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Ferdinand Porsche would be proud of the Carrera GT. The company he founded in 1948 has produced an amazing string of sports cars that was only recently interrupted by—of all things—a truck. If the introduction of that Cayenne sport-ute had you wondering if the folks from Zuffenhausen had gone soft, think again. The exotic $448,400 605-hp Carrera GT revealed here is arguably the finest sports car the company has ever produced.
It is an incredible car, with a plethora of juicy technical details and glorious thrust from a mid-mounted aluminum V-10 engine. We learned about both during a day of testing and driving at Italy's Adria International Raceway.
Remember the Acura NSX, the car that brought family-sedan drivability to the supercar ranks? Porsche has done much the same thing here, but with the performance bar raised to a dizzying height. Let's check the numbers.
The 60-mph run isn't a sprint; it's simply a first stride in this car. It's gone in 3.5 seconds. A scant 3.3 seconds later, 100 mph arrives. By the time your brain has caught up with the ever-increasing velocity, the GT has passed 130 mph—in 10.8 seconds, and hey, was that the quarter-mile marker at 11.2 seconds and 132 mph? The comparison with the $659,430 650-hp Ferrari Enzo is inevitable, so here goes: The Enzo gets to 60 in 3.3 seconds, 100 in 6.6, and the quarter in 11.2 seconds at 136 mph.
So the Enzo is a few ticks quicker, but consider this: Unlike the Enzo, which has an automated manual transmission that automatically operates the clutch and shifter, the Carrera GT has a good ol' six-speed manual and a traditional clutch. Although we tried our best, the Carrera is extremely hard to get off the line cleanly. The 5.7-liter V-10 engine has about zero inertia. Breathing on the gas pedal sends the revs soaring. Likewise, if you lift off, they plummet. And the engine is all too willing to overpower the rear tires.
The clutch operates like an on/off switch and is tough to engage smoothly. Unlike a regular clutch that has only one friction disc, the GT has four and is about two-thirds the diameter (6.7 inches) of a standard 911 clutch.
It and the dry-sump oil system allowed engineers to mount the engine lower (the crankshaft is only 3.9 inches off the carbon-fiber underbody tray) and reap the handling benefits of a lower center of gravity.
The clutch engages in maybe the last inch of the floor-mounted pedal's travel. The best way we found to get the car rolling was by slowly releasing the pedal without giving it any gas. Every time we added some throttle, the car stalled or we smoked the tires. Pulling into dense traffic produces sweaty palms. The Carrera GT is, however, terrifically durable. We saw one car endure about 40 drop-clutch launches with no ill effect on its performance.
The rest of the car is a pure joy. Flat steel rods join the high-mounted shifter to the transmission and provide a satisfying mechanical feel that makes you glad you have to shift the old-fashioned way.
That free-revving engine is unlike anything else we've ever sampled. It's loud, blowing 93 dBA on our sound meter during a full-throttle blast, but the shriek is the kind that prickles your body hair. The power peak is high (605 horsepower at 8000 rpm), as is the torque (435 pound-feet at 5750 rpm), but the engine is quite flexible.
The GT needed only 3.7 seconds to accelerate from 5 to 60 mph. And even in sixth gear with the engine burbling at 1200 rpm, it pulled from 30 to 50 in 4.3 seconds and from 50 to 70 in 4.8 seconds. (We didn't perform those tests on the Enzo, but a $283,600 Lamborghini Murciélago took 6.1 and 5.8 seconds, respectively, and a Corvette Z06 needed 9.5 and 9.4 seconds.)
The engine, the gearbox, and the differential reside in a lightweight carbon-fiber subframe that bolts to a bulkhead behind the two seats. Since the subframe carries the structural load, Porsche used three flexible engine mounts—one in front and two at the rear—to isolate the chassis from engine vibrations.
There's carbon fiber throughout the car. The carbon-fiber chassis is made by ATR, the same company that produces the Enzo chassis. It's formed by placing about 1000 pieces of carbon-fiber cloth on molds that are first vacuum-bagged to prevent air bubbles and then cured under high temperature and pressure in an autoclave.
The idea, of course, is to save weight. And Porsche engineers are fanatical pound pinchers. Even the seats, like the body, are carbon fiber and weigh about 23 pounds, half as much as each 911 perch. The wheels are forged magnesium and weigh about a third less than conventional aluminum rims. Aluminum was used in place of steel for the upper control arms and front crush structure. The engine designers helped the weight shaving with titanium connecting rods and cast the engine oil tank into the transmission housing. The oil passages that run to and from the engine are internal, so there are no external lines.
'Then why,' we asked this car's project manager, Michael Hölscher, 'does the 3146-pound GT weigh almost the same as a 3181-pound Corvette Z06?'
There are many reasons, but a major one is the removable roof section. Achieving the desired bedrock chassis stiffness Porsche wanted in an open car required adding extra material to the chassis. Hölscher wouldn't quote any numbers but said it's probably the stiffest car on the road today. After our brief drive, we think he might be right. He also pointed to the bank of three large radiators that fill the nose of the car. 'It will never overheat,' he pledged. Add in about 40 pounds of filler to give the carbon-fiber body a durable shiny finish, air conditioning, and the general beefing up of components to deal with the forces of 605 horsepower, and suddenly you're at standard road-car weight.
At least the company didn't skimp in the passenger compartment. There was legroom and headroom to spare for this six-foot-one test driver. The view out is fantastic, with a drop-away hood that seemingly lets you see a dime a foot in front of the car's nose. The shifter is mounted high but not uncomfortably out of reach. And despite the absence of a backrest adjustment, the deeply sculpted, thinly padded seats felt perfect. Makes you wonder why everyone doesn't ditch heavily padded seats for these well-designed shells. The crowning touches are the subtle elbow pads on the center console and door.
The cockpit is the perfect place to experience the Carrera GT's handling precision. There are a few concessions to comfort, including vibration-absorbing engine mounts and the addition of air conditioning, but the suspension is all business. For example, the control arms are mounted to the chassis by spherical bearings instead of the usual rubber mounts that filter road noise but allow small deflections to minutely change the positioning of the wheels.
The carbon-fiber chassis provides some inherent sound dampening, but you can still feel and hear even small road cracks. Large frost heaves send an alarming crack through the chassis, but over moderate bumps, the ride is firm and surprisingly resilient.
Thoughts of ride quality quickly faded as we barreled into a tight hairpin at 135 mph. Here's where we'd like to brag about our abilities to keep this flailing beast on the track. But we can't—the GT's excellent manners and tremendous grip make difficult maneuvers seem easy.
We didn't record any notes on the steering feel. We didn't forget to—it's just that it felt quite natural. There's power assist, but it doesn't vary with vehicle speed. Yet the effort builds with cornering speeds, and you always get a sense of how close the tires are to their cornering limits.
Those limits are fantastically high. Although there wasn't a skidpad at the track, our Racelogic VBOX GPS data logger recorded 1.10 g in slow corners and 1.19 g in faster corners, where the car's aerodynamics (the spoilers and the underbody diffusers) likely added enough downforce to enhance grip. Since some of the corners appeared to have subtle banking, we'll have to wait until we get the GT on a skidpad to compare it with other cars.
The brakes, too, are wonderful. Stopping from 70 mph takes only 145 feet—six fewer than the Enzo. The pedal is firm, and you can use the anti-lock system to cut down the majority of straight-line speed and then effortlessly ease off to trail-brake into the corners.
It wasn't the outright speed that floored us. We expected that. It was the easy controllability. Those rigid suspension mounts may be a bit annoying on the road, but on the track they provide a stream of tiny signals that impart confidence. We tried, but we never found a way to upset the chassis. It's simply glued to the road.
The way we see it, a little bit of road noise and a grabby clutch are small prices to pay for a sports car that until now was simply a dreamy doodle in study hall. It's as fast as anything else on the road, but it offers an open roof and an immensely satisfying level of driver involvement.
There's also a curious link to the past. The GT is not the first mid-engined, V-10-powered Porsche. Just such a car was designed back in 1939 but never built. Dubbed the Type 114, its two-seat coupe body strongly resembled the VW Beetle. It was no people's car, however, with a water-cooled 1.5-liter aluminum V-10 that bolted to a rear-mounted five-speed manual transmission. The war effectively killed any production plans, and Ferdinand Porsche died in 1951. Yet clearly, his genius carries on.
Porsche Carrera GT | |
---|---|
Overview | |
Manufacturer | Porsche AG |
Production | 2003–2007 (1,270 produced) |
Assembly | Germany: Leipzig |
Designer | Harm Lagaay |
Body and chassis | |
Class | Sports car (S) |
Body style | 2-door roadster |
Layout | Rear mid-engine, rear-wheel drive[1] |
Powertrain | |
Engine | 5.7 L (5,733 cc) 980/01DOHCV10[1][2] |
Power output | 450 kW (612 PS; 603 hp) 590 N⋅m (435 lbf⋅ft) of torque |
Transmission | 6-speed manual[2] |
Dimensions | |
Wheelbase | 2,730 mm (107.5 in) |
Length | 4,613 mm (181.6 in) |
Width | 1,921 mm (75.6 in) |
Height | 1,166 mm (45.9 in) |
Curb weight | 1,380 kg (3,042 lb)[3] |
Chronology | |
Predecessor | Porsche 959 |
Successor | Porsche 918 Spyder |
The Porsche Carrera GT (Project Code 980) is a mid-engine[4]sports car that was manufactured by German automobile manufacturer Porsche between 2004–2007.[5]Sports Car International named the Carrera GT number one on its list of Top Sports Cars of the 2000s, and number eight on Top Sports Cars of All Time list. For its advanced technology and development of its chassis, Popular Science magazine granted the 'Best of What's New' award in 2003.[6]
The development of the Carrera GT can be traced back to the 911 GT1 and LMP1-98racing cars. Due in part to the FIA and ACO rule changes in 1998, both designs had ended. Porsche at the time had planned on a new Le Mans prototype for 1999.
The car was initially intended to use a turbochargedflat-6, but was later redesigned to use a new V10 engine, pushing the project back to planned completion in 2000. The V10 was a unit secretly built by Porsche for the FootworkFormula One team in 1992, but later shelved. The engine was resurrected for the Le Mans prototype and increased in size to 5.7 L (5,733 cc).
The project was canceled after two days of testing for the first car, in mid-1999, mostly due to Porsche's wish to build the CayenneSUV with involvement from Volkswagen and Audi, thus requiring engineering expertise to be pulled from the motorsports division. It was also speculated that VW-Audi chairman Ferdinand Piëch wanted Audi's new Le Mans Prototype, the Audi R8 not to face competition from Porsche in 2004.
Porsche did keep part of the project alive by using the 5.5 L V10 from the prototype in a concept car shown at the 2000 Paris Motor Show, mainly in an attempt to draw attention to their display. Surprising interest in the vehicle and an influx of revenue provided from the Cayenne helped Porsche decide to produce the car, and development started on a road-legal version that would be produced in small numbers at Porsche's new manufacturing facility in Leipzig. Porsche started a production run of Carrera GTs in 2004, shipping the units with an MSRP of US$448,000. The first Carrera GT went on sale in the United States on January 31, 2004.
Originally a production run of 1,500 cars was planned. However, Porsche announced in August 2005 that it would not continue production of the Carrera GT through to 2006, citing discontinuation was due to changing airbag regulations in the United States. By the end of production on May 6, 2006, more than 1,270 GTs had been sold, with a total of 644 units sold in the United States and 31 units sold in Canada.[7] In the United Kingdom, 49 units were sold.[8]
The Carrera GT is powered by a 5.7 L (5,733 cc) V10 engine producing 450 kW (612 PS; 603 bhp),[9] whereas the original concept car featured a 5.5 litre version rated at 416 kW (558 hp), 330 km/h (205 mph) was announced as top speed.[5] A road test in June 2004 by Car and Driver showed that the car can accelerate from 0-60 mph (97 km/h) in 3.5 seconds,[9] 0-100 mph (161 km/h) in 6.8 seconds[9] and 0-130 mph (209 km/h) in 10.8 seconds.[9]
The Carrera GT was offered with a basic five-colour paint scheme which includes Guards Red, Fayence Yellow, Basalt Black, GT Silver metallic and Seal Grey. Custom colours were later available from the factory. A traditional six-speed manual transmission is the only available transmission.
The Carrera GT has large side inlets and air dams that help cool the large V10 engine framed by the carbon fibre rear bonnet. Fitted with Porsche's latest Carbon fibre-reinforced Silicon Carbide (C/SiC) ceramic composite brake system, the 15-inch (380 mm) SGL Carbondisc brakes make an impressive appearance underneath the 19 inch front and 20 inch rear 5-spoke alloy wheels. Similar to other Porsche models, such as the 911, the GT includes an electronically operated rear wing which deploys at speeds above 70 mph (113 km/h).
The interior is trimmed in soft leather. Boseaudio system and a navigation system were standard. In typical Porsche fashion, the ignition is to the left of the steering wheel. This placement dates back to the early days of Le Mans racing when drivers were required to make a running start, hop into their cars, start them and begin the race. The placement of the ignition enabled the driver to start the car with the left hand and put it in gear with the right. Originally, the car had a beech wood gearknob, which pays homage to the wooden gearknob used in the Porsche 917 Le Mans race car. In its second year of production, a carbon fibre knob was also made available.
Sport Auto tested a maximal lateral acceleration of 1.35 g, even 1.4 g was reached at the Schwalbenschwanz section of the Nürburgring Nordschleife, Motor Trend tested 11.1s at 133.4 mph (215 km/h) for the 1⁄4 mile (402 m).[16][10]/akon-konvicted-platinum-edition-zip-code.html.
Notable technology includes a pure carbon fibremonocoque and subframe produced by ATR Composites Group of Italy, dry sump lubrication and inboard suspension. At speeds above 70 mph (113 km/h), the Carrera GT raises its rear wing into the airstream to reduce lift. Its radiator is about five times the size of that of a 911 Turbo of its time. The car's front and rear suspension system consists of pushrod actuated shock absorbers and dampers with anti-roll bars.
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Type | 2000s | 2010s | ||||||||||||||||||
0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 0 | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | |
Roadster & sports cars | Boxster (986) | Boxster (987) | Boxster (981) | 718 Boxster (982) | ||||||||||||||||
Cayman (987) | Cayman (981) | 718 Cayman (982) | ||||||||||||||||||
911 (996) | 911 (997) | 911 (991) | 911 (991.2) | 911 (992) | ||||||||||||||||
Luxury | Panamera (970) | Panamera (971) | ||||||||||||||||||
Supercar | Carrera GT (980) | 918 Spyder | ||||||||||||||||||
SUV | Macan (95B) | |||||||||||||||||||
Cayenne (9PA) | Cayenne (92A) | Cayenne (9Y0) |