®

Service Information
2003/2004 Technik Introduction
911 GT3
Important Notice:The contents of this Service Training brochure was 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.

© 2004 Porsche Cars North America, Inc. All Rights Reserved. Reproduction or translation in whole or in part is not permitted
without written authorization from publisher. Service Training Publications

Dr. Ing. h.c. F. Porsche AG is the owner of numerous trademarks, both registered and unregistered, including without limitation
the Porsche Crest®, Porsche®, Boxster®, Carrera®, Cayenne®, Tiptronic®, VarioCam®, PCM®, 911®, 4S®, and the model
numbers and distinctive shapes of Porsche’s automobiles such as, the federally registered 911 automobile. The third party trade-
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tions to be correct at the time of printing. However, specifications, standard equipment and options are subject to change with-
out notice.

Part Number - PNA 489 021 04 Edition - 1/04

Introduction.qxd 2/28/07 2:13 PM Page I

Foreword
911 GT3911 GT3

0_03_04

This Technical Service Information describes the Porsche 911 GT3 for
the model year 2004.

It is clear to see from the information provided here that the new
Porsche 911 GT3 is setting new standards. This enables Porsche to
aggressively develop this market segment.

The content of this brochure is up to date as of February 2003. This Service Information, similar to the
last Technical Service Information, no
longer contains any technical data or part
numbers. This information is available in
the Technical Manual.

Page I
Introduction.qxd 2/28/07 2:13 PM Page II

911 GT3911 GT3

Page II 1.4 / 2004

Introduction.qxd 2/28/07 2:13 PM Page III

Contents 911 GT3

1. Engine

2. Fuel and Ignition System

3. Manual Transmission

4. Suspension
Diagnosis
5. Bodywork

6. Body Equipment, Exterior

Adjustment
7. Body Equipment, Interior

8. Heating/Air-conditioning

9. Electrics/Electronics Note

Programming

Safety

Technical Manual

Page III
Introduction.qxd 2/28/07 2:13 PM Page IV

911 GT3911 GT3

Page IV 1.4 / 2004

Section1.qxd 2/28/07 2:05 PM Page 1

1 – Engine 911 GT3

911 GT3
General
Contents
1001 Engine M 96.79
General . . . . . . . . . . . . . . . . . . . . . . . . .1
The engine of the new 911 GT3 is a revamped version of the previous
model (MY 01), the familiar 6-cylinder Boxer engine, which was derived Full-load curve . . . . . . . . . . . . . . . . . . . .2
from the power unit used in the 911 GT1.
Crankcase . . . . . . . . . . . . . . . . . . . . . . .3

Crankshaft . . . . . . . . . . . . . . . . . . . . . . .4

Belt pulley . . . . . . . . . . . . . . . . . . . . . . .5

Intermediate shaft . . . . . . . . . . . . . . . . .5

Connecting rods . . . . . . . . . . . . . . . . . . .6

Cylinders . . . . . . . . . . . . . . . . . . . . . . . .6

Pistons . . . . . . . . . . . . . . . . . . . . . . . . .7

Cylinder head/valve train . . . . . . . . . . . . .8

Camshaft housing . . . . . . . . . . . . . . . . .10

VarioCam . . . . . . . . . . . . . . . . . . . . . . .10

Oil lubrication system . . . . . . . . . . . . . .12

Oil return pumps . . . . . . . . . . . . . . . . . .13

Cooling system . . . . . . . . . . . . . . . . . .14

1_02_04

A key objective was to increase the maximum power output coupled

with a well-rounded torque curve over the entire engine speed range and
a reduction of the mass of the crankshaft and valve train.

The gear-dependent governed speed in 1st to 4th gear has been in-
creased to 8200 rpm. In 5th and 6th gear it is 8000 rpm.

Page 1.1
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Section1.qxd 2/28/07 2:05 PM Page 2

911 GT3911 GT3 Special features at a glance:

• Two-piece light-alloy crankcase

• Lightened crankshaft and connecting rods

• 8-bearing, plasma-nitride crankshaft

• Titanium connecting rod

• Cylinder case with Nikasil cylinder sleeves

• Lightened valve train

• High-speed-resistant bucket tappets

• Continuously variable timing of inlet camshaft

• Dry sump lubrication with engine mounted oil tank

Full-load curve

1_11_04
Key engine data

Displacement 3.6 Liters At engine speed 5000 rpm

Power output 381 hp (280 kW) Compression ratio 11.7 : 1

At engine speed 7400 rpm Bore 100 mm

Max. torque 284 ft lb. (385 Nm) Stroke 76.4 mm

Page 1.2
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Section1.qxd 2/28/07 2:05 PM Page 3

1010 Crankcase 911 GT3

911 GT3
The crankcase is divided into two sections and is made of an aluminium
/ silicon alloy.

The two halves of the crankcase are machined together. It is, therefore,
important to ensure that the pairing numbers match when the crankcase
is assembled. A ring groove has been cut into the hole for the through
bolt of main bearing 7. It is a relief groove and prevents oil from being
discharged from the joint between the two crankcase halves. It is impor-
tant to ensure that this groove is free of sealing compound and dirt parti-
cles during engine assembly.

The crankcase is bolted together with through bolts (7) which are sealed
by the use of round seals (3 and 5) and sealing washers (2 and 6). In ad-
dition, o-rings (4) are also attached to the lower part of main bearing
seats 2, 3, 4 and 5 in order to reduce vibration along the through bolts.

1_14_99

1.3 / 2004
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Section1.qxd 2/28/07 2:05 PM Page 4

911 GT3911 GT3 1348 Crankshaft

The crankshaft is drop-forged. The shaft has full bearing support, i.e.
every connecting rod pin is supported by 2 main bearings, resulting in 8
main bearing points. Main bearing 1 (flywheel end) is configured as a
thrust bearing so that it can absorb the axial forces acting on the crank-
shaft. The structural design specifies an axial clearance of 0.11 ... 0.20
mm.

The main bearings are supplied with lubricating oil directly from the main
oil gallery of the crankcase, whereas connecting rod bearings 4, 1, 5
are supplied with oil from main bearing 1 and connecting rod bearings
3, 6, 2 from main bearing 8 via a channel in the crankshaft. This
ensures a continuous supply of oil to the connecting rod bearings. After
machining, the crankshaft is plasma-nitrided*. This elaborate surface
treatment technique gives the main and connecting rod bearing journals
excellent surface properties. The crankshaft has a stroke of 76.4 mm.

* Plasma-nitriding is a thermo-chemical heat treatment process and is

carried out in temperatures between 660° F (350° C) and 1100° F
(600° C). Positively charged ions strike the crankshaft (cathode) at
high impact speed from the oven wall (anode). Initially, this ion bom-
bardment achieves a very intensive cleaning of the crankshaft. The
nitrogen is fed to the heated crankshaft surface in a vacuum chamber.

The advantages are:

• High wear resistance

• Low distortion
• Creation of corrosion-resistant coatings
• Reducing the coefficients of friction
• Partial hardening
• Heat resistance and starting durability of peripheral layers up to over
930° F (500° C)
• Environmentally friendly

Page 1.4 1.4 / 2004

Section1.qxd 2/28/07 2:05 PM Page 5

1376 Belt pulley 911 GT3

911 GT3
Since the moving masses in the crankgear could be significantly reduced,
a torsional vibration damper is no longer necessary. A weight-optimized
belt pulley is used.

1_06_04

1520 Intermediate shaft

The intermediate shaft is driven by the crankshaft via spur gears. In order
to ensure that the engine runs smoothly and to reduce wear, the gears
are made of steel and manufactured in pairs. The chain sprockets on the
intermediate shaft which drive the camshafts are made of sintered steel.

The code on the intermediate shaft gear (arrow) and on the left half of the
crankcase indicates tolerance group 0 or 1 (eccentricity in the
crankcase).

At the end of the intermediate shaft is an intermediate part which is linked

1_12_99
to and drives the oil pump. When the intermediate shaft and the oil pump
are fitted, it is important to ensure that the intermediate part has axial
clearance.

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911 GT3911 GT3 1340 Connecting rods

To keep the crankgear mass as low as possible and for optimum

strength even at high speeds, the connecting rods, connecting-rod
bolts and connecting-rod nuts in the 911 GT3 engine are made of
titanium.

There are three main stages of production:

• Drop-forging of the blanks

• Working of the bearing and wrist pin bore
• Shot blasting to increase strength

The connecting rods have a length of 130 mm and are therefore 2.4
mm longer than those of the 911 GT3 model year 2001. The advan-
1_20_99 tage is a more efficient force application in the crankshaft.

The connecting rod and connecting rod bearing cap are matched with
a pairing number.

1021 Cylinders

In order to increase torsional rigidity, the two cylinder banks (each with
3 cylinders) are housed in a single cylinder case. Unlike the 911
Carrera (996) engine, these cylinder cases are not combined with the
crankcase, but are a separate component. Cylinder sleeves made of
aluminium and coated with Nikasil are used in the light-alloy cylinder
cases.

The coolant chamber between the cylinder sleeve and cylinder case is
sealed by o-rings. The joint between the crankcase and cylinder case is
sealed using coated triple-layer sheet-metal gaskets.
1_13_99

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1310 Pistons 911 GT3

911 GT3
The forged pistons were designed with optimum piston crown form and
piston shape along with mass reduction in mind. Therefore, compared to
the previous version, the mass of the complete piston was reduced by
50 g (10%). Half of the reduction was achieved on the wrist pin and the
other half on the piston. The wrist pin is on a full-floating bearing and lubri-
cation is through oil spray. The wrist pin circlip is twist-locked.

Piston cooling

Oil spray jets are fitted in the crankcase to reduce the temperature of the
pistons.

To ensure that the engine oil pressure is maintained at low engine speeds
and high engine oil temperatures, the jets have an opening pressure of
1.8 bar.

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911 GT3 911 GT3 1570 Cylinder head/Valve train

1_01_04

The cylinder heads are manufactured from extreme temperature-resis-

tant light alloy.

The intake and exhaust ports are surface machined to improve the
charge cycle and thus power output. The combustion chambers are
designed as spherical cups, the two intake and two exhaust valves of
each cylinder have a diameter of 41 mm and 35.5 mm respectively
around the valve disc.

The are arranged in a “V” at an angle of 27.4°. The exhaust valve stem
is hollow and filled with sodium to improve heat dissipation. Due to the
power-oriented valve timing and the associated high forces, double
valve springs are used to close the intake and exhaust valves.

Page 1.8
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Section1.qxd 2/28/07 2:05 PM Page 9

This ensures the speed stability of the high-speed designed engine. In 911 GT3
the valve train area the masses were again reduced in comparison with 911 GT3
the previous model.

For this reason, the diameter of the flat-base tappets was reduced from
33 mm to 28 mm, thereby reducing the weight of each tappet by 21 g.
This equates to a weight reduction of moving masses of approx. 0.5 kg.
The contact areas between tappets and cams are cambered. Another
19% (approx. 250 g) of the weight could be saved on the valves, which
have a stem diameter of 6 mm.

The chain drive runs with plastic guide rails and hydraulic chain tension-
ers located at the untensioned end of the chain. A driving flange for the
oil suction pump is attached to the input side of each exhaust camshaft.

1_07_04

Cylinder head gasket

The multi-layer steel gasket is completely covered with high-temperature

resistant plastic in order to enhance the sealing quality of its surface.
The advantage of this steel gasket is that heat can be dissipated from
the cylinder head very efficiently.

Page 1.9
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911 GT3911 GT3 1503 Camshaft housing

The light-alloy camshaft housing is attached to the cylinder head. The

intake and exhaust camshafts are held in the camshaft housing by
means of bearing sleeves. The bearing sleeves and camshaft housing
are machined together and have pairing numbers.

1505 Camshafts

The camshafts are hard-chilled components and hollow-cast to reduce

weight. The shaft diameter of all camshafts is 26.6 mm.

The intake valve lift is 12.3 mm

The exhaust valve lift is 11.1 mm

1_09_04

1537 Variable camshaft timing (VarioCam)

The camshaft adjustment system is based on the principle of a helical

sliding gear which has a cylindrical component (3) between the camshaft
gear and camshaft stub.

1_10_04

1_01_03a

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Section1.qxd 2/28/07 2:05 PM Page 11

The cylindrical component has helical gearing both inside and outside. 911 GT3
The inner gearing engages with matching gearing on the inside of the 911 GT3
camshaft gear (4).

The outer gearing engages with gearing (2) mated to the camshaft stub.
At the same time, the cylinder (3) forms a piston on the side facing
away from the camshaft. This piston can be moved by oil pressure. A
number of teeth have been removed from the gearing to ensure that the
oil pressure can act on the piston instantaneously without loss. The
component is sealed with a sealing ring (1) and cannot be disasembled.

The oil pressure is regulated on both side by means of a solenoid valve,

which is actuated infinitely variable by the Motronic control unit. The
adjustment range designed with a crankshaft angle at 45° allows a very
1_26_99
fine adaption to the engine characteristics regarding power, torque and
exhaust emission.

1_12_04

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911 GT3 911 GT3 17 Oil lubrication system

1_9_99

1 - Oil tank 9 - Piston oil cooling jet

2 - Pressure pump 10 - Chain tensioner
3 - Safety valve 11 - Camshaft
4 - Oil filter 12 - Flat-base tappet
5 - Oil pressure sensor 13 - Suction pump
6 - Oil-to-water heat exchanger 14 - VarioCam
7 - Pressure-limiting valve 15 - Intermediate shaft
8 - Crankshaft 16 - Oil return pump

1.12 / 2004

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1719 Oil return pumps 911 GT3

911 GT3
Due to the design of the engine, a large quantity of oil could collect in
the cylinder head during extreme cornering manoeuvres. To prevent
this, each cylinder head has its own non-return pump (16) to draw off
any excess oil.

The 911 GT3 engine has a dry-sump lubrication system with separate oil
tank (1). A double oil pump, which is driven by the intermediate shaft, is
fitted in the crankcase. The pressure pump (2) draws the oil from the oil
tank (1) and supplies oil to all bearing points, chain tensioners (10), cam
surfaces, hydraulic flat-base tappets, the VarioCam (14) and the piston
spray jets (9) used to cool the pistons.
1_27_99

The return pump (13) is fitted in the same housing as the pressure pump
(2). It draws the foaming oil out of the crankcase via two suction
snorkels and feeds it back to the oil tank (1). This pump must be larger
to handle the aerated oil.

The engine oil is filtered before it enters the engine by means of an oil
filter (4) fitted on top of the engine in the main oil gallery.

USA and Canada Schedule

Change interval for engine oil is: 15,000 miles (24 000 km)
Change interval for the filter is: 30,000 miles (48 000 km)

For safety reasons, a pressure-limiting valve (7) and safety valve (3) are
fitted in the main oil gallery. The pressure-limiting valve (7) is located in
the right-hand half of the crankcase. It opens at 5.3 bar allowing the oil
to pass into the intake port until the pressure drops again. The safety
valve is fitted in the oil circuit immediately downstream of the pressure
pump outlet. It serves as a safety valve if the pressure-limiting valve
should fail. The opening pressure is 9 bar in order to prevent damage to
the sealing rings, oil-to-water heat exchanger (6) and the oil circuit.

1_03_04

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911 GT3 911 GT3 19 Cooling system

The principle of cross-flow cooling is implemented to ensure uniform

distribution of the coolant. This prevents a difference in temperature
between the individual cylinders.

1_04_04

1_05_04

1.14 / 2004

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Cooling system 911 GT3

911 GT3

1_12_00

1 - Coolant pump 7 - Expansion tank

2 - Crankcase 8 - Shut-off valve
3 - Thermostat 9 - Bleeder pipe (engine)
4 - Radiator 10 - Bleeder pipe (radiator)
5 - Heat exchanger 11 - Oil-to-water heat exchanger
6 - Oil-to-water heat exchanger (transmission)
(engine) 12 - Shut-off valve

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911 GT3911 GT3

Page 1.16 1.4 / 2004

Section2.qxd 2/28/07 2:14 PM Page 1

2 – Fuel and ignition system 911 GT3

911 GT3
General
Contents
The further development of the 3.6 liter 911 GT3 naturally-aspirated
engine was specially designed for the highest specific performance and General . . . . . . . . . . . . . . . . . . . . . . . . .1
high torque over a wide engine rpm range. It has reduced engine emis-
sions and fuel consunption, and, complies with all exhaust and noise ME 7.8 Motronic system . . . . . . . . . . . . .2
emission requirements worldwide. High reliability is achieved with low
High-speed concept . . . . . . . . . . . . . . . .5
service requirements.
Fuel system . . . . . . . . . . . . . . . . . . . . . .5
The electronic mixture preparation control through the Motronic engine
management system ME 7.8 also allows the continuous variable timing Hall sensor and camshaft rotor . . . . . . . .9
of the inlet camshafts (VarioCam), and gear-dependent control of the
Knock control . . . . . . . . . . . . . . . . . . . .9
maximum engine speed.
Air ducting . . . . . . . . . . . . . . . . . . . . . . .9

Hot film air mass flow sensor (HFM 5) . .11

Throttle control unit (E-Throttle) . . . . . . .11

Continuous VarioCam system . . . . . . . .12

Exhaust system . . . . . . . . . . . . . . . . . .15

Secondary-air injection . . . . . . . . . . . . .16

Oxygen sensing . . . . . . . . . . . . . . . . . .17

Transmission oil temperature sensor . . .18

2_01_04

Page 2.1
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911 GT3
911 GT3 Development goals of the 911 GT3

• Increasing the performance potential of the new 6-cylinder, 3.6 liter

Boxer engine
• Well-rounded torque curve over the entire engine rpm range
• Maximum speed concept with lightened valve train
• Gear-dependent control of the maximum speed to above 8000 rpm to
increase performance
• Compliance with all exhaust and noise emission requirements world-
wide

Engine performance and torque

The 911 GT3 engine reaches a maximum engine power of 381 HP (280
kW) at 7400 rpm and a max. torque of 284 ft lb. (385 Nm) at 5000
rpm.

24 ME 7.8 Motronic system

• The Motronic control unit is adapted to the specific requirements of

the 911 GT3.
• Engine charge control through electric throttle valve adjuster
(E-Throttle)
• Control of gear-dependent maximum speed
• Continuous adjustment of the inlet camshafts (VarioCam) through axial
adjusters
• Dual oxygen sensor control with oxygen sensors above and down-
stream of catalytic converters
• Hot film air mass measurement through a hot film air mass measure-
ment meter specially adapted to the 911 GT3
• Actuation of the resonance flap integrated in the intake system
• Actuation of the secondary-air injection to reduce exhaust-gas emis-
sion
• Electric actuation of the oil-to-water heat exchanger to cool the gear-
box oil
• On-board diagnosis
• Solid-state ignition with separate ignition coils for each cylinder

2.2 / 2003

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24 ME 7.8 Motronic system (cont’d) 911 GT3

911 GT3
• Knock control with automatic adjustment of ignition timing with vary-
ing fuel quality
• Sequential manifold injection with EV-6 injection valves
• Actuation of radiator fans The diagnostic functions of the
• Immobilizer with transponder system Motronic control unit correspond large-
• CAN interface to other control units ly with those of the 911 Carrera (996)
as of model year 2002 or the Boxster
Additionally, on USA versions: as of model year 2003.

• ORVR system with tank leak test

• Pressure sensor to measure tank pressure
• Shut-off valve for tank leak test
• 2-chamber carbon canister fuel tank vent filter with a capacity of 2
liters

For further information see the 911

Carrera (996) Technical Manual or the
On-Board Diagnosis Manual (OBDII)
DME 7.8.

OBD II and EOBD

The driver is informed by a visual warning (check engine light) in the in-
strument cluster, through the on-board diagnosis system, as soon as an
emission or engine-related fault occurs. The functions are adapted to
the different worldwide legal regulations.

Check Engine light

A permanently lit “Check Engine” light indicates an emission-related

fault. A flashing “Check Engine” light indicates a combustion fault which
may damage the catalytic converter.

2_19_02

Page 2.3
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Section2.qxd 2/28/07 2:14 PM Page 4

911 GT3911 GT3 Motronic control unit

Data records

To program the Motronic control unit,

the following data records are avail-
able:

LEV - for USA models (Low

Emission Vehicle)
EU4 - for Europe (Euro 4)
and RoW vehicles
with similar emission
limit values
EU2 - RoW countries with
2_11_01
less strict emission
limit values (Euro 2)
JAPAN - for Japan Exhaust emission standard
Australia - for Australia
The 911 GT3 satisfies all environmental requirements worldwide. By
using the most up-to-date engine-control and emission-control systems,
a reduction of exhaust-gas emissions has been achieved, despite in-
creased performance, whereby the vehicles comply with exhaust emis-
sion standards as per the above mentioned data records.

Sound / Acoustics

The 911 GT3 engine has an unmistakable exhaust note with the charac-
teristic load-dependent sound. It was possible, with focused acoustic
engineering, to retain this typical GT3 sound and develop it further, both
inside and outside. All worldwide legal requirements have been met,
despite stricter legislation. The dominant intake roar at medium and high
engine speeds underlines the sporty character through accentuation of
the engine note.

Page 2.4
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High-speed concept 911 GT3

911 GT3
The maximum engine speed has been raised to 8200 rpm to increase
the gear-dependent performance in the lower and medium speed range
(1st to 4th gear). In 5th and 6th gear it is 8000 rpm.

Improved vehicle acceleration was achieved through the respective

transmission ratios. Gear recognition takes place through a map in the
Motronic control unit, which calculates the selected gear from the vehi-
cle speed (from the ABS control unit) and the engine speed.

2_13_04

20 Fuel

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, an adjust-
ment is made through the knock control, whereby the ignition point is
retarded and the engine power consequently reduced.

2010 Fuel tank

The fuel tank has been adopted from the 911 GT2. By utilizing the addi-
tional space (occupied by the front-axle differential on the 911 Carrera
4). USA models have the 911 Carrera (996) MY 03 tank with ORVR sys-
tem (On-board Refueling Vapor Recovery).

2_06_01

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911 GT3 20 Fuel supply

911 GT3
The 911 GT3 has a fuel system with a return line from the pressure reg-
ulator on the engine to the fuel tank. A sucking jet pump feeds the fuel
to the main pump. The fuel pump (in the tank) feeds the fuel along the in-
let line and through the fuel filter to the injection valves. The pressure
Please refer to the technical manual
regulator sets the required operating pressure of approx. 3.8 bar (at full
or maintenance manual for the fuel
load). The unused fuel flows through the return line back into the tank.
filter change interval.

2440 Injection valve (EV-6)

A feature of this injection valve is its small overall size, low weight and
the very low risk of vapor lock with hot fuel. The atomization of the fuel
is carried out by a spray-hole disk with 4 holes. The punched injection
holes achieve low fuel injection rate tolerance, as well as insensitivity to
fuel deposits. Good valve sealing in the valve seat area is ensured by
the cone/ball sealing principle.

2_12_04

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20 ORVR system 911 GT3

911 GT3
USA models have a system that directs the vapors from refuelling of the
vehicle into the activated charcoal filter. ORVR stands for: On-board
Refueling Vapor Recovery System, i.e. an (On-board) system, fitted into
the vehicle, during refueling (Refueling) the fuel vapors (Vapor) are recov-
ered (Recovery).

2_49_00

1 - Fuel tank 12 - Shut-off valve

2 - Rollover valve 13 - Carbon canister fuel tank vent
3 - Fluid level limiting valve filter
4 - Spitback valve 14 - Air cleaner
5 - Filler neck 15 - Tank vent valve
6 - ORVR valve 16 - Engine
7 - Vacuum limiting valve
8 - Pressure sensor A - Purge line to rear
9 - Operational vent valve B - Vent pipe during refueling
10 - Filter housing C - Operational vent line
11 - Fresh-air valve D - Positive feed for ORVR and
Fresh-air valve

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911 GT3
911 GT3 Function

When refueling the vehicle, a reed contact (9), fitted in the fuel filler neck
below the sealing flap, which is opened by the filling nozzle, is switched.
This applies positive potential to the ORVR valve (6) and to the fresh-air
valve (11). As these valves are permanently connected to ground, they
open. While the tank is filling, the space where the HC vapors collect
becomes smaller as the fuel volume in the tank increases. The HC
vapors building up or already present in the tank are directed via the fuel
level limiting valve (3) and the ORVR valve (6) to the activated charcoal
fuel tank vent filter (13). The path for venting to atmosphere is over the
electric fresh-air valve (11). When the engine is next started, the carbon
canister (13) is evacuated and regulated via the tank vent valve (15) by
the DME control unit according to certain criteria and elapsed times.

Activated carbon canister

Due to the OVRV system, the volume of carbon canister is increased to

approx. 2 liters. Because the USA models must fulfil the Shed-Test
requirements, the carbon canister is divided into two chambers. As
before, the carbon canister is located in the front right wheel arch.
(During the Shed-Test, the gas emission of the fuel vapors is recorded in
a measuring chamber).

20 Tank leak test

The tank leak test, which is only carried out on USA models, is
described in detail in the 911 Carrera (996) MY '99 Technical
Introduction book, in Group 2.

2.8 / 2003
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2839 Hall sensor and camshaft rotor 911 GT3

911 GT3
A modified rotor is fitted to the intake camshafts of both cylinder banks.
Using the rotor position, the Hall sensor determines the current position
of the inlet camshaft 4 times per camshaft revolution and relays this val-
ue to the DME control unit. This determines precisely the position of the
inlet camshafts.

Knock control

2_09_02
Depending on engine load, the knock control can retard the ignition tim-
ing up to max. 12° crankshaft angle at engine speeds of between 2600
and 8200 rpm, at lower engine speeds of between 1000 and 2600 rpm 1 - Hall sensor
the max. retardation is 10° crankshaft angle. Using fuel with an octane 2 - Camshaft rotor
value of 95 RON/85 MON results in a significant retardation of the igni-
tion timing under load with a consequential reduction in power output.

24 Air ducting

The newly designed air inlets integrated in the luggage compartment lid
for intake air and engine compartment venting lie directly in the air path
and thereby reduce the suction effort of the engine. This positively influ-
ences the initial response and performance especially at higher speeds
due to the improved induction. The air is directed to the air cleaner
casing from the inside of the luggage compartment lid, thereby achiev-
ing an optimal fresh-air supply. 2_02_04

2425 Air cleaner

Please refer to the technical

manual for the air cleaner change
interval.

2_03_04

Page 2.9
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911 GT3 911 GT3 24 Intake system

The air is drawn in via the air cleaner, it flows through the connected hot
film air mass flow sensor and after the throttle control unit is distributed
via a distribution pipe into the two plenums. Straight intake runners lead
from the plenums to the inlet ports. The large volume of the intake duct
contributes to the high specific power output and also produces a pow-
erful intake roar.

The 2-stage ram air intake system of the 911 GT3 is a light-alloy
casting. The plenums lying above the two cylinder banks are connected
together via two connecting pipes. The inlet ports and plenums are sur-
face machined to optimize the gas flow and the manifolds are matched
to the inlet ports.

The resonance tube is mounted between the two plenums in front of the
distribution pipe in direction of travel. This component, made of plastic
for weight reasons, houses the resonance flap.

2_05_04

The resonance flap is operated via an electro-pneumatic valve, which is

actuated by the Motronic control unit. This control amplifies the gas-col-
umn vibration in the inlet manifold through deliberate resonance genera-
tion. This achieves better induction. At an intake-air temperature of 32°
F (0° C), the resonance flap remains open until 2280 rpm. Between
2280 and 5040 rpm, it is closed to optimize torque and it is opened
again above this engine speed to optimize performance.

In overrun condition, the gearshift speed is 4960 rpm and 2120 rpm.
The gearshift speed is changed depending on the intake-air temperature
to achieve optimum induction. If intake air is hot, the gearshift speed is
raised (by max. 10% at + 140° F (60° C), if intake air is cold, it is
reduced (by max. 5% at – 68° F (20° C).

Page 2.10
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911 GT3
911 GT3

2445 Hot film air mass flow sensor (HFM 5)

The air mass sensor must not be removed from its measuring tube, as
these components are matched to each other on a flow bench. The spe-
cial air mass flow sensor of the 911 GT3 is designed for a nominal air
flow of up to 970 kg/h.

2_04_04

2442 Throttle control unit (E-Throttle)

The use of E-Throttle on the 911 GT3 offers the following advantages:

• Sport ratios (direct response) with high driving comfort

• Improved idling quality
• Torque-orientated control of engine induction
• Reduction of engine emissions and fuel consumption

On the electronic engine induction control with E-Throttle, the throttle

valve is adjusted by an electric motor via a two-stage gear on the throt-
2_06_04
tle valve spindle. As a result, the volume of air drawn in by the engine
can be controlled electronically across the entire load and engine speed 1 - Throttle control unit (E-Throttle)
range. The accelerator pedal has two potentiometers integrated and 2 - Motronic control unit
generates the input signal for the throttle valve control. The accelerator
pedal travel is converted into an electrical signal by the potentiometers
and sent to the Motronic control unit. The control unit evaluates and pri-
oritizes the signals through the torque-orientated functional structure.
Using the resulting value, the throttle valve is controlled by an electro-
motor and the respective position is detected and monitored through 2
potentiometers.

Page 2.11
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911 GT3 In order to reduce the emission of pollutants while the engine is warming
911 GT3 up, special engine management measures, i.e. retarded ignition and
secondary air injection into the exhaust system to increase oxidation
and ensure that the catalytic converter is heated up faster.

The associated reduction in torque can be compensated using the elec-

tronic throttle control function. Comfort is increased by a engine temper-
ature-dependent accelerator pedal travel characteristic. This character-
istic (the correlation between engine torque and accelerator pedal
position) is determined entirely by the E-Throttle function and is indepen-
dent of the engine’s operating state. The engine speed limitation through
E-Throttle and the possibility of dispensing with selective fuel injection
reduces emissions, lowers thermal catalytic converter loads and
increases comfort.

Continuous VarioCam system

An axial camshaft adjuster is used to adjust the inlet camshafts, which

can adjust the inlet camshafts from 0 to 45° crankshaft angle. This
continuous variable timing of the two inlet camshafts requires elaborate
synchronization and consequently puts high demands on the DME
control unit. The increased adjustment range allows even finer optimiza-
tion of the engine characteristics regarding power, torque and exhaust
emission.
1_12_04

1537 Actuation of solenoid hydraulic valves to adjust the inlet

camshafts

The Motronic control unit determines the current position of the inlet
camshafts in relation to crankshaft (actual angle) using the engine speed
signal and Hall sensor signal. The position control in the control unit
receives the desired angle via the programmed map values (engine
speed, load, engine temperature). If the desired angle and actual angle
differ, the control electronics in the control unit actuates the solenoid
hydraulic valve to move the control element for inlet camshaft in the
desired direction.

Page 2.12
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Actuation of the valve takes place via a pulse-width-modulated square- 911 GT3
wave signal. The voltage is switched between 0 volts and 12 volts in 911 GT3
4ms cycles (250 Hz), while the proportion of switch-on and switch-off
time is changed. A control current adjusts itself according to this propor-
tion, which sets the piston position in the solenoid hydraulic valve and
thereby releases the different oil lines, facilitating a crankshaft angle
adjustment range of 0° to approx. 45°.

The following improvements were implemented through the use of the

continuous VarioCam system:

• High torque at low and medium engine speeds for better traction
power
• Optimum engine performance
• Reduced raw emissions for improved emission levels
• Stable idling speed (800 ± 40 rpm)
• Catalytic converter heating strategy optimized for improved emission
levels

Idling

The engine runs with slight valve overlap, which makes a low idling
speed of 800 ± 40 rpm with high idling stability possible. This is due to
a good regular combustion pattern. Valve overlap means that inlet and
exhaust valves are open together. This results in fresh mixture flowing in
while exhaust gases simultaneously flow out.

Partial load

To reduce the charge-exchange losses and to improve the combustion

stability when under partial load, operation with high residual-gas levels,
i.e. burnt fuel/air mixture, is ideal. This results in both reduced fuel con-
sumption and improved emission values. In part-load range, the engine
is run load-dependent, i.e. with different amounts of valve overlap
depending on engine speed and accelerator pedal position.

Page 2.13
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911 GT3 Continual adjustment of inlet camshafts

911 GT3
50
VL
45

40

35

30

a [°KW]
25

20

15

10

5
NL
0
0 1000 2000 3000 4000 5000 6000 7000 8000

n [1/min]

2_07_04

n – Engine speed in rpm NL – No load

a – VarioCam adjustment angle VL – Full load
(advanced) in °crankshaft angle

Full load

When the throttle valve is fully open, the continuous inlet camshaft
control system Vario-Cam permanently sets the optimum closing time of
the inlet valves for every engine speed. This not only prevents backflow
of the fresh mixture from the combustion chamber but also allows
optimum induction of fresh mixture into the combustion chamber. At
medium engine speeds and full load, the engine runs with the largest
valve overlap and early closing of the inlet valves. At high engine speeds
and full load, the engine runs with the less valve overlap and late closing
of the inlet valves. Therefore, it is absolutely essential that there is no
deviation in the ignition timing between the camshafts of the cylinder
banks.

Adaption of the camshaft control

A deviation of the camshafts up to 10° crankshaft angle can be compen-

sated for through the Motronic control unit. A deviation greater than that
results in an entry in the fault memory.

2.14 / 2003
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26 Exhaust system 911 GT3

911 GT3
The exhaust system is a 2-stream arrangement, i.e. the exhaust flow of
the left and right cylinder banks is separate. Each exhaust system
branch has an oxygen sensor fitted up- and downstream of the catalytic
converter (duplex stereo oxygen sensor control). Exhaust manifolds with
a pipe diameter of 45 mm and metal catalytic converters result in a min-
imum exhaust back pressure. This is a prerequisite for an improved volu-
metric efficiency of the cylinders and the high specific engine perfor-
mance strived for.

2_08_04

2673 Catalytic converter

The catalytic converter monolith are made of metal. The coated inner
walls were designed thinner and achieve a larger overall surface of the
catalysing channels through the increased number of cells. This ensures
quicker warming, a high durability and higher effectiveness when con-
verting the pollutants. Metal catalytic converter monolith have only 1/3
of the wall thickness of ceramic monoliths.

A - Catalytic converter
1 - Oxygen sensor LSF (upstream of catalytic converter)
2 - Oxygen sensor LSF (downstream of catalytic converter)

2_09_04

Page 2.15
2.15 / 2003
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911 GT3 Therefore, they are more compact, have a more active surface for pollu-
911 GT3
tant conversion and reach the operating temperature for exhaust emis-
sion control sooner during the warm-up phase. Additionally, heating of
the catalytic converters after a cold start is improved through sec-
ondary air injection. Additionally, a metal catalytic converter is less sen-
sitive to overheating. Higher engine performance is achieved due to the
decreased exhaust back-pressure. The metal catalytic converters of the
911 GT3 are 120 mm long, have a volume of 1312 cm3 and are each
coated with approx. 4.6 grams of precious metal (14 parts palladium, 1
part rhodium).

2665 Secondary-air injection

1 - Secondary air blower

2 - Switching valve for secondary air
3 - Switching valve for resonance flap

The Motronic control unit actuates the secondary air blower via a relay,
at the same time the electro-pneumatic combination valve is actuated.
2_10_04 The air delivered by the secondary air blower travels along the lines
through the combination valve behind the exhaust valves of the corre-
sponding cylinder head. The injection of secondary air results in the low-
ering of the CO and HC which are higher during the warm-up phase.
Therefore, the catalytic converters reach their starting temperature of
approx. 660° F (350° C) faster due to the heat generated by increased
The function of the secondary air
oxidation.
blower system is controlled
through the oxygen sensor con-
During the initial coldstart process, the switch-on condition is reached
trol. The relay and combination
when the coolant temperature lies between 14° F (–10° C) and 108° F
valve are monitored by the output
(+ 42° C). When in idle speed range, the secondary air injection runs for
stage diagnosis.
up to approx. 60 seconds, at part load up to 80 seconds. If, during the
secondary air injection, the air volume drawn in exceeds approx. 250
kg, the secondary air injection switches off.

1 - Combination valve

2_11_04

2.16 / 2003
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24 Oxygen sensing 911 GT3

911 GT3
The 911 GT3 has stereo oxygen sensing with 2 oxygen sensors per
cylinder bank. Each cylinder bank has one oxygen sensor upstream and
one oxygen sensor downstream of the catalytic converter. The Motronic
uses the signal of the oxygen sensor upstream of the catalytic converter
to control the fuel/air mixture. The signal of the oxygen sensor down-
stream of the catalytic converter is used to monitor the function of the
catalytic converter, as well as to correct the oxygen sensing control.

This system ensures that the engine is run with a stoichiometric air/fuel
mixture (Lambda 1) as far as the operating behaviour of the engine and
the temperature of the components allow At Lambda=1, efficient pollu-
tant conversion is achieved in the catalytic converter.

2469/2473 Oxygen sensor LSF

An oxygen sensor LSF (LSF = oxygen sensor, flat design) is fitted up

and downstream of the catalytic converters. This planar oxygen sensor
is a further development of the heated oxygen sensor. Functionally it
equates to the heated oxygen sensor LSH with a step map of 0 to 0.9
volts at Lambda 1. Unlike the LSH, on the oxygen sensor LSF, the solid-
state electrolyte is made up of ceramic sheets, thereby allowing a very
flat design (planar) The oxygen sensors up and downstream of the cat-
alytic converter have different part numbers.

Special characteristics of the oxygen sensor LSF:

• Quickly operational
• Low heating power demand
• Stable regulating characteristics
• Small overall size, low weight

Page 2.17
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911 GT3911 GT3 The sensor element of the oxygen sensor LSF is made up of ceramic
sheets and has the form of a rectangular wafer with rectangular cross
section. The individual function layers (electrodes, protective layers,
etc.), are produced with screen printing technique. The laminating of
various printed sheets on top of each other allows for a heater to be
integrated in the sensor element.

1 - Exhaust gas
2 - Reference air channel
3 - Heating element
US - Oxygen sensor voltage

Transmission oil temperature sensor

2_11_02
On the gearbox of 911 GT3 a transmission oil temperature sensor is
screwed into the bracket support of the transmission oil/coolant heat
exchanger, which sends the transmission oil temperature to the
Motronic control unit. The coolant shut-off valve on the heat exchanger
to cool the transmission oil is actuated according to the incoming trans-
mission oil and coolant temperature.
If an incorrect signal is sent by the
transmission oil temperature sensor, The switching points are:
a pneumatic fault occurs at the
coolant shut-off valve of the transmis- • Coolant circuit open (de-energized):
sion oil cooler or the coolant thermo- coolant temperature >212° F (100° C), or transmission oil tempera-
stat is defective, a coolant tempera- ture >220° F (105° C).
ture sensor fault may be stored. • Cooling circuit closed (energized):
coolant temperature < 194° F (90° C) and transmission oil tempera-
ture < 203° F (95° C).

1 - Oil-to-water heat exchanger

2 - Coolant shut-off valve
3 - Temperature sensor
Information on the topic Voltage
Supply of the Motronic Systems can
be found in the chapter Electrical sys-
tem.

3_02b_01

Page 2.18
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3 – Transmission control 911 GT3

911 GT3
General

Contents
The 911 GT3 in model year 2004 is exclusively available with a 6-speed
manual-shift gearbox. The transmission is based on the 6-speed General . . . . . . . . . . . . . . . . . . . . . . . . .1
gearbox of the 911 GT2 from model year 2001.
Dual-mass flywheel/clutch . . . . . . . . . . . .2
The gearbox type: G96.96.
Cross section of transmission . . . . . . . . .3

Cross section of transmission w/shifter . .4

Transmission ratios for G96.96 . . . . . . . .5

Gear set, Transmission lubrication . . . . . .6

Transmission-oil cooling . . . . . . . . . . . . .7

Synchronization . . . . . . . . . . . . . . . . . .8

Gear retention . . . . . . . . . . . . . . . . . . . .9

Shift sleeves . . . . . . . . . . . . . . . . . . . . .9

Drive assembly, Shift mechanism . . . . .10

Mounting . . . . . . . . . . . . . . . . . . . . . . .11

3_01_04 Gear shifting . . . . . . . . . . . . . . . . . . . .11

Shift forks . . . . . . . . . . . . . . . . . . . . . .12

The principal features of this transmission are:
Gear arrest . . . . . . . . . . . . . . . . . . . . .12
• Dual-mass flywheel
• Cable gearshift with direct translation of shift actuation through Shift interlock . . . . . . . . . . . . . . . . . . .13
shortening of lever ratio on the gearbox input lever
Transmission case . . . . . . . . . . . . . . . .13
• Transmission oil cooling through transmission oil-to-water heat
exchanger Limited-slip differential . . . . . . . . . . . . .14
• Oil-spray lubrication with pressurized oil supply through additional oil
pump
• Asymmetric limited-slip differential
• Use of steel synchronizing rings

Page 3.1
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911 GT3 911 GT3 1360 Dual-mass flywheel/clutch

The working cycles and firing order of the engine cause speed fluctua-
tions 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 gear-
wheels, parts of the synchronisation 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 GT3 has a dual-mass

flywheel (DMF) to prevent these noises. On the 911 GT3 the pressure
plate of the 911 Turbo is used. Consequently, clutch compartment venti-
lation is provided.

Function

Radially arranged vanes on the back of the pressure plate allow the
clutch to act 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.

Page 3.2 3.2 / 2004

Section3.qxd 2/28/07 2:16 PM Page 3

Cross section of transmission 911 GT3

911 GT3

3_05_01

Page 3.3
3.3 / 2004
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911 GT3 911 GT3 Cross section of transmission with gearshift mechanism

3_04_01

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

3.4 / 2004

Page 3.4
Section3.qxd 2/28/07 2:16 PM Page 5

Transmission ratios for transmission G96.96 911 GT3

911 GT3
The relative short 1st gear is easier on the clutch when starting and allows
a favorable crawling speed. The 6th gear has been configured to allow the
maximum possible vehicle speed to be reached.

Z1 Z2 iZ iA iges V1000 V7500

Z2:Z1 9:31 km/h km/h
1st gear 11 42 3.818 3.444 13.149 8.8 66.2
llung
2nd gear 20 43 2.150 3.444 7.405 15.7 117.5

3rd gear 25 39 1.560 3.444 5.373 21.6 162.0

4th gear 33 40 1.212 3.444 4.174 27.8 208.5

5th gear eis 36 36 1.000 3.444 3.444 33.7 252.7

6th gear 41 35 0.854 3.444 2.941 39.5 296.9

R gear 14 40 2.857 3.444 9.839 11.8 88.4

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
V1000 = Calculated vehicle speed at 1000 rpm
V7500 = Calculated vehicle speed at 7500 rpm
Tires: Rear 295/30ZR18, rolling circumference 1934 mm, (rdyn 308 + 1.5% - 2.5%)

Transmission diagram

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_03_04

Page 3.5
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911 GT3 35 Gearwheel set

911 GT3
The transmission is a two-shaft transmission with an overhead drive
shaft and hypoid drive assembly. The free wheeling and fixed gear-
wheels of all gears have been ground and honed to reduce noise to a
minimum. Pairing of the gearwheels was not necessary (no pairing
number). All free wheeling gearwheels have needle roller bearings. The
fixed gearwheels for the first and second gear are integral parts of the
input shaft and can, therefore, not be exchanged separately.

The reverse gear is synchronized and can, therefore, be smoothly

engaged even when the vehicle is coasting slowly forwards. The reverse
gear is located in the front transmission cover. The 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 sliding gearwheels are mounted on
the output shaft.

Transmission lubrication

A separate oil pump (1) is used in the 911 GT3 transmission to ensure
optimum lubrication even at extreme maneuvers, 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 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
3_02a_01 suction pipe (3).

In the front transmission cover, the cooled transmission oil is pumped

into the transmission (4) and passes through the hollow-drilled input and
output shaft to lubricate the free wheeling gear bearings. The shafts
have cross bores at the sliding gear bearings. This ensures that oil is
supplied directly to the free wheeling gear bearings. An oil-spray pipe (5)
also supplies oil to the 3rd – 6th gear mesh as well as to the bevel gear
and crown wheel.

The oil pump has a delivery rate of approx. 8 liters per minute at 6,000
rpm. The oil pressure is limited to 2.7 – 3 bar by means of a ball valve.

Page 3.6
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Transmission-oil cooling 911 GT3

911 GT3
An oil-to-water heat exchanger (1) serving as a transmission-oil cooler is
mounted on the transmission of the 911 GT3 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 248° F (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.

It is essential to observe the change

intervals, filling capacities and the
approved oil types specified in the
Technical Manual and the
Maintenance Booklet.

3_02b_01

The DME control unit is informed of the transmission oil temperature by

means of a temperature sensor (3) (fitted to the oil cooler bracket). If
the temperature is higher than 220° F (105° C), the shut-off valve is
opened, coolant flows through the oil cooler and the transmission oil is
cooled.

The transmission-oil cooling system is deactivated again at 203° F (95°

C).

Page 3.7
3.7 / 2004
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911 GT3 911 GT3 3581 Synchronization, 1st/2nd gear

As with previous transmissions, the G96.96 transmission uses a double-

cone synchronization mechanism. The major advantage of this synchro-
nization 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 free wheeling 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 synchro-
nizing 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.

Page 3.8
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3593 Synchronization, 3rd – 6th and R gear 911 GT3

911 GT3
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 synchro-
nizing rings (except the synchronizing ring for the R gear) have a molyb-
denum coating.

Gear retention

The clutch body gearing and shift sleeve gearing are beveled to ensure
reliable retention of the selected gear. When the torque is transmitted,
the beveled 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 free wheeling gearwheel. If no torque is applied, the shift-rod arrester
is responsible for gear retention. Raised points on the clutch bodies
prevent “over-shifting”.

3582 Shift sleeves

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 contin-
uous 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
centre of the ball bearings.
1905_35

1 - Shift sleeve
2 - Ball bearing
3 - Driver dog
4 - Spring
A - Groove
B - Punch mark
C - e.g. 2nd gear side
D - e.g. 1st gear side

1906_35

Page 3.9
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911 GT3 3908 Drive assembly

911 GT3
The drive assembly is a hypoid drive. This means that the center axis of
the ring gear is 10 mm above the center axis of the drive shaft.
Compared to drives with ring gear of similar size, hypoid drives can
transmit higher torques since the teeth of the drive shaft are stronger. In
addition, the modified ring gear position permits lower diffraction angles
along the drive shafts. The drive shaft and ring gear 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
gates. The 6th gear is located at the bottom right of the shift pattern. A
cable shift mechanism is used. This prevents assembly movements and
vibrations from being transmitted to the gear-shift lever.

Compared with the previous 911 GT3 the shifting travel is shortened. 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 espe-
cially the effective prevention of assembly movements and vibrations
from being transmitted to the gear-shift lever without impairing shifting
3_24_99 precision.

Page 3.10
3.10 / 2004
Section3.qxd 2/28/07 2:16 PM Page 11

3546 Bearings 911 GT3

911 GT3
The input and output shafts each have four bearing points. In the trans-
mission case, the two shafts are each carried on one cylindrical roller
bearing. Four-point bearings, which are fitted in a tensioning plate, are
used as axial supports.

Due to the high torque, the four-point bearing of the drive shaft has been
strengthened compared to 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_5_98

internal mechanism (6) which engages in a selector shaft attached to

the internal shift rod so that the appropriate shift fork is moved.

3_03_01

Page 3.11
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Section3.qxd 2/28/07 2:16 PM Page 12

911 GT3 3521 Shift forks

911 GT3
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 suffi-
cient clearance between the shift fork and the drive gear of the oil
pump.

5 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

Page 3.12
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Section3.qxd 2/28/07 2:16 PM Page 13

3530 Shift interlock 911 GT3

911 GT3
Interlock pins are installed in 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 dismantled, it is essential to ensure
that these interlock pins 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 indi-
vidual case elements are sealed without gaskets.

The case sections are centered with locating pins and bolted together
with M8 bolts. The reversing light 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.

Page 3.13
3.13 / 2004
Section3.qxd 2/28/07 2:16 PM Page 14

911 GT3 3940 Limited-slip differential

911 GT3
Due to its rear-mounted engine and the resulting axle-load distribution,
the 911 GT3 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 acceleration 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 during the deceleration phase is 60%. The value
deceleration is higher than that for the acceleration phase since the
engine drag torque is less than the maximum engine torque.
Additionally, this configuration prevents the vehicle from oversteering in
the event of load changes when cornering. The limited-slip differential
was designed as an element of the overall driving dynamics configura-
tion of the 911 GT3.

Functional description

The housing of the limited-slip differential (1) is driven by the ring gear 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 GT3, the angles in the deceleration phase are
3_26_99 such that a locking value of 60% can be achieved (expansion force Pax
+ preloading by diaphragm springs). The overrun angles in the accelera-
tion phase have been configured such that a locking value of 40% can
be achieved.

Page 3.14
3.14 / 2004
Section4.qxd 2/28/07 2:26 PM Page 1

4 – Chassis and Suspension 911 GT3

911 GT3
General
Contents
The chassis of the 911 GT3 has been designed for extremely sporty
driving combined with superior handling characteristics and excellent General . . . . . . . . . . . . . . . . . . . . . . . . .1
driving safety.
Front axle . . . . . . . . . . . . . . . . . . . . . . .3
The chassis and suspension is similar to that of the 911 Carrera (996),
Rear axle, suspension strut . . . . . . . . . . .4
whereas the majority of components were adopted from the 911 GT2
and specially adapted and tuned to the requirements of the 911 GT3. Wheels and tires, brakes . . . . . . . . . . . . .5

PCCB (optional) . . . . . . . . . . . . . . . . . . .7

ABS 5.7, brake cooling . . . . . . . . . . . . . .8

0_01_04

The descriptions of the 911 GT2 and

911 GT3 models can be found in the
corresponding Technical Service
Information.

Page 4.1
4.1 / 2004
Section4.qxd 2/28/07 2:26 PM Page 2

911 GT3 Apart from the general demands on the front and rear axle, the 911
911 GT3 GT3 is required to meet a number of special demands as it may be used
for motorsport.

• Lowering of vehicle’s center of gravity by 30 mm (with appropriate

kinematic adaptation)
• Adjustable stabilizers at front (5-way) and rear (4-way) to adapt to indi-
These modifications are not vidually preferred handling characteristics (see note)
permitted for use on public roads, • Suspension system compatible with racing suspension to adapt
as they have considerable effect different route characteristics (see note)
on the handling of the vehicle. • Increased adjustment range for axle geometry to allow for the use in
When carrying out modifications to racing tires and the specific associated requirements (e.g. camber)
suspension configurations and/or (see note)
components, the corresponding • Reinforcement of relevant elements (e.g. swivel bearings and wheel
counter effects are to be consid- bearings at the front) to allow for the possible use of racing tires and
ered. the associated higher loads on the individual components (especially
front axle)
• Optimization of wheel control (especially rear axle)

When using vehicles on both public roads and on racing circuits the
different boundary conditions regarding running gear (e.g. brakes, tires)
are to be taken into consideration. When the 911 GT3 is delivered, its
running gear is configured for use with tires approved for road use by
Porsche. This configuration (incl. tire pressure) is the result of elaborate
testing. If the adjustment values are changed (e.g. when using racing
tires for motorsport), it is essential to restore the original running gear
configuration before the vehicle is driven on public roads. There is
not a running gear configuration that covers all driving conditions in
form of a compromise solution. When considering respective customer
requests it essential to advise in the interest of road safety.

Page 4.2
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Section4.qxd 2/28/07 2:26 PM Page 3

4001 Front axle 911 GT3

911 GT3

4_02_04

The front axle is based on the tried-and-tested front-axle concept of the

911 GT2. This underwent modification of the spring/shock absorber
configuration to adapt it to the performance potential.

The struts have external threads and height-adjustable spring seats to

allow raising and lowering of the ride height as well as fine adjustment of
the individual wheel loads if necessary. The tension and compression
stages of the single-tube gas-filled damper are reconfigured. Cylindrical
springs with linear characterises are used on the front axle. They are
painted red for identification. The tracking is adapted to the improved
driving dynamics.

Page 4.3
4.3 / 2004
Section4.qxd 2/28/07 2:26 PM Page 4

911 GT3911 GT3 42 Rear axle

The changes to the axle geometry

are to be found in the technical
manual.

4_03_04

The rear axle have been optimized to fulfill the special requirements of
the 911 GT3 also with regard to motorsport use.

4271 Spring strut

The struts have external threads and height-adjustable spring seats to

allow raising and lowering of the ride height as well as fine adjustment of
the individual wheel loads if necessary. The tension and compression
stages of the single-tube gas-filled damper are reconfigured. The
springs are cylindrical, mounted axially to the axis of the shock absorber
strut and have a progressive characteristic. They are painted red for
identification. The upper spring seat is aluminium and rigidly mounted.
The tracking is adapted to the improved driving dynamics.

4_01_04

Page 4.4
4.4 / 2004
Section4.qxd 2/28/07 2:26 PM Page 5

44 Wheels and tires 911 GT3

911 GT3
With the aim of improving the traction of the new 911 GT3 still further,
18" light-alloy wheels in “GT3 Design” with wider wheels and tires are
fitted.

4_06_04

Dimensions
Front axle 8.5 J x 18 with tires 235/40 ZR 18
Rear axle 11 J x 18 with tires 295/30 ZR 18
Please refer to the operating instruc-
Approved tires Michelin Pilot Sport2 N2
tions or the technical manual for the
Pirelli P-ZERO ROSSO N4
respective tire pressures.

46 Brakes

The brake system of the 911 GT3 is a further development of the 4

piston brake system. The brake discs on the front and rear axle are of
one-piece design. When sizing all the components, high priority was not
only given to the higher performance level but also to the boundary
conditions applicable for racing circuits.

Right from production start, the 911 GT3 can be equipped with the
Porsche Ceramic Composite Brake (PCCB) as an option.

Page 4.5
4.5 / 2004
Section4.qxd 2/28/07 2:26 PM Page 6

911 GT3 911 GT3 4650 Front brakes

4_04_04

The brake disc diameters have been increased by 20 mm to 350 mm in

respect of the increased driving dynamics due to the higher engine
power and the optimized running gear configuration. The drilled and
involute ventilated brake discs have a width of 34 mm.

The new 911 GT3 is fitted with high performance 6-piston monobloc
fixed callipers, which are painted red. Using the 6-piston brake callipers
results in a 40% increased contact area between brake pad and brake
disc thereby providing even greater braking potential. To reduce the
transfer of high brake temperatures to the hydraulic fluid, the brake
calliper pistons are thermally decoupled by means of insulating
zirconium ceramic inserts, thereby protecting the brake fluid from over-
heating.

The Pagid brake pads (P 90), specially adapted for sports requirements,
are provided with two damping devices, painted yellow and wear sensor
4_05_04
on both sides.

Page 4.6
4.6 / 2004
Section4.qxd 2/28/07 2:26 PM Page 7

4653 Rear brakes 911 GT3

911 GT3
Four-piston monobloc calipers are used on the rear axle. The 330 mm
diameter brake discs are drilled and ventilated. The width is 28 mm.

The Pagid brake pads (P 90-2), specially adapted for sports require-
ments, are provided with two damping devices, painted yellow and have
wear sensors on both sides.

PCCB (optional)

The 911 GT3 can be equipped with the Porsche Ceramic Composite
Brake (PCCB) as an option. This is the brake system which is also
installed in the 911 GT2.

Technical data

• 6-piston monobloc aluminium fixed calipers at front

• 4-piston monobloc aluminium fixed calipers at rear
• Brake calipers painted yellow
• Carbon-fiber-reinforced ceramic brake discs with evolute cooling 4_07_04
channels, drilled
• Disc diameter 350 mm front and rear
• Disc thickness 34 mm front, 28 mm rear
• Brake pads specially adapted to ceramic brake discs (front axle P 90-
2, rear axle P 90-2 painted yellow)
The corresponding description can
be found in the Technical Service
Information 911 GT2 (WKD 495
220).

Page 4.7
4.7 / 2004
Section4.qxd 2/28/07 2:26 PM Page 8

911 GT3 4501 ABS 5.7

911 GT3
ABS 5.7 is incorporated in the 911 GT3. This is a 4-channel ABS, with
control parameters specially adapted to the driving dynamics. On this 4-
channel ABS, all 4 wheels are independently controlled.

4616 Brake cooling

Special importance has also been attached to the brake cooling system
on the 911 GT3. Cooling air is supplied to the brakes via the air ducting
in the lower nose section and via the openings in the wheel-house liner
and spoilers. The air flow of the lower spoiler was further optimized.

4_08_04

Page 4.8
4.8 / 2004
Section5.qxd 2/28/07 2:19 PM Page 1

5 – Body 911 GT3

911 GT3
General
Contents
The body of the new 911 GT3 is based on the bodyshell of the current
911 Carrera 4 (996), although the vehicle is equipped exclusively with General . . . . . . . . . . . . . . . . . . . . . . . . .1
rear-wheel drive.
Aerodynamics and air ducting . . . . . . . . .2

Bodyshell . . . . . . . . . . . . . . . . . . . . . . . .4

Passive safety . . . . . . . . . . . . . . . . . . . .6

Luggage compartment . . . . . . . . . . . . . .7

5_01_04

Page 5.1
5.1 / 2004
Section5.qxd 2/28/07 2:19 PM Page 2

911 GT3 By utilizing the additional space occupied by the front-axle differential on
911 GT3 the 911 Carrera 4 (996), it was possible to increase the capacity of the
fuel tank in comparison to that of the 911 Carrera 4 (996), without
modification to the bodyshell.

5_07_04

Aerodynamics and air ducting

The development of the new 911 GT3 faced specific aerodynamic chal-
lenges, which had to be met. A high cooling air requirement for engine
and brakes necessitated large sized air inlets at the front end, which are
more likely to hinder the achievement of a good aerodynamic drag
factor.

Measures to reduce undesirable lift at the front and rear end through
aerodynamic means such as front and rear spoiler also result in a higher
aerodynamic drag factor.

Wide wheel/tire combinations also result in an increased frontal area of

the vehicle and consequential increase in aerodynamic coefficient of
drag.

Page 5.2
5.2 / 2004
Section5.qxd 2/28/07 2:19 PM Page 3

The outstanding coefficient of drag value of 0.30 was achieved through 911 GT3
elaborate tuning in the wind tunnel. Similarly, the lift values for front and 911 GT3
rear axle were reduced still further in comparison with the previous
model and at an unchanged coefficient of drag value.

5_02_04

The newly designed front trim, side skirts and rear spoiler contributed
decidedly to this success. The new front trim with its peripheral 40 mm
wide spoiler lip markedly reduced the air flow passing under the vehicle.
The optimally positioned cooling air openings guide the air exiting
behind the side radiators directly to the brake system. This measure
also contributes significantly to the reduction of the front axle lift.

The aerodynamic measures implemented at the front and rear of the

vehicle are well harmonized ensuring an optimum balance between the
lift coefficients of the front and rear axle. The flow of air around the rear
wheels has been improved by the aerodynamically optimized sill covers.

Page 5.3
5.3 / 2004
Section5.qxd 2/28/07 2:19 PM Page 4

911 GT3911 GT3 The rear wing has a very high aerodynamic efficiency, i.e. it generates
less lift with simultaneously reduced aerodynamic drag. The rear wing
can be varied in three positions for running on certain routes, in order to
adapt the aerodynamic balance of the vehicle individually to the respec-
tive route.

Besides lowering of the center of gravity, the lowering of the body by 30

mm also improves the aerodynamic properties. This measure reduces
the frontal area of the car subjected to drag and the amount of air
flowing under the vehicle which causes unwanted lift.

As with all 911 models, the underbody of the 911 GT3, from the front
axle to just before the engine, is covered with three large polypropylene
panels to ensure good aerodynamics. The panels are also used to cool
highly loaded components through directional cooling openings. A
supply of cooling air to the brakes is ensured through an adapted
system of air ducts and guide vanes.

Wheel spoilers in front of the rear wheel housings help optimize the flow
5_03_04
of air around the wheel and reduce lift coefficients. This, together with
the harmonized aerodynamic balance of the chassis, contributes to the
excellent driveability, which makes the new 911 GT3 outstanding even
at the highest speed ranges.

Bodyshell

The bodyshell of the new 911 GT3 is basically that of the 911 Carrera 4
(996) M.Y. 03. However, some changes were necessary to adapt it to
the new 911 GT3. Additional sleeves are welded to the rear transverse
bar on the support for the power unit mounts. This results in a uniform
application of the load forces, which are transferred from the engine and
transmission via the engine mounts onto the body. These forces are due
to the increased weight of the engine/transmission unit (incl. separate
oil tank for the dry sump lubrication) and the stiffer suspension.

Page 5.4
5.4 / 2004
Section5.qxd 2/28/07 2:19 PM Page 5

Additionally, the interior rear wall has been modified for the installation 911 GT3
of the engine with the required space for the separate oil tank for the 911 GT3
dry sump lubrication.

5_04_04

Very-high-strength steel Boron steel

Sheet steel Tailored blanks
High-strength steel Stainless steel

The body components such as the front wings with the headlamps, the
luggage compartment lid, the doors and the rear trim were adopted
from the 911 Carrera (996) M.Y. 03.

Page 5.5
5.5 / 2004
Section5.qxd 2/28/07 2:19 PM Page 6

911 GT3911 GT3 Passive safety

Like the other 911 models, the new 911 GT3 also satisfies all legal
requirements worldwide with regard to passive safety. The bodyshell
structure of the 911 Carrera 4 (996) M.Y. 03 has been used as the
basis for the safety-relevant components used in the 911 GT3. 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.

5_05_04

Very-high-strength steel Boron steel

Sheet steel Tailored blanks
High-strength steel Stainless steel

Page 5.6
5.6 / 2004
Section5.qxd 2/28/07 2:19 PM Page 7

Along with the passive safety elements in the bodyshell, the new 911 911 GT3
GT3 is also fitted with four airbags (driver, passenger and two side 911 GT3
airbags “POSIP”) as standard. This provides the maximum possible
occupant protection. The Porsche Side Impact System “POSIP” consists
of a side airbag and energy-absorbing door trim with door reinforce-
ments made from extremely high-strength steel section. Besides
protecting the chest, POSIP also protects the area of the head in the
event of a side-impact collision through the particular high volume of the
side airbags.

Additionally, the new 911 GT3 also has seat belt tensioners and belt-
force limiters as standard.

Luggage compartment

The luggage compartment volume of the new 911 GT3 is 110 liters.
The absence of the collapsible spare wheel enlarges the luggage
compartment volume by 10 liters compared to the 911 Carrera 4 (996).
USA models are provided with the trunk lid internal release (trunk entrap-
ment).

5_06_04

Page 5.7
5.7 / 2004
Section5.qxd 2/28/07 2:19 PM Page 8

911 GT3911 GT3

Page 5.8 1.4 / 2004

Section6.qxd 2/28/07 2:21 PM Page 1

6 – Body Equipment, Exterior 911 GT3

911 GT3
General
Contents
The body components such as the nose trim, sill covers and luggage
compartment lid with fixed rear wing were redeveloped for the new 911 General . . . . . . . . . . . . . . . . . . . . . . . . .1
GT3 in view of the special requirements (e.g. high dynamic stability also
at highest speeds and reduced lift). Front trim . . . . . . . . . . . . . . . . . . . . . . . .1

Sill covers . . . . . . . . . . . . . . . . . . . . . . .2

Rear trim . . . . . . . . . . . . . . . . . . . . . . . .2
6315 Front trim
Rear spoiler . . . . . . . . . . . . . . . . . . . . . .3
The nose trim is a new development built on the experiences gained in
motorsport. To meet the increased cooling demand due to the higher
engine power, the air inlets in the nose section were optimized with
regard to air flow to the radiator and were provided with an additional
opening in the center to supply cooling air to the third radiator mounted
to the rear.

The side cooling-air inlets in the nose section 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 otherwise flowing
past each side of the nose section is guided into the cooling-air inlets.

New cooling-air ducts direct the cooling-air of the side radiators through
the wheel-house liners onto the brake system. Together with the
redesigned fastening of the nose trim to the underbody, this results in
reduced lift at the front axle. The plastic lip at the bottom of the nose
trim further reduces the airflow underneath the car, which is responsible
for the lift at the front of the car. For weight considerations, the blower
behind the left radiator has been deleted.
6_01_04

Page 6.1
6.1 / 2004
Section6.qxd 2/28/07 2:21 PM Page 2

911 GT3911 GT3 6631 Sill covers

The sill covers of the new 911 GT3 are part of the aerodynamics
package (Aerokit Cup II, in conjunction with nose section and luggage
compartment lid with fixed spoiler) and blend into the overall profile of
the vehicle. The shape of the sills is a result of wind tunnel research and
adds to the aerodynamic balance of the vehicle.

6_02_04

6355 Rear trim

The rear trim of the new 911 GT3 has been adopted from the 911
Carrera (996) M.Y. ’03 and contributes to the aerodynamic fine tuning of
the vehicle.

6_03_04

Page 6.2
6.2 / 2004
Section6.qxd 2/28/07 2:21 PM Page 3

6658 Rear spoiler 911 GT3

911 GT3
A new rear engine compartment lid with fixed wing has been developed
for the new 911 GT3. The objectives were a lower component weight
and optimized aerodynamic coefficients at the rear end. Both the lid and
the wing are manufactured in a special plastic technology process.

The newly designed air inlets integrated in the engine compartment lid
for intake air and engine compartment venting lie directly in the air path
and thereby reduce the suction effort of the engine. This positively influ-
ences the initial response and performance especially at higher speeds.

The underside of the engine compartment lid design is adapted to the

specific design features of the engine, with the repositioned scavenging
blower in comparison to the 911 Carrera (996) M.Y.'03 and the fresh air
supply of the air cleaner housing attached to the rear transverse bar.

Position and shape of the new rear wing are specially adapted to the
optimized aerodynamics of the vehicle and allow an ideal balance of the
front and rear lift coefficients in conjunction with an outstanding coeffi-
cient of drag value of 0.30. When the vehicle is driven on racing circuits,
the spoiler can be inclined by 4 or 8 degrees through adjustment
elements (available as a motorsport part from Porsche Motorsports).

6_04_04

Page 6.3
6.3 / 2004
Section6.qxd 2/28/07 2:21 PM Page 4

911 GT3911 GT3

Page 6.4 1.4 / 2004

Section7.qxd 2/28/07 2:23 PM Page 1

7 – Body Equipment, Interior 911 GT3

911 GT3
General
Contents
The main basic elements such as switch and door panels are taken from
the 911 Carrera (996) M.Y. ’03 including switches in matt black, General . . . . . . . . . . . . . . . . . . . . . . . . .1
optimized central air vent, a glove box (5 liter capacity) and integrated
cup holders. Interior Trim . . . . . . . . . . . . . . . . . . . . . .2

7_01_04

Modifications adapting to the vehicle characteristics were carried out to

the 911 Carrera (996) M.Y. ’03 based interior.

The 911 GT3 is equipped with sports seats (in place of RoW bucket
seats) and a center console as standard equipment. Because of govern-
mental regulations, the “Clubsport” equipment is not offered for the
North American market.

The 3-point seat belts are available in black, Guards Red, Speed Yellow
and Maritime Blue.

Page 7.1
7.1 / 2004
Section7.qxd 2/28/07 2:23 PM Page 2

911 GT3911 GT3 Interior Trim

Apart from the standard black leather trim, the 911 GT3 can be ordered
with natural leather in Natural Brown and Natural Dark Grey via the indi-
vidual program.

A further “GT3” logo is on the door sill trim, in the aluminium look
polished inlay of the handbrake lever and in the rev counter. The leather-
covered gear lever also has an aluminium-look polished inlay. All plastic
trim elements in the interior have a black soft paint finish.

The 3-spoke airbag steering wheel with leather rim is axially adjustable
through 40 mm enabling an optimal ergonomic seating position. Besides
driver and passenger airbags, standard equipment also includes side
airbags.

Page 7.2 1.4 / 2004

Section8.qxd 2/28/07 2:27 PM Page 1

8 – Heating/Air-conditioning 911 GT3

911 GT3
General
Contents
The 911 GT3 is fitted with an air-blending heating system with four-
speed blower, interior air cleaner and a recirculated-air button. The General . . . . . . . . . . . . . . . . . . . . . . . . .1
panoramic glazing consists of green tinted heat-absorbing glass.
Ventilation . . . . . . . . . . . . . . . . . . . . . . .1
In addition, the 911 GT3 is equipped with the fully automatic air condi-
Air conditioning . . . . . . . . . . . . . . . . . . . .3
tioning system from the current 911 Carrera (996) with CFC-free refrig-
erant and activated charcoal pollen filter. Refrigeration circuit . . . . . . . . . . . . . . . . .6

Actuators and sensors . . . . . . . . . . . . . .8

Information via CAN bus . . . . . . . . . . . . .9

Diagnosis . . . . . . . . . . . . . . . . . . . . . . .12

85 Ventilation

Air and nozzle control (heater unit)

1 - Inlet openings for fresh air

2 - Blower motor
3 - Blower regulator/output stage
4 - Heat exchanger
5 - Central distributor flap
6 - Evaporator housing
7 - Expansion valve (on rear side)

8_03_98

Page 8.1
8.1 / 2004
Section8.qxd 2/28/07 2:27 PM Page 2

911 GT3 911 GT3

1 - Inlet openings for fresh air

2 - Distributor flap, fresh
air/recirculated air
3 - Inlet openings for recirculated
air
4 - Blower motor
5 - Evaporator
6 - Temperature-mix flap
7 - Heat exchanger
8 - Defrost vent
9 - Distributor flap,
defrost/footwell
10 - Footwell vent
11 - Central distributor flap
12 - Center and side vents 385

Ram pressure compensation

The airflow is influenced by the ram pressure generated in the area of

the fresh air inlet, which is dependent on the vehicle speed. To compen-
sate for this relationship, the distributor flap, fresh air/recirculated air
(ram flap) is moved towards the “closed” position according to the
vehicle speed (> 90 km/h / > 56 mph). The flap position is also
dependent on the blower voltage.

Center vent shut-off flaps

The center vents must be operated manually. They should be closed

when “heating” and opened when “cooling”.

8.2 / 2004
Page 8.2
Section8.qxd 2/28/07 2:27 PM Page 3

87 Air conditioning 911 GT3

911 GT3
Function

The air-conditioning system fully automatically regulates the interior

temperature as preselected in the control panel. The selection range for
the interior temperature is between 64° F (18° C) and 84° F (29° C.)
The generally recommended temperature to be selected is 72° F (22°
C).

If necessary, the automatic system can also be operated manually. In

order to take the subjective temperature perception of the occupants
into consideration, along with the interior temperature and outside
temperature the solar radiation energy is also determined by a solar
sensor which influences the temperature control accordingly.

The fully automatic regulation system influences the air distribution

between the upper and lower areas of the interior so that the wishes of
the vehicle’s occupants are fully met. If necessary, it is also possible to
control this distribution manually at the control unit.

The cooling output of the air-conditioning system is generated by a flow-

regulated compressor. This compressor helps to save energy due to the
demand-oriented dosing of the refrigerant, and to optimize the engine
idling speed through the gradual increase in power consumption of the
compressor.

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911 GT3 911 GT3 8702 Operation (air-conditioning controller)

8_04_98

1 - Automatic button: Switches the system from the current mode to the
automatic mode.
2 - AC button (economy): The compressor is deactivated through a relay
when this button is depressed.
3 - Temperature setting
4 - Air volume setting (blower speed)
5 - Recirculated air
6 - Button for air distribution to footwell
7 - Button for air distribution to center and side vents
8 - Button for air distribution in direction of windshield
9 - Display panel (right): Air volume (blower) as bar indicator and
functions
activated on right-hand side of control panel.
10 - Display panel (left): Temperature and functions activated on left-
hand side of control panel. If “LO” or “HI” appears, the system is
functioning at maximum cooling or maximum heating output. If
“OFF” appears the blower is switched off.
11 - Front windshield defrost

8.4 / 2004

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Automatic mode 911 GT3

911 GT3
Air distribution is controlled automatically. Apart from the condition
variable ERL (see section “Actuators and Sensors”), the outside temper-
ature and engine temperature are also evaluated by the program so that
the conditions in the case of a cold-start and possible window icing can
be taken into consideration.

Manual blower control

The active blower characteristic can be adjusted positively or negatively

using the blower buttons “+” and “–”. This deactivates automatic mode.
The blower can be switched completely off by repeatedly pressing the
“–” button, whereupon “OFF” appears in the display. If the blower is
switched off, a function to deactivate the compressor protects the evap-
orator from icing.

In the blower-OFF mode, air distribution is set to Defrost (distributor flap

defrost/ footwell) and Recirculated Air (distributor flap fresh air/recircu-
lated air), and all other actuators are switched off.

The auto recirculated-air mode function

With outside temperatures > 78° F (26° C), the recirculated-air mode is
automatically selected by the program after a ventilation time of 30
seconds (with the air conditioning switched on) in order to accelerate
the cooling phase.

Manual recirculated-air mode function

The airflow is influenced by the ram

Actuation of the distributor flap fresh air/recirculated air is possible at all
pressure generated in the area of the
times in order to prevent unpleasant odors entering the vehicle.
fresh air inlet, which is dependent on
However, recirculated-air mode is limited to max. 2 minutes if the air-
the vehicle speed. To compensate
conditioning compressor is switched off.
for this relationship, the distributor
flap, fresh air/recirculated air (ram
flap) is moved towards the “closed”
position according to the vehicle
speed (> 90 km/h / > 56 mph). The
flap position is also dependent on
the blower voltage. Switching the
temperature display between °C and
°F in the display of the air condi-
tioning control panel is carried out
via the on-board computer in the
instrument cluster.

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911 GT3 911 GT3 Refrigeration circuit

1 - Air conditioning compressor

2 - Condenser left and right
3 - Fluid reservoir/Filter dryer
4 - Expansion valve
5 - Evaporator

97_287

8734 Compressor

An infinitely variable 7-cylinder swash-plate (adjustable) compressor is

used in the air-conditioning system. The displacement is 160 cm3 at
100% output.

Filling capacity refrigerant oil: 195 ± 15 cm3 ND8.

Function

The output of the compressor ranges between 5% and 100%. The

8_06_98
displacement and consequently the output changes according to the
swash-plate position (it moves longitudinally along the drive axis). The
intake pressure increases as the required cooling output increases. The
piston stroke is regulated by the high pressure/low pressure ratio. This
pres-sure regulation system ensures that the compressor functions
continuously under normal operating conditions. The inclined position of
the swash-plate is therefore dependent on the crank-chamber pressure
and, consequently, on the pressure ratios above and below the piston. It
is also supported by springs at the swash-plate. The crank-chamber
pressure is determined by the high and low pressure existing at a regu-
lating valve and by a throttle bore. The delivery volume is therefore
determined by the regulating valve. The regulating valve is controlled by
a diaphragm in conjunction with the intake pressure and connects the
high-pressure end with the crank chamber.

8.6 / 2004
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Control of air-conditioning compressor 911 GT3

911 GT3
Actuation of the air-conditioning compressor is dependent on the fresh
air intake temperature and the engine operation. Below 36° F (2° C) the
compressor is switched off by a relay. Only at 38° F (3.5° C) will
the control allow the compressor to be switched back on.

8750 Condenser

To save space, the condensers in the air-conditioning system are

installed together with the coolers at the front of the vehicle left and
right (see also the section “Refrigeration Circuit”).

Fluid reservoir/Filter dryer

The fluid reservoir is located next to the battery at the front left side of
the fresh-air compartment.

8_07_98

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911 GT3 911 GT3 8770 Expansion valve and other components

1 - Expansion valve
2 - Service connection, intake
side
3 - Service connection, pressure
side
4 - 3-point refrigerant switch
(high/low and medium
pressure)

8_09_98

Actuators and sensors

The air-conditioning system can be split into two groups: actuators and
sensors. The software of the operating panel (control unit) monitors all
of the measuring, control and regulating processes of the system.

The sensor system comprises the following components:

• Interior temperature sensor

• Fresh air intake temperature sensor (in the fresh air inlet opening)
• Footwell vent temperature sensor
• Solar sensor
• Feedback signals from actuators and fresh-air blower
• Feedback signal for air-conditioning compressor status
• 3-point refrigerant switch (high/low and medium pressure)

Page 8.8
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8758 Fresh-air intake temperature sensor 911 GT3

911 GT3
The temperature value of the fresh-air intake is used for compressor
control. Additionally, the outside temperature, which is provided by the
instrument cluster via the CAN bus, is considered during actuation. The
lower of the two values obtained from the measuring points at the fresh-
air intake and outside temperature sensor (behind the ribs of right nose
opening) is used to evaluate the outside temperature.

An increase in outside temperature caused by external heat sources (i.e.

waste heat from the engine) is prevented by a vehicle-speed-dependent
filter.

8714 Solar sensor

The value measured by the solar sensor is combined with the ERL signal
(see section “Actuators and Sensors”) taking into consideration “solar
radiation/ physiology correction” and various time constants.

The following components are actuators:

• Temperature blender flap actuator 8_21_98

• Central distributor flap actuator
• Distributor flap, defrost/footwell actuator
• Fresh air/recirculated air distributor flap actuator
• Blower motor

Page 8.9
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911 GT3911 GT3 Main status variable (Energy Requirement Level)

When the air-conditioning system is operating, all of the control

functions of the system are dependent on this ERL status variable.

The main status variable used to determine the thermal energy

requirement in the vehicle (the ERL signal) is derived from the
key parameters:

• Nominal temperature of interior

• Actual temperature of interior
• Outside temperature
• Solar radiation energy
• Air conditioning compressor on/off

The status variable ERL varies across the digital value range 0...255 (8
bit). The end values of this range correspond to the extreme cases “0”
= maximum cooling requirement and the value “255” = maximum
heating requirement.

In special cases, e.g. air-conditioning regulator start-up or cold-/warm-

start of the vehicle, etc., the parameters “coolant temperature” and
“engine running time” are additionally used to adjust the regulating and
control functions.

Temperature blend flap

The temperature blend flap is used as an example (for all other flaps) for
flap control based on the main status variable.

Cooling mode occurs below the condition variable ERL < 85. The
reference variable for the blend flap position is directly dependent on the
results of flap position calculations (feedback signal through the poten-
tiometer of the actuator). Heating mode occurs above ERL 150.

In this case, a secondary footwell vent temperature sensor alone deter-

mines the position of the blender flap. At ERL > 85, control of the
blender flap is taken over by the active footwell vent temperature
sensor.

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Diagram showing blender-flap position 911 GT3

(without footwell vent temperature sensor) 911 GT3

392
The airflow is influenced by the ram
pressure generated in the area of the
8778 Airflow control (blower)
fresh air inlet, which is dependent on
the vehicle speed. To compensate for
Depending on the ERL status signal, the airflow is adjusted under
this relationship, the distributor flap,
program control by regulating the voltage supplied to the fresh-air
fresh air/recirculated air (ram flap) is
blower. Appropriate characteristics exist for both automatic mode and
moved towards the “closed” position
manually selected air distribution.
according to the vehicle speed (> 90
km/h / > 56 mph). The flap position is
also dependent on the blower voltage.

The following information is transmitted from the instrument

cluster to the air-conditioning controller via the CAN bus:

• Outside temperature (external sensor located at front right of nose

section)
• Coolant temperature
• Vehicle speed (for temperature evaluation of fresh-air intake)
• Engine speed
• Idle period since ignition was switched off
The air-conditioning controller commu-
nicates with the Porsche System
Tester 2 via the K data line.

Page 8.11
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911 GT3 Self-diagnosis

911 GT3
The system has a self-diagnosis function which continuously monitors
certain functions of the control unit or system components and then
stores any faults in a non-volatile fault memory (EEPROM).

Default values for sensors

If a short-circuit occurs or there is a wire break at a sensor, default

values are used by the program to enable emergency operation of the
climate control system.

Parameter Possible Fault Location Default Values

Outside temperature Sensor/instr. cluster interface 10° C

Interior temperature Sensor 22° C

Footwell temperature Sensor 50° C

Engine temperature Sensor/instr. cluster interface 80° C

Solar intensity Sensor 150 W/M2

Vehicle speed Instrument cluster interface 70 km/h

Engine speed Instrument cluster interface 1000 rpm

Page 8.12
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9 – Electrics/Electronics 911 GT3

911 GT3
General
Contents
The electrical sytems of the 911 GT3 are generally based on those of
the 911 Carrera (996). However, convenience functions have been kept General . . . . . . . . . . . . . . . . . . . . . . . . .1
at a minimum in favor of motorsport-orientated development goals. The
on-board electrical system is arranged in individual modules and as on Battery . . . . . . . . . . . . . . . . . . . . . . . . .1
the 911 GT2, the CAN BUS circuit includes the instrument cluster, radio,
Power release for F & R Lids . . . . . . . . . .3
engine and air-conditioning control.
External power source . . . . . . . . . . . . . .5

Anti-theft alarm system . . . . . . . . . . . . . .5

Headlamps/Illumination . . . . . . . . . . . . . .6

Interior lights . . . . . . . . . . . . . . . . . . . . .9

Detailed information on this is available in the Service Training Brochure Instrument cluster . . . . . . . . . . . . . . . .10
“Introduction CAN Bus/MOST Bus”.
Multifunction display . . . . . . . . . . . . . . .11

Radio Porsche CDR 23 . . . . . . . . . . . .11

2706 Battery
Theft protection . . . . . . . . . . . . . . . . . .15
On the 911 GT3, as on the 911 GT2, a 60 Ah capacity battery is used
for weight considerations. Because of the increased energy demand,
the capacity has been increased by 10 Ah over the previous version.

Corresponding installation kits are

available through Porsche Motorsport
as accessories.

Page 9.1
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911 GT3 9660 Battery master switch (Optional)

911 GT3
A battery master relay with an internal emergency switch can be retro-
fitted in the 911 GT3. The external emergency switch in the washer fluid
reservoir cover (front left) and the necessary wiring are pre-installed.

Actuating one of the two emergency switches will interrupt the main
power circuit through a main relay. The main relay is located in the area
of the plenum chamber on the right side beside the battery and is
actuated via the consumer shut-off of the alarm system and via the
master switch outside and inside. Other power circuits such as alarm
9_05_01 system, central-locking button, light switches for parking light and
hazard warning system remain switched on.

Installation kit

The kit contains all the components required for installation. The battery
To prevent misuse, the pull cord master relay is fully wired (including 7.5A fuse). Assembly instructions
should be stowed under the luggage are supplied with the kit. The master relay is installed next to the battery
compartment lid when driving on on the right hand side of the fresh air compartment (installation is only
public roads. possible in conjunction with a 60 Ah battery).

Emergency switch, external

The red pull cord of the external emergency switch can be hung out and
laid on the rear edge of the luggage compartment lid to the outside for
racing circuit events.

Actuating emergency switch

• Pull on the red pull cord (arrow).

Resetting emergency switch

• Push lever A of toggle switch forwards.

BW1 232

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.
BW1 231

Page 9.2
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Emergency switch, internal 911 GT3

911 GT3
Actuating emergency switch
• Fold transparent cover of emergency switch forwards.
• Press red emergency switch.

Resetting emergency switch

• Press red emergency switch again and close cover.

BW1 221

5510/5547 Electrical Front & Rear lid release

The luggage compartment lid (front) and engine compartment lid (rear)
have an electrical release. They are operated with the draw buttons
located on the driver’s side sill cover (A and B). An electric motor which
actuates the respective lock is integrated in the lock of both the front
and luggage compartment lids.

As on previous models, lid closure is manual for reasons of safety. The

front luggage-compartment lid can also be opened by the remote
control integrated in the ignition key.

For this purpose the ignition key has been provided with an additional B13 079

pushbutton (2).

A - Master key
B - Spare key
1 - Central-locking button
2 - Luggage-compartment lid button
3 - LED

AV1 004

Page 9.3
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911 GT3
911 GT3 The two lids can only be opened if the appropriate pull-switch is
actuated, the vehicle’s alarm system is not armed and the vehicle speed
is lower than 5 km/h (3 mph). The luggage compartment lid can only be
opened with the remote control if the ignition key has been removed. If
the luggage compartment or engine compartment lid has not been
closed properly, a warning lamp lights up in the instrument cluster. In the
event of an electrical fault (e.g. a discharged battery), the lids can be
opened using an external power source.

Refer to chapter “External power

source”!

Emergency unlocking of trunk

Legislation introduced in the USA on 01.09.2001 with the title “Trunk

Entrapment” requires that the trunk can be opened from the inside. As
of 01.09.2002, all 911 models are equipped with this device for the
rear trunk. This allows the power lid release to be actuated electrically
from inside via a fluorescent lever.

9_22_03

9.4 / 2004
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External power source 911 GT3

911 GT3
If the battery is dead, the release motors for the two lids can be
operated by applying an external power supply via a battery jumper
cable.

There is a color-coded (red) emergency power contact in the fuse box in

the driver’s side footwell. The emergency power contact can be pulled
approx. 3 cm out of the fuse box to allow the positive jump lead to be
connected.

A change-over relay (miniature relay) behind the fuse box switches the
power supply to the release motors.

C11 046
Procedure:

• Unlock the vehicle’s door lock manually using the key

• Pull out the emergency power contact from the fuse box
• Connect the jump lead (positive) to the contact
• Connect the second jump lead (negative) to one of the vehicle’s
ground points (e.g. to the B-pillar striker)
• Connect the jump leads to the external power source (e.g. a car
battery)
• Actuate the lid switch on the sill cover
• Disconnect the jump leads and reinsert the emergency power contact

D11 029

9687 Anti-theft alarm system

The 911 GT3 of model year 2004 is, like all 911 models, equipped with
If the alarm system of the vehicle is
the following:
armed, the alarm will be triggered
when the jump lead is connected.
• Central locking system with key remote control
Deactivate the alarm system by
• Immobilizer with transponder system
locking and unlocking the door lock
• Contact-controlled perimetric protection
manually using the key.
• Infrared interior movement detector

Page 9.5
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911 GT3 911 GT3 9415 Headlamps/Illumination

As standard the 911 GT3 is equipped with the lighting of the 911
Carrera (996) including headlamps (standard halogen main headlamps
with projection technology), rear lights and turn indicators.

The range and road surface illumina-

tion are adapted to the high perfor- Bi-Xenon (optional)
mance of the 911 GT3.
The familiar “Bi-xenon” headlamps from the 911 Turbo and 911 Carrera
with dynamic beam angle adjustment and headlamp cleaning system are
available as an optional equipment.

The term “bi-xenon” refers to the gas-discharge lamp technology that is

also used in high-beam headlamps. On the bi-xenon projection module,
the light generated by the xenon lamp is projected onto the road
surface through a large glass lens. By moving a beam aperture, the
beam exit area is enlarged compared to the low-beam headlamp and the
wide scatter xenon light (similar to normal daylight) is used as the high-
9_01_00
beam headlamp. Additional halogen high-beam headlamps ensure a
good range.

The “bi-xenon” system offers the following advantages in low-

beam mode:

• Very high light volume

• More light in the boundary zone in front of the light/dark boundary
• Homogeneous illumination of the entire road surface
• High color temperature enables good color vision
• The sharply defined light/dark boundary prevents blinding of pedes-
trians
• To prevent the driver of the vehicle and the drivers of oncoming
vehicles from being blinded, the headlights are coated with “anti-
dazzle paint” at the necessary points and have a periphery illumination
reflector

Page 9.6
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The “bi-xenon” system offers the following advantages in high- 911 GT3
beam mode: 911 GT3

• Xenon high-beam headlamps

• Lowering the beam aperture provides a wide and very brightly lit illumi-
nation zone even at long range (particularly important on winding
roads)
• Supplementary halogen headlights ensure long-range illumination
(beneficial at high speeds along straight roads)
• Considerably better switch-over effect when flashing the headlights as
well as improved homogeneity compared to previous gas-discharge
systems

Low beam

In comparison:

Top: Low beam Litronic headlamps

Bottom: Low beam bi-xenon headlamps

9_01_04

9.7 / 2004
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911 GT3
911 GT3 High beam

In comparison:

Top: High beam Litronic headlamps

Bottom: High beam bi-xenon headlamps

9_02_04

9.8 / 2004

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9622 Interior light/Orientation light

911 GT3
911 GT3
The 911 GT3 is also provided with the previously introduced orientation
lighting. The LED in the passenger compartment light illuminates the
cockpit and center console area. It is also used as an orientation light
when night driving.

The subdued lighting creates a better sense of space and also assists in
locating the switches. The light source is screened off in such a way
that it cannot irritate the driver or passenger. The LED can be set to two
brightness levels using an additional switch in the interior light. The
switch can be actuated with a pointed object (e.g. a ball-point pen).

A, D - Switch for reading spotlight on driver or passenger side

B - Switch for interior light
C - Switch for orientation light
E - Orientation light

In addition to the interior lighting, LEDs also provide orientation lighting.

They illuminate a certain area of the interior almost imperceptibly. The
LEDs are switched on when the vehicle is unlocked and switched off BW1 255

when the vehicle is locked (or after 2 hours if the vehicle is not used).

An LED is integrated in the front part of the driver’s side inner door
handle. It illuminates the ignition lock and light switch area to improve
orientation. The light emission opening of the LED cannot be seen from
the driver's position and, therefore, cannot effect the driver’s vision. An
LED is also fitted in the door opener recess of both the driver's and
passenger’s door. This assists the driver and passenger in locating the
door opener.

Page 9.9
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911 GT3 911 GT3 9025 Instrument cluster

The instrumentation is largely similar to that of the 911 Carrera (996).

The higher shut-off speed accounts for the extended red sector of the
tachometer starting at 8200 rpm. To differentiate, a “GT3” logo is
imprinted on the tachometer face.

The familiar arrangement of the on-board computer standard on the 911

Carrera (996) is also new.

The on-board computer has the following functions:

• Average speed
• Fuel consumption
• Remaining range before refuelling
• Outside temperature
• Limit (speed gong)
• Check (stored warnings)
• Set (driver settings and resetting)
• Off (switch off the multifunction display)

9_03_04

Page 9.10
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Multifunction display/On-board computer

911 GT3
911 GT3
On models with on-board computer and radio CDR 23, the name of the
currently selected radio station can also be shown in the upper area of
the display. During active CD replay, the number of the title being played
is displayed as is the position of the respective CD in the magazine if
used in conjunction with a CD changer.

9_01_03

Audio and communication equipment

9124 Radio Porsche CDR 23

The 911 GT3 is equipped with the familiar CD Radio Porsche CDR 23
and includes four speakers (two each in left and right of dashboard and
left and right of rear side trims).

Refer to the technical manual

for the diagnostic options with the
Porsche System Tester 2.

Page 9.11
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911 GT3 911 GT3

9_08_03

1 - Volume control (on/off switch)

2 - Eject button for CD
3 - Traffic program button
4 - Tone button
5 - Button for selecting sub menus
6 - Button for CD operation
7 - Button for radio operation (FM)
8 - Button for radio operation (AM)
9 - Manual frequency adjustment
10 - Right rotary/reset control
11 - Multifunction buttons
12 - Display

9.12 / 2004

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Functional overview of the new CDR 23 radio 911 GT3

911 GT3

General features CDR 23

Rotary volume control (left) X

Multifunction rotary reset control X
Display of station name for RDS stations X
Multi station button in FM and AM X
Automatic search in 2 directions X
SCAN search X
TP search X
Scroll through receivable stations (RDS EU, Best FM) X
Manual tuning X
Direct input of frequency via 10-digit keypad new
Segment display, inverse display X
Numerical display for volume, balance, fader, bass, treble X
Sound menu with adaptive control layout on the sound packages new

Tuner

Adjustable to country parameters (via PST 2) new

World tuner (adjustable to Europe, USA, South America, Australia,
Asia, South Africa, Japan) new
VHF (Best FM) X
MW X
Permanent memory for VHF waveband:
FM 1 10
FM 2 10
FM Best new
MW :
AM 10
Autostore station memories FM 9
AM 9
RDS/RBDS (2 FM tuner) X
RDS function EON (RoW) X
RDS function PTY (program type) X
Regional stations (REG) can be switched on/off (RoW) X

X = Known function

Page 9.13
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911 GT3 911 GT3

Traffic Program

Evaluation via RDS and RBDS X

Announcement recognition via TA X
Change to traffic program possible without music program (TP-MUTE) X
Announcement display in LCD (TP-INFO) X
TP (shown in display) X
Background traffic program with CD, MW and VHF s
tations without traffic news new

CD

6 disk CD changer (CDC-4) connectable X

CD and CD changer selection via CD button X
Disc selection via station buttons X
Direct track selection X
Direct title selection X
Title jump forward and back (FF and FR) X
Scan function (SC) X
CD stop during traffic report X
Fast forward/rewind X
Display of relative time X
Display of total playing time X
Titles at random (Random Play - RP) X

Tone

Bass and treble adjustable sep., with memory func. for all audio sources X
User memory (User 1–3) new

Other

Operation with ignition off possible (switches off after 1 hour) X

Fixed code no longer available new
Display of station name X
Speed-sensitive volume control X
Display dimming via instrument lighting X
Telephone muting X

X = Known function

Page 9.14
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Theft protection 911 GT3

911 GT3
The CDR 23 radio is connected to the cluster through the CAN bus.
Whenever switched on, it is tested to check if the radio matches the
data stored in the cluster. If this is not so, then the CDR 23 cannot be
operated. The radio can only be replaced by an authorized Porsche
dealership.

The music industry is producing CDs that can be provided with various Coding of the country versions is
protective systems to prevent copying. Consequently, these CDs may carried out through the Porsche
sometimes not be readable by the drives. Be aware of possible copy System Tester 2. Some functions of
protection, which is clearly marked on the CD packaging. the CDR 23 differ depending on the
country parameters (e.g. no direct
input of the frequency with USA).
Please note the corresponding
country version.

Page 9.15
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911 GT3911 GT3

Page 9.16 1.4 / 2004

Part Number - - PNA 489 021 04