M man, how time flies. This realization, common among older semesters and mostly accompanied by a shocked shake of the head, is certainly a part of the coming to terms with the past and at the same time an expression of healthy fatalism. The greatest astonishment is attributed less to the fact that it does it than to the oppressive question of how quickly this happens. As an intimate observer of driving dynamics backgrounds, we have it a little easier in this context. Recognizing the causes of how the time on the Nordschleife has passed with the new GT2 is much easier than explaining the cosmic time courses in general. In view of the astonishing leaps in time that have been recorded over the past decade, a confused shake of the head is inevitable.
Because what the new Porsche 911 GT2 does in terms of driving dynamics on the mountain-and-valley track in the Eifel could almost be for someone who has not followed the last decade with its rapid sports car development with professional zeal Become trauma. In the effect of the dynamics in both the longitudinal and transverse direction, inexperienced contemporaries simply take off their shoes - and even professionals rub their eyes in amazement. Certainly, high lateral accelerations were already registered by sport auto ten years ago. In 1997 the Porsche 993 Turbo achieved the highest value for street athletes at the time of 1.0 g. The lap time of 8.12 minutes on the Nordschleife was described as breathtaking. What grandiose attributes would have had to be used in the description if the crew at the time had completed the infamous Nordschleife low flight in 7.33 minutes - in the time that the current Porsche top model can now claim for itself? It is hard to believe what development progress has manifested itself in ten years - especially in view of the fact that the two top models of the respective era come from one and the same gene pool from Stuttgart-Zuffenhausen.
Incredible development progress
In terms of concept, there are actually only minor differences between the ancestor and what is now by far the most powerful of all street-legal 911sTo spot differences. The exposed position of the engine behind the rear axle, which is repeatedly referred to as extremely disadvantageous, has certainly not prevented the Porsche developers from setting the benchmark in terms of driving dynamics. As a matter of course, the direct predecessor of the same name, which brilliantly left its mark on the Supertest with the maximum number of points at the time, also delivered top marks non-stop. The progress that has once again become visible compared to this striking milestone in sports car construction is not only expressed in the new GT2 in the significantly improved lap times - 13 seconds less on the Nordschleife; about 2.6 seconds in Hockenheim - but above all in the way he easily takes the hurdles on the way to pole position. Even on the autobahn, the main refuge of the 530 hp hammer, the GT2, which was designed exclusively as a two-seater, provides a useful indication of the tactics with which it managed the dominant supremacy of the Carrera GT , the one washed with all racing waters therefore the benchmark of advanced mid-engine athletes who tries to attack: He is calm itself.
The more or less pronounced steering wheel movements in uneven curves and at high speed, known from Porsche models, are caused by the vertical wheel movements are clearly minimized in the GT2. For this purpose, the articulation point of the tie rods on the wheel carrier and the external connection of the wishbones compared to the GT3, the chassis of which the top athlete has essentially adopted, have been moved up by ten millimeters. Nothing has changed in terms of the accuracy of the reactions and the perfect feedback of the variable-ratio steering. The results of the driving dynamics tests prove this. This and the successful measures to further promote downforce have the consequence that the distances up to the maximum speed - at least a whopping 329 km /h - hardly offer any reason for it, as a precautionary measure because of impending road heels to bite together. Let's put it this way: By Porsche standards, the 911 GT2 runs straight ahead, absolutely safe. Keeping a basic speed of 260 km /h relaxed and relaxed for a long time is not a question of will or ability, but obviously only the external circumstances. On the rear axle, in addition to the ample 325/30 ZR 19 tires, there are also the stiffer connections between the side members and the body in the form of metal bushings, the bottom line for which was previously unknownEnsure good-naturedness even in the cornering area In this overriding criterion, the GT2 even sets itself apart qualitatively from the exemplary GT3 or its more stringent variant, the GT3 RS - and all that without missing its exemplary precision in driving behavior. Unintentional attempts to break out the rear are rare, even when the PSM is completely switched off.
The grip that the extremely wide Michelin Cup tires in this highly specialized Building environment is almost reminiscent of the outstanding properties of slick tires without a profile in dry conditions. If one recapitulates the development history of the 911 in front of one's inner eye and once again explicitly recalls the installation position of the exposed engine, then one is tempted to speak of wondrous, or better: magical developments. Even if the cross members on the rear axle are now made of lightweight aluminum instead of steel, the uneven mass distribution of 38.5 to 61.5 percent between the front and rear axles is still a critical point, which is commonly mentioned in the first place. if the total work of art has fallen into disrepute - so the theory.
In practice, the higher wheel loads on the rear axle, as usual with the 911, result in traction that couldn't be better. However, given the measured total weight of 1,497 kilograms with a full tank, the slimming measures were not as successful as planned. Regardless of this, the GT2 - with or without the help of the Launch Control, which is standard on board for the first time - rushes towards the targeted point on the horizon as if all four wheels were entering into a slip-free connection with the asphalt. Anyone who knows the GT2-Vita, however, knows that for weight reasons, the rear axle alone provides propulsion. The argument that Porsche likes to cite, that the all-wheel drive of the 911 Turbo would primarily serve driving safety and only secondarily traction, can easily be invalidated by the rear-wheel drive GT2: It drives even more stable in a straight line, does not make the slightest move to prance or prance around the vertical axis to wind around the longitudinal axis - and also shows a complete insensitivity to load changes. In short: The chassis is a stunner, not only in terms of its dynamic handling systems, but also in terms of the demands that everyday life places on it. The GT2 masters that too in an almost admirable way. Apart from the present rolling noises of the wide cup tires, the GT2 shows surprisingly large concessions in terms of suspension comfort. TheExtremely dry hardships, which in the GT3 can at least become a burden for sensitive people, are banned in a digestible way. In any case, the suspension elements filter out the sometimes uncomfortable lane steps on the autobahn, although they have a comparatively limited working area, which is 25 millimeters shorter than the normal Carrera.
No hardship despite the shorter spring travel
If you take a seat in the new, conveniently equipped with a foldable backrest made of glass and carbon fiber reinforced plastics, and the usual perfect Ergonomics and the cockpit scenery dominated by the usual objectivity with satisfaction - or with disappointment - saved as given, can concentrate on the main menu without further ado. In addition to that, everything else around it appears immediately subordinate. Or, in order to stay in the picture, it is degraded to a stale accessory. Basically, the substance of the twin-turbo unit, which is derived from the six-cylinder boxer of the 911 Turbo, is the first of its kind to have a so-called expansion intake system, which, by cleverly exploiting the vibrations that occur during gas exchange, ensures that the mixture temperature is overall lower than with the basic turbo. As expected in this environment, this results in higher performance, but according to the manufacturer, it also reduces fuel consumption at full load.
In view of the always impressive functionality that is usual at Porsche, the 911 GT2 super sports car also affords the luxury of tackling the upcoming performance in an unpretentious, even reserved manner. There is no acoustic drumfire whirling around here. And you don't need a professional who is ready for everything and experienced in dealing with complicated treasures to be good friends with the GT2 right away. At the premiere, the somewhat tighter counter-pressure when the clutch pedal is depressed is the only indication that something else may be happening here than is generally usual. On the other hand, the smooth and precise gearshift, which is still somewhat gnarled in handling in the GT3, reveals perfect access options to the extremely wide range of the 530 PS strong 3.6-liter boxer, which delivers a constant 680 Nm of torque over a wide range. The fact that this engine is acoustically as considerate as a normal turbo with its new titanium exhaust system is part of its character profile, which is inherently a bit of perfidy. The tremendous pressure that is felt both physically and mentally when calling up all the available horsepower,communicates neither through painful din nor through other accompanying phenomena that occupy the senses. In no other land-based means of transport does the act of acceleration take place as impressively as in this sports car due to the perceived playful ease of the process. Obviously he has made it his business not only to set the new benchmark for the competition, but also to combine the revealing willingness to perform with the highest possible technical elegance.
Acceleration with ease
The fact that the measured values relating to the acceleration capacity between the manufacturer on the one hand and sport auto on the other differ by one tenth or the other, changes Nothing to do with the fact that we are dealing here with a real automotive bullet: The entertainment value of the sprint up to 100 km /h - 3.8 seconds - is only topped in its explosive value by the value up to 200 km /h: 11.5 Seconds. The time up to 300 km /h is also an announcement: The magic mark falls after 33.0 seconds (factory specification). And anyone who has ever seen how it goes afterwards to Vmax inevitably gives serious thought to how to get down from this exclusive vantage point. When unwinding at 91.4 meters per second, it is good to know that in this environment you can trust the reliable brutal deceleration of the PCCB brake. The ceramic stoppers, like the roll cage available on request in the clubsport package, are included in the basic price of 189,496 euros. Only the floor mats cost 107 euros extra according to the surcharge list - but they are sure to be included as a reward when signing the contract, as always.