[via Bad Boy Vettes]

[via Bad Boy Vettes]

[via Bad Boy Vettes]

[via Bad Boy Vettes]

[via Bad Boy Vettes]

[via Bad Boy Vettes]

It's still unknown which drivers will pilot which car, but Johnny O'Connell, Jan Magnussen, Olivier Beretta and Oliver Gavin will be making a comeback in the two new GT2-spec cars.

Scott Atherton, American Le Mans Series President and CEO had this to say of the new entry:

"For several years now, the competition in GT2 has been the closest and most competitive among all our classes. With the news of Corvette Racing's official entry into the category at Mid-Ohio, the class quite possibly becomes the most diverse and competitive ever. It also serves as another example of the continued growth and success of the American Le Mans Series. Corvette never truly left, but it's safe to say that they were missed by the countless participants at our Corvette Corrals and fans worldwide. We would like to be the first to officially say, ‘Welcome back!'"

We can't wait to see the new Vettes directly compete with the likes of Aston Martin, Ferrari, Ford, Dodge and others as it's become a bit mundane seeing them basically racing themselves for the past season. [CorvetteBlogger via PlanetLeMans]

For serious road racing, you need a car with the engine in the middle: behind the driver but in front of the rear axle. While pretty in its physics on paper, the idea of mid-engined car construction was a difficult birth. In spite of its conception and very successful application by Ferdinand Porsche in the pre-war Benz Tropfenwagen (pictured left) and various Auto Unions, motor racing emerged from World War Two with front-engined cars.

But then physics came marching down on a racing establishment uncomfortable with the idea of horse-pushed carriages. 1958 would be the last season in Formula One won by a front-engined car, followed by Le Mans in 1962 and the Indianapolis 500 in 1964. Since these respective years, all of these races and championships have been won by mid-engined racing cars. Road cars soon followed, with the tiny fiberglass De Tomaso Vallelunga in 1964, then a year later the very car that gave birth to the word supercar: the Lamborghini Miura, with its transversely mid-mounted V12.

In Formula One and at the Indianapolis 500, it was pesky outsiders who convinced the ruling elite with their performances that mid-engined was the way to go. At Le Mans, a most unlikely development occured: reigning Ferrari replaced its front-engined 1962 330 TRI/LM Spyder (a derivative of a five-year-old design) with the radically new 250 P (pictured above at the Nürburgring) for 1963. The scuderia promptly won both at Sebring and at Le Mans.

It was all doom and gloom for the front engine as the Ferraris were followed by the Ford GT40 and decades of Porsches, beginning with the monstrous 917. But then in 1997, an American decided to give the mid-engine the finger. His name was Dr. Donald Panoz and he liked his six-liter V8’s up front, thank you very much.

The Panoz Esperante GTR-1 was a closed coupé with a Roush V8, named after the Panoz Esperante roadster with which it had little in common. In a sense, it was also mid-engined—but unlike every other mid-engined car, it had its engine between the front axle and the driver.

The GTR-1 had its share of teething problems in its debut year, but it returned for 1998 to take seventh place at Le Mans. One of the drivers was David Brabham, the son of triple Formula One world champion Jack "Black Jack” Brabham, who would go on to win last weekend’s race with Peugeot.

At the end of the 1998 racing season, the GT category that the GTR-1 raced in was eliminated. Panoz countered with a brand-new prototype for the next season: the open-top LMP-1. The car retained the GTR-1’s Batmobile proportions and its six-liter thunder-happy V8, presenting an even more Cyrano-esque nose.

The LMP-1 raced at the 1999 24 Hours of Le Mans, a race made famous by the flying CLR’s of Mercedes-Benz. Driven by Brabham and company, the car finished seventh, similar to its closed-top sibling at the previous year’s race. The LMP-1 would produce its best result in 2000 with a fifth overall finish—which it would repeat in 2003 behind the all-conquering Audis and Audi-derived Bentleys.

By then, the LMP-1 was an aging design, and it was replaced with the LMP07, which would prove disappointing. Panoz withdrew from prototype racing and returned to Le Mans in the GT2 class for 2005, to compete against Ferraris, Porsches and Spykers derived from road cars. Their first outing at the scorching 2005 race would produce no results, but a front-engined Panoz Esperante GT-LM driven by three Brits would beat both Ferrari and Porsche to win GT2 in 2006.

While Panoz’s front-mid-engined prototypes could never really hold up against mid-engined racing cars from major manufacturers, they proved that the front-mid engine construction was a viable concept. In the years that followed, a crop of supercars built on the same principle would emerge: the Mercedes-Benz SLR McLaren and the Ferrari 599 GTB. The latter is now also available as a track-only version, for decades inconceivable in a front-engined Ferrari, showing perhaps that we have indeed come full circle since Enzo Ferrari first commissioned a mid-engined prototype for Le Mans in 1963.

All we need now is a team with the funding and the guts to follow through.

Photo Credit: Matt Turner/ALLSPORT, Speedhunters, Lokis_world/Flickr, Mike Hewitt /Allsport, Ferrari, Ker Robertson /Allsport

The rule changes that were proposed in 2007 by the Le Mans governing body, ACO, would have combined the GT1 and LMP1 classes into a single 'EVO' racing class, which would have brought back a style of GT racing not seen since pre-2000 when Mercedes CLK-GTRs battled it out with the Porsche 911-GT1s. The proposed rule change caused many teams, including Pratt & Miller, to rethink their racing program.

Pratt & Miller is the builder of the multiple championship-winning Corvette C6.Rs and knows a thing or two about racing in different sports car classes. The model and rendering above was their rendition of what a Corvette 'EVO' racer would have looked like. It's unfortunate that it never came to fruition, but thankfully they didn't scrap the model along with the rule changes. [corvetteblogger via tentenths]

It was an exciting race with many new contenders including the new Nissan GT-R and the Ford GT in GT1, the Ferrari F430 Scuderia, Audi R8 LMS and Alpina B6 in GT3. In the end though it was the beefcake K plus K Motorsports Saleen S7R that took top honors ahead of the Vitaphone Maserati MC12 and the Corvette C6R. The GT2 class was outgunned by the Prospeed Competition Porsche GT3 RSR tailed closely by a couple of Ferrari F430 GT2s. Hey Ferrari ... No soup for you! Audi's R8 LMS took third place in the 35-large group of GT3 cars, just trailing a pair of Morgan Aeros who took first and second place.

Race Result
Pos Car Class Drivers Car Time Laps Gap Avg speed
1 14 GT1 Wendlinger/Sharp Saleen S7 2:00:10.556 65 166.83
2 1 GT1 Bertolini/Bartels Maserati MC 12 2:00:16.055 65 5.499 166.70
3 19 GT1 Moreau/Maassen Corvette Z06 2:00:36.512 65 25.956 166.23
4 4 GT1 Hezemans/Kumpen Corvette Z06 2:00:41.120 65 30.564 166.12
5 18 GT1 Lacko/Dominguez Saleen S7 2:01:10.184 65 59.628 165.46
6 3 GT1 Longin/Ruffier Corvette Z06 2:01:54.380 65 1:43.824 164.46
7 9 GT1 Menten/Palttala Corvette Z06 2:00:31.041 64 1 LAP 163.79
8 44 GT1 Mutsch/Biagi Ford GT (001 PT GT1) 2:01:32.547 64 1 LAP 162.41
9 11 GT1 Hines/Lemeret Saleen S7 Twin Turbo 2:01:50.274 64 1 LAP 162.02
10 40 GT1 Leinders/Kuppens Ford GT (001 PT GT1) 2:01:06.880 63 2 LAPS 160.44
11 60 GT2 Westbrook/Collard Porsche 911 GT3 RS 2:00:33.834 62 3 LAPS 158.62
12 95 GT2 Russo/Perez Companc Ferrari 430 2:00:46.569 62 3 LAPS 158.34
13 56 GT2 Bell/Kirkaldy Ferrari 430 2:01:26.465 62 3 LAPS 157.47
14 77 GT2 Malucelli/Ruberti Ferrari 430 2:01:28.605 62 3 LAPS 157.42
15 51 GT2 Barba Lopez/Cadei Ferrari 430 2:01:36.937 62 3 LAPS 157.24
16 61 GT2 O'Young/Holzer Porsche 911 GT3 RS 2:01:38.252 62 3 LAPS 157.22
17 80 GT2 Mucke/Makowiecki AM V8 Vantage 2:00:18.171 61 4 LAPS 156.40
18 97 GT2 Ragginger/Lucchini Porsche 911 GT3 RS 2:00:31.727 61 4 LAPS 156.10
19 55 GT2 Mullen/Niarchos Ferrari 430 2:00:34.463 61 4 LAPS 156.04
20 78 GT2 Heyer/Romanini Ferrari 430 2:01:37.921 61 4 LAPS 154.69
21 150 G3C Alexander-Davi/Lagniez Corvette Z06 GT3 2:00:38.993 58 7 LAPS 148.28
22 50 GT2 Bruni/Vilander Ferrari 430 1:43:25.038 53 12 LAPS 158.08
23 13 GT1 Monfardini/Orts Saleen S7 1:18:09.050 39 26 LAPS 153.94
24 2 GT1 Muller/Ramos Maserati MC 12 51:20.937 28 37 LAPS 168.22
25 35 GT1 Krumm/Turner Nissan GT-R 52:23.201 28 37 LAPS 164.89
26 59 GT2 Sugden/Ashburn Porsche 911 GT3 RS 45:36.154 24 41 LAPS 162.37

Session Notes
Weather bright
Track conditions dry

[via FIAGT]

Our friends at American LeMans Fans have managed to grab a couple of shots of the new car showing us, for the first time, some of the changes in store for the new car. The most noticeable change to the new C6.R is the loss of the widebody skin, replaced by a thinner Corvette ZR1-inspired body with widened fender flares that gives an overall look that's closer to the stock proportions of the C6 Corvette. Less noticeable changes include a new, smaller rear spoiler that sits above the ZR1 decklid spoiler as well as a rhombus-shaped side exhaust port as opposed to the GT1 car's circular outlet.

Go to AmericanLeMansFans to see the images.

It's likely that more detailed photos and info will pop up sooner than later and we'll be sure to bring you the latest and greatest. Look for Corvette Racing's new ZR1-inspired GT2 car to make its racing debut in August at the Mid-Ohio ALMS race.

[BBV via americanlemansfans]

Steve Wesoloski, GM's Road Race Manager, gave the media a small preview at Sebring of what's in store for the upcoming Corvette C6.R GT2.

"Pratt & Miller hung the body last week... It's a ZR1 body. At the doors, it's got flares front and rear to fit the racing wheels and tires. I got to tell you that it looks more aggressive than the C6.R. But it looks purposeful, it doesn't look gaudy and it fits that class."

In addition to the new bodywork, which can be seen in the above CAD rendering, the Corvette GT2 will be powered by a Katech-built 6.0-liter destroked LS7 per this year's ALMS rules. The following year will see an additional step down in displacement to 5.5-liters which will be done with a modified LS3 that should be good for roughly 500 horsepower. We're curious to see the Corvette GT2 to run against the competition since it seems like it's been such a long time. Are they up to the task? You betcha.

[BBV via Corvette Blogger]

In polite German fashion, the Porsche folks state they aren't trying to start a battle, just satisfy their own concerns. "The Nissan is a good car. I don't want to make anything bad with my words," August Achleitner, the 911 product chief for Porsche, told a CarsGuide reporter. At the time of this writing, Nissan hasn't responded to Porsche's claims of foul play, but we're interested to see if a mea culpa is forthcoming or if Nissan will provide irrefutable proof of Godzilla's triumph. Stay tuned. [CarsGuide; thanks Jack!]

TECHART Automobildesign GmbH presents its cutting-edge TECHART GTstreet RS, based on the Porsche 911 GT2 (997), with an impressive best time of 1.06:811 minutes on the short course of the Hockenheim circuit.

Since 2001, TECHART GTstreet vehicles have been among the fastest and highest performance sports cars in the world. This high performance is reflected in the GTstreet RS's statistics - 700 PS and 515 KW - with a maximum torque of 860 Nm. This power is achieved through the use of modified turbochargers, enlarged carbon inlet pipes, specially developed intercoolers, a sports flap exhaust combined with high-performance headers, modified pressure sensor and a sports air filter. The GTstreet model demonstrates a high level of performance in the wind tunnel: with a downforce of 10 kilos on the front and rear axles at a speed of 140 km/h.

GT RS front apron is fitted with a carbon splitter. A special air duct has been constructed to enable the cool air to pass directly behind the radiator and over the newly created air outlet thereby reducing the buoyant force on the front axle considerably. Side carbon flics support this effect in that they increase the downforce considerably by acting as a counterpart. All of the sporty basics are featured, creating a sporty appearance and fast model with its aero-bonnet, headlight shades, mirror shades, GT sill panels and carbon roof spoiler. The GT rear spoiler is particularly striking with its carbon winglets and gurney flaps. The GT RS rear apron with carbon diffuser, air outlet and carbon air wings complete the programme for this club sports car.

The performance of the GTstreet RS is also reflected in the chassis. With its TECHART Formula III forged rims and Michelin Pilot Sport Cup Plus tyres, the GTstreet RS offers drivers the maximum performance for a street-worthy sports car. The impressive 1.06,811 min. lap time on the short Hockenheim course emphasises yet again the GTstreet RS's ambitions on becoming one of the fastest sports cars in the world. The special TECHART threaded chassis is also available for the GTstreet RS.

From coloured decorative stitching to complete leather furnishings in the colour of your choice or decorative components in various materials such as carbon or piano lacquer, TECHART offers a virtually endless range of possibilities to meet all tastes in furnishings. Additional accessories such as aluminium pedals, a 3-spoke sports steering wheel and illuminated door sill protectors with an individual logo complete this diverse range of furnishing options.

[TechArt]

Although we know function is more important than form on a racing car, but if the latter is any indication of the former, BMW will have a real winner with the new M3. Of course, a 485 HP 4.0-liter V8 powering a 2535 lb car will more than likely help as well. We mean, can someone please tell BMW to forget that whole "flame-surfacing" thing and just put widebody kits on all their street cars? [BMW]

LMP1 Class
The big news here was that the trio of Peugeots fell to the #2 Audi Sport North America car driven by Capello, McNish and Kirstensen. Hmm... the Audis winning Le Mans. Where have we heard that before? In case you were curious it was Audi, Pug, Pug, Audi, Pug, Audi. The drama continued all the way to the end with both the #2 Audi and the #7 Peugeot finishing on the same lap.

LMP2
Though not as exciting as some of the other classes, the LMP2 did feature the first Le Mans appearance by the Porsche RS Spyder. And how did the RS Spyder perform? The #34 in pimptastic purple won first, piloted by Van Merksteign, Verstappen and Bleekemolen. Sadly, the #41 Porsche piloted by Nielsen, Elgard and Maasen came in second. Why is that sad? Because their names are so much easier to spell.

LM GT1
The big showdown in the GT1 class was between the Gulf Oil Aston Martin and the Yellow Corvettes for class dominance. This year it was the 009 DBR9 of Brahbham, Garcia and Turner taking down the #63 C6R of O'Connell, Magnussen and Fellows for a second GT1 victory in as many years. As with the Audi-Pug race, this one also finished on the same lap. For the scorekeepers, that's Aston, Vette, Vette, Aston.

LM GT2
The GT2 was quite the happy story for us as the Risi Competizione Ferrari F430 GT driven by Salo, Melo and Bruni owned the Porsche 911's. Why do we care? Those are some Houston, Texas boys and right now Houston sports fans will take any victory from any Houston team. Second place went to the Ferrari F430 GT campaigned by BMS Scuederia Italia. The final for GT2 was Ferrari, Ferrari, Ferrari, Ferrari, Porsche, Porsche.

[Photo: Getty Images/AFP, LeMans.org]

The 911 GT3 RSR will continue to race in the GT2 class, last year it won that class at both the Le Mans and Spa 24-hour races. Porsche intends to offer 35 RSRs for sale. If you want one, write a check for €349,800 plus tax.

According to the team owner, Lexus was originally planning to enter the GT2 class in 2006. The first race for the Lexus will be the Twelve Hours of Sebring this March 15-18th. Let's just hope they don't drain the battery trying to synch their blackberry's phonebook with the bluetooth memory module. [World Car Fans]

One of the series that could see corngas burning Aston GT2's is the American Le Mans Series, which allows competitors to use the E85 for racing fuel. Full details of AMR's plans for 2008 will be announced next Thursday. [Aston Martin Racing via World Car Fans]

FLYING LIZARD MOTORSPORTS' VAN OVERBEEK BECOMES FIFTH U.S. DRIVER TO WIN PORSCHE CUP - WORLD-WIDE TROPHY FOR MOST SUCCESSFUL PORSCHE PRIVATEER

—Patrick Long, Only American Porsche Factory Driver, Named to Penske Racing team for 2008—

ATLANTA - December 11 - Johannes van Overbeek, from San Francisco, and partner of the Flying Lizard Motorsports team based in Sonoma, Calif., has won the 2007 Porsche Cup. This is the trophy that the Porsche factory in Stuttgart, Germany, has been awarding each year since 1970 to the most successful driver of a private Porsche racing car. On the occasion of the Porsche Motorsports Night in Weissach, Germany, this past weekend, Executive Vice-President for Development Wolfgang Dürheimer presented the prize and 37,000 Euros ($54,000) prize money to van Overbeek.

As the driver, co-founder and co-owner of the Flying Lizard Motorsports Team, Johannes van Overbeek was the runner-up in the GT2 class of the American Le Mans Series (ALMS) in a Porsche 911 GT3 RSR. Winning the races in Lime Rock, Mid Ohio and the Ten-Hour Petit Le Mans at Road Atlanta, the 34-year-old van Overbeek, together with his teammate Porsche factory driver Jörg Bergmeister (Langenfeld, Germany), remained within striking distance of the GT2 championship until the last race of the season. He has finished fifth, seventh, and second respectively in the Porsche Cup competition over the last three years before winning the trophy for 2007. Johannes' previous experience before joining the Lizards included 38 races in the Speed TV World-Challenge, where he finished on the podium 16 times, and a third place finish overall at the

2003 Rolex 24 at Daytona.

Second place in the Porsche Cup standings went van Overbeek's Flying Lizard teammate Darren Law (USA), who received 23,000 Euros ($33,500), while Wolf Henzler (Nürtingen, Germany), who drove for Atlanta-based Tafel Racing in ALMS, finished third and took home a check for 18,000 Euros ($26.200). Law also accumulated points from his results driving the Brumos Porsche Riley in the Rolex Grand-Am series.

Other top 15 Porsche Cup finishers who earned their points racing in North America included Marc Besseng (Germany), who was on the winning GT team at the Rolex 24 at Daytona (seventh); Butch Leitzinger (USA), who drove the Dyson Porsche RS Spyder in ALMS (eighth - tie); Andy Wallace (England), Leitizinger's co-driver for Dyson (eighth - tie); Chris Dyson (USA), Dyson Racing Porsche RS Spyder (10th - tie); Guy Smith (England), Chris Dyson's co-driver (10th - tie); Andy Lally (USA), Rolex Grand-Am GT series with TRG Porsche 911 GT3 Cup and ALMS with Dyson Racing Porsche RS Spyder (13th); and Dirk Werner (Germany), Rolex Grand-Am GT champion for Farnbacher Loles in a Porsche 911 GT3 Cup.

Van Overbeek becomes the fifth American driver to win the Porsche Cup since its inception in 1970. Others have included Price Cobb (1994), Cort Wagner (1999), Mike Fitzgerald (2000), and Kevin Buckler (2002).

A complete list of Porsche cup winners follows this release.

Long to Drive for Penske in 2008

In an equally exciting development for Porsche racing fans in North America, Patrick Long, the only American Porsche factory driver (from Southern California, but now living in Tampa, Florida), has been promoted to a full-time position at Penske Racing to drive the Porsche RS Spyder in the American Le Mans Series for 2008. Long, 26 years-old, has already proved his skills impressively at the wheel of the Porsche 911 GT3 RSR in Gran Turismo events, winning the GT2 Driver's Championship in the American Le Mans Series in 2005 after clinching five races and finishing as the runner-up a year later in 2006. In 2004 and 2007, Long won the 24 Hours of Le Mans (France) in a 911 GT3 RSR. This past season, Long and Jörg Bergmeister also drove the Ruby Tuesdays Alex Job Racing Porsche Crawford in Rolex Grand-Am, winning one race and finishing in the top five a number of times. [Source: Sports Systems]

Press Release:

The New Porsche 911 GT2

Highlights
The 911 GT2 is the fastest and most powerful Porsche 911 homologated for the road to ever see the light of day. Its 3.6-litre horizontally-opposed six-cylinder power unit with biturbo technology develops maximum output of 530 bhp (390 kW) at a speed of 6,500 rpm. Maxi¬mum torque of 680 Newton-metres or 501 lb-ft, in turn, is maintained consistently over a speed range from 2,200 - 4,500 rpm. Acceleration to 100 km/h comes in just 3.7 seconds and the new top sports model within the 911 Series reaches a staggering top speed of 329 km/h or 204 mph.

Full of character, full of efficiency
The low-slung spoiler lip at the front and the rear wing so characteristic of this very special model give the 911 GT2 remarkable down force both front and rear, while at the same time maintaining the silhouette so characteristic of this top model. Low weight of 1,440 kg or 3,175 lb, rear-wheel drive and a superior drag coefficient of Cd = 0.32 ensure not only exceptional sportiness and performance, but also a supreme standard of all-round efficiency. As a result, the 911 GT2 consumes just 12.5 litres/100 km of premium plus fuel in the composite EU test (equal to 22.6 mpg imp), thus offering a standard of fuel economy exceptionally good for a car of this kind.

A world-first achievement: the expansion intake manifold
Using the oscillating air during the cooler expansion phase is a genuine revolution in turbo¬charged engine technology. So benefiting from a brand-new, innovative expansion-type intake system with its own special geometry and an exhaust gas turbocharger with variable turbine geometry operating at a maximum pressure of 1.4 bar, new 911 GT2 offers an extra 50 bhp over the already very powerful 911 Turbo.

Chassis with PASM and ceramic brake system
Compared with the 911 Carrera, the new 911 GT2 has been lowered by approx 25 mm or 1.00", with the chassis and suspension geared specifically to the needs of this very dynamic car. And as one would rightly expect of a Porsche sports car, the GT2 comes with unusually powerful and effective brakes, PCCB Porsche Ceramic Composite Brakes featuring brake discs measuring 380 millimetres or 14.96" in diameter at the front and 350-millimetre (13.78") brake discs at the rear fitted as standard on this top-of-the-range sports model.

Three-stage PSM and Launch Assistant
Featured for the first time in the 911 GT2, PSM Porsche Stability Management can be deac¬tivated in two stages, with the ABS anti-lock brake system always remaining active: The driver is able to deactivate lateral and longitudinal dynamic control in a successive process, thus gearing the car's driving behaviour to his individual demands and requirements. The new Launch Assistant, in turn, enables the driver, via the engine control unit, to accelerate with optimum power and performance from a standstill, TC Traction Control ensuring opti¬mum longitudinal dynamics in the acceleration process.
Titanium exhaust gas system and folding sports bucket seats

The new 911 GT2 is the first Porsche homologated for road use to be fitted as standard with an exhaust system featuring a titanium rear-end silencer and titanium tailpipes. Compared with a comparable silencer made of stainless steel, titanium reduces the weight of the entire system by approximately 50 per cent.

Another new feature in the 911 GT2 is the sports bucket seats likewise fitted as standard. And a further advantage in this case is that the backrests fold individually to any desired position, maintaining optimum lateral stability at all times.

The New Porsche 911 GT2
Top Performance in the 911
The 911 GT2 is the new top performer in the 911 model series. Through its striking design with extra-large air intake scoops at the front and the characteristic rear wing, this fastest of all models in the 911 series clearly demonstrates its supreme performance right from the start, before even setting off. Indeed, these design and streamlining features so characte¬ristic of the 911 GT2 give the car an exemplary drag coefficient of Cd = 0.32, together with down¬force on both the front and rear axle.
Available only with a manual six-speed gearbox, the 911 GT2 supersports accelerates to 100 km/h in just 3.7 seconds and reaches a top speed of 329 km/h or 204 mph.

Two turbochargers for extra power
The power unit of the new 911 GT2 is based on the flat-six already featured in the 911 Turbo, with two exhaust gas turbochargers using variable turbine geometry (VTG) providing the requisite supply of air. Maximum output of 530 bhp (390 kW) from this 3.6-litre boxer engine comes at 6,500 rpm, peak torque is 680 Newton-metres (501 lb-ft) maintained consistently over a wide speed range between 2,200 and 4,500 rpm. And with the car's unladen weight being just 1,440 kg or 3,175 lb, the power-to-weight ratio is 2.72 kg or 6.00 lb per horsepower.

Innovative air supply
The extra power of the engine in the new 911 GT2 versus the 911 Turbo is provided by two exhaust gas turbochargers with an enlarged compressor wheel and the flow-optimised tur¬bine housing, both of which are laid out for even higher charge pressure.

A further point is that Porsche's engineers have for the first time combined the turbocharged power unit in the 911 GT2 with a so-called expansion-type intake manifold - a genuine revo¬lution in the concept of turbocharged power units. The principle applied in this case is to use the oscillating intake air during the cooler expansion phase to prepare the fuel/air mix¬ture, keeping the temperature of the fuel/air mixture lower than in the engine of the 911 Turbo. This ensures a significant increase in all-round efficiency - more power on less fuel, with fuel consumption dropping by up to 15 per cent under full load. As a result, average composite fuel consumption in the New European Driving Cycle (NEDC) of 12.5 litres/100 km or 22.6 mpg imp is exceptionally good for a car of this class - and thanks to its new exhaust system, the new 911 GT2 also outperforms the EU4 emission standard.

Extra-light exhaust system
The 911 GT2 offers new developments and highlights not only on the intake manifold, but also on the exhaust side: This is the first Porsche homologated for the road to feature a rear-¬end silencer and tailpipes made as standard of titanium, an extra-light but stable material. Weighing approximately 9 kilos, the silencer is roughly 50 per cent lighter than a comparable component made of stainless steel.

Setting off with the Launch Assistant
The new 911 GT2 is likewise the first production sports car from Porsche to feature a Launch Assistant enabling the driver to set off with optimum performance and ensuring simple hand¬ling at all times.
To activate the Launch Assistant, all the driver has to do is press down the throttle in full with the car at a standstill, the appropriate gear in mesh, and the clutch pedal pressed to the floor. Then the system will automatically set engine speed to exactly the right level, the driver's only task then being to take his foot off the clutch as quickly as possible in order to accelerate the car with maximum speed and power.
In this process PSM Porsche Stability Management prevents the car from "twitching", with the full power of the engine being transmitted smoothly to the road.

Rear-wheel drive on the 911 GT2 comes with an asymmetrical limited-slip differential main¬taining a locking factor of 28 per cent under power and 40 per cent in overrun.

Porsche's new supersports runs on 19-inch wheels combined with specially developed tyres measuring 235/35 at the front and 325/30 at the rear. Tyre pressure, finally, is supervised and maintained by sensors in the tyre pressure control system also featured as standard.
Specially set-up PASM damper system and upgraded PSM

The chassis and suspension of the new 911 GT2 is based on the chassis of the 911 GT3, while at the same time the entire set-up is approximately 25 millimetres or 1.00" lower and firmer than on the 911 Carrera.

PASM Porsche Active Suspension Management featured as standard on the new 911 GT2 has also been modified accordingly, with somewhat firmer and tauter damper action in the Normal mode, as opposed to an extra-firm and taut suspension in the Sports mode suited ideally for use on the race track.
The new 911 GT2 comes as standard with PCCB brakes featuring ceramic brake discs. The exceptional features of this brake system include in particular a very fast response, enormous stability against fading, superior safety reserves, and low weight.

Compared with grey-cast-iron brakes of the same size, PCCB reduces unsprung masses in the car by approximately 20 kg or 44 lb.

Yet another innovative feature developed by Porsche's engineers for the new 911 GT2 is PSM Porsche Stability Management specifically tailored to the new model: Giving the driver the option to deactivate various components, this special driving stability system meets the de¬mands of even the most sporting and dynamic motorist. To set up the system to his spe¬cific requirements, all the driver has to do is press two buttons in the front centre con¬sole: Pressing the SC OFF (SC: Stability Control) button, the driver deactivates lateral dynamic control. By additionally pressing the SC+TC OFF (TC: Traction Control) button, the driver also switches off longitudinal dynamic control, while the ABS brake system remains active at all times.

Innovative sports bucket seats
The high-performance concept of the 911 GT2 also includes sports bucket seats made of a very light combination of glass- and carbon-fibre-reinforced plastic (GFP/CFP) with a visible carbon surface, featured as standard on the new model. Incorporating a new type of manual adjustment, the sports bucket seats combine unusually good side stability with enhanced access to the area behind the front seats, thanks to the backrests tilting forward whenever required.

Press Release:

The New Porsche 911 GT2

Highlights
The 911 GT2 is the fastest and most powerful Porsche 911 homologated for the road to ever see the light of day. Its 3.6-litre horizontally-opposed six-cylinder power unit with biturbo technology develops maximum output of 530 bhp (390 kW) at a speed of 6,500 rpm. Maxi¬mum torque of 680 Newton-metres or 501 lb-ft, in turn, is maintained consistently over a speed range from 2,200 - 4,500 rpm. Acceleration to 100 km/h comes in just 3.7 seconds and the new top sports model within the 911 Series reaches a staggering top speed of 329 km/h or 204 mph.

Full of character, full of efficiency
The low-slung spoiler lip at the front and the rear wing so characteristic of this very special model give the 911 GT2 remarkable down force both front and rear, while at the same time maintaining the silhouette so characteristic of this top model. Low weight of 1,440 kg or 3,175 lb, rear-wheel drive and a superior drag coefficient of Cd = 0.32 ensure not only exceptional sportiness and performance, but also a supreme standard of all-round efficiency. As a result, the 911 GT2 consumes just 12.5 litres/100 km of premium plus fuel in the composite EU test (equal to 22.6 mpg imp), thus offering a standard of fuel economy exceptionally good for a car of this kind.

A world-first achievement: the expansion intake manifold
Using the oscillating air during the cooler expansion phase is a genuine revolution in turbo¬charged engine technology. So benefiting from a brand-new, innovative expansion-type intake system with its own special geometry and an exhaust gas turbocharger with variable turbine geometry operating at a maximum pressure of 1.4 bar, new 911 GT2 offers an extra 50 bhp over the already very powerful 911 Turbo.

Chassis with PASM and ceramic brake system
Compared with the 911 Carrera, the new 911 GT2 has been lowered by approx 25 mm or 1.00", with the chassis and suspension geared specifically to the needs of this very dynamic car. And as one would rightly expect of a Porsche sports car, the GT2 comes with unusually powerful and effective brakes, PCCB Porsche Ceramic Composite Brakes featuring brake discs measuring 380 millimetres or 14.96" in diameter at the front and 350-millimetre (13.78") brake discs at the rear fitted as standard on this top-of-the-range sports model.

Three-stage PSM and Launch Assistant
Featured for the first time in the 911 GT2, PSM Porsche Stability Management can be deac¬tivated in two stages, with the ABS anti-lock brake system always remaining active: The driver is able to deactivate lateral and longitudinal dynamic control in a successive process, thus gearing the car's driving behaviour to his individual demands and requirements. The new Launch Assistant, in turn, enables the driver, via the engine control unit, to accelerate with optimum power and performance from a standstill, TC Traction Control ensuring opti¬mum longitudinal dynamics in the acceleration process.
Titanium exhaust gas system and folding sports bucket seats

The new 911 GT2 is the first Porsche homologated for road use to be fitted as standard with an exhaust system featuring a titanium rear-end silencer and titanium tailpipes. Compared with a comparable silencer made of stainless steel, titanium reduces the weight of the entire system by approximately 50 per cent.

Another new feature in the 911 GT2 is the sports bucket seats likewise fitted as standard. And a further advantage in this case is that the backrests fold individually to any desired position, maintaining optimum lateral stability at all times.

The New Porsche 911 GT2
Top Performance in the 911
The 911 GT2 is the new top performer in the 911 model series. Through its striking design with extra-large air intake scoops at the front and the characteristic rear wing, this fastest of all models in the 911 series clearly demonstrates its supreme performance right from the start, before even setting off. Indeed, these design and streamlining features so characte¬ristic of the 911 GT2 give the car an exemplary drag coefficient of Cd = 0.32, together with down¬force on both the front and rear axle.
Available only with a manual six-speed gearbox, the 911 GT2 supersports accelerates to 100 km/h in just 3.7 seconds and reaches a top speed of 329 km/h or 204 mph.

Two turbochargers for extra power
The power unit of the new 911 GT2 is based on the flat-six already featured in the 911 Turbo, with two exhaust gas turbochargers using variable turbine geometry (VTG) providing the requisite supply of air. Maximum output of 530 bhp (390 kW) from this 3.6-litre boxer engine comes at 6,500 rpm, peak torque is 680 Newton-metres (501 lb-ft) maintained consistently over a wide speed range between 2,200 and 4,500 rpm. And with the car's unladen weight being just 1,440 kg or 3,175 lb, the power-to-weight ratio is 2.72 kg or 6.00 lb per horsepower.

Innovative air supply
The extra power of the engine in the new 911 GT2 versus the 911 Turbo is provided by two exhaust gas turbochargers with an enlarged compressor wheel and the flow-optimised tur¬bine housing, both of which are laid out for even higher charge pressure.

A further point is that Porsche's engineers have for the first time combined the turbocharged power unit in the 911 GT2 with a so-called expansion-type intake manifold - a genuine revo¬lution in the concept of turbocharged power units. The principle applied in this case is to use the oscillating intake air during the cooler expansion phase to prepare the fuel/air mix¬ture, keeping the temperature of the fuel/air mixture lower than in the engine of the 911 Turbo. This ensures a significant increase in all-round efficiency - more power on less fuel, with fuel consumption dropping by up to 15 per cent under full load. As a result, average composite fuel consumption in the New European Driving Cycle (NEDC) of 12.5 litres/100 km or 22.6 mpg imp is exceptionally good for a car of this class - and thanks to its new exhaust system, the new 911 GT2 also outperforms the EU4 emission standard.

Extra-light exhaust system
The 911 GT2 offers new developments and highlights not only on the intake manifold, but also on the exhaust side: This is the first Porsche homologated for the road to feature a rear-¬end silencer and tailpipes made as standard of titanium, an extra-light but stable material. Weighing approximately 9 kilos, the silencer is roughly 50 per cent lighter than a comparable component made of stainless steel.

Setting off with the Launch Assistant
The new 911 GT2 is likewise the first production sports car from Porsche to feature a Launch Assistant enabling the driver to set off with optimum performance and ensuring simple hand¬ling at all times.
To activate the Launch Assistant, all the driver has to do is press down the throttle in full with the car at a standstill, the appropriate gear in mesh, and the clutch pedal pressed to the floor. Then the system will automatically set engine speed to exactly the right level, the driver's only task then being to take his foot off the clutch as quickly as possible in order to accelerate the car with maximum speed and power.
In this process PSM Porsche Stability Management prevents the car from "twitching", with the full power of the engine being transmitted smoothly to the road.

Rear-wheel drive on the 911 GT2 comes with an asymmetrical limited-slip differential main¬taining a locking factor of 28 per cent under power and 40 per cent in overrun.

Porsche's new supersports runs on 19-inch wheels combined with specially developed tyres measuring 235/35 at the front and 325/30 at the rear. Tyre pressure, finally, is supervised and maintained by sensors in the tyre pressure control system also featured as standard.
Specially set-up PASM damper system and upgraded PSM

The chassis and suspension of the new 911 GT2 is based on the chassis of the 911 GT3, while at the same time the entire set-up is approximately 25 millimetres or 1.00" lower and firmer than on the 911 Carrera.

PASM Porsche Active Suspension Management featured as standard on the new 911 GT2 has also been modified accordingly, with somewhat firmer and tauter damper action in the Normal mode, as opposed to an extra-firm and taut suspension in the Sports mode suited ideally for use on the race track.
The new 911 GT2 comes as standard with PCCB brakes featuring ceramic brake discs. The exceptional features of this brake system include in particular a very fast response, enormous stability against fading, superior safety reserves, and low weight.

Compared with grey-cast-iron brakes of the same size, PCCB reduces unsprung masses in the car by approximately 20 kg or 44 lb.

Yet another innovative feature developed by Porsche's engineers for the new 911 GT2 is PSM Porsche Stability Management specifically tailored to the new model: Giving the driver the option to deactivate various components, this special driving stability system meets the de¬mands of even the most sporting and dynamic motorist. To set up the system to his spe¬cific requirements, all the driver has to do is press two buttons in the front centre con¬sole: Pressing the SC OFF (SC: Stability Control) button, the driver deactivates lateral dynamic control. By additionally pressing the SC+TC OFF (TC: Traction Control) button, the driver also switches off longitudinal dynamic control, while the ABS brake system remains active at all times.

Innovative sports bucket seats
The high-performance concept of the 911 GT2 also includes sports bucket seats made of a very light combination of glass- and carbon-fibre-reinforced plastic (GFP/CFP) with a visible carbon surface, featured as standard on the new model. Incorporating a new type of manual adjustment, the sports bucket seats combine unusually good side stability with enhanced access to the area behind the front seats, thanks to the backrests tilting forward whenever required.