy Games' staring Robert Redford and Brad Pitt.

911 Targa

In 1965 the Targa was introduced. This was an open version of the 911. The Name Targa came from a road race in Sicily named 'Targa Florio'. Targa also meant 'Shield' used to describe the rollbar. The rear window could fold down while the panel between windshield and rollbar could be lifted off creating an open version of the 911.

911 S

In 1966 the 911 S was introduced as a better equipped and more powerful version of the standard 911. It featured engine modifications that resulted in 30 extra horsepower. The chassis was modified and bigger brakes were installed. An extra 5 pounds was saved from each corner of the car by using Fuch alloy wheels.

To increase sales, the 911 T was added to the line-up in 1967. This version had a de-tuned six-cylinder engine and produced 110 horsepower. It appealed to many buyers due to its attractive price, selling at a reduced cost from the base 911. Also in 1967, the 911S received ventilated disc brakes on all four corners.

In 1968, the Porsche 911S was no longer being exported to the United States due to new emissions and government standards and regulations. Porsche introduced a 911 L as a replacement which was basically a 911 S without the engine modifications. In 1969, the 911 S was once again allowed into the United States.

In 1969 the 911 E, the base model, was available with 140 horsepower for the United States and 160 horsepower for the European market. The 911 T had 125 horsepower on tap from the six-cylinder engine while the 911 S was available in the United States with 170 horsepower. The European version featured even more horsepower, rated at 190. A five-speed manual gearbox was introduced.

In 1970 the engine bore was enlarged by 4mm and increased the engine capacity to 2165 cc. This made the six-cylinder engine more powerful. The 911T was rated at 125 horsepower, the 911 E was rated 155 horsepower while the 911S was now producing 180 horsepower.

During the 1970 model year, a performance version of the 911S was created by removing amenities and using light-weight material wherever possible. Aluminum was used on the bumper and engine-lid, the interior received light-weight seats, and the door handles were replaced with cords. The result was a 1840 pounds street legal race car.

In 1972 a spoiler was standard on the 911 S but was optional on the 911 E and 911 T. In 1973, due to popularity, the spoiler became standard on all 911 models. The stroke of the engine was increased giving the engine a 2.4 liter displacement.

Carrera RS

In 1973, Porsche wanted to compete in GT competition. In order to qualify, the manufacturer had to satisfy homologation rules for the Group 4 GT class that stated that 500 examples needed to be produced and sold to the public. Porsche knew that it would be difficult to sell 500 race cars so they built street legal race cars and kept the sticker price low. The RS was an immediate popular and at the end of the production run, 1636 examples were produced. Due to the successful sales, the RS was reclassified as a Group 3 series-production GT which required at least 1000 examples be produced.

The RS was stripped of nonessential amenities to save weight. A thin-gauge body steel and fiberglass was used for most of the vehicles but the supply ran short and at least 300 cars were outfitted with the normal-weight body parts. When compared with the stock 911S, the RS using the thin-gauge steel weighed 330 pounds less.

Wider aluminum wheels, Bilstein shocks, and modified sway bars gave the RS extra handling advantages. A rear spoiler was molded into the engine cover giving the RS the nickname 'ducktail'. This gave the vehicle extra down-force at speed and aided in stability. Other distinguishing features of the RS was its name painted, typically in green, black, red or blue, above the rocker panels. The engine was a modified version of the Porsche 911 2.4 engine. It featured a bigger bore that resulted in greater displacement and horsepower.

Carrera RSR 3.0

The RSR 3.0 had 20 extra horsepower than the 2.7 version. It had a large front spoiler, large rectangular air intake, 9 inch rear wheels, and 8 inch front wheels. Since the thing-gauge body steel supply had been depleted and larger items had been placed on the RSR vehicle, the vehicle weighed 180 kg more than the 2.7. All this meant that the RSR was not much quicker than the 2.7. However, it did have better road-handling due to the wider tires.

During its production lifespan only 109 examples were produced with 60 outfitted as road going machines.

911 Weissach

The 911 SC Weissach, produced only in 1980, was a limited edition design and only 400 units were constructed (Some sources states 406. In either case, a small amount were constructed and even fewer are known to exist today). All were sold to the United States. 200 were painted in Pongee Beige Metallic while the remaining 200 received a metallic charcoal gray color. The interior had red/burgundy carpet and beige leather seats. An RS wing was placed in the rear while the front received a new spoiler. All of the 911 SC Weissach's were coupes, had normally aspirated engines, and were fitted with the 903 body. They were sold at a price of $32,000, a high price at the time.

911

In 1973 the 911E, 911T, and 911S used a 2.4 liter six-cylinder engine. In 1974 the Carrera name was added to the line-up and represented the performance option. The 911S became the middle model with its performance and trim equivalent to the former 911E.

The Carrera was distinguished by its many exterior components colored in black. For example, the door handles, wipers, and window frames were black.

In 1974 the Porsche 911 Turbo was introduced and is credited as being the world's first production turbocharged sports car. Using a 3.0 liter engine and equipped with a turbocharger, it was capable of producing 290 horsepower.

In 1976, the Carrera was outfitted with the 3.0 liter engine and produced 200 horsepower.

In 1978, there were only two options available for the 911, the Turbo and the SC. The 911 SC used the 3.0 liter engine because it was more reliable and offered more opportunity for tuning in the future. the 3.0 liter engine was rated at 180 horsepower. The 2.7 liter engine was no longer used. When compared to the 1977 Carrera 3.0, the SC was more luxurious but had less horsepower. The luxury items added to the overall weight of the vehicle which decreased the performance. Still, the 911 SC was an extremely popular car. The 911 Turbo received a 3.3 liter engine and was able to produce 300 horsepower.

In 1979 the 911 SC's engine received modifications increasing the horsepower rating to 188 while improving fuel economy by 10 percent.

In 1980 the entire 911 model-line receive extra power except those slated for exportation to the United States. The 911 SC was now producing 204 horsepower.

At the 1981 Frankfurt Auto Show Porsche introduced a four-wheel drive cabriolet version of the 911. A year later, the cabriolet went on sale as optional equipment on the 911 SC. It was the first cabriolet for Porsche since the 356.

In 1984 the 911 SC 3.0 engine was replaced by the new Carrera with a 3.2 engine. The 911 Tubro and 911 Carrera were the only bodystyles available however could be ordered in coupe, cabriolet or Targa options. The Carrera was better than its 911 SC predecessor. It offered more luxury and power, and better brakes. The 3.2 Liter engine was used until the 1989 model year. It was replaced by a 3.6 liter version.

The 1988 the turbo became standard with a five-speed manual gearbox.

In 1989 Porsche introduced the Carrera 3.2 Speedster. The top could fold to the back and be placed beneath a fiberglass cover. The Speedster was void of most electrical options including power seats which made it lighter than the standard car. In total, there were 2065 Speedsters production, 1894 with the turbo-look. The Turbo look gave the vehicle an aggressive stance but it also added weight to the vehicle. It was, however, a very popular option.

911 Carrera CS

The limited-edition 911 Carrera CS, meaning Club Sport, was introduced in 1987. This version was meant for the race track. This light-weight version was void of amenities and equipped with only the essential items. The CS is distinguished from other 911's by its red wheels and bright graphics. Most were painted in 'Grand-Prix' white and all were coupes, except for one specially-built Targa. At the end of the Carrera CS production run, 340 examples were produced.

Carrera 2 and 4

In 1989 the 911 was given a 3.6 liter engine, new suspension, new transmission, self-adjusting spoiler, plastic aerodynamic bumpers, and new brakes. It was over 80% different when compared to the previous year. The big news for this year was the introduction of the Carrera 4, a four-wheel drive version of the 911.

The 1989 Porsche 911 received major improvements in the performance and handling department. At speeds greater than 50 mph, the rear spoiler would fold out and improving stability. The bigger brakes gave the 911 better stopping power while the suspension held the car in place as it would go through sharp turns.

In 1990 the Carrera 2 and Carrera 4 could be purchased in Cabriolet, Targa and Coupe body-styles. A Tiptronic transmission was introduced which is a gearbox that does not require a clutch. The Tiptronic allows the driver to shift manually or have the system automatically shift.

Carrera RS

In 1990 Porsche introduced the Carrera RS series. It featured a modified version of the Carrera engine now producing 260 horsepower. It had Recaro seats and light-weight material. The interior was void of non-essential items. An aluminum hood, light-weight doors and windows, and various other methods and materials were used to make the vehicle as light as possible. There was an RS touring option which included a few items to make the vehicle more road worthy. In total 2051 Carrera RS models were created with 76 being equipped with the touring option.

Carrera RS America

In 1993, Porsche created a light-weight, limited edition, performance version of the 911 Carrera. It was dubbed the RS America. The year 1993 was selected because it commemorated the 20th Anniversary of the 911 Carrera RS. 'RS' is German for 'Renn Sport' or 'Race Sport'.

The Carrera RS was conceived in 1973 but only available to the European market. The United States had strict safety, emission, and government regulations that made it impossible for the original RS to be sold in America. The 1993 Carrera RS was built to satisfy European regulation while a limited were built for the American regulations. The ones that made it to America were labeled 'RS America.'

The RS America was lightweight, contained little luxury features, and highly-modified performance options. The M030 sports suspension package, 17 inch wheels, larger diameter front stabilizer bar, and modified shock absorbers were just a few of the modifications to the 911. By using weight reduction, refinements in the steering, suspension, tires and wheels, the 911 RS America was a high performance racing car.

The RS in America was very successful. What was only intended to last for 1993, rolled into the 1994 model year. Vehicles that were sold during 1993 have 'PS' in their VIN numbers, while the 1994 versions have 'RS'. The 1994 models have rear seats while the 1993 versions have dual-storage bins.

The RS is distinguished from other 911's by a 'RS' decal located in front of each rear wheel well and an RS America rear deck lid emblem. A large spoiler, commonly referred to as a 'whaletale', was fixed to the rear of the vehicle. Various versions of the 911 had a spoiler that was motor-driven and deployed and stowed at various vehicle speeds.

993

In 1994 the next generation of the Porsche 911 was introduced and only available in coupe form. Internally it was dubbed the 993. Aesthetically and mechanically, the vehicle was different from its previous versions. The upright headlights were removed; it received a front wing, wider fenders, 16 inch wheels, and new bumpers. Under the hood, the 3.6 liter engine was modified to produce 260 horsepower. A six-speed manual gearbox was all new. The chassis size was increased giving 20% extra interior room. Major improvements were done to the interior giving it new seats, new steering wheel, and making the console, buttons and gauges more driver-friendly.

In 1995 a Targa was introduced. But the big news was in 1996 when a Turbo, Carrera 4S, RS, and RS Club Sport became available.

996

In 1998 the next generation of the Porsche 911, the 996 was introduced. A 296 horsepower, water-cooled engine was all new. The new engine was more powerful, fuel efficient, and offered better performance even though it was smaller in size. The length of the car was increased; a new suspension, headlights, and styling modifications have been adapted throughout the vehicle.

Shortly after the introduction of the next generation 911, a cabriolet version became available. Instead of the top being folded on-top of the bodywork, it now folded into it.

Conclusion

Since its introduction in 1963 to the present, the 911 has stood the test of time both on the race track and in owner's garages. It is one of the few designs that have had such a long history. It has been offered in over 50 different forms including rear wheel, 4wd, cabriolet, Targa, coupe, Speedsters, light weight, club sport, RS, anniversary editions, limited editions, and multiple other options, designs, and features. The 911 has set and raised the bar in terms of technology, performance, design, and handling.
By Daniel Vaughan | Aug 2006

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2002 Porsche models

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2002 Porsche 911 GT2 news, pictures, and information

PORSCHE® INTRODUCES THE 911® GT2 - 10-PERCENT MORE POWER THAN 911 TURBO