MCP MOTORSPORT TESTIMONIALS
Buyers Guide: The 996 GT3
Its looks give the game away: you've seen the Carrera Cup cars in action, and the GT3 is as close as dammit that you'll get to a Porsche race car for the road. A glance at those fried-egg headlights identifies the GT3 as a variant of the 996. But, unlike its mentor, it's got the most carnivorous nose of any Porsche and its lowered stance, race-derived side skirts and bi-plane rear wing are sure-fire indications that it could be a beast. But this is no sheep in wolf's clothing - it's the real deal, but refined for the road, as happy on the M6 as at Brands Hatch.
A GT3 will cost you upwards of £40,000, rising to £57,000 top whack. So, the alternatives are a newer 996 C2/4 or a 996 Turbo of similar vintage; even the more rarefied GT2 has almost descended to this price bracket, too. If you hanker after one, it's likely that you already do the occasional track day and want a Porsche that panders to circuit needs. The GT3 will definitely do that. Maybe you're intrigued by the funkier stance and bodywork quirks, and turned on by its race-derived provenance. But they're rare enough, even in global terms, let alone in right-hand drive, and so they've just about bottomed out on the depreciation stakes. On the other hand, because of their unusual mechanical specification, they'll demand more specialist knowledge in the maintenance department.
There's nothing phoney about the appearance, tempting as it might be to liven up the lines of the blandest 911 ever (and some do fit GT3-style bodykits on 996s for that reason). No, the competition iconography is legitimate, stemming directly from the car that Weissach began building in 1998 to contest the GT3 category in international motor sport, which required a road-going version for homologation. The resulting GT3 slotted into the 996 product line between the standard 996 C2/C4 and the 420bhp 4x4 Turbo. The 996 Turbo was only marginally quicker than the GT3 - but that was a sublime all-rounder, rather than a dedicated 'driver's car', and included all the creature comforts of a normal Porsche. So it lacked the frisson you get aboard the GT3, with its racing-bred austerity. The 462bhp 996 QT2 took things a stage further, being a stripped-out Turbo without the four-wheel drive, and was thus an even wilder evolution. The still more rarefied 996 GT3RSR was a purpose-built racing car that bore comparison with the earlier 993 GT2.
Evolution
Since the 2.7 Carrera RS of 1973, Porsche had spasmodically produced a honed limited-edition of its standard road cars. The 3.2 Club Sport of 1987 and 964 RS of 1992 were from the same pared-down mould, and bore no allegiance to contemporary 911 Turbo beefcake. So it was natural for Porsche to offer a similarly exotic version of the 996 - and that's the exclusive genre that you're buying into with the GT3. In the normal course of things, such a variant would bear the RS suffix, but Porsche preferred to identify it with the race series rather than earlier model lines. In any case, it enabled them to make an even hotter model and apply the RS logo to that.
The 996 GT3 was unveiled at the 1999 Geneva Motor Show before going on sale later that year. Apart from the obvious external modifications, the GT3 differed most significantly from the standard 996 in the construction of its engine, which was derived directly from the racing version. While the standard 996 engine at that time was a 300bhp 3.4-litre flat-six, comprising a two-piece bottom end split down the centre line of the crankcase, the GT3's split-crankcase parts were cast separately and bolted to the two blocks of cylinders, resulting in better torsional rigidity.
Even the GT3 crankshaft was the same as that used by the Le Mans-winning GT1, and the six-speed gearbox sprang from the 993 GT2 racing car. It ran titanium con-rods and lighter forged pistons, and there were also major modifications to the heads, intake and exhaust manifolds, as well as computerized management systems. A 2mm-longer stroke boosted the capacity to 3.6-litres. So, it wasn't just some lightly-tweaked showroom special - these were serious deviations from the standard spec, an even more appealing prospect for lovers of the esoteric.
The GT3 chassis was improved with bigger brakes, plus a suspension system lowered by 30mm, with revised pick-up points - and therefore different geometry. There were adjustable anti-roll bars at both ends, stronger hubs and lighter 10-spoke 18in wheels. Externally, improved aerodynamics stemmed from the specially configured front valance and air-dam, moulded side skirts and intricately sculpted double rear wing, which increased downforce and grip. It wasn't as extreme in appearance as the Turbo with its broader beam, extravagant front splitters and side air-intakes, but it looked a tauter package as a result.
In this format the GT3 clocked the 0-60mph dash in 4.0 seconds, with a standing quarter-mile time of 12.3 seconds at 118mph and an all-out maximum of 187mph. On a skid-pad it registered 1.03g, higher than any other production car apart from the Ferrari Enzo. Comparing those figures with a regular 996, which took 4.6 seconds to get from 0 to 60mph and topped out at 173mph, you can see there's a significant difference.
So, depending on your proclivities, there are two versions to choose from: Club Sport or Comfort. The Club Sport is minimalist, stripped-out and fitted with a lightened flywheel, roll-cage, fire extinguisher, fire-proof bucket seats and emergency cut-off switches - one ahead of the gear lever and one under the bonnet - so it could go straight out on the track. In fact, you probably wouldn't want one unless you were about to do precisely that. The Comfort is the one to have if you plan to use your GT3 mostly on the road. Instruments and switchgear are as comprehensive as the plain-Jane 996, with front and side airbags, electric windows, ABS, alarm and immobiliser, while stereo and air-conditioning are no-cost options. But, typically, and tough on the kids and the dog, there's no accommodation in the back for joy-riders.
Like the previous RS and Club Sport models, the cabin of the GT3 Club Sport was bereft of any unnecessary weight, apart from the bolt-in roll-cage; most cars were supplied by the OPC with just the back section of the cage in situ for practicality of access. The electrically-adjustable seats that we take for granted, even in classic 3.2 Carreras, were swapped for manually-adjustable Nomex-clad competition-style buckets and five-point harnesses. The shell came with virtually no sound-deadening material and even lacked a stereo. There was no sunroof option, and electric window motors were replaced with winders.
Production of the first series cars spanned two model years, with 1350 units built in 1999 and another 500 during 2000. Of these, only 193 right-hand-drive cars came to the UK. Incidentally, left-hand-drive cars are slightly heavier than RHD, as they have a larger capacity (90-litre) fuel tank. There was a year-long hiatus in road-going GT3 production in 2002, by which time 1948 examples had been produced. These became known retrospectively as the Mark 1 cars.
The original Porsche Supercup 996 had been strutting its stuff on the international racing circuit scene since 1998, but the 380bhp GT3 version was a factory-developed long-distance racing car, debating at the 1999 Le Mans 24 Hours. When the road car appeared, the racer suddenly found another 10bhp.
As far back as 1993, the Porsche Michelin Cup series was a curtain-raiser to the FIA's F1 circus, morphing into the GT3 Cup and trailing the world on Grand Prix weekends, as well as being a highlight of several domestic Carrera Cup series including, from 2002, the BTCC package. In the parallel FIA QT Championship, the mighty GT3RS and RSR dominated the GT2 category. The capabilities of these cars were overwhelming and, in a long-distance event on a circuit, like the Nurburgring, they could outrun even a well-driven Dodge Viper, such was their handling and traction prowess.
Meanwhile, in 2003 Porsche introduced the second generation road-going GT3 - the Mark 2 version - with performance upgraded from 370Nm to 385Nm of torque and from 360bhp to 380bhp, with a scant 200rpm increase in engine speed. While the Mark 1 GT3 was rev-limited at 7800rpm, the Mark 2 wound up to 8200rpm. This was achieved by installing lighter pistons, gudgeon pins and valves and smaller diameter tappets. VarioCam was now stepless, rather than two-stage and, although the Mark 1 used a single-mass flywheel, evidenced by the noise you get when depressing the clutch at standstill, the Mark 2 version used a dual-mass flywheel.
The later car used a Motronic ME7.8 electronic throttle instead of the earlier M5.2.2. The gearbox was now water-cooled, with splash lubrication and steel baulk rings on third through to sixth gears. Fifth was now 1.00, as opposed to 0.97, while sixth was 0.85 against 0.83. Despite the slightly shorter sixth gear, it could now reach 190mph.
The spring/damper set-up was revised, and new, larger single-casting wheels - 8.5Jx18 at the front, shod with 235/40ZR Michelin Pilot Sport 2 N2, and 11 Jx18 shod with 295/30ZR rubber at the rear. Ceramic brakes became optional, and the front discs increased in diameter, going from four-piston 330mm discs and three-channel ABS to six-piston 350mm discs and four-channel ABS.
The Mark 2 was 30kg heavier than the first series cars and, visually, it differed in having wider front wings, new side skirts, engine lid and spoiler, plus new headlights.
This, then, was the optimum incarnation of the GT3, available in the USA for the first time, as well. It dispensed more sparkle and feedback than either the C2/4S or the four-wheel-drive Turbo, making it the most acute of the 996 road car line-up and, indeed, the most characterful 911 since the 993RS of half a decade earlier. Without doubt, the 996 GT3 is the most dramatic and most accomplished 911 to date.
CHECKPOINTS
The first thing to ascertain is that you are, indeed, looking at a genuine GT3 and not a stripped-out 996 C2 with a bodykit. The key digit in its chassis number is the 13th from the left, which must be 9 rather than 0, as in ordinary 996s. For example: WPOZ2Z99ZYS691234. Ideally, you want to see a fully-stamped service book, even if it's an import. A German car won't necessarily come with a sheaf of bills, but you still need an idea about its provenance. Overall condition should hint at its life history, how well it's been cared for. A string of owners isn't necessarily a bad sign - the GT3, in either Club Sport or Comfort versions, is a very focused car and possibly too austere for some.
Bodywork/interior
Because the GT3 is a track-favourite, it may have 'inspected' the scenery under-body plastic cladding been damaged riding kerbs. Look through the documentation for signs of repairs under OPC 'LongLife' warranty. If the gurney tab under the front splitter is missing or broken, this suggests heavy track usage. Does the mileage tally with the number of stone chips and parking scuffs? The cabin furniture is on a par with regular 996 siblings, albeit without many of the creature comforts. So look for torn upholstery, broken plastic trim and check under the carpets for evidence of roll-cage installation if you're not after a Club Sport.
The GT3 could be ordered in any standard or special colour scheme, but specifically they came in a variety of colours including Black, Biarritz White, Guards Red, Cobalt Blue and Speed Yellow, while metallic hues ranged from Zanzibar Red, Rubystone Red, Polar Silver and Arctic Silver to Turquoise, Ocean Blue, Iris Blue and Rainforest Green. More GT3s were finished in the cooler tones Arctic Silver, in particular but hey, if you've got it, flaunt it!
Engines
Given their specialised construction, GT3s are very reliable, and it's only high mileage consumables like batteries and coils that need replacing. We heard of two cars that had dropped valves, and a couple with weak diffs, but any weaknesses in the Mark 1 cars were rectified with the second series. On start-up, the GT3 engine is liable to clatter due to its hydraulic valve lifters. It is not uncommon for them to smoke because if they've been left standing, as oil can seep along the valve guides. But these phenomena were banished with the second series cars of 2003. In a few cases, the early GT3s suffered from oil surge, overheating and porous crankcases, but these issues were dealt with promptly under warranty. If it's sporting an aftermarket exhaust, will it fail track-day decibel checks? Be warned!
Gearbox/transmission
The gearbox might feel reluctant when cold, but will get slicker once warmed up. Bear in mind that Mark 2 GT3s have the advantage of an oil cooler on the gearbox casing. The cable-shift linkage can wear, and bushes in the housing can get broken if the car's had a hard life. The ratios that take most stick at track days are third and fourth - and replacement of synchromesh can be as much as £2000.
Differential plates are also vulnerable as the molybdenum coating wears off, colouring the lubricant jet black. To check the diff, jack up the back end and turn one of the wheels - its opposite number should rotate slowly in the same direction. If it goes the other way or doesn't turn at all, the diff is knackered. There could also be tell-tale wear on the inside edges of the rear tyres as they drag in tight corners. A knocking sound under load can indicate a split driveshaft boot that has let in dirt which has caused damage to the U/J.
Suspension
As with all Porsches, GT3 geometry needs to be spot-on, and kerbing is the enemy. Inspect the lower control arms for damage thus caused, as these are without doubt the most vulnerable suspension elements on the car. Anti-roll bar bushes inevitably wear out, while rear struts have been known to fail, evidenced by fluid leaking onto the damper's outer casing.
Brakes/wheels/tyres
Brakes take a much harder pounding on track days and, while they are more than adequate on the road, they'll eventually overheat on the track, resulting in fade and judder. Discs can warp and their cross-drilled holes collect debris, so watch for scored discs and worn pads and observe whether the Big Red calipers have become burgundy or purple due to overheating. Mark 2 cars had bigger front discs, and some owners of early cars have installed these. Discs on tracked cars can also reveal crack around the holes - if over 5mm in length, they must be replaced. Bear in mind that discs for a Mark 2 are around £1000 - twice the cost of those for the Mark 1. Solid discs are worth considering, rather than replacing cracked discs with drilled, only to have them crack again.
The car may already be fitted with harder pads, especially if it's a Club Sport. Has it got a front-brake cooling kit? These duct air from water radiators onto the discs, but under-body scoop versions are more vulnerable. Mark 1 GT3s come with 8.0Jx8in, 10-spoke forged magnesium alloy Sport Design wheels, which you must check for kerbing and corrosion. They should be shod with premium brand N-rated tyres such as Pirelli PZero Corsa, Dunlop D01J or Michelin Pilot Sport Cup, but look out for uneven wear.
Values
There shouldn't be any difference between the price of a similarly-aged Club Sport and a Comfort version. You either want one or the other, so you'll have taken on board the likely treatment that the Club Sport will have undergone. Any improvements made to the track-day car should not increase its value, although they may count as bargaining chips over a less highly specified car. The difference between a private sale and a dealer price is about £5000, while right-hand-drive GT3s command a £2000 or £3000 premium in the UK because they are much rarer.
In January 2006, the lowest price for a GT3 was £41,000, asked by a private owner on Pistonheads' website for a silver 1999 car with 29,000 miles. Martin Pearse, of MCP Motorsport, is offering an excellent low-mileage LHD car for £49,000 (see Tried and tested, page 129, February 2006), while dealer William Loughran has a RHD GT3 Club Sport with only 12,000 miles for sale at £57,950. Another private advertiser on Pistonheads had a road-going RHD 2002 GT2 for £58,995. If you want to buy a 996 GT3 Cup car, there are several around (because of the transition to 997 GT3 Cup cars) for between £65,000 and £70,000. Embassy Racing's GT3RSR (see Wet, wet, wet, page 66, February 2006) will set you back £155,000, while the Le Mans class-winning RSR of BA Motorsport was recently advertised in Autosport for £141,500.
The GT3 is not likely to depreciate much further - specialist Pearse believes that £35,000 is the baseline.
INSURANCE
Driver A: 35-year-old lawyer, single, living in Kendal, Cumbria, full NCB, three penalty points, car garaged, use: 10,000 miles p/a, weekends only: £874 plus £500 excess.
Driver B: 55-year-old advertising manager, married, spouse (age 45) also driving, Colchester, Essex, six penalty points, full NCB, car garaged, everyday use: £648 plus £500 excess.
Quotes are subject to evidence of previous high-performance driving experience. Tracker not necessary. Source: Peart Insurance Specialists, 0870 240 2972, www.peart.co.uk
MORE INFO
In the UK, the Porsche Club GB offers technical advice to members through regional contacts, a website forum (www.porscheclubgb.com) and the erstwhile GT3 register - secretary Dan Sasson (email: [email protected]). The dedicated website www.porsche.titanic.co.uk/registers/gt3 has a photo gallery and members' track day info. According to its registrar, Gary Bullen, 180 GT3 owners use the Titanic website forum. For further Porsche banter and classifieds, Stuttgart9s and Pistonheads have forums on their websites: www.stuttgart9.co.uk and www.pistonheads.com Three firms recommended for their specialised knowledge of GT3s are G-Force Motorsport (Joe Czarnecki), Aylesbury, tel: 01296 434094; JZ Machtech (Steve McHale), Kings Langley, tel: 01923 269788 and Parr Motorsport (Paul Robe), Crawley, tel: 01293 537911.
TUNING AND MODIFYING
Most experts agree that the weak point of the GT3 is its front brakes. With hard use they fade and judder, and one solution is to fit cooling kits derived from the kit applied to Carrera Cup cars. The principle is to direct air from the water radiators that live in front of the wheel arches by means of large ducts at the brake discs, and it's a solution inherently less exposed than under-body scoops. Such a kit is available from G-Force Motorsport for £525. You can fit harder Blue or slightly harder Orange carbon-and-steel pads from Pagid (£130 a set), which are at home on road or track, Dyed-in-the-wool trackday aficionados would use something even harder, such as Performance Friction PF97 pads, which have chamfered edges and don't scream - nor do they fade. For serious track work, a set of uprated adjustable dampers, like the Bilstein PSS9, would be a worthwhile consideration, enabling experimentation with bump and rebound on a circuit with a mix of contours.
Martin Pearse, of MCP Motorsport, would fit an American exhaust like a Billy Boat to improve the soundtrack of the water-cooled flat-six. They are generally cheaper than German or British aftermarket systems, although, as he says, There's a Hong Kong firm advertising a whole GT3 system on the Internet for £449 brand new, which is a tenth of the price of a factory system.' You could also fit a Supercup or K&N air filter and a larger (by six per cent) throttle body (£280 plus VAT). Otherwise, the GT3 engine is best left as the manufacturer intended - and, if you want a bit more poke, it would probably make more sense to go for a GT2 or GT3RS, instead.
996 GT3
(Specification for March 1999-April 2000)
- Layout Rear engine, rear-wheel drive
- Engine 3600cc VarioCam flat-six
- Power 360bhp @ 6300rpm
- Torque 370Nm (273lb/ft) @ 5100rpm
- Suspension Front: MacPherson struts, lower wishbones, coil-over dampers, anti-roll bar. Rear: multi-link, coil-over dampers, anti-roll bar Tyres Front: 225/40ZR18 Rear: 285/30ZR18
- 0-62mph 4.8 seconds
- Top Speed 187mph
- Price New £76,500
Production numbers
GT3 Cup cars
1998: 30 units
1999: 61 units
2000: 71 units
2001: 114 units
2002: 138 units
2003: 200 units
2004: 150 unit
GT3 Road Cars
1999: 81 units (22 to UK)
2000: 1358 units (53 to UK)
2001: 508 units (118 to UK)
2002: 0 units
2003: 690 units (113 to UK)
2004: total unknown (141 to UK)
2005: total unknown (52 to UK)
Sources:Porsche GB Ltd, Titanic GT3
PARTS PRICES
Clutch: £795 fitted
Brake pads, front: £171 pair. Rear: £115 pair
Discs, front: £217 each. Rear: £145 each
Dampers, front: £329 each. Rear: £346 each
Windscreen: £423 fitted
Oil filter: £11
Air filter: £18.50
SERVICING
12,000 miles: £250
24,000 mites: £395
48,000 miles: £495
Source: Autowerke (01603 408044)
Acknowledgement
Thanks to Martin Pearse of MCP Motorsport (www.mcp-motorsport.com) for the loan of the GT3 for the photo session and road test.
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