OMGT2 - porsche 911 gt2 (996) Review
When the sensible supercar decides its had enough of playing nice. The problem is, so has the weather. Introductions to the Widowmaker don't come much sterner...
Photography by Ben Midlane
Published on TBC
OMGT2
996 Porsche 911 GT2 Review
When the sensible supercar decides its had enough of playing nice. The problem is, so has the weather...
OMGT2!
996 Porsche 911 GT2 Review
When the sensible supercar decides its had enough of playing nice.
The problem is, so has the weather. Introductions to the Widowmaker don't come much sterner
Photography by Ben Midlane | Published on TBC
O
nce garnered, a reputation is a hard thing to shake. If you’re not careful, a bad one is not only capable of defining you, but consuming you too. It follows you around like a dark cloud, throwing shade over your otherwise admirable qualities.
In the world of cars, reputations come no bigger or more fearsome than that of the Widowmaker. If it was a Western character it would be dressed all in black and the townsfolk would run inside and shutter their windows at the mere whisper of the name. The 930 Turbo might be the origin of the species, but every petrolhead knows the rightful modern day heir is the 911 GT2.
We all know the score. The GT2 is essentially the demon love child of a Turbo and a GT3, with the latter providing the rear-wheel-drive chassis, and the former the twin turbocharged thrust - only a couple of extra notches further up the Scoville Scale. No traction control, no stability aids. Just head-butting boost, uncompromising rubber and a heart permanently relocated to one very dry mouth. Porsche should’ve issued every key fob with a rabbit’s foot.
As you might’ve noticed from the photography, my mouth is the only thing that's dry today. Torrential rain is falling on the Scottish Borders Territory, which already has an overflowing water table. At one point I’ll cross paths with a hardy bunch of fellow car enthusiasts. They’re in convoy in everything from a Leon Cupra to an Aston Martin DB11 and a McLaren 5-something. The driver I am most jealous of is the chap behind the wheel of the GR Yaris. I bet they all probably thought the GT2 was a replica, because surely no-one would be this stupid…
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The first 911 GT2 came in the form of the 993 and was a true, bonafide homologation special that traded blows with the mighty Ferrari F40 in the global endurance series which christened the car. The road car was barely watered down; complete with maximum attack aero, rose-jointed suspension and bolt-on arches to accommodate super fat racing rubber. Shorn of the 993 Turbo’s front driveshafts, the 993 GT2 initially developed 420 bhp at 6,000 rpm, with a later version producing 444 bhp. In total, 57 road cars were produced, with a mere (unlucky for some) thirteen in right-hand-drive. Such rarity means a concours 993 GT2 can command north of a cool one million pounds.
The 996 GT2 however, didn’t have any racing pedigree or homologation credentials. It didn’t compete for a chequered flag - that became the job of the naturally aspirated GT3 as regulations evolved. Porsche Motorsport, responsible for developing GT models, re-aligned the GT2 as a flagship track biassed road car. Do not however, for one second think the car went soft. The formula and fear factor remained the same. 462 bhp might look a little tame in this day and age, but this is Porsche horsepower we’re talking about here, and Stuttgart stallions have always had a little more giddy-up about them than claimed.
To cope, the rear arches were widened, the snout was elongated with additional intakes and a more aggressive front lip - carried along the sills - and a new, manually adjustable boomerang rear wing sat atop of the Turbo’s ducktail. The suspension was lowered by 20 mm and the GT2 became the first production car to pioneer ceramic brakes, which are fearsomely expensive to replace. A Clubsport package was available and upped the ante with a half cage in the back, a fire extinguisher and a battery cut out switch.
Perhaps more important than the power output is the torque; 457 lb ft of twist developed at 3,500 rpm. With just 1,430 kg to motivate, the torque-to-weight ratio is an explosive 320 lb ft per ton. For perspective, a current R35 Nissan GTR summons a puny 262 lb ft per ton. Performance is suitably brisk - nought to sixty is dispensed in 4.1s, 124 mph (200 kp/h) flashes by in 12.5s and the top speed is 196 mph, the extra drag from the new aero (0.34 Cd) stopping the GT2 from becoming the first production Porsche to eclipse 200 mph. When the lightly revised 996 GT2 came along in 2003 packing 483 bhp, it was enough to certify the 996 GT2 as the fastest car Porsche had ever made, pipping the 959 supercar by 1 mph with its 198 mph Vmax.
D
But what matters isn’t so much the numbers, it's the manner in which they’re delivered, and the manner in which they’re transmitted to the road. And right now, in these sodden conditions, the car is not happy and to be frank, neither am I. My blood pressure is spiking quicker than the boost from the turbochargers. A large part of me wants to pack up and come back another day. I want to run back to the safety of my Clio 182 Trophy and go splashing through the puddles.
The GT2 is difficult, tempestuous and recalcitrant. It wants to go where it wants to go, refusing to heed my commands as I desperately wrestle with the steering wheel as another ripple in the tarmac or camber is encountered. The front of the car feels light, aloof and disconnected from the purchase of those huge 315-section tyres.
And that’s before we come to lighting the firework hanging out over the rear axle. The one definitive ass-et a 911 has is supreme traction due to that booty bias. Yet the GT2 lights up its rear tyres like a Catherine Wheel anytime the boost ramps up. The road appears straight, there’s a sheen to the surface but no standing water so you apply the throttle - and what was road, Loch and mountains is suddenly replaced by a looming fence and blurred hands. Crikey.
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The noise from the aftermarket Cargraphic exhaust on this example is feral - a high pitched howl of turbo boost, accompanied by the occasional whip crack on upshifts as unburnt fuel is forced past the exhaust valves. Yet due to the turbochargers, there is a lack of ultimate bonding with the soundtrack.
At low rpm’s the underlying note of the 3.6L Metzger flat six comes through, but as soon as those turbines spool they completely dominate proceedings. It’s odd, but when you listen to a tuneful exhaust, you never really think about the reality of what you are hearing, namely hot gases rushing down some metal tubing at high speeds. Yet driving the GT2, you’re acutely aware of that reality. It’s a wall of noise, but it's industrial noise and to be honest, devoid of any harmonies that traditionally stir the soul.
If you’re thinking I’m about to asterisk with a ‘but’ and say the GT2 is typically Germanic - precise, a marvel of engineering but lacking in character compared to something Italian, think again. Noise aside, the 996 GT2 is positively dripping with personality. It starts with the steering, which constantly maintains a dialogue about what’s happening at the road surface. And you’ll be bombarded, because the aggressive chassis settings means the front axle spends most of its time seeking out ruts and imperfections in the road. Depending on your mood, you’ll either find it tiring or tactile.
When launched, the GT2 didn’t quite get any of the rave reviews of the ‘purer’ GT3, as journalists reported the car being plagued by understeer. Apparently the push was strategically dialled in by Porsche, fearful of owners becoming victim to the cars namesake.
"Gradually, you’ll realise you’re no longer treating the throttle like a tripwire but actually looking for opportunities to depress it sooner, confident the steamroller rear tyres have the traction to contain the fury of the turbochargers"
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The good thing is, the set up of the GT2 is highly customisable, and this one has been set up sweetly. The understeer is still there, because Porsche engineers aren’t fools, but it isn’t as prevalent. The 911 has always required you to adapt your driving style to get the best from it, almost negotiating corner entry like a hot hatch with some trail breaking to get some weight, thus grip, onto the nose.
But such is the reputation of the GT2, you’ve completely blanked this technique from memory, adopting the slow-in, fast out mantra and wiping off far too much speed in a straight line, thus barely working any heat into the tyres. The car hates this, and responds with stroppy understeer as you feed in the power on exit.
Getting some heat into the tyres is the master key to unlocking the GT2. It’s a panacea for the car - once you eventually start to warm the rubber up the GT2 reveals its hand. The behaviour of the car shifts, feeling all-of-a-sudden more planted, the front end becomes trustworthy and anxiety levels start to fall. You still need to be mindful of any spikes in boost, delicately judging and matching the amount of steering lock against your throttle application and your assessment of the road surface and conditions.
Gradually, you’ll realise you’re no longer treating the throttle like a tripwire but actually looking for opportunities to depress it sooner, confident the steamroller rear tyres have the traction to contain the fury of the turbochargers and neutralise the safety net of understeer.
The air outlet directly in front of the luggage compartment was the first of it's kind on a 911 and greatly improved intercooler and braking efficiency during demanding driving, and remains a feature on current Porsche Motorsport models.
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The 996 GT2 demands everything of you. You’re in a constant feedback loop between the information being fed from you by the car and pushing the limits of your road craft and precognition. How even is the road surface? How gummy is the tarmac? How reliable are the sightlines? When I first started driving this car it was overwhelming and tiring, now making the very same security assessments has become energising because the rewards are so sweet.
Whilst your mind is going into overdrive and giving maximum commitment, you have to remember to relax your body, in order to keep your inputs delicate. You need the alertness of a fighter pilot and the zen state of a buddhist monk simultaneously to make fast progress in this car. It's all too easy to tense up when under pressure, disrupting the flow of your inputs leading to a snatchy-ness the GT2 doesn’t care for. Word of warning If it does go, you have to be bloody quick about reacting. Hesitating will end in tears.
But when you can give the GT2 your best, it’ll respond. Getting into a rhythm with this car gives you immense pride because of the work you’ve put in. It’s akin to conquering the final boss as a computer game as a child as seeing the end credits roll. The satisfaction of all that hard work, the mastery of coordination and learning and memorising the patterns and responses of your enemy. You won’t always defeat the big boss, but there is such satisfaction when you land a blow.
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Once you’ve crossed that threshold, you can relax and slow down a notch or two. Now you realise that tactility has stayed with you. The chitter chatter and wiggles from the steering wheel. The feedback from the brake pedal. You begin to appreciate other aspects of the car - the precision of the damping, the perfection of the driving position with its wonderful wingback clubsport seats, perfectly sculpted steering wheel and rim, the floor hinged pedals and great all-round visibility. Sports car driving positions come no better than this. Then there’s the oily slickness of the gear change makes even a cruising along shift feel wonderful. Plus the god awful tyre roar, but frankly, who cares about that?
I know that the benchmark for steering has always been Lotus, however, based upon my experience with a regular Carrera 2 and now this GT2, I’d like to put forward the 996 as having the best judged road car steering of all. If Porsche ever made an alcoholic spirit, I’d be constantly pouring a measure, so finely honed is their distillation process. This steering gives you all of the road texture and flavour, and none of the harsh liquor burn. I’d be attending AA meetings hammering on about the subtleties of grain tasted between different stretches of tarmac and lateral G loads in bends.
This is a truly honed car you’re now thinking. Heck it’s almost become friendly - right up until the point your overconfidence encourages you to press the throttle down too hard. Be in no doubt you’re fully aware that despite sharing a couple of bonding moments, you have not mastered this car. You’ve only scratched the surface and any thoughts of getting properly playful with the chassis are immediately snuffed out by your sense of self preservation.
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Despite the fulfilment of the hard won rewards, I can’t help but think the regular car enthusiast with a mortal skill set (and mindset) would get more from the regular 996 Turbo - for half the outlay. Throw in a remap and it’ll pump adrenaline through the veins like a GT2 with truly eye-widening acceleration, but come with the ability to annihilate anything a British B-road could throw at it - whatever the weather.
It boils down to how you like to get your kicks, and how often. If you’re looking for a sole weekend toy, then I’d lean towards the greater bandwidth offered by the Turbo. Assuming you’re adding to a collection, then the scales would weigh in favour of the GT2.
The 996 remains the black sheep of the GT2 lineage and consequently values have not followed in the slipstream of its illustrious predecessor. Today a 996 GT2 will set you back a similar amount of money to its original 2001 list price of £114,000. It doesn’t have the bolt on arches or pitlane pedigree of the 993 original. Nor does it have the sophistication of the 997 with its driver aids or the benefits of aero and advances in tyre technology as seen on the 700 bhp 991 GT2 RS.
Despite the paradox, the reputation of the 996 GT2 is simultaneously justified and over egged. The outcome is defined by your approach. Once unlocked, as a driving experience it’s bang up there. This GT2 demands more from you and perhaps that’s the way it should be. It might not be as desirable as the 993, but it is certainly an authentic Widowmaker.
The facelifted 996 GT2 saw a notable power increase to 483 BHP with torque rising to 640 Nm.
Consequently the 0-62 mph time dropped to 3.8 seconds and the top speed rose to 198 mph.
Handling was refined through a revised suspension setup, including stiffer springs and dampers, alongside improved aerodynamics with a redesigned front bumper and rear wing.
996.1 Porsche 911 GT2 Stats, Performance and RUSH Rating
Engine
Twin-turbocharged 'Mezger' flat-six
Displacement: 3.6 litres (3600 cc)
Bore x Stroke: 100 mm x 76.4 mm
Compression Ratio: 9.4:1
Power Output: 462 PS (456 BHP) at 5700 rpm
Torque: 620 Nm (457 lb-ft) at 3500-4500 rpm
Transmission
6-speed manual
Gear Ratios:
1st: 3.818
2nd: 2.150
3rd: 1.560
4th: 1.240
5th: 1.020
6th: 0.840
Final Drive Ratio: 3.44:1
Limited-slip differential (LSD)
Brakes
Front Brakes: 350 mm ventilated and cross-drilled discs with 6-piston calipers
Rear Brakes: 330 mm ventilated and cross-drilled discs with 4-piston calipers
Anti-lock Braking System (ABS)
Tyres
Front Tyres: 235/40 ZR 18
Rear Tyres: 315/30 ZR 18
OEM Tyre Brand: Michelin Pilot Sport
Tyres fitted: Michelin Pilot Sport 2
Chassis
Layout: Rear-engine, rear-wheel drive (RR)
Wheelbase: 2350 mm
Length: 4430 mm
Width: 1830 mm
Height: 1275 mm
Track Width:
Front: 1460 mm
Rear: 1490 mm
Front Suspension: MacPherson strut with coil springs and anti-roll bar
Rear Suspension: Multi-link with coil springs and anti-roll bar
Weight
DIN Curb Weight: 1,440 kg
Power-to-Weight: 316 BHP per ton
Torque-to-Weight: 317 lb-ft per ton
Performance
0-62 mph (0-100 km/h): 4.1 seconds
0-100 mph (0-160 km/h): 8.5 seconds
0-124 mph (0-200 km/h): 12.9 seconds
Standing Quarter-Mile Time: 11.9 seconds
Terminal Speed (Quarter-Mile): 122 mph (est.)
Top Speed: 196 mph (315 km/h)
In-Gear Acceleration Times:
30-50 mph in 2nd gear: 1.7 seconds
50-70 mph in 3rd gear: 2.0 seconds
RUSH RADAR
Steering - feedback & responses
Drivetrain - throttle response, power delivery
Performance
Value - running costs & residuals
Chassis & Handling Balance
Ride & damping
Engine
Twin-turbocharged 'Mezger' flat-six
Displacement: 3.6 litres (3600 cc)
Bore x Stroke: 100 mm x 76.4 mm
Compression Ratio: 9.4:1
Power Output: 462 PS (456 BHP) at 5700 rpm
Torque: 620 Nm (457 lb-ft) at 3500-4500 rpm
Transmission
6-speed manual
Gear Ratios:
1st: 3.818
2nd: 2.150
3rd: 1.560
4th: 1.240
5th: 1.020
6th: 0.840
Final Drive Ratio: 3.44:1
Limited-slip differential (LSD)
Brakes
Front Brakes: 350 mm ventilated and cross-drilled discs with 6-piston calipers
Rear Brakes: 330 mm ventilated and cross-drilled discs with 4-piston calipers
Anti-lock Braking System (ABS)
Tyres
Front Tyres: 235/40 ZR 18
Rear Tyres: 315/30 ZR 18
OEM Tyre Brand: Michelin Pilot Sport
Tyres fitted: Michelin Pilot Sport 2
RUSH RADAR
Steering - feedback & responses
Drivetrain - throttle response, power delivery
Performance
Value - running costs & residuals
Chassis & Handling Balance
Ride & damping
Chassis
Layout: Rear-engine, rear-wheel drive
Wheelbase: 2350 mm
Length: 4430 mm
Width: 1830 mm
Height: 1275 mm
Track Width:
Front: 1460 mm
Rear: 1490 mm
Front Suspension: MacPherson strut with coil springs and anti-roll bar
Rear Suspension: Multi-link with coil springs and anti-roll bar
Weight
DIN Curb Weight: 1,440 kg
Power-to-Weight: 316 BHP per ton
Torque-to-Weight: 317 lb-ft per ton
Performance
0-62 mph (0-100 km/h): 4.1 seconds
0-100 mph (0-160 km/h): 8.5 seconds
0-124 mph (0-200 km/h): 12.9 seconds
Standing Quarter-Mile Time: 11.9 seconds
Terminal Speed (Quarter-Mile): 122 mph (est.)
Top Speed: 196 mph (315 km/h)
In-Gear Acceleration Times:
30-50 mph in 2nd gear: 1.7 seconds
50-70 mph in 3rd gear: 2.0 seconds
