Engine power output rating was raised to 381 PS (280 kW) and torque to 284 lb⋅ft (385 N⋅m), 80% of which was available from 2,000 rpm. This model is commonly known as the 996.2 GT3. Porsche made significant updates to the GT model year (the first year the car was offered to US customers), using the 2002 996 facelift including headlights that were differentiated from the entry-level Boxster. The Clubsport option was never offered to US customers, ostensibly due to the additional DOT crash testing that would have been required to allow US sales.
#PORSCHE 911 ENGINE LAYOUT DRIVERS#
This option replaced the standard electrically adjustable leather front seats with manually adjustable racing bucket seats finished in fire-retardant fabric, single mass flywheel, bolt-in half- roll cage, 6-point drivers racing harness (also replacing the standard side airbags), fire extinguisher (mounted in the front passenger footwell) and preparation for a battery master switch. Porsche offered a no-cost option for the GT3 called the 'Clubsport' package. To bring the vehicle's track-prowess to the maximum level, Porsche endowed the GT3 with enlarged brakes, a lowered, re-tuned suspension system, lighter-weight wheels and a new front bumper with matched rear spoiler to help increase downforce, thereby increasing grip. This gearbox has interchangeable gear ratios and is more durable making it more suitable for racing than the standard type 996 gearbox.
#PORSCHE 911 ENGINE LAYOUT MANUAL#
The crankcase casting was changed in mid-2004 to a "996" casting number crankcase to eliminate these external air-cooled remnants, but internally it was the same.īecause the 911 air-cooled crankcase uses the Porsche 356 engine to transmission mounting flange configuration, the 996 GT3 used a 6-speed manual gearbox also of air-cooled 911 heritage. The "964" casting number was visible on the bottom of the crankcase, and on areas normally machined in air-cooled applications, but not in water-cooled ones. Up to early model year 2004 996 GT3 production, the basic casting used for the crankcase of the GT3 was the same as the air-cooled engine. The GT3 engine could thus also be thought of as similar to a 959 engine, but with water-cooled cylinders. The 962 differs, however, by using six individual cylinder heads while the GT1/GT3, like the air and water-cooled 959, uses two cylinder heads, each covering a bank of three cylinders. Thus, the GT3 engine is very similar to the completely water-cooled 962 racing car's engine, which is based on the same crankcase. In GT3 configuration, this so-called "split" crankcase (meaning the parting line of crankcase is on the crankshaft centreline) uses, instead of a fan and finned cylinders, separate water jackets added onto each side of the crankcase to cool banks of three cylinders with water pumped through a radiator. The engine uses the original air-cooled 911's versatile dry-sump crankcase, with an external oil reservoir. That engine was known as the 'Mezger' engine, after its designer Hans Mezger. The engine is naturally aspirated and based on the unit used in the 962 and 911 GT1 race cars. The engine of the 996 GT3 set it apart from most of the other 996 models, although it shared the same basic design of the standard so-called "integrated dry sump" flat-six engine. Sound deadening was almost completely removed, as were the rear seats, rear loud speakers, sunroof, and air conditioning, although automatic air conditioning and CD/radio became no-cost optional add-ons. As with Porsche's previous 911 RS models, the 996 GT3 was focused on racing, and so was devoid of items that added unnecessary weight to the car. The "GT3" nameplate was introduced in 1999 as part of the first generation of the Porsche 996 model range (commonly known as 996.1 ) as a homologation model for the cars entered in the FIA GT3 cup.
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