C&D Feature - 2004 Porsche Carrera GT.

Discussion in 'OT Driven' started by TriShield, Jun 6, 2003.

  1. TriShield

    TriShield Super Moderator® Super Moderator

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    The fabled sports-car maker produces its first exotic.

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    BY CSABA CSERE
    June 2003

    Almost three years ago, Porsche stunned members of the media at the Paris auto show by unveiling the Carrera GT, a mid-engined supercar in the Ferrari Enzo vein that was more exotic than any roadgoing car the company had ever created.

    It was based on a Le Mans race car that Porsche had designed and decided not to campaign. At Paris, Porsche CEO Wendelin Wiedeking announced his eagerness to put the Carrera GT into production, but only if there were enough interest to sell the 1000 units needed to justify the investment.

    Despite the world economic downturn since 2000, interest in the Carrera GT has been red-hot among the remaining well-heeled, so Porsche announced at the 2002 Detroit show that it was going to build the Carrera GT. And at the Geneva show this past March, the company revealed the production version of the car.

    The GT will be built at the Leipzig factory, where the Cayenne SUV is assembled. Deliveries will begin this fall, and the entire run of no more than 1500 cars should be completed by the end of 2004. The base price is about $410,000. What follows is all the information we have been able to glean about the Carrera GT to this point. If you like what you read, get your order in early, because we suspect Porsche will have little trouble moving these machines.

    Interior Styling
    In the cockpit, the production car faithfully embodies the main themes of the concept. The biggest change is the substitution of a conventional 911-like five-instrument cluster for the multifunctional liquid-crystal display used in the concept car. "We simply couldn't find a supplier who could deliver an electronic display that met our size and functional requirements," said styling boss Harm Lagaay. Otherwise, the theme of leather and aluminum remains, along with the unusual rising console with its high-mounted shifter.

    If there's a bit less aluminum trim than is found in the concept, we can't say we miss it. We certainly don't mind the glossy exposed carbon fiber in place of the aluminum doorsill plates on the concept.

    The removable top has two carbon-fiber panels that weigh about five pounds apiece. They are attached with quick-release latches and are stored in the front compartment. Even the seats are made from carbon fiber, each weighing 24 pounds.

    Standard equipment includes a custom-fitted five-piece luggage set, an elaborate sound system, and front and side airbags. Air conditioning is optional.

    Structure
    True to modern race-car practice, the Carrera GT's structure uses a carbon-fiber tub that is lightweight and rigid. The central tub and the front structure are one large unitized molded assembly. A separate rear structure, with three large elements on each side, supports the powertrain and rear suspension. It bolts to the back of the main tub.

    Since the removable roof sections provide no rigidity, the tub has two deep side sills—at least 10 inches high—as well as the rising central console, adding stiffness and strength. To preserve these expensive carbon-fiber components from minor crash damage, crushable bolt-on tubular extensions—fabricated from H400 high-strength steel—protect each end of the car. The bodywork covering this structure is also fabricated from carbon fiber.

    Although the GT concept was said to weigh 2756 pounds, the production car has risen to about 3050 pounds. That's still impressively light but not quite as feathery as the million-dollar McLaren F1 (it's less than 2600 pounds), reflecting the Carrera's larger volume and lower cost.

    Suspension
    Unequal-length control arms are used in the suspension at both ends of the car. These arms are all forged aluminum, except for the large lower arms in the rear, which are constructed from high-strength steel. Additional toe-control links keep the rear wheels pointing in the intended direction, and a power-assisted rack-and-pinion mechanism controls the front wheels.

    In the fashion of modern race cars, the suspension motions are controlled by coil-over gas-pressurized shocks mounted horizontally on the structure via pushrods and rockers. This approach not only reduces unsprung weight but also produces an essentially equal relationship between the movement of the wheels and the compression and extension of the suspension. This results in better control, even during the smallest wheel motions. This remote linkage also couples the suspension to the front and rear anti-roll bars. To avoid even the slightest lost motion, all the links and pivots use racing-style spherical joints, with elaborate seals to protect them from real-world contaminants.

    Transaxle
    To promote a low center of gravity, the Carrera GT employs a purpose-built transaxle incorporating a transverse gearbox. The six-speed transmission sits behind and below the differential, which bolts to the rear of the engine. Power is transmitted to this gearbox via a novel twin-plate ceramic clutch. Only 6.7 inches in diameter, this clutch is extremely light, reducing the engine's rotational inertia and promising a long service life.

    Braking
    In keeping with its speed potential, the Carrera GT has the largest brakes we've ever seen on a street car. All four corners are equipped with 15.0-inch-diameter, 1.3-inch-thick composite cross-drilled ceramic brake rotors gripped by one-piece aluminum calipers with six pistons. The ceramic discs are about half the weight of conventional iron brake rotors. Coupled with four-channel anti-lock control, we expect the Carrera GT to challenge any and all existing stopping-distance records.

    Wheels and Tires
    The Carrera GT is shod with meaty tires mounted on huge wheels: in front, 9.5-by-19-inch wheels with 265/35ZR-19 tires; and in the rear, 12.5-by-20-inchers with 335/30ZR-20 tires. The wheels are fabricated from forged magnesium and weigh about three-quarters as much as aluminum wheels. In true racing style, each wheel is attached to its hub with a large central nut.

    Aerodynamics
    With a drag coefficient of 0.39, the Carrera GT is not destined to set any top-speed records. Stability-enhancing downforce was a higher priority than low air resistance. In addition to the rear wing, which rises about six inches to a more effective position at high speeds, the Carrera GT generates further downforce from its underbody design. At its top speed of 205 mph, total downforce is said to be 640 pounds, 70 percent of which is on the rear axle to maximize straight-line stability.

    Performance
    Porsche claims a 0-to-62-mph acceleration time of 3.9 seconds for the Carrera GT, but we think the company is being modest. After all, Porsche claimed 4.1 seconds for the GT2, and we measured a 0-to-60 time of 3.8 seconds for that car. Expect the Carrera GT to get to 60 in about 3.5 seconds and to scorch the quarter-mile in the high 10s at more than 130 mph.

    Exterior Styling
    To say that styling boss Harm Lagaay is delighted with the Carrera GT would be an understatement. "We transferred this car into production with hardly any changes from the original concept," he told us. "We even retained the negligee covering the engine." Without comparing photos of the concept and production cars side by side, you wouldn't think there were any differences at all.

    From the outside, a keen observer will notice that the production version has lost the auxiliary lights in the concept's front fascia as well as its protruding front spoiler lip. The door handles have been tucked away in the upper hollows of the side air intakes, the twin roll hoops are a little taller, and the mirrors are reshaped slightly. The dimensions are essentially unchanged, although its length has grown by 2.2 inches and overall height is lowered by an inch.

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    Although the Carrera GT engine’s displacement of 5733cc is identical to that of the original 350-cubic-inch Chevrolet V-8, the Porsche V-10 sports all the modern high-performance details: aluminum block with Nikasil cylinder bores, four valves per cylinder with bucket tappets, chain-driven double overhead camshafts, titanium connecting rods, dry-sump lubrication, and a big-bore intake system with fuel injection. Add that up, and you have 604 horsepower, 435 pound-feet of torque, and an 8400-rpm redline.

    At 472 pounds, the V-10 engine is reasonably light and, with a 68-degree bank angle, also fairly narrow, to provide plenty of room for underbody defusers. Not enormously oversquare – the bore and stroke are 98 and 76 millimeters – the engine is fully equipped for street use with variable intake-cam timing as well as four catalysts and four oxygen sensors, meeting all worldwide emissions requirements through 2005.

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    Vehicle type: mid-engine, rear-wheel-drive, 2-passenger, 2-door roadster
    Estimated base price: $410,000
    Engine type: DOHC 40-valve V-10, aluminum block and heads, 2 Bosch Motronic ME7.1.1 engine- control systems with port fuel injection

    Displacement: 350 cu in, 5733cc
    Power (SAE net): 604 bhp @ 8000 rpm
    Torque (SAE net): 435 lb-ft @ 5750 rpm

    Transmission: 6-speed manual
    Wheelbase: 107.5 in
    Length: 181.6 in
    Width: 75.6 in
    Height: 45.9 in
    Curb weight: 3050 lb

    C/D-estimated performance

    Zero to 60 mph: 3.5 sec
    Standing 1/4-mile: 10.9 sec @ 131 mph
    Top speed (drag limited): 205 mph


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  2. Jspec180

    Jspec180 New Member

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    i dont like how it looks :dunno:. and the convertible is worse
     
  3. Jim311

    Jim311 New Member

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    I'm not really impressed by the torque numbers it's putting down for a V10. Still badass, tho. But I think for the money I'd just assume have something else.
     
  4. Ruiner

    Ruiner Evil Inside

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    They are all convertibles.
     
  5. dropped

    dropped float like a butterfly...

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  6. Mack_Daddy

    Mack_Daddy We've got a full tank of gas, half a pack of cigar

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    :cool: x11tybillion
     
  7. itchiban

    itchiban Guest

    badass.
     
  8. JKreider

    JKreider Hay

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    That is a beautiful car. :drool:
     
  9. Vegas_Runnin_Rebel

    Vegas_Runnin_Rebel Cum again?

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  10. kré

    kré ae86 driver.

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  11. monkeybutt

    monkeybutt NOT full of shit...

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    fuck me. :bowdown:
     
  12. Jeebus

    Jeebus Well-Known Member

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    how in the fucking world do you say that writers name?
     
  13. Jeebus

    Jeebus Well-Known Member

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    KNOCK KNOCK! LOL!
    HOLY FUCK, 10 second 1/4 :eek3:
     
  14. NeonWally

    NeonWally Guest

    stunning :bowdown:
     
  15. mads.

    mads. OT Supporter

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    that > Enzo Fuglyness
     
  16. SickOfItAll

    SickOfItAll The Bartender

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    some magazine needs to do a comparo among that, the Ferrari Enzo, the Pagani Zonda S12, and the Koenigsegg CCC, the 4 current supercars I can think of that are in production...
     
  17. Sideways

    Sideways Do I look like I give a damn?

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    If that isn't a Supercar, I dunno what is.

    :bowdown:
     
  18. MP

    MP New Member

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    horry crap
     
  19. M4A1

    M4A1 :)

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    i think i'd rather have that then an enzo :o
     
  20. Evil_Jeanyus

    Evil_Jeanyus That's it Ellen, cup the balls.

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    beautiful, and fast
     
  21. itchiban

    itchiban Guest

    Its beautiful, but its kinda weird that the Porsche Flagship car isnt a boxer.
     
  22. Girth

    Girth ¯\_(ツ)_/¯ OT Supporter

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    :eek3: @ 10.9 1/4 time. :drool:
     
  23. TriShield

    TriShield Super Moderator® Super Moderator

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    Bump for the day crew. :drool:
     
  24. Neuro

    Neuro OT Supporter

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    :drool:

    if i can have enzo, murcielago, and carrera gt in my garage, i would die a happy man :hs:
     
  25. spofoman

    spofoman Active Member

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    it spanks the enzo in the 1/4

    and whips the mclaren a new one
     

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