In the canyon arena we learned the true story. Both cars lived up to their appearance. The GT2, dripping evil with deep black paint, aggressive wing and huge rear tires looks as if it should be carrying a battle-axe in the rear window. The GT3, shining in bright-white paintwork, huge Brembo brakes and more balanced tire package looks lithe and agile, a martial artist. The GT2 strikes right out of the gate with huge power. It shoots down straights like a leopard jumping point to point. The turbos spool quickly and power surges in huge impulse waves. It wears 235mm tires on the front and 335s on the rear, a hint that this car is all about acceleration. It uses all the rear tires coming out of turns, to the point that you don't want to get on the throttle too early for fear of flight. The question is whether you will be flying forward or backwards.
The GT3 wears 265s in front and 305s out back. The front fenders are custom carbon-fiber panels that allow the fitment of a 10-inch-wide wheel. That much tire allows for the massive force of the Brembo GTR F1 brakes to be fully exercised. At the same time, it equates to a car that is extremely well balanced, where turn-in is sharp and mid-corner balance is neutral. Power delivery is smooth and predictable; it doesn't feel as binary as the GT2. Power can be fed in slowly and evenly. The GT3 is so supple, and communication so intense, the driver feels as though he's micromanaging each tire, giving specific instructions to each tread block. The GT2 is more battle-axe swung with two hands in giant circular swathes; the GT3 is a Samurai's katana gliding through the medium without resistance. The difference is astounding and fascinating all at the same time.
The GT3 feels like it would be at home on tight, technical tracks, snipping apexes down to the millimeter. It wants to run all day, never barking rubber and never going out of shape, just surgical precision and preservation. The GT2 wants room to run, big straights where it can pound other cars into submission. It wants long, sweeping turns, increasing radii to power out of, a sprint race where it can chew up tires and competitors alike.
The two cars are an amalgamation of everything GMG has learned on track. GMG's World Challenge Race Drivers, James Sofronas, Dino Crescentini and Sean Allen, have been the ultimate development team. Hours on the track have allowed them to take the brute power of the GT2 and build an untamed barbarian. The GT3 is the White Knight, cultured and refined yet still thoroughly capable.
Which side are you on?
2008 GMG WC Porsche 911 GT3
Longitudinal rear engine, rear-wheel drive
3.6-liter flat six, dohc, 24-valve.GIAC software with custom calibration for use with exhaust mods, 91/93/100 octane programs. GMG sports exhaust center section with 3.5-inch tips.
Six-speed manual with GMG WC limited-slip differential upgrades
GMG/Moton two-way adjustable dampers, Eibach ERS Springs, GMG World Challenge anti-roll bar set (front and rear), Porsche Motorsport Rolex uprights, adjustable rear control arms, GMG GT Dog Bone kit, GMG toe steer kit rear, GMG bump steer kit (front), GMG adjustable thrust arm bushing kit
Brembo GTR F1 eight-piston front calipers, 15-inch rotors and hats with titanium hardware, Brembo GTR F1 rear four-piston calipers, 15-inch rear rotors
*Wheels And Tires
BBS Motorsport three-piece racing alloys (as used on the GMG World Challenge Cup cars), 10x19 (f), 12x19 (r)Michelin Pilot Sport Cup, 265/30 (f), 305/30 (r)
GMG World Challenge carbon front fenders, carbon wing blade, 15mm rear wicker, GMG World Challenge front radiator exhaust vent grille, carbon mirrors, Motorsport GT3 Cup front chin spoiler, flat panel undertray with integrated NACA ducts
Carrera GT carbon seats, GMG GT Cup harness bar, carbon interior package, Sparco competition harnesses