Porsche 911 GT2 -, Брошюра

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The 911 GT2 | Drive
The six-speed manual gearbox in
the 911 GT2 is specifically
designed for the high engine
performance. The individual ratios
are carefully matched to the spe-
cific characteristics of the engine.
The gear-lever throw is short and
precise, enabling fast and
accurate gearshifts.
A typical feature of the 911 GT2
is the Launch Assistant – for
maximum acceleration from a
standing start. The clutch and
accelerator are depressed when
the vehicle is stationary. When a
boost pressure of approximately
0.9 bar is displayed in the instru-
ment cluster, release the clutch as
quickly as possible and maximum
acceleration automatically ensues.
Normally on a turbocharged vehicle
with manual gearbox, the boost
pressure under acceleration from
a standing start is relatively low.
The turbo effect is delayed as
the engine gathers speed and
the boost pressure starts to build.
On the 911 GT2, this initial delay
is reduced. While the car is still
stationary, the fuel injection is
modified to help the engine reach
maximum output earlier. The boost
pressure is significantly increased
and the engine readied for a faster
start.
A specially designed traction
control system adapts the acceler-
ation procedure automatically
in the ECU to ensure optimum
traction. The clutch remains
engaged. This reduces load and
prevents high clutch wear. The
power is transmitted directly to
the road via the rear axle.
The gearbox is combined with
a cable linkage and dual-mass fly-
wheel offering added comfort and
precision. The close ratio spread
enables powerful acceleration
within the optimum engine power
band.
Steel baulk rings on gears two to
five ensure a precise gearshift
action even under extreme loads.
Cooling is provided by an add-
itional oil-to-water heat exchanger
and spray lubrication. Both of
these features are essential for
durability in endurance racing
conditions.
Other standard features include
a limited-slip differential with
asymmetrical lock factor. Offering
better traction and handling
when exiting a corner, it applies a
higher proportion of drive torque
to the loaded outer rear wheel.
The term ‘asymmetrical’ means
that one lock factor is applied
when cornering under power
(28 %), and another when braking
for a corner (40 %).
Maximum response to minimum effort.
Transmission.