2010 Porsche 911 GT2

Power. Torque. Acceleration. All in plentiful supply. Nothing else can match that energy – except the car's design. A single glance is all it takes to realize that fact.
The front-end aerodynamics have been revised to compensate for the increased cooling requirements of the engine and brakes. The large air intakes enable a higher throughput of air to the central radiator and front brake units. The integral air outlet ahead of the front lid makes a major contribution to front-end downforce. The airstream from the central radiator is channelled up over the car, forcing the front end downwards, thereby enhancing balance and steering response.



The most impressive view is also the one that others will see most of all: the rear. The fixed rear wing with integral lip spoiler ensures optimum stability at speed.

As the car accelerates and you're pressed into your seat, air is forced through the intake openings on the rear wing uprights and into the engine turbocharging system. This ‘ram air' effect has a key role to play in the exceptional efficiency of the engine. Since air is already being forced into the turbos, there is less resistance from the compressors and therefore less back-pressure in the exhaust, which means greater engine performance.



Limited-Slip Differential
Other standard features include a limited-slip differential with asymmetrical lock factor. Offering better traction and handling when exiting a corner, it applies a higher proportion of drive torque to the loaded outer rear wheel.

The term ‘asymmetrical' means that one lock factor is applied when cornering under power (28%), and another when braking for a corner (40%).

The combined effect of all these aerodynamic modifications is a drag coefficient of just 0.32 as well as positive front and rear downforce. Behind the wheel, that means better grip, better directional stability and exceptional handling characteristics. Technically and visually, the result is the same: a breathtaking driving machine.

Performance
At Porsche, our aim is not to increase power – except through increased efficiency. Which is why we began with the 911 Turbo when developing an engine for the 911 GT2. Its power is combined with rear-wheel drive for racing-car driving dynamics. But how is it possible to improve on an engine that is already so close to perfection? How did we introduce even greater potential – and the character of a racing engine? The answer: by increasing efficiency.

This was mainly achieved by four crucial components, one of these being the six-cylinder twin-turbo boxer unit with flow-optimized turbines featuring Variable Turbine Geometry (VTG) and larger compressors on the intake side. Together with VarioCam Plus, they boost performance while reducing emissions over the entire engine speed range. Other important technologies include the revolutionary new expansion intake manifold that employs a totally new principle unlike anything ever featured on existing induction systems and, finally, the new, lightweight titanium main silencer for less back-pressure in the exhaust.

Oil is evenly distributed under all load conditions (e.g., high-speed cornering) thanks to a dry-sump lubrication system with external tank. After passing through the engine, the oil is cooled by means of a dedicated oil-water heat exchanger. Both of these systems are proven in competition use.

The water-cooled flat-six twin-turbo engine with four-valve technology in the rear of the 911 GT2 generates a mighty 530 hp from a 3.6-liter displacement at 6,500 rpm.

Maximum torque of 505 lb.-ft. is achieved at low rpm and sustained across much of the engine speed range. It is available between 2,200 and 4,500 rpm and the resulting acceleration is quite literally breathtaking.

The benchmark sprint from 0 to 96 km/h is completed in 3.6 seconds; 0 to 160 km/h requires just 7.4 seconds. Top track speed – if you really want to put it to the test – is 328 km/h. Fuel economy is also exceptional for a car with such high performance.

There is nothing ordinary about the 911 GT2 and it exceeds even the highest expectations. In other words: everything you'd expect from the most powerful road-going 911.

Lightweight Design
The six-cylinder twin-turbo boxer engine is a compact unit offering excellent cylinder charging and torque-curve characteristics as well as first-rate balance with minimal vibration. The flat-six design allows a low center of gravity with resulting advantages for traction and driving dynamics. The alloy crankcase consists of two main sections, each containing one bank of cylinders. The crankshaft runs in eight main bearings and is driven by forged connecting rods. For optimum strength and durability, we've used forged aluminum pistons running in Nikasil-coated aluminum liners and cooled via individual oil-spray jets. The results: lower frictional resistance and a lengthy service life – even when subjected to heavy use.

The cylinder heads are made from an extremely heat-resistant lightweight alloy. Each cylinder bank has two overhead camshafts driving a set of four valves (two inlet and two exhaust) on each individual cylinder. The valves are arranged in a ‘V' formation and have a highly efficient dual-spring closing action enabling higher engine speeds. Performance is enhanced with the aid of both Variable Turbine Geometry (VTG) and VarioCam Plus (variable valve timing and lift on the inlet side). The benefits are not only greater power and torque, but also better fuel economy and lower emissions.

Transmission
The six-speed manual gearbox in the 911 GT2 is specifically designed for the high engine performance. The individual ratios are carefully matched to the specific characteristics of the engine. The gear-lever throw is short and precise, enabling fast and accurate gearshifts.

Another major innovation is the use of Start-off Assistant for the first time ever in a road-going Porsche. The system is designed to maximize acceleration from a standing start. To activate the function, simply depress the clutch and accelerator pedals. When a boost pressure of approximately 13 psi is displayed in the instrument cluster, release the clutch as quickly as possible and maximum acceleration automatically ensues.

Normally on a turbocharged vehicle with manual gearbox, the boost pressure under acceleration from a standing start is relatively low. The turbo effect is delayed as the engine gathers speed and the boost pressure starts to build. On the 911 GT2, this initial delay is reduced. While the car is still stationary, the fuel injection is modified to help the engine reach maximum output earlier. The boost pressure is significantly increased and the engine readied for a faster start.

Clubsport Package
A ‘Clubsport' racing package is available as a no-cost option for the 911 GT2, offering added protection for racetrack use.

Included with the package are a bolt-in rear roll cage behind the front seats, a six-point racing harness in red for the driver's side, a fire extinguisher with mounting bracket and a preparation for a battery master switch. This is available separately from the Porsche Motorsport department, as is the front roll cage element required for FIA-approved racing events.

The sport bucket seats with thorax airbags are covered with flame-retardant material.

Sport Chrono Package Plus
The optional Sport Chrono Package Plus combines a dash-mounted analog/digital timer with a range of useful functions. Lap or journey times can be viewed, stored and analyzed using the performance display in PCM. The information available includes time elapsed and distance travelled on the current lap, as well as the number of laps completed and their respective times. You can also view the current fastest lap and remaining range till empty. Driving times can be recorded for any stretch of road, and benchmark times can be defined. Other useful features include a personal memory function, controlled via PCM, which stores personal preferences for a range of systems, including lights, wipers, door locks and air conditioning.

Source - Porsche