When Sir Randolph Fiennes set out to walk across Antarctica, he packed accordingly. Unlike other adventurers who tend to pad their supply chests, Fiennes condensed his load to the point where toothbrush bristles were eliminated to save weight. In other words, Fiennes had no room for excess baggage on his expedition.
You get the same impression behind the wheel of Porsche's vaunted GT2. There's very little extra weight on this car-it's all sinew and muscle. And to make the most of it, the driver needs a gigantic set of brass ones.
Porsche periodically cleanses itself with spartan lightweights, adding an "R," an "S" or sometimes both. The GT formula renders it even further. Global Motorsports Group (GMG) then took it as far as it would go.
Located in Orange County, Calif., GMG is the brainchild of esteemed race driver James Sofronas and Fabryce Kutyba (a good shoe as well). Sofronas just hooked up a fully sponsored ride in the GrandAm Cup series behind the wheel of a BMW M3. These guys like to go fast and possess the real-world experience to make it happen. GMG's new 8,000-sq-ft facility features factory-trained Porsche technicians and utilizes the latest diagnostic equipment and hardware. And, as the official Southern California distributor/install house for GIAC Porsche software, this car served as the test mule for Garrett and Andrew's latest hot-rod code.
This Porsche features GIAC's Hammer Program, flash-loaded software installed through a standard USB port directly into the car's brain. The Flashloader(tm) Software Switcher allows switching between as many as five GIAC-tuned programs via a pocket-sized, hand-held device that plugs directly into the ECU serial port. Programs include stock, 91-octane performance or 100-octane performance, as well as Valet and Anti-theft settings. GIAC's new Flashloader technology means no more messy chip soldering or ECU swaps; it's simply plug and play. And this GT2 plays very rough.
GIAC's Mustang dyno recorded 600 bhp on the 91-octane program and a thundering 630 bhp on 100 octane. Funneled through the rear wheels, that equates to 0 to 60 mph in 3.3 sec. and high 10s in the 1/4-mile.
The engine was left largely stock save a B&B exhaust, GMG diverter valves and a free-flowing air filter. The factory already did the hard stuff, such as bigger turbos, intercoolers and valvetrain tweaks; there was no need to fix what wasn't broken. However, its new-found torque necessitated a Sachs Racing full-faced clutch with a Sachs RSR-style pressure plate.
The suspension was modified with Moton dampers and Eibach springs with GMG's adjustable hollow swaybars at each end. The front and rear control arms feature GMG/ERP mono-ball units with solid thrust arm bushings and uprated upper shock mounts. Brakes are the incredible PCCB units with additional NACA-style ducts for additional cooling. On the street, the GT2 runs 19-in. Champion Motorsports RG5 wheels with Michelin Pilot Sport2 rubber (235/35-19 and 315/25-19). Track running gear includes 18-in. BBS three-piece mags with Michelin slicks.
Kutyba claims to have tickled the 200-mph mark, and subsequently installed a sizable carbon-fiber rear wing and vented carbon-fiber hood. At those speeds, downforce is a good thing.
"The goal here was to build a very streetable car that would shine on the track," he said. We are using this car as a development test bed for the products we carry. I think it turned out quite well."
That is perhaps the understatement of the year.