Fresh from their victory at this year's SPEED World Challenge GT race in Long Beach, the crew at GMG went right back to work. No bacchanalian celebrations or celebrity limelight; there were cars that needed to be tuned, turbos installed, suspensions balanced.

GMG's 40,000 sq-ft facility is filled with various vehicles, from full-on 911 GT cars to mad-street Audi RS4s. And there's usually a car screaming in the new GMG AWD dyno room. Luckily, it's fully insulated behind thick glass.

The typical GMG customer has several different cars and expects a high level of tune on each one, whether it's a Ferrari 430 or Cayenne turbo.

Although the trio on these pages is of the same species, each one has been tuned for a unique purpose. Depending on the occasion, you will need all three.

World Challenge Turbo
That the 911 Turbo inhabits the upper echelon of performance cars is without question. Acquire this machine and you're in a very exclusive group. The WC Turbo ensures you're near the apex of this alpha assemblage.

For the average Joe, WC Turbo is all about brutal acceleration and superb comfort. Sure, it can hold a corner well past a full g but by then it's at speeds beyond mere mortals. A few straight-line bursts felt like the car was fitted with JATO pods. The car should be a thrill ride in a high-end amusement park. We could call it: "The Amazing 0-100 mph Rocket Sled." We tried to plant our new G-Tech performance computer to the dashboard/windshield but it came flying off during the first pass. The engine features custom KKK variable-vane turbos and GMG's full exhaust that terminates in titanium. GMG's intercooler kit has replaced the stock unit and is a reported 45 percent more efficient than the 997 units. The airbox has been replaced with a carbon-fiber unit and GIAC has been sourced for the ECU chores that include standard and race (100-octane) maps.

Perhaps adding to its Euro-dragster mystique is GMG's sequential transmission featuring a shift mechanism that appears to be culled straight from a Porsche Cup car. The rather long shift arm is coupled with F1-style paddles and features response times of up to 0.700 seconds-as fast as Ferrari's F1 street gearbox.

GMG cooked up its own clutch system based on Sachs bits and a super light flywheel (12 pounds vs. 24 pounds). Rated up to 750 hp, the clutch system is well matched for the engine output.

Passengers sit in Carrera GT seats while a REUS Audio 500-watt sound system is pumped through the factory head unit.

GMG improved the PASM suspension with its own line of suspension components that both lower the chassis some 20mm and firm up its response. Gigantic multi-piston Brembos provide retina-tearing deceleration.

This is the car you want on Friday nights when the street is thick with uppity whippersnappers and their 400-hp whatevers. The WC Turbo is the perfect tool to school such fodder.

World Challenge 997
If you needed a car to pre-run a GT3 event, this car would do just fine. Beginning its life as the Porsche press vehicle for the 2005 LA Auto show, this screaming yellow zonker was a precursor to the later GT3. It originally came to GMG for a simple pair of racing harnesses and things snowballed from there. As it stands, it would be more than a match for most racecars.

On the rather tight course of San Bernardino's EVOC facility, I couldn't help but draw analogies to my beloved 914. The way the car felt "connected" to the pavement was fantastic and its steering beautifully direct. Though far more luxurious than any 914 (and the fact it revved to 7000 rpm), this SR had an air of elegant simplicity missing from some modern performance cars.

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