Original Poster. Search My Stuff What's New 3 12 24 How do people reckon the GT3 Mk1 will be viewed in a few years time? Will it be viewed as an all-time great? Will the GT3 be made to look second rate when a GT3 comes out? Obviously no-one has a crystal ball, but I'm interested in people's views of where it will fit in the wider scheme of things Reason for asking is of course that I quite fancy buying one at some point, which begs the question of what values are likely to do over the next few years.
What might happen to the value of a car that worth around 50k today? Sorry if this has been covered before, didn't find anything from a quick search Chris. The boys on titanic and Gt3 forums have discussed this on more than a few occasions,the concencus is that the Mk1 will probably be the one to keep over the mk2, but will not be as special as the RS.
GT3 mk1 has the more individual spoiler, a few additional lightweight engine components and it was the first of the type. As far as values are concerned the rhd clubsport is the one, there were 28 produced and are all on the club register They are probably going to suffer a little more in value as the mk2 cheapens up over the next few years.
Some say the handling of the GT3 Mk1 is more predictable. Certainly the speed of the GT3 Mk2 defies logic. And I don't think anybody is likely to fall in love with a 3. The original GT3 is limited in numbers, whilst I am told that the Mk2 continues to be manufactured The cheapest low mileage Mk2 GT3 I have seen was 65k a loss of 12k to it's owner in 2, miles. Comfort version.
I reckon my 50k would go into a good Mk1. Now that would have been a much better investment than my CSL, but I have seen them compared as being surprisingly similar in nature. A Mk1 in speed yellow and CS is in my opinion one of the best track tools known to man. I love'em.
I guess they will be seen as a classic and would have one over a Mk2 and an RS. Classic status? IMHO it already is I have registered with the titanic but i cant read any messages?
Any ideas? Merritt 1, posts months.The game changer. It seems astonishing that only made it to the UK officially. This car has the full Club Sport Package. The odometer says 54, miles but the cockpit of this GT3 suggests much less than that.
The engine is naturally aspirated and based on the unit used in the Porsche and Porsche GT1 race cars. The GT3 engine could thus also be thought of as similar to a engine, but with water-cooled cylinders. Up to early model year GT3 production, the basic casting used for the crankcase of the GT3 was the same as the air-cooled engine. Because the air-cooled crankcase uses the Porsche engine to transmission mounting flange configuration, the GT3 used a manual gearbox also of air-cooled heritage.
This gearbox has interchangeable gear ratios and is more durable making it more suitable for racing than the standard type gearbox. This option replaced the standard electrically adjustable leather front seats with manually adjustable racing buckets finished in fire-retardant fabric, single mass flywheel, bolt-in half-roll cage, 6-point drivers racing harness also replacing the standard side airbagsfire extinguisher mounted in the front passenger footwell and preparation for a battery master switch.
If you have similar top quality cars like we sell, please call Tom on Border Reivers :- We only buy cars, We would love to own. Worldwide Shipping Specialists If you have similar top quality cars like we sell, please call Tom on In the mids, Porsche had to modernize the Building an air-cooled car with bones dating back to the early s simply wasn't sustainable, so Porsche had no choice but to go radical. The resulting car, thewas the profitable sales success Porsche so desperately needed, but it came at the expense of credibility with enthusiasts.
In embracing modernity, fans felt was no longer the car they had grown to love. In their eyes, it became a sell-out. A pretender. A shadow of itself. I always thought the never got its fair shot. Even ignoring its genuine faults—intermediate-shaft bearing failures among them—the was going to have a hard time in life.
Purists weren't ready to accept that the had to change, and that negative sentiment carried on long after it left production. The GT3 calls bullshit on those purists. It's proof that Porsche never lost sight of what made the great as it entered the 21st century. Last year, Porsche brought this beautiful GT3 out of its museum to a road-trip in Scotland celebrating the millionth In a group of amazing old and new s, this stood out as a singular achievement.
It's one of the last truly old-school s, and easily one of the all-time greats. This becomes evident as soon as you climb inside and start its 3.
It might've been one of the first water-cooled engines ever to find a home in the back of a road-goingbut init was a proven workhorse. Created by Hanz Mezger, Porsche's most famous engine designer, the GT3's flat-six can trace its origins back to the turbocharged flat-sixes that helped Porsche dominate Le Mans in the s and s. Its four-valve cylinder heads were derived from those in the supercar—the first based street car to employ water-cooling—and its dry-sump lubrication system came straight off of the Le Mans-winning GT1.
This engine is naturally aspirated in the GT3, and all the better for it. Firing it up immediately fills the spartan interior with noise. A clatter, to be more accurate. Even if you miss the whirring of an air-cooled 's belt-driven fan, there's plenty of honest, mechanical noise to make up for it. Blip the throttle and the engine revs up quickly before it settles back down into an uneven idle. It's a hint of what's to come, as redline is set just a few ticks below rpm and its horsepower comes at With its peak torque of lb-ft of torque only coming at rpm, this is an engine that's happiest closer to redline.
The engine is controlled with a six-speed manual gearbox with a shift action that's nothing to write home about—accurate enough, lighter than expected, long throws—and a heavy, springy clutch. A lightweight flywheel means the engine responds quickly to the tiniest throttle inputs, which makes things a little tricky at first.
The car is all the better for it. This is the least powerful of all the so-called Mezger engines that found home in GT3s made up toyet it helps the feel fast even by today's standards. It can't match the effortless twin-turbo shove of the current Carrera's 3. If that sort of thing bothers you, you're missing the point. This car is all about making you work for its performance, and it rewards you with not just rapid forward motion, but all kinds of sweet motorsport-esque noises too.We are very happy to offer you up for auction, one of the last ever hand-built Porsches.
This vehicle is a Options on this kit include a safety harness, roll cage, lighter flywheel, side airbag delete, power switch, etc. The engine brings hp to the rear wheels via a limited slip diferential. No ESP, no unnecessary gadgets, pure driving pleasure. It is one of the purest Porsches that exists. It was given a high-quality paint treatment and a Service II check-up before sale. This beast is ready to be driven! The standard GT3 wheels are in good condition.
Minor damage is reported on the wheels, but the seller did not go into further detail. This option replaced the standard electrically adjustable leather front seats with manually adjustable racing buckets finished in fire-retardant fabric, single mass flywheel, bolt-in half roll cage, 6-point drivers racing harness also replacing the standard side airbagsfire extinguisher mounted in the front passenger footwell and preparation for a battery master switch.
The Clubsport option was never offered to US customers, ostensibly due to the additional DOT crash testing that would have been required to allow US sales.
The owner reported that original accessories are included. It has matching chassis number and engine number but without supporting documentation. The seller rates the interior a 4 out of 5 — nearly perfect condition.
This beauty was given a high-quality paint treatment by Monza Detailing Center in Ghent and where it also received 3 layers of protective nano coating.
996 GT3 Mk1 - the long term view?
The seller agrees to a pre-purchase inspection the vehicle. This vehicle is not VAT deductible. You must be logged in to post a comment. Wheels and Tires The standard GT3 wheels are in good condition. Brake discs and pads The brakes and discs are in good condition. Any other questions about the car or the sale can be asked in the comment field below. Make: Porsche. Model: GT3 Clubsport. Body Type: Coupe. Color: Zanzibar Red. Interior: Black.
Engine: 3. Horsepower: HP. Drive: Rear Wheel Drive. Transmission: Manueel. Mileage: 92, KM. Other Auctions: Do you have a vehicle for sale?Select cars to compare from your search results or vehicle pages.
To Save cars from your search results or vehicle pages you must first login. To Save a search to find the cars you like quickly you must first login. Its true genius is more evident now than when this hero rolled out in Half-truths often become legends while nods and winks gently coalesce into established facts.
We want to believe. To contextualise the genesis of this car, you need to understand nothing more abstract than cooling. More specifically, water cooling.
The water-cooled heads continued for both production and race versions of the supercar, with the subsequent and racers featuring fully water-cooled Hans Mezger-designed engines. In short, it has become the yardstick of progress. It was rapidly apparent that this was the real deal, something aside from the usual slightly cynical go-faster special. Read next: Porsche generations. The transition to oversteer is soft, even if the speeds are not, for the natural poise of the chassis and the limitless torque mean the wheel and throttle can be worked together to hold a slide.
This latter part is key and is an integral aspect of what makes the GT3 such an intriguing car.
Porsche 911 GT3
It arrived at a time when electronic stability control devices were being adopted widely. Audi and Mercedes, having been given a salutary lesson by the dynamic shortcomings of the TT and A-Class respectively, were high-profile examples of car makers putting their faith in stability control. The GT3 would be fitted with stability control as standard, but the was both the first and the last of the purely analogue GT3s.
Your right boot was the governor. While later models would opt for thinner glass and lightweight body panels, the GT3 was actually 30kg heavier than the base Carrera. Nor the 7min The GT3 was offered in two distinct iterations, known as the Mk1 and the Mk2.
Some Mk1s were built in total with Mk2 models being built alongside GT3 RS models, making the latter one of the very rarest s. Its brakes were less prone to wilting on track and the engine felt stronger at the top end. With power lifting from to kW, and each car consistently making that figure, the Mk2 also feels torquier and shifts more cleanly.
It brought the option of factory carbon-ceramic brakes and it also carried over the stronger steel synchro rings from the late Mk1 models, early cars suffering a gearshift action that could get a bit soft.
Read next: The best modernised classic cars. Yet despite all of that, many prefer the Mk1 car.The Porsche GT3 is a high-performance homologation model of the Porsche sports car.
It is a line of high-performance models, which began with the Carrera RS. The "GT3" nameplate was introduced in as part of the first generation of the Porsche model range commonly known as As with Porsche's previous RS models, the GT3 was focused on racing, and so was devoid of items that added unnecessary weight to the car. The engine of the GT3 set it apart from most of the other models, although it shared the same basic design of the standard so-called "integrated dry sump " flat-six engine.
The engine is naturally aspirated and based on the unit used in the and GT1 race cars. That engine was known as the 'Mezger' engine, after its designer Hans Mezger. The engine uses the original air-cooled 's versatile dry-sump crankcase, with an external oil reservoir. In GT3 configuration, this so-called "split" crankcase meaning the parting line of crankcase is on the crankshaft centreline uses, instead of a fan and finned cylinders, separate water jackets added onto each side of the crankcase to cool banks of three cylinders with water pumped through a radiator.
Thus, the GT3 engine is very similar to the completely water-cooled racing car's engine, which is based on the same crankcase. The GT3 engine could thus also be thought of as similar to a engine, but with water-cooled cylinders.
Up to early model year GT3 production, the basic casting used for the crankcase of the GT3 was the same as the air-cooled engine.Porsche GT3 Clubsport 996
The "" casting number was visible on the bottom of the crankcase, and on areas normally machined in air-cooled applications, but not in water-cooled ones. The crankcase casting was changed in mid to a "" casting number crankcase to eliminate these external air-cooled remnants, but internally it was the same. Because the air-cooled crankcase uses the Porsche engine to transmission mounting flange configuration, the GT3 used a 6-speed manual gearbox also of air-cooled heritage.
This gearbox has interchangeable gear ratios and is more durable making it more suitable for racing than the standard type gearbox. To bring the vehicle's track-prowess to the maximum level, Porsche endowed the GT3 with enlarged brakesa lowered, re-tuned suspension system, lighter-weight wheels and a new front bumper with matched rear spoiler to help increase downforcethereby increasing grip. Porsche offered a no-cost option for the GT3 called the 'Clubsport' package.
This option replaced the standard electrically adjustable leather front seats with manually adjustable racing bucket seats finished in fire-retardant fabric, single mass flywheelbolt-in half- roll cage6-point drivers racing harness also replacing the standard side airbagsfire extinguisher mounted in the front passenger footwell and preparation for a battery master switch.
The Clubsport option was never offered to US customers, ostensibly due to the additional DOT crash testing that would have been required to allow US sales.Jump to navigation. A sublime all-purpose sports car that few others can match for its combination of power, handling prowess and interior refinement. Making its return very welcome indeed. Porsche cite the 20kg saving, and customer preference for mechanical interaction, as the logic for sticking with a conventional six-speed manual transmission.
The innovation with this latest GT3 comes with an enlarged version of the motorsport derived flat six, now displacing 3. Torque is also bolstered, particularly through the midrange, while economy and emissions improve. The other big news is the tweaks made to the aerodynamics. The other detailed changes include lighter wheels, with a single centre bolt, shaving 2. The static appearance leaves little room for doubt that the GT3 is a very different beast to the regular Carrera, even more so with this latest incarnation, which features more vents and slats, this time covered with motorsport style wire meshing.
Porsche 996 GT3 Clubsport | 1999
The GT3 engine also differs considerably from that of the regular — the only carry over parts being the generator and AC unit — and as the regular flat six becomes ever more refined and - whisper it - more anodyne, the GT3 engine retains character in buckets. It is quicker to rev, and revs higher, now to rpm, rpm than before, and possesses a wondrous repertoire of sounds.
The new larger engine is noticeably stronger than before, more in the mid range where there is now a more pronounced cam change around rpm, than at the top end, which remains deliciously frenetic.
A sport button relinquishes an extra 40 lbft of torque below rpm, through permanently opening the active exhaust butterfly valves. As before the gearshift requires a firm hand, but perfectly complements the engine, and should you manage to pull off a well-executed downchange, the satisfaction is immeasurable. Compared to the Mk1, Porsche have ever so slightly tweaked the standard suspension settings — as before the GT3 is fully adjustable — with firmer spring rates, reduced ride height and thicker anti-roll bars.
In other respects the GT3 feels very much as it did before, and we have no complaint with that. The steering is just sensational, and short of a track special Caterham nothing offers a more involving, thrilling drive. The basic shape still doesn't excite me, and the engine's still in the wrong place, but I'm in little doubt that if you wanted one car for reliable everyday road and track work, then there probably isn't a better car than this for it, as long as you like the 's handling characteristics.
It just doesn't have any of the problems that s used to be famous for many years ago. Forget the RS model, this is now my dream machine.
Modern Classic: 1999 Porsche 996.1 911 GT3
I can only imagine what the flat six would sound like. I'll have mine in blue please. Audi Tastic. It's really a whole new theoretical comparison that you are fielding.
I'm sure that if the economies are right, the Porsche board wouldn't object to a R8 V10 RS for the road. It would no doubt sell by the bucket loads, thus lining the pockets of Porsche and therefore alowing the prospect of a new Porsche Gran Tourismo in the spirit of the to be developed and who knows what else???
I think it's absolutely brilliant - one was at the Bugatti circuit at Le Mans this summer and was lapping just 2 seconds slower than an expertly-driven Scuderia. It looked great, too.
And the noise - wow! Account Created with Sketch. Mobile navigation. Tabs Menu. You are logged out.