Service Information

Technik

2002

911 GT2

PNA 495 220

Porsche Cars North America, Inc.

Important Notice: The contents of this Technical brochure were originally written by Porsche AG for its rest-of-world English speaking
market. The electronic text and graphic files were then imported by Porsche Cars N.A, Inc. and edited for content. Some equipment
and technical data listed in this publication may not be applicable for our market. Specifications are subject to change without notice.

We have attempted to render the text within this publication to American English as best as we could. We reserve the right to make
changes without notice.

Published by Porsche Cars North America, Inc., Service Training Publications.

Printed in the United States of America.

All Rights Reserved. Reproduction or translation in whole or in part is not permitted without written authorization from publisher.

The trademarks Porsche@, Targa@, Carrera@, Boxster@, Tiptronic@, Varioram@ and the Porsche Crest are registered trademarks of
Dr. Ing. h.c.F Porsche AG and its affiliate, Porsche Cars North America, Inc.
Foreword

This Technical Service Information brochure describes the new features implemented in the MY 2002
911 GT2.

The principal features are:

· high performance, rear wheel drive sports car based on the 911 Turbo (see PNA 488 120 for details)
· power output of 911 Turbo engine increased to 340 kW/462 hp and maximum torque increased to 620
Nm
· aerodynamics adapted to ensure sufficient cooling of drive unit and brake system while simultaneously
reducing lift forces at front and rear axle
· six speed manual transmission with oil spray lubrication and external transmission oil cooling
· sports suspension based on 911 GT3 (was not available in North America)
· fundamental vehicle components optimized for both day to day use and motorsport
· extremely high level of active and passive safety

Note
Measured values, adjustment values, torques and filling capacities can be found in the Technical Manual.

The content of this brochure is up to date as of April 2001.

 Contents

1 Engine

General 1 - 1
Position of components 1 - 2
Full-load curves 1 - 3
Nose section 1 - 4

2 Fuel and ignition system

General 2 - 1
Fuel supply 2 - 2
Air ducting 2 - 3
Exhaust system 2 - 5
Boost pressure control 2 - 7
Overview of components 2 - 9
Diagnosis 2 - 12

3 Manual transmission

General 3 - 1
Transmission ratios 3 - 4
Transmission lubrication 3 - 5
Transmission cooling 3 - 6
Synchronisation, shift mechanism 3 - 7
Limited-slip differential 3 - 11

4 Chassis and suspension

General 4 - 1
Front axle 4 - 2
Rear axle 4 - 5
Wheels, tires 4 - 7
Brakes 4 - 8

5 Body

General 5 - 1
Aerodynamics, air ducting 5 - 2
Bodyshell 5 - 3
Luggage compartment, cover panels 5 - 5
6 Body equipment, exterior

Front trim 6-1

Engine compartment lid 6-2

7 Body equipment, interior

General 7-1

8 Heating/air conditioning

General 8-1

9 Electrical system

Battery master switch 9-1

911 GT2 Engine 1

1 Engine

1001 Engine M 96/70S

The engine of the MY 2002, 911 GT2 is an evolution of the 6 cylinder Boxer engine from the 911 GT1 and
911 Turbo. Modifications to the supercharging system and exhaust system as well as adjustments to the
Motronic have increased the engine's power output by 10% compared to the 911 Turbo. From M96/70
version described in MY 2001 911 Turbo Technical Introduction (PNA 488 120).

The engine has the following features:

· two piece crankcase · solid state HT distribution with separate ignition

· crankshaft with 8 bearing points
· four valve technology
· valve stroke control on intake side with axial
camshaft adjustment (VarioCam Plus)
coils for each cylinder
· dry sump lubrication with oil reservoir attached to
engine, oil returned via two suction pumps per
cylinder head, and one central oil return pump
· on-board diagnostic system worldwide

· flat base tappets with hydraulic valve clearance · lower fuel consumption
compensation

2002 Service Training 1-1

911 GT2 Engine 1

Position of components

1_06_00

1 - Oil reservoir 5 - AC generator

2 - Servo reservoir 6 - Oil filter housing
3 - Steering hydraulics pump 7 - Air conditioning compressor
4 - Coolant pump

1-2 Service Training 2002

911 GT2 Engine 1

Full-load curves

1_02_01

The most important engine data at a glance:

Displacement 3600 cm3

Bore 100 mm
Stroke 76.4 mm
Power output 340 kW (462 hp)
at engine speed 5700 rpm
Max. torque 620 Nm
at engine speed 3500 - 4500 rpm
Compression ratio 9.4 : 1
Governed speed 6750 rpm
Fuel grade 98 RON/88 MON (unleaded premium plus)

2002 Service Training 1-3

911 GT2 Engine 1

The design of the nose section and the location of
the coolant radiators take into consideration the
high engine output of the 911 GT2 and the extra
cooling capacity needed when the vehicle is driven
competitively on racing circuits. The air inlets have
been optimized. The efficiency of the middle
radiator adopted from the 911 Turbo has been
improved by tilting it forwards and by modifying the
airflow.
The air heated by the radiator is discharged via an
opening in the top of the nose section. The shape
of this opening is such that suction is generated
behind the tilted radiator. Apart from the increased
airflow, this design feature also prevents the air
from flowing under the vehicle which would result in
lift at the front axle. The location of the coolant
pipes in the front end of the 911 GT2 has been
adopted from the 911 GT3.

These measures mean that the left-hand radiator

fan no longer has to be fitted. This, in turn, has
resulted in a reduction in weight and has improved
airflow through the radiator.

7_01_01

1-4 Service Training 2002

911 GT2 Fuel and ignition system 2

2 Fuel and ignition system

Modifications to 911 GT2, compared to 911 Turbo (996)

The engine of the 911 GT2 is a high performance variant of the 911 Turbo (996) engine and an addition to
the engine series based on the 911 GT1 drive unit.

Objectives:

· Increase in power output of 911 Turbo (996) The following components/systems used in the 911
engine by approx. 10 % (from 309 kW/420 hp to GT2 have been modified, compared to the 911 Turbo
340 kW/462 hp) (996):

· Increase in maximum torque (from 560 Nm to 620 · Exhaust gas turbochargers

Nm) · Exhaust system
· Compliance with all environmental requirements · Charge air intercoolers
worldwide (laws regarding exhaust and noise
emissions) · DME control unit ME 7.8 (data record)

· Intake air system

· Overrun air recirculation valves

· Fuel tank

2002 Service Training 2-1

 2 Fuel and ignition system 911 GT2

General information regarding digital

engine electronics (DME) ME 7.8

Like the 911 Turbo (996), the 911 GT2 is equipped Owing to different regulations stipulated by the
with an ME 7.8 Motronic engine management respective legislative bodies with regard to
system. diagnosis and the physical arrangement of vehicle
components, a fuel tank with a usable tank volume
2010 Fuel tank of 64 l is fitted in the following vehicles:

It was possible to install a larger fuel tank by using All RHD vehicles
the space otherwise occupied by the front axle All USA vehicles
differential in vehicles with four wheel drive (e.g.
911 Turbo). 2068 Fuel cooler

As a result, the fuel tank in the 911 GT2 has a In order to maintain a low fuel temperature, a fuel
usable tank volume (max. refilling capacity) of 89 l. cooler which is cooled by the refrigerant of the air
conditioning system is fitted in the engine
compartment.

Fuel grade

The engine has been designed to provide optimum

performance and fuel consumption with unleaded
fuel with 98 RON/88 MON. If unleaded fuel with an
octane rating of at least 95 RON/85 MON is used,
the ignition point and the boost pressure are
adapted (reduced).

2_06_01

2-2 Service Training 2002

911 GT2 Fuel and ignition system 2

24 Ducting of intake air through spoiler in engine compartment lid

The engine intake air passes through air inlets at the ends of the rear spoiler, enters the air box integrated
in the engine compartment lid and from there is fed into the air filter.

The shape and position of the integrated air inlets are such that a high aerodynamic efficiency is achieved.

2_03_01

2002 Service Training 2-3

 2 Fuel and ignition system 911 GT2

2143 Charge air intercoolers

The charge air temperature upstream of the charge air intercooler increases owing to the higher boost
pressure of the 911 GT2. For this reason, charge air intercoolers are used which have a 5% higher cooling
capacity than those used in the 911 Turbo (996).

The following design features make this possible without increasing the size of the intercoolers:

· Increased number of fins (between cooling pipes) by reducing gap between fins
· Longer fins which project by approx. 2.5 mm above surface of cooling pipes on each side of intercooler

2_13_01

2-4 Service Training 2002

911 GT2 Fuel and ignition system 2

26 Exhaust system

The exhaust system up to the rear silencers consists of two exhaust branches which are connected together.
In the rear silencer the exhaust gases are merged and thus mixed.

2_53_00
1 - Exhaust manifold (partially air-gap-insulated) 6 - Rear silencer
2 - Exhaust gas turbocharger 7 - Exhaust tailpipe
3 - Boost pressure control valve 8 - Wide band oxygen sensor LSU4
4 - Primary catalytic converter 9 - Offset oxygen sensor LSF4
5 - Main catalytic converter

The exhaust gases are fed to the turbines of the
exhaust gas turbochargers via extremely short
exhaust manifolds. The short manifolds reduce the
amount of energy lost by the exhaust gases before
they enter the turbochargers and thus improve
responsiveness. Sections of the exhaust manifolds
are double walled (air gap insulated). This causes
the catalytic converters to heat up quickly and
reduces noise emission.
In order to reduce exhaust back pressure, the
exhaust system at the rear silencer of the 911 GT2
has been modified compared to that of the 911
Turbo (996).
The applicable parts numbers can be found in the
parts catalogue.

2002 Service Training 2-5

 2 Fuel and ignition system
2673 Catalytic converters
The catalytic converters are mounted immediately
downstream of the turbochargers. The first
catalytic converter (primary catalytic converter) with
its small volume reaches its operating temperature
very soon after the engine has been started. As a
result, it is able to reduce the volume of pollutants
during the warm-up phase and not only when the
engine has reached operating temperature. The
main catalytic converter which follows is used to
reduce the exhaust emission level further to below
the specified limit values, even after a long service
life. The catalytic converters used for RoW and USA
vehicles differ with regard to their internal
construction. In order to satisfy the LEV standard,
the USA catalytic converter has a lager number of
cells which results in a further increase in the active
surface area of the component and thus a further
reduction in emissions. The size and coating of the
carrier are identical for both the RoW and USA
version.
2_54_00
A - Primary catalytic converter
B - Main catalytic converter
1 - Position of wide band oxygen sensor LSU4
2 - Position of offset oxygen sensor LSF4
3 - Exhaust gas sampling point upstream of
catalytic converter
Exhaust gas classification
The 911 GT2 satisfies all environmental
requirments worldwide.
· In Europe this is Class 3 of the exhaust emission
standard (EU 3).
· In Germany EU 3/D4.
· USA vehicles satisfy the LEV standard.
2-6 Service Training
911 GT2
· RoW vehicles satisfy the EU 3 standard (except
· Japan/Australia and vehicles with M 150 *).
* M 150 = Countries with leaded fuel
2130 Exhaust gas turbochargers
As with other models, the two turbochargers of the
911 GT2 are also installed parallel to each other.
The low intake pipe volume and the short exhaust
manifolds ensure direct turbocharger response in
the lower speed range as well as high torque under
full-load conditions.
The exhaust gas turbochargers used in the 911 GT2
engine are a modified version of those used in the
911 Turbo (996).
The modified exhaust gas turbochargers which are
designed for a higher airflow rate allow the boost
pressure to be increased.
The diameter of the compressor wheel is 60.6 mm.
The diameter of the turbine wheel is 57 mm.
The diameter of the bypass valve (wastegate) has
also been increased by 2 mm to 30 mm.
The speed of the turbochargers with the engine
running at idling speed is max. 8,000 rpm.
The exhaust gas turbochargers are designed for a
maximum speed of 157,000 rpm (continuous
operation) and max. 167,000 rpm (short time
operation lasting up to 30 sec.).
If necessary, the DME control unit reduces the
boost pressure at altitudes above 2,000 m in order
to ensure that the maximum speed is not exceeded.
2_07_01
2002
911 GT2 Fuel and ignition system 2

21 Boost pressure control

As with other models, the boost pressure in the 911 The engine induction volume required for a certain
GT2 is determined by the pressure sensor and torque is determined by calculating the air-mass
adjusted to the desired boost pressure calculated and is adjusted by controlling the boost pressure.
by the DME control unit. The combination consisting of boost pressure
sensor, air-mass sensor and E-Throttle improves
The electric timing valve which controls the boost torque considerably and permits more accurate
pressure is actuated on the basis of a duty factor. boost pressure diagnosis since the effective boost
This causes pressure to be applied to the boost pressure is available to the ME 7.8 control unit as
pressure control valves attached to the an input signal.
turbochargers, and the by-pass valves (wastegate)
to be opened. The turbocharger speed is thus
reduced and the boost pressure limited. The
desired engine torque is calculated in the ME 7.8
control unit according to the accelerator pedal
potentiometer (driver requirement), the engine
speed and a number of torque related factors.

21 Boost pressure curve with regulation

A - Absolute pressure (hPa) (2000 hPa

corresponds to approx.
1.0 bar positive pressure or
2.0 bar effective pressure)
B - Torque (Nm)
C - Engine speed (rpm)
D - Engine power output (kW)

1 - Characteristic boost pressure curve

with regulation
2 - Power curve
3 - Torque curve

2_09_01

2002 Service Training 2-7

 2 Fuel and ignition system
21 Boost pressure adaptation
The 911 GT2 has adaptive boost pressure control.
For diagnostic purposes, the adapted value can be
read out with the other actual Motronic values as
the "boost pressure adaptation".
The adaptation range for boost pressure control is
approx. 15 %. Regulation begins at a deviation of
greater than approx. 20 %.
When regulated, the boost pressure is reduced by
approx. 20 %.
The adaptive value for boost pressure control can be
used to diagnose mechanical and pressure side
changes.
For safety reasons, the basic boost pressure is
limited to between approx. 0.3 and 0.4 bar (positive
pressure) if the timing valve for boost pressure
control fails. This results in a perceptible drop in
performance.
The appropriate boost pressure upstream of the
throttle valve is determined according to driving
style. In the case of a constant to slightly dynamic
driving style, the tuning of the engine is optimized
in the part-load range to reduce fuel consumption.
This is achieved by permitting only slight pressure
upstream of the throttle valve. The throttle valve is
opened wide enough so that only a slight drop in
pressure is possible via the throttle valve.
With a very dynamic driving style, a higher pressure
is generated upstream of the throttle valve. As a
result, the turbochargers are already running at a
relatively high speed when the throttle valve is
opened from the part-load range. The desired full-
load boost pressure is thus reached more quickly.
2-8 Service Training
911 GT2
Connection diagram
2_55_00
1 - Timing valve for boost pressure
control
A - Induction side (vacuum)
B - Pressure side upstream of
throttle valve adjuster (E-Throttle)
C - Regulated control side (timed)
D - Barometric cell for boost pressure
control
The opening cross section of the timing valve for
boost pressure control depends on the required
boost pressure. Full boost pressure is available
from a speed of approx. 3,000 rpm. The boost
pressure is regulated at higher speeds.
The timing valve for boost pressure control changes
the opening time to atmospheric pressure when
actuated (duty factor) by the ME 7.8 control unit.
A control pressure, which actuates the barometric
cells of the boost pressure control valves
accordingly and thus opens the bypass valves at the
turbochargers, is modulated from boost pressure
and atmospheric pressure.
When de-energized, the timing valve for boost
pressure control is closed. The boost pressure is
applied directly to the barometric cells and, as a
result, the boost pressure control valves open the
bypass valves even at a low boost pressure.
2002
911 GT2 Fuel and ignition system 2

Overview of components

2_57_00a

1 - Pressure sensor with temperature
sensor (for charge air)
2 - Timing valve for boost pressure
control
3 - Electric switching valve for
overrun air recirculation
4 - Overrun air recirculation valves
(pneumatic)
5 - Electric vent valve for active
carbon canister
A - From active carbon canister (tank ventilation)
B - From brake booster
(vacuum boost)
C - Tank ventilation at full load
(to induction side of left hand turbocharger)
D - Tank ventilation at idling speed/part load
(to intake pipe)
E - Sucking jet pump
F - From charge air intercoolers
G - To throttle valve adjuster (E-Throttle)
H - To boost pressure control valves
(barometric cell at exhaust gas turbocharger)

2002 Service Training 2-9

 2 Fuel and ignition system 911 GT2

2023 Vent valve for active carbon Connection diagram

canister

The size of the housing has been increased to

reduce noise emission and to allow a primary filter
to be integrated.

2138 Electric switching valve for overrun

air recirculation

Overrun air recirculation valves (2) actuated by a

vacuum from the vacuum reservoir, which is
switched by an electrically operated valve (3), are
used to prevent the exhaust gas turbochargers from
pumping in the event of a sudden transition from 2_69_00
high load to overrun. 1 - Electric switching valve for over
run air recirculation
The ME 7.8 can thus actuate the electric switching 2 - Overrun air recirculation valves
valve (3) irrespective of the intake pipe pressure, (pneumatic)
whereupon the switching valve then activates the 3 - Electric switching valve for
overrun air recirculation valves (2) secondary-air injection
4 - Valve for secondary-air injection
Advantages of electric switching valve for overrun 5 - Fuel-pressure regulator
air recirculation
2140 Overrun air recirculation
· The controlled opening of the overrun air
valves (pneumatic)
recirculation valves reduces noise in the intake
tract and has a number of consumption-related
The control diaphragm of the 2 overrun air
benefits.
recirculation valves has been reinforced using a
brass ring
· The electric switching valve in combination with
the vacuum reservoir allows the air recirculation
valves to function irrespective of the intake-pipe
pressure.

· The system is designed so that the pneumatic

overrun air recirculation valves can continue to be
opened by the intake-pipe pressure even if the
electric switching valve fails.

2-10 Service Training 2002

911 GT2 Fuel and ignition system 2

2870 Spark plugs 2470 DME control unit

Surface gap spark plugs with two earth electrodes The data record of the DME control unit varies
and an electrode gap of approx. 1.6 mm are used according to the country version. The data records
to ignite the fuel/air mixture. These spark plugs for the boost pressure, injection and ignition maps
must be changed every 40,000 km (25,000 miles). have been reconfigured.

Transmission oil temperature sensor The maximum speed of the engine is limited to
6750 rpm.
A transmission oil temperature sensor is screwed
into the bracket supporting the transmission oil /
coolant heat exchanger.

The 911 GT2 is the first vehicle to have a manual

transmission where the DME control unit uses the
incoming transmission oil and coolant temperature
as the basis for actuating the coolant shut-off valve
on the heat exchanger to cool the transmission oil.

The switching points are:

Cooling circuit OPEN (de-energized): coolant

temperature >100 °C, or transmission oil
temperature >105 °C. 2_11_01

Cooling circuit CLOSED (energized): coolant

temperature < 90 °C and transmission oil
temperature < 95 °C.
If an incorrect signal is sent by the transmission oil
temperature sensor, a pneumatic fault occurs at the
coolant shut-off valve of the transmission oil cooler
or the coolant thermostat is defective, a "coolant
temperature sensor" fault may be stored (on the
basis of a temperature model stored in the control
unit).
The test adapter 9637 (134 pole for ME 7.2 and ME
7.8) can be used for electrical tests on the wiring
harness.
DME data records (maps)
· RoW vehicles, including Europe (EU 3) and
Germany (EU 3/D4).
· Japan/Australia.
· Vehicles with M 150 (countries with leaded fuel).
· Map for USA vehicles (LEV).

2002 Service Training 2-11

 2 Fuel and ignition system
Programming DME control unit
A new procedure which at present is only valid for
this vehicle is used for programming the DME
control unit.
The following procedure must be observed:
· Enter the DME programming code from IPAS at
the Porsche System Tester 2.
· The Porsche System Tester uses other data in the
DME control unit to generate a special code which
is then displayed on the Tester
· This displayed code is sent to the staff responsible
for security related data at Porsche AG.
· At Porsche AG, the actual code needed for
programming is generated using a special
procedure.
· The programming code is vehicle specific and can
only be used once.
When the map is programmed, all ME systems are
checked to establish whether the DME control unit
already has the latest software version. If this is
the case, programming is terminated.
2-12 Service Training
911 GT2
Diagnostic functions of DME control unit
ME 7.8
The ME 7.8 has the following new or extended
diagnostic functions in conjunction with the Porsche
System Tester 2:
Actual values:
· Approx. 116 actual values can be used.
(Recommended: Create special filters and, if
necessary, use Datalogger soft keys or
Act/Max/Min.)
Actuators:
· Engine compartment scavenging blower, Stage 1
(actuated via fuel pump relay)
· Engine compartment scavenging blower, Stage 2
· Timing valve for boost pressure control
· Engine fan, Stage 1 / 2 / 3 (for coolant)
· Electric switching valve for overrun air recirculation
· Valve stroke control, cylinder bank 1 and 2
Actuators active:
· Valve stroke control, cylinder bank 1 and 2
Vehicle data:
· Total distance (km)
System test:
· Valve stroke control, large stroke
· Valve stroke control, small stroke
Short test:
· Continuous oxygen sensing LSU
2002
911 GT2 Fuel and ignition system 2

Fault memory management Erasing counter

In all vehicle models, the on-board diagnosis system
displays a visual warning in the instrument cluster
("Check Engine" lamp) as soon as an emission-
related fault or a fault which may damage the
catalytic converter occurs; exception: vehicles in
countries with leaded fuel or fuel with an extremely
high sulphur content (M 150).
The functions are adapted to the different legal
regulations in the USA (OBD II), Europe (Euro OBD)
and the rest of the world.
If a fault occurs, the ME 7.8 control unit activates
the "Check Engine" lamp and the fault is stored in
the control unit.
A permanently lit "Check Engine" lamp indicates an
emission related fault.
A flashing "Check Engine" lamp indicates a
combustion fault which may damage the catalytic
converter. If the detected fault is not emission-
related and cannot cause damage to the catalytic
converter, it is stored in the fault memory of the ME
7.8 control unit without the "Check Engine" lamp
being activated.
A separate erasing counter is assigned to each
detected fault. It determines the storage time of a
fault. When a fault is first detected, the erasing
counter is set to a certain value.
If an unconfirmed fault is recognized as being
"cured" (fault no longer exists), the erasing counter
is set to a fault specific value (e.g. 10).
When a detected fault has been confirmed (i.e. the
"Check Engine" lamp has been activated), the
erasing counter is set to 40. This value is retained
until the fault no longer exists. If the fault no
longer exists, the erasing counter is reduced by 1
after every warm-up cycle (i.e. the engine is started
and the coolant temperature has increased from
< 30 °C to > 70 °C). If the erasing counter reaches
0 (i.e. the same fault no longer occurs), the fault is
erased from the memory.
Note:
To ensure that the "Check Engine" lamp is
functioning correctly, it is lit whenever the ignition is
switched on.

The ambient conditions are stored together with the

detected and stored fault. This information can be
read out at a later stage using the Porsche System
Tester 2.

This makes troubleshooting much easier since the

operating data for the first and last occurrence of
the fault is provided.

Fault confirmation

If a fault is detected during a diagnosis routine, it is

registered as a suspected fault until it is confirmed
during a second drive with a fresh diagnosis routine
(at least 120 seconds after the engine has been
started).

2002 Service Training 2-13

911 GT2 Transmission 3

3 Transmission

General

The six speed manual transmission of the 911 GT3 is used as the basic transmission for the 911 GT2
(G96/88).

The principal features of this transmission are:

· Dual-mass flywheel

· Cable shift mechanism

· Transmission oil cooling

· Oil pump for oil spray lubrication

· Asymmetric limited-slip differential

· Adapted transmission ratios with improved strength and acoustic characteristics of gearwheel sets

· Use of steel synchronizing rings

1360 Dual-mass flywheel / clutch

The working cycles and firing order of the engine
cause speed fluctuations resulting in irregularities
which lead to torsional vibrations along the entire
drive train. These torsional vibrations may cause
all loose, non-driven parts with play to rattle,
chatter or bounce (loose gearwheels, parts of the
synchronization system). This may result in
annoying transmission noise, especially at low
engine speeds and high transmission oil
temperatures.
As with previous Porsche vehicles, the 911 GT2
has a dual-mass flywheel (DMF) to prevent these
noises.
Clutch compartment ventilation is used in the 911
GT2. Owing to vanes arranged radially on the back
of the pressure plate, the clutch acts as a blower
when the engine is running.
The clutch bell housing is completely sealed except
for an inlet opening and an air extractor flange.
Fresh air is drawn in centrally via the inlet opening
and flows through the pressure plate radially to
ensure optimum cooling of the friction surfaces.
The exhaust air is expelled into the surrounding
environment via the air extractor flange integrated
at a tangent in the clutch case.
The improved cooling results in a lower temperature
in the clutch bell housing. Wear is thus reduced and
the service life of the clutch increased.

2002 Service Training 3-1

 3 Transmission 911 GT2

Cross section of transmission

3_05_01

3-2 Service Training 2002

911 GT2 Transmission 3

Cross section of transmission with gearshift mechanism

3_04_01

1 - Right angle drive 7 - Shift fork, 5th/6th gear

2 - Cam plate 8 - Reverse lamp switch
3 - Retaining spring 9 - Shift fork, R gear
4 - Blockers 10 - Shift fork, 1st/2nd gear
5 - Arrester (main shift rod) 11 - Main shift rod
6 - Shift fork, 3rd/4th gear 12 - Arrester

2002 Service Training 3-3

 3 Transmission 911 GT2

Transmission ratios for transmission

G96/88

On level roads, it is advisable to move off in The 6th gear has been configured to allow the
2nd gear. In 2nd gear the vehicle can also be driven maximum possible vehicle speed to be reached.
away more smoothly on slippery road surfaces.

Z1 = Number of teeth of first gearwheel in power flow of corresponding gear

Z2 = Number of teeth of second gearwheel in power flow of corresponding gear
iZ = Gear ratio
iA = Final drive ratio
V1 000 = Calculated vehicle speed at 1,000 rpm
V6 500 = Calculated vehicle speed at 6,500 rpm

Tires: Rear 315/30ZR18, rolling circumference 1971 mm, (rdyn 314 + 1.5% - 2.5%)

3_01_01

Note
The values in the transmission diagram are indicative and are based on a mean effective rolling circumference radius.
Slight deviations due to the tolerance of tires, change of rolling radius, wear and slip of tires have not been taken into
consideration.

3-4 Service Training 2002

911 GT2 Transmission 3

35 Gearwheel set

The transmission is a two shaft transmission with In the front transmission cover, the cooled
an overhead drive shaft and hypoid drive assembly. transmission oil is pumped into the transmission
The loose and fixed gearwheels of all gears have (4) and passes through the hollow drilled input and
been ground and honed to reduce noise to a output shaft to lubricate the loose gear bearings.
minimum. Pairing of the gearwheels was not The shafts have cross bores at the loose gear
necessary (hence no pairing number). All loose bearings. This ensures that oil is supplied directly
gearwheels have needle roller bearings. The fixed to the loose gear bearings.
gearwheels for the first and second gear are integral
parts of the input shaft and can, therefore, not be An oil spray pipe (5) also supplies oil to the 3rd -
exchanged separately. 6th gear mesh as well as to the bevel gear and
crown wheel.
The reverse gear is synchronized and can, therefore,
be smoothly engaged even when the vehicle is The oil pump has a delivery rate of approx. 8 litres
coasting slowly forwards. The reverse gear is at 6,000 rpm. The oil pressure is limited to 2.7 - 3
located in the front transmission cover. The bar by means of a ball valve.
intermediate gearwheel of the reverse gear is
mounted on a pin by means of needle roller
bearings and secured in place with a segment. The
5th and 6th gears are also in the front transmission
cover. The fixed gearwheels are attached to the
input shaft and the loose gearwheels are mounted
on the output shaft.

Transmission lubrication

A separate oil pump (1) is used in the 911 GT2

transmission to ensure optimum lubrication even at
critical locations, uniform oil distribution, reduced
churning losses and a drop in transmission oil
temperature.

The gear pump (1) driven by a drive pinion mounted

on the drive shaft draws the oil out of the
differential housing. It pumps the oil through the
oil to water heat exchanger (2) and then feeds it to 3_02a_01

the various lubricating points.

The differential housing is divided into two sections

by a partition wall to ensure that the oil can be
drawn in reliably without air pockets. One section
contains the crown wheel and the other the settled
oil and the suction pipe (3).

2002 Service Training 3-5

 3 Transmission 911 GT2

Transmission oil cooling

An oil to water heat exchanger (1) serving as a
transmission oil cooler is mounted to the
transmission of the 911 GT2 in order to prevent
excessive transmission oil temperatures, especially
when the vehicle is used for racing.
This ensures that the oil temperature does not
exceed 120 °C, even under extreme conditions.
A coolant shut-off valve (2) is fitted since the oil-to-
water heat exchanger is only used for cooling and
not for heating the transmission oil.
The DME control unit is informed of the
transmission oil temperature by means of a
temperature sensor (3) (fitted to the oil-to-water
heat exchanger bracket). If the temperature is
higher than 105 °C, the shut-off valve is opened, the
heat exchanger is flushed with coolant and the
transmission oil is cooled.
The transmission oil cooling system is deactivated
again at 95 °C.

3_02b_01

Note

It is essential to observe the change intervals, filling capacities and the approved oil types specified in the
Technical Manual and the Warranty & Maintenance booklet.

3-6 Service Training 2002

911 GT2 Transmission
3581 Synchronization, 1st/2nd gear
As with previous transmissions, the G96/88
transmission uses a double cone synchronization
mechanism.
The major advantage of this synchronization
mechanism is that the shifting forces are reduced
by approx. 30 - 40% compared to the single cone
synchronization mechanism.
Functional description
The synchronizing ring (2) and friction ring (3)
rotate at the same speed as the guide sleeve (4)
and shift sleeve (5), and this, in turn, depends on
the vehicle speed (drive shaft). The loose gearwheel
with clutch body (6) and the tapered ring (1) rotate
at the same speed as the engine.
3_06_01
If, during the shifting process, the shift sleeve is
moved axially along the guide sleeve, a moment of
friction is produced between the synchronizing ring
and tapered ring around the outside diameter and
between the friction ring and tapered ring around
the inside diameter. This moment of friction
decelerates (1 - 2 shifting) or accelerates (2 - 1
shifting) all parts rotating at the same speed as the
engine. Doubling the number of friction surfaces
considerably reduces the shifting forces.
2002 Service Training
3
3593 Synchronization, 3rd - 6th and R
gear
The synchronization mechanism used for gears 3 -6
and for the R gear is a single cone synchronization
mechanism.
The synchronizing rings for gears 3 - 5 are made of
steel. The synchronizing rings for the 6th and
R gear are made of special bronze. The friction
surfaces of all synchronizing rings (except the
synchronizing ring for the R gear) have a
molybdenum coating.
Gear retention
The clutch body gearing and shift sleeve gearing are
bevelled to ensure reliable retention of the selected
gear.
When the torque is transmitted, the bevelled
surfaces of the shift sleeve and clutch body are
pressed against each other so that the shift sleeve
is moved to the clutch body or loose gearwheel. If
no torque is applied, the shift rod arrester is
responsible for gear retention.
Raised points on the clutch bodies prevent "over-
shifting".
3-7
 3 Transmission 911 GT2

3582 Shift sleeves 3908 Drive assembly

The shift sleeves for gears 1 and 2 as well as for
gears 3 and 4 are asymmetrical. During assembly,
it is important to ensure that the continuous groove
(A) faces the 2nd and 3rd gear. The shift sleeves
have three grooves in the inner gearing, the position
of which is indicated by three punch marks. When
mounting the shift sleeves, it is essential to ensure
that the punch marks (B) on the shift sleeves are
aligned with the center of the ball bearings.
The drive assembly is a hypoid drive. This means
that the center axis of the crown wheels is 10 mm
above the center axis of the drive shaft.
Compared to drives with crown wheels of similar
size, hypoid drives can transmit higher torques
since the teeth of the drive shaft are stronger. In
addition, the modified crown wheel position permits
lower diffraction angles along the drive shafts. The
drive shaft and crown wheel are geared using the
Klingelnberg technique.

The drive shaft is hollow drilled to optimize

lubrication and to reduce weight, and also has
shot-peened tooth surfaces.

The adjusting dimension E is 70.00 mm and is set

at the tensioning plate and four point bearing using
adjusting shims.

Shift mechanism

The six forward gears and the reverse gear (R) are
arranged in four shift gutters. The 6th gear is
located at the bottom right of the shift pattern.
1905_35

3_24_99

1906_35
A cable shift mechanism is used. This prevents
assembly movements and vibrations from being
1 - Shift sleeve A - Groove
transmitted to the gear shift lever.
2 - Ball bearing B - Punch mark
3 - Driver dog C - e.g. 2nd gear side
4 - Spring D - e.g. 1st gear side

3-8 Service Training 2002

911 GT2 Transmission 3

In contrast to a gear-shift linkage, a shift and

selector cable (to which tensile and compressive
loads can be applied) forms the connection between
the gear shift lever and the transmission. The
advantages of this system are the low space
requirements, the low weight and especially the
effective prevention of assembly movements and
vibrations from being transmitted to the gear shift
lever without impairing shifting precision.

3546 Mounting

The input and output shafts each have four bearing

points. In the transmission case, the two shafts are
each mounted on one cylindrical roller bearing.

Four point bearings, which are fitted in a tensioning

plate, are used as axial mounts.

Owing to the high torque, the four point bearing of

the drive shaft has been strengthened compared to 3_5_98
that of earlier transmission versions.

There is also an additional cylindrical roller bearing

for each shaft in the gearwheel case and in the front
transmission cover

Gear shifting

Functional description

The selector cable is connected to the selector lever

shaft (1) to allow preselection of the desired gear.
The longitudinal movement of the selector cable is
converted into rotary movement via a right angle
drive (2). This causes the internal shift rod (3)
inserted in the right angle drive and the internal
shift finger attached to the rod to rotate. As a
result, the internal shift finger engages in the
corresponding shift rod and the gear plane is
preselected. The gear planes are arrested with a
spring loaded cam plate.

The shift cable is connected to the external shift

lever (5) to allow the gear to be engaged. The
external shift lever is, in turn, connected to an 3_03_01
internal mechanism (6) which engages in a selector
shaft attached to the internal shift rod so that the
appropriate shift fork is moved.

2002 Service Training 3-9

 3 Transmission
3521 Shift forks
The aluminium-alloy shift forks for gears 1 and 2
and gears 3 and 4 are attached to the shift rods by
means of spiral pins and cannot be adjusted. The
shift forks for gears 5 and 6 and that for the reverse
gear are attached to the shift rods using hexagon
bolts and must be adjusted. The surface of the
shift rods making contact with the shift forks is
knurled so that the shift forks cannot become
incorrectly adjusted during operation.
The shift fork for the 3rd and 4th gear has been
shaped to provide sufficient clearance between the
shift fork and the drive gear of the oil pump.
35 Gear arrest
The gears are arrested centrally by means of an
internal mechanism. In addition, each individual
shift rod is also arrested by separate springs and
balls.
3_28_99
3-10 Service Training
911 GT2
3530 Shift interlock
Blockers are attached to the tensioning plate and
the shift rods to ensure that only one gear can be
engaged at any one time. When the shift
mechanism is assembled or disassembled, it is
essential to ensure that these blockers are not lost
and that they are installed correctly.
3_35_99
3437 Transmission case
The transmission case is a three part component
comprising the clutch case, gearwheel housing and
front transmission cover. The case sections are
die-cast and made of light alloy. The joints between
the individual case elements are sealed using
Loctite 574 without gaskets. The case sections are
centered with locating pins and bolted together with
M8 bolts.
The reverse lamp switch is in the front transmission
cover.
A steel insert is cast into the bearing bores in order
to minimize bearing clearance on the input and
output shaft when the differential housing expands
due to heat.
2002
911 GT2 Transmission
3940 Limited-slip differential
Since, owing to its rear-mounted engine and the
resulting axle load distribution, the 911 GT2 is able
to convert engine output into forward propulsion
very efficiently (good traction) even under poor road
conditions (e.g. wet surface), a locking factor of
40% is sufficient in the pull phase.
Higher locking factors would have a detrimental
effect on the cornering ability of the vehicle without
any significant improvement in traction.
The locking factor in the push phase is 60%. The
value for the push phase is higher than that for the
pull phase since the engine drag torque is less than
the maximum engine torque. Additionally, this
configuration prevents the vehicle from oversteering
in the case of load changes in corners.
The limited-slip differential was designed as an
element of the overall driving dynamics
configuration of the 911 GT2 and should only be
regarded as a complete system with respect to the
overall characteristics of this vehicle.
2002 Service Training
3
Functional description
The housing of the limited-slip differential (1) is
driven by the crown wheel of the drive assembly.
The pressure pieces (3) and (7) interlock with the
housing (1), but can move axially and are shifted to
the left and right-hand disc sets by the differential
pins (2) when loads are applied. The expansion
force generated (Pax) depends on the applied
torque, the overrun angles (a) and the pressure
pieces (3) and (7).
The higher the expansion forces Pax acting in both
directions on the friction discs are, the higher the
locking force of the multiple-disc limited-slip
differential will be.
The limited-slip differential is preloaded by the
diaphragm springs (6) in both disc sets so that it is
ready for operation without torque having to be
applied. The static friction moment produced by
preloading the disc sets is increased considerably
under driving conditions by the expansion force
which also acts on the disc sets.
In the case of the 911 GT2, the overrun angles in
the push phase are such that a locking value of
60% can be achieved (expansion force Pax +
preloading by diaphragm springs). The overrun
angles in the pull phase have been configured such
that a locking value of 40% can be achieved.
3_26_99
3-11
911 GT2 Chassis and suspension 4

4 Chassis and suspension

The chassis of the 911 GT2 has been designed for
extremely sporty driving combined with superior
handling characteristics and excellent driving safety.
The chassis concept was taken from the 911 GT3
and modified to satisfy specific requirements
(vehicle weight and performance).
· Adjustable stabilizers to allow adaptation to tires
used in motorsport.
· Increased adjustment range for axle geometry to
allow for its use in motorsport (racing tires) and
the specific associated requirements (e.g. camber)

Furthermore, the GT2 must be able to meet a · Reinforcement of relevant elements (e.g. wheel
number of special demands as it may be used for carriers and wheel bearings on the front axle) to
motorsport. allow for the possible use of racing tires and the
associated higher loads on the individual
These include: components (especially the front axle)

· Lowering of the vehicle's center of gravity with · Optimization of the wheel guides (especially on
appropriate kinematic adaptation the rear axle)

4_01_01

Note
When the 911 GT2 is delivered, its running gear is configured for use with tires approved by Porsche.
If the adjustment values are changed (e.g. to allow the vehicle to be used for motorsport), it is essential to
restore the original running gear configuration before the vehicle is driven on public roads.

It is essential to observe the information regarding maintenance intervals given in the Warranty &
Maintenance booklet and in the Technical Manual.

2002 Service Training 4-1

 4 Chassis and suspension 911 GT2

4001 Front axle

The front axle is based on the tried-and-tested front-axle concept of the 911 GT3. It has been adapted to
the higher performance potential by means of a firmer spring/shock absorber and stabilizer configuration.

4_05_01

4017 Lower control arm

The lower control arm is a two-piece component to

allow larger camber angles required for motorsport
to be set. Basic camber adjustment is carried out
by inserting shim plates between the two parts.
Fine adjustment is carried out at the spring-strut
mount. The advantage of performing adjustment at
the control arm is that a slight increase in track
width is also produced with the increased camber.
In this way, it is possible to increase the camber
angle by up to -5°. Two bolting points for the
longitudinal control arms are provided in the 4_06_01
rubber bearing. This ensures that optimum axle
geometry (caster) can be achieved with major One of the shim plates at the left hand control arm
camber changes. has an attachment for the headlight beam angle
sensor.

4-2 Service Training 2002

911 GT2 Chassis and suspension
4085 Spring strut
The spring strut consists of a single tube gas filled
shock absorber and a cylindrical spring with
progressive characteristic. Both components are
configured for very sporty handling.
The tightly wound spring coils rest against the lower
spring seat and have a flexible protective covering.
The springs are painted yellow to distinguish them
from those used in the 911 GT3.
4_08_01
The spring struts have external threads and height-
adjustable spring seats to allow height adjustment
and precise balancing of the wheel loads.
Note regarding adjustment of suspension height
The threads are designed so that the vehicle can be
raised by approx. 20 mm to allow it to be driven on
poor road surfaces.
2002 Service Training
4
The following points must be observed:
· The height setting must be changed by the same
value at all four wheels.
· The axle geometry (toe and camber) changes when
the height setting is changed. The vehicle must be
re-aligned.
· A change in the vehicle's handling characteristics
is to be expected.
The spring seats are locked with counternuts to
prevent them from turning.
A holder for the ABS and brake pad wear indicator
cables is attached to the stabilizer mount to keep
the cables away from the hot brake components.
4050 Wheel carrier
The modified wheel carrier with a wheel bearing
diameter which has been increased by 10 mm to 80
mm permits the appropriate load reserves if the
vehicle is used for motorsport. The track rod
coupling has been adapted to neutralize the effect
of the overall axle geometry (kinematics) resulting
from the reduced vehicle height.
4009 Front-axle cross member
The rear part of the front axle cross member is
attached to the vehicle body by means of a double-
bolt connection.
4-3
 4 Chassis and suspension
4088 Spring strut mounts
The spring strut mounts are fitted with "unibal"
joints (steel joint instead of rubber mount) to
provide a precision bearing for the shock absorber
piston rods and to minimise the effects of
compression on the axle geometry.
4_14_01
The mount is designed in such a way that two
mounting positions are possible allowing different
camber ranges to be set for road and racing tires.
For this purpose, the bolts can be pushed out and
inserted at different positions.
4_44_99
4-4 Service Training
911 GT2
4077 Stabilizer
The tubular stabilizer (26.8 x 4 mm) can be
adjusted to 5 different settings using the integrated
holes. Under normal driving conditions (with road
tires), the stabilizer mount must be secured to the
center hole. The vehicle's tendency to oversteer or
understeer when fitted with racing tires can be
compensated by moving the stabilizer forwards or
backwards. The stabilizer is attached to the spring
strut in such a way that the handling dynamics are
enhanced under normal driving conditions. For this
reason, the position of the mounting seat is
precisely determined.
Adjustment information can be found in the relevant
Technical Manual.
4_05a_01
2002
911 GT2 Chassis and suspension 4

42 Rear axle

The basic construction of the rear axle used in the 911 GT2 is identical to that of the 911 GT3. The rear
axle has also been adapted to the increased performance potential by increasing the firmness of the
springs/shock absorbers and stabilizers, and several elements have been optimized.

4_03_01

4238 Side section

The side section is connected to the body via a The control arms (e.g. track, upper, diagonal and
metal bearing instead of a rubber bearing. transverse control arms) and the wheel carrier were
Consequently, the side section can be set 7 mm taken from the 911 Carrera.
higher allowing optimization of the kinematics.

Track eccentric

The stroke of the track eccentric can be changed

accordingly to readjust the track values in the case
of major camber changes.

2002 Service Training 4-5

 4 Chassis and suspension 911 GT2

4271 Shock absorber strut

The shock absorber strut with single tube gas filled
shock absorber has been given a firmer traction/
compression phase. The springs are cylindrical,
mounted concentrically to the axis of the shock
absorber strut and have a progressive
characteristic.
The shock absorber struts have external threads
with adjustable spring seats to permit height
adjustment.
The mounts are identical to those used for the 911
Carrera (rubber-mounted).
The spring seats are locked with counternuts to
prevent them from turning.
4290 Stabilizer
The stabilizer (tube 20.7 x 2.8 mm) is adapted to
the firmer spring/shock absorber configuration and
has four different settings for use in motorsport.
Under normal driving conditions (with road tires),
the stabilizer mount must be secured to the second
hole.
The stabilizer is attached to the spring strut in such
a way that the handling dynamics are enhanced
under normal driving conditions. For this reason,
the position of the mounting seat is precisely
determined.

Adjustment information can be found in the relevant

Technical Manual.

4_09_01
Note
Regarding adjustment of suspension height. The
threads are designed so that the vehicle can be
raised by approx. 20 mm to allow it to be driven on
poor road surfaces.

The following points must be observed:

· The height setting must be changed by the same

value at all four wheels.

· The axle geometry (toe and camber) changes when

the height setting is changed. The vehicle must be
re-aligned.

· A change in the vehicle's handling characteristics

is to be expected.
4-6 Service Training 2002
911 GT2 Chassis and suspension 4

44 Wheels and tires Tire Mobility System

New light weight single piece wheels in "Turbo"
design have been developed for the 911 GT2. The
new construction and modified rim offset mean that
spacers no longer have to be fitted. The rubber
valve is sealed with a special steel cap to prevent
pressure loss at high speeds.
The 911 GT2 is equipped with a "Tire Mobility
System" instead of a spare wheel. This consists of
a bottle of sealant, a tire compressor and a tire
pressure tester.
This system can be used to seal minor punctures
and leaks so that the vehicle can be driven to the
nearest workshop.

Note

Two locating bolts (part number 999.571.071.30)

must always be fitted before the wheels are
mounted. This will prevent damage to the brake
discs part.

4_10_01

The following wheels and tires are used:

Front axle:

Wheel: 8.5J x 18 ET 40, tires: 235/40 ZR 18

Rear axle:

Wheel: 12J x 18 ET 45, tires: 315/30 ZR 18 4_16_01

Tires:

Pirelli Asimmetrico N0
Michelin Pilot Sport N0

Note
An up-to-date list of approved tires can be found in
the relevant Technical Information booklet.

2002 Service Training 4-7

 4 Chassis and suspension
Brake system, general
The 911 GT2 is equipped with the new Porsche
Ceramic Composite Brake (PCCB) only.
The main advantages of the new system are:
· 50% reduction in rotating and unsprung masses
compared to conventional brake discs with the
same diameter (911 GT2 is 16.4 kg lighter than
911 Turbo)
· Fast brake response
· Maximum fading stability owing to constant and
high friction coefficients
· Excellent responsiveness in wet conditions
· Long service life of brake components (brake disc
up to 300,000 km/185,000 miles)
4_04_01
4-8
911 GT2
4650 Front brake
Brake disc
The front brake disc has a diameter of 360 mm and
is 34 mm wide. The brake discs have involute
internal ventilation and are perforated.
The brake discs are bolted to a separate stainless-
steel carrier. The disc and carrier should, however,
never be separated. The vehicle type (GT or Turbo)
and the direction of rotation are indicated on the
carrier.
Note
The ceramic brake discs are sensitive to knocks and
impacts. The brake discs must never be knocked
(especially at the edges) when they are mounted
and detached. This also applies when wheels are
mounted.
Brake discs with chipped edges may still be used
provided that the damage does not exceed a certain
tolerance. Refer to the information give in the
Technical Manual.
Brake calliper
The tried and tested single piece aluminium brake
calliper is also used for the 911 GT2 (the GT2
version, however, has six pistons).
The piston diameters vary according to the direction
in which the brake disc rotates through the brake
calliper. The piston diameters are 28/32/34 mm.
The brake calliper is painted yellow.
` 4_13_01
Service Training 2002
911 GT2 Chassis and suspension 4

Brake pads Brake calliper

The brake pads are made of a special metal
composite material which ensures high and
constant friction coefficients when combined with
the ceramic brake disc, and has a long service life.
Two damping elements are attached to the carrier
plates. No other damping devices are necessary.
Brake pad wear is monitored.
The tried and tested single piece aluminium brake
calliper is also used for the 911 GT2 (the GT2
version has four pistons).
The piston diameters vary according to the direction
in which the brake disc rotates through the brake
calliper. The piston diameters are 28/30 mm. The
brake calliper is painted yellow.

Brake pads

The brake pads are made of a special metal

composite material which ensures high and
constant friction coefficients when combined with
the ceramic brake disc, and has a long service life.
Two damping elements are attached to the carrier
plates. No other damping devices are necessary.
Brake pad wear is monitored.

4_11_01

4653 Rear brake

Brake disc

The rear brake disc has a diameter of 350 mm and

is 28 mm wide. The brake discs have involute
internal ventilation and are perforated.
4_12_01

The brake discs are bolted to a separate carrier.

The disc and carrier should, however, never be
separated. An arrow on the carrier indicates the
direction of rotation.

Note
The ceramic brake discs are sensitive to knocks and
impacts. The brake discs must never be knocked
(especially at the edges) when they are mounted
and detached. This also applies when wheels are
mounted.

Brake discs with chipped edges may still be used

provided that the damage does not exceed a certain
tolerance. Refer to the information give in the
Technical Manual.
2002 Service Training 4-9
 4 Chassis and suspension 911 GT2

Brake cooling 47 Brake unit and brake

hydraulics
Special importance has also been attached to the
brake cooling system used in the 911 GT2. Fresh The diameter of the brake master cylinder is 25.4
cooling air is supplied to the brake system via the mm. The boost factor of the vacuum brake booster
air guides integrated in the lower section of the is 3.15.
nose and in the spoiler. The design and position of
the side air inlets is such that part of the incoming
air is directed to the side radiators. The air passes
4501 ABS
through openings in the wheel house liners.
Spoilers then direct the air from the wheel house to The basic configuration of the ABS 5.3 is identical
the brake. to the ABS version used for the 911 GT3.

This version is a triple-channel ABS control system

without traction control.

The control system has been adapted to parameters

specific to the 911 GT2.

4_02_01

4-10 Service Training 2002

911 GT2 Body 5

5 Body

General

The newly designed nose section with its enlarged air inlets for supplying cooling air to the radiators and
front brakes distinguishes the external appearance of the 911 GT2 from that of the 911 Turbo. A
particularly striking feature of the nose section is the air outlet in front of the luggage compartment lid.
The rear lid with fixed spoiler (which can, however, be adjusted manually) was also newly developed for the
911 GT2.

0_03_01

0_02_01

2002 Service Training 5-1

 5 Body 911 GT2

Aerodynamics and air ducting

Lengthy and complex wind tunnel tests and subsequent modifications have resulted in a reduction in lift
forces without increasing the drag coefficient. The new design of the front trim, which considerably reduces
the amount of air flowing under the vehicle, has been a decisive factor contributing to this success. The
modifications to the exterior design of the vehicle have also led to a more efficient reduction of the lift
forces acting on the vehicle.

5_.5_01

Drag coefficient cD = 0.34

Frontal area AF = 1.96
Actual aerodynamic drag cD x AF = 0.67

The aerodynamic measures implemented at the front and rear of the vehicle are matched to ensure an
optimum balance between the lift coefficients for the front and rear axle. The flow of air around the rear
wheels has been improved by the aerodynamically optimized side member panels.

Apart from lowering the vehicle's center of gravity, lowering the chassis by 20 mm (compared to the 911
Turbo) at the front and rear axle also improves the aerodynamic qualities. This measure reduces the
vehicle's frontal area affected by drag and the amount of air flowing under the vehicle which causes
unwanted lift.

As with all 911 models, the underbody of the new 911 GT2, from the front axle to just before the engine, is
covered with three large polypropylene panels to ensure good aerodynamics. The rear underbody panel
ensures optimum transmission ventilation.

5-2 Service Training 2002

911 GT2 Body 5

Bodyshell

The body of the new 911 GT2, like that of the 911 Turbo, is based on the bodyshell of the four wheel drive
911 Carrera 4, although the 911 GT2 is only available with rear wheel drive.

As with the 911 GT3, the bodyshell design permits a fuel tank with a capacity of approx. 89 l to be
installed. It was possible to increase the capacity of the fuel tank without modification to the bodyshell by
utilizing the space occupied by the front axle differential in the 911 Turbo.

The front wing and doors are identical to those used for the 911 Turbo. For weight reasons, the bodyshell
mounting plates to which the roll cage is attached are available in different country and equipment versions.

RoW USA Clubsport package

RoW/USA
Mounting plates, A-pillar X
Mounting plates, B-pillar X X

5_2_01

1 - Very high strength steel 4 - Boron steel

2 - Sheet steel 5 - Tailored blanks
3 - High strength steel 6 - Stainless steel

2002 Service Training 5-3

 5 Body 911 GT2

Passive safety

The bodyshell structure of the 911 Turbo has been used as the basis for the safety relevant components
used in the 911 GT2. Straight side members which have a cross section designed for optimum energy
absorption and which are supported by strengthened sections of the passenger compartment are used to
absorb energy at the front of the vehicle. The fuel tank is located behind the deformation zone and is also
protected by the front axle carrier. The fuel lines are installed outside the deformation zones.

Like the other 911 models, the 911 GT2 satisfies all legal requirements worldwide with regard to passive
safety.

5_4_01

1 - Very high strength steel 4 - Boron steel

2 - Sheet steel 5 - Tailored blanks
3 - High strength steel 6 - Stainless steel

5-4 Service Training 2002

911 GT2 Body 5

Luggage compartment

The luggage compartment is identical to that of the 911 Turbo. However, since the "Tire Mobility System" is
used instead of the collapsible spare tire, the luggage compartment volume is 110 l.

5056 Front wheel house liner and

The front wheel house liners have been modified to increase the flow of air needed to cool the brakes.

5369 Rear wheel house liner

The rear wheel house liners are identical to those used for the 911 Turbo.

5190 Cover panels

The underbody panels are identical to those of the 911 GT3. The underbody panels reduce the drag
coefficient and rear axle lift. They also ensure cooling of the assembly units

Note:

For aerodynamic and thermal reasons, the vehicle should never be driven if any of the components are
missing or have been removed.

2002 Service Training 5-5

911 GT2 Body equipment, exterior 6

6 Body equipment, exterior

6315 Front trim

The front trim has been redesigned for the 911 GT2. Extensive modifications to the entire system were
necessary to satisfy the aerodynamic and thermodynamic requirements.

In order to reduce the lift generated by the air flowing through the middle radiator, the discharged air must
be guided over and not under the vehicle.

The air duct behind the middle radiator guides the air through the outlet in the top of the nose section.
The transverse struts in the outlet opening have a wing-shaped section. The side cooling air inlets have
been shifted further towards the outside of the vehicle and their outer profile has been emphasized. As a
result, a larger quantity of the air flowing past each side of the nose section is guided into the cooling air
inlets.

An additional plastic lip is attached to the bottom of the front trim.

7_01_01

6355 Rear trim

The rear trim is identical to that of the 911 Turbo.

2002 Service Training 6-1

 6 Body equipment, exterior 911 GT2

6631 Sill cover

The lower sill cover is identical to that of the 911 Turbo. Apart from aerodynamic optimization, the sill cover
also protects the painted door sill from stone impacts.

6658 Engine compartment lid with spoiler

The engine compartment lid has been completely redesigned. Together with the fixed spoiler, it makes a
major contribution to reducing the aerodynamic coefficients at the rear end of the vehicle.

In order to achieve the desired dynamic design and, at the same time, to reduce weight, both the rear lid
and the spoiler are made of plastic.

The position and shape of the spoiler ends is designed to provide a high degree of aerodynamic efficiency
while blending in harmoniously with the overall design of the vehicle.

On public roads, the rear spoiler must be set to its standard position. When the vehicle is driven on racing
circuits, the spoiler can be tilted by max. 6 degrees (basic setting: 1 degree approach angle) to generate
greater downforce at the rear axle (e.g. in wet conditions). The tightening torque for the locking bolts is 46
Nm.

6_02_01

6-2 Service Training 2002

911 GT2 Body equipment, interior
7 Body equipment, interior
General
The interior of the 911 GT2, which is based on the
standard interior design of the other 911 models, is
characterized by the light weight plastic bucket
seats and their leather covered seat surface. To
reduce weight, no seat assembly is installed in the
rear of the vehicle.
As with the 911 Turbo, leather upholstery is fitted
as standard in the 911 GT2. Apart from the seat
covers, leather is also used for the dashboard, the
door and rear side trim, the front and rear side
facing panels, and the pillar and windshield trim
panels.
The roof liner is made of alcantara. The vehicle
interior is black. The 3 point seat belts are
available in black, indian red, speed yellow and
maritime blue.
2002 Service Training
7
The door sill covers, handbrake lever and the carpet
covering the rear wall all bear the "GT2" logo.
The 3 spoke airbag steering wheel with the color
Porsche crest set in the hub cushion is the same as
that of the 911 GT3.
Driver, passenger and side airbags (POSIP) are
fitted as standard. Side airbags are also provided
in the Clubsport version of the 911 GT2.
All plastic trim elements and covers have a black
soft look finish.
7-1
 7 Body equipment, interior
Clubsport package (RoW)
This equipment variant has been developed to allow
the customer to compete in motorsport events
requiring an official permit, without having to make
major modifications to the vehicle.
A roll cage which is bolted to the vehicle body (also
a feature of the 911 GT3) is included in the
equipment package.
When GT2 Clubsport vehicles are delivered, only the
rear section of the roll cage is mounted (the front
section is supplied with the vehicle). The bucket
seats of the Clubsport package are covered with
flame retardant material instead of leather and the
3 point seat belts are Indian red.
1 - Very high strength steel
2 - Sheet steel
3 - High strength steel
7-2 Service Training
911 GT2
A red 6 point seat belt for the driver's side as well
as a fire extinguisher with holder, both required for
motorsport, are also supplied. The 6 point seat
belt is not approved for use in road traffic.
Clubsport package (USA)
In contrast to the RoW variant described above, the
basic USA Clubsport version (for homologation
reasons) is fitted with leather covered sports seats
instead of bucket seats with fabric covers and is not
supplied with a 6 point seat belt.
5_1_01
4 - Boron steel
5 - Tailored blanks
6 - Stainless steel
2002
911 GT2 Heating/air conditioning 8

87 Heating/air conditioning

The heating/air conditioning system is identical to that of the 911 Carrear (model ‘99).

2002 Service Training 8-1

911 GT2 Electrical system 9

9 Electrical system

The electrical system is identical to that of the 911
Carrera (model ‘99). Except for the items that
follow.
9660 Battery master switch
The master relay is installed next to the battery on
the right hand side of the fresh-air compartment
(installation is only possible in conjunction with a
60 Ah battery).

A battery master relay with an internal emergency

switch can be retrofitted in the GT2 Clubsport
model.

The external emergency switch in the fluid reservoir

cover (front left) and the necessary wiring are
pre-installed. (see lower right illustration)

Functional description

The battery master relay has an additional manual 9_05_01

battery master switch. As a result, it is possible to
select the "motorsport" or "road" switch mode
without having to make modifications to the vehicle.

The "motorsport" switch mode is indicated by a External emergency switch

warning lamp in the internal emergency switch.

Safety information

Caution

The vehicle must not be driven on public roads in

the "motorsport" switch mode. The entire
electrical system is disconnected from the battery
when the internal or external emergency switch is
actuated, i.e. all electrical components (including
those required when driving on public roads) are
switched off.

Installation kit

The kit contains all the components required for

installation (including installation in RHD vehicles). BW1 231
The battery master relay is fully wired (including 7.5
A fuse). Assembly instructions are supplied with
the kit.

2002 Service Training 9-1

 9 Electrical system 911 GT2

Internal emergency switch

Note

If the "motorsport" switch mode is selected and the

emergency switches are actuated, the battery could
discharge if the vehicle remains unused for a long
period of time.

After installing the battery master switch or

disconnecting the electrical system via the
external/internal emergency stop switch, refer to
the section entitled "Steps to be taken following
disconnection of battery" in the Technical Manual.

BW1 221

Operation:

"Road" switch mode

· Turn the red actuating knob on the battery main

relay clockwise as far as it will go (bayonet).
· The battery master relay as well as the internal
and external emergency switches are deactivated.

"Motorsport" switch mode

· Turn the red actuating knob counter-clockwise and

remove.
· Push the external emergency toggle switch
forwards ("ON" position).
· Press the internal emergency switch. The
"motorsport" switch position is indicated by a
warning lamp in the switch.

9-2 Service Training 2002