Thoroughbred Racing Technology for Supreme Driving Pleasure
The Porsche Carrera GT offers the undiluted qualities of a genuine racing car to provide an
unprecedented driving experience on the road. Right from the start, the car's performance
figures reveal its character: As just one example, the Carrera GT accelerates from 0-200 km/h
in just 9.9 seconds. And this high-performance athlete sets new standards in many other areas, too.
Lightweight engineering of the highest calibre
Consistent use of lightweight technology clearly demonstrates the Carrera GT's commitment
to the essential: Measuring 4.61 metres or 181.5" in length, 1.92 metres or 75.6" in width,
1.16 metres or 45.7" in height, and with a wheelbase of 2.73 metres or 107.5", the Carrera GT
weighs in at an ideal 1380 kg or 3043 lb unladen.
Power and performance
The ten-cylinder power unit right behind the cockpit of the Carrera GT is based on a 5.5-litre
normal-aspiration engine which might well have appeared in the 24 Hours of Le Mans as an
all-out racing unit. Capacity has been increased slightly to 5.7 litres for maximum output of
450 kW (612 PS) at 8000 rpm and maximum torque of 590 Newton-metres or 435 lb-ft at
5750 rpm. Top speed is 330 km/h or 205 mph. Despite this kind of power, performance
and racing character, the ten-cylinder is perfectly suited for everyday motoring thanks to its
refined, superior driving qualities also at low engine speeds.
Close interaction of the chassis and engine mounts
The Porsche Carrera GT is the first production car to feature a monocoque chassis and
engine/transmission mounts made of carbon-fibre-reinforced plastic (CFP), a design principle
now registered by Porsche for a patent. Only carbon, a material carried over from aerospace
applications, is able through an elaborate process of refinement to combine supreme
performance and driving dynamics on the road with minimum weight and maximum strength.
So here again, Porsche's engineers and designers have carried over the great demands
made on the race track to a road-going sports car, in the process giving the Carrera GT not
only optimum performance but also a high standard of safety all round.
Same underfloor as a racing car
Aerodynamics is obviously a decisive factor in a car capable of reaching 330 km/h or 205
mph. To achieve maximum downforce, the Carrera GT comes with the underfloor geometry
of a racing car, the fully clad carbon underfloor providing an additional ground effect together
with the rear diffuser and air flow ducts.
Forged magnesium wheels
The 19-inch front and 20-inch rear wheels in five-spoke design clearly reveal the motorsport
character of the Carrera GT at very first sight. And at the same time they bear testimony to
the exclusivity of this high-performance sports car: The wheels are made in a magnesium
forging process used for the first time in a production car. Forged magnesium wheels are
more than 25 per cent lighter than cast aluminium wheels and have a very long service life.
Refined chassis and suspension set-up
Reaching very high speeds on the road, the Carrera GT obviously requires a special spring
and damper set-up in order to maintain its driving stability and good grip especially at the
rear in all speed ranges. So again, the solution applied for this purpose comes from motorsport: Smooth response and refined behaviour is ensured by spring/damper elements
fastened to the inside of the chassis structure and operated by stainless-steel pushrods and
pivot levers. Firm connection of the springs and dampers to the chassis helps to provide an
exact, smooth response, again in the interest of added safety on the road.
A world-first achievement: the ceramic clutch
Apart from Porsche Ceramic Composite Brakes already well known, Porsche uses
ceramics, a particularly light and resistant material, also in the power transmission and
driveline of this super-sports car: The Carrera GT is the first car in the world to feature the
Porsche Ceramic Composite Clutch, a double-plate dry clutch in compact design to
meet all the requirements of motorsport. Clutch disc diameter is a mere 169 millimetres or
6.7", again helping to give the engine and gearbox a very low centre of gravity. A further
advantage of the new ceramic clutch plates is their much longer service life compared with
other, alternative materials.
Seats weighing only half the usual figure
Within the refined interior of the Carrera GT characterised above all by smooth and supple
leather, magnesium and carbon-fibre structures, the newly designed seats in elegant, sporting
style are a particular eye-catcher. These are the first-ever seats in a production car made
of composite carbon and aramide fibres. And compared with conventional seats, the seat
buckets in the Carrera GT weigh only 10.7 kg or 23.6 lb, that is roughly half the usual figure.
The New Porsche Carrera GT
A Super-Athlete for the Road
Through its looks alone, the Carrera GT clearly reveals its truly outstanding performance as
an uncompromising super-sports car. But contrary to prototypes used only in motor racing,
the Porsche Carrera GT, in its design and character, shows a clear link to production cars and
is reminiscent in some details and features of Porsche's legendary racing cars for the track.
The front view of the Carrera GT bears that typical Porsche “face" with the extreme, sweptback “arrow" design of the front lid and the front wings rising up at the sides like on the
718 RSK Spyder back in the '60s. The two large projection headlights beneath flat glass
covers bear testimony to the unforgotten Porsche 917 racing car but house the most advanced
and sophisticated headlight technology in the form of two V-shaped xenon headlight units.
And like on the 911 Turbo, three extra-wide air intakes in the lower front section underline
the Carrera GT's clear commitment to outstanding perforamnce on the road. The air coming
in through these openings serves to cool both the three radiators as well as the front brakes.
Exciting looks also from the side
Viewed from the side, the Carrera GT looks even more dynamic with its taut, stretched and
sleek shoulder line. The mid-engine concept is accentuated by the cockpit oriented clearly
to the front and the long gap between the door and the rear axle. The all-new exterior mirrors
with their V-shaped double base take up the angle of the A-pillar, emphasizing the dynamic
appearance of the entire car. Large air intakes and side outlets in front of and behind the
doors add to the exciting looks of the car, serving primarily, however, to ensure a good flow
of air to and from the engine, transmission, brakes and air conditioning in line with the supreme
power and performance of the Carrera GT. Literally “cut into" the basic design of the car, the
air intakes, like on an aircraft, feature a highly functional aerodynamic air flow surface as
yet another example of the perfect combination of aesthetic looks and high-performance
technology so characteristic of the car's concept.
To provide a clear view of the power unit and for thermal reasons, the powerdomes stretching
back over the engine from the rear panel of the cockpit are made of cross-drilled stainless
steel. The two rollbars not only look safe and secure, but really fulfill their purpose in full
thanks to their strong, muscular design and configuration. And at the same time they serve
to accommodate the removable roof, holding it firmly in position whenever required.
Clear design also at the rear
The rear-end structure of the Carrera GT is clearly laid out like on a racing car, primarily
following all driving and aerodynamic requirements. A rear wing provides the downforce at
the rear essential for superior driving dynamics on the road, moving up 160 millimetres or
6.30" in less than five seconds as soon as the car reaches a speed of 120 km/h or 75 mph
and increasing downforces by approximately 30 per cent. Then, as soon as road speed
drops below 80 km/h or 50 mph, the wing automatically returns to its original position. A
diffuser beneath the rear end enhances the aerodynamic effect of the wing and at the same
time forms a visual counter-balance to the contour of the wing extending upwards. Two
powerful-looking tailpipes integrated in between in the rear carbon-fibre panel on the same
level as the round tail lights are reminiscent in their shape of a jet engine, once again bearing
clear testimony to the above-average performance of the Carrera GT. The ribbed cover
around the tailpipes also serves a clear function by enhancing the cooling effect at the rear,
the Carrera GT thus visibly reflecting Porsche's clear principle of form follows function.
Superior aerodynamics also beneath the car
The design of a car capable of racing successfully on the track is clearly influenced throughout by aerodynamic considerations. The benchmark for all design features is the option to
race the car on a circuit with high downforces keeping the car firmly on the ground. At its top
speed of 330 km/h or 205 mph, the Carrera GT builds up downforces totalling 2846 Newton.
For reasons of stability downforces are higher at the rear, with the Carrera GT featuring a
front-to-rear force balance of 30:70. To build up these high downforces on the Carrera GT
without in any way impairing the car's drag coefficient, Porsche's aerodynamicists have
developed a new underfloor geometry for the Carrera GT never seen before in this consistent
design on a production car built for the road. Together with its diffuser at the rear and the
air flow ducts, the fully covered underfloor provides an additional ground effect. Firmly bolted
to the chassis, engine mounts and crash structure, the underfloor cover is made completely
of composite carbon-fibre and has been designed down to the last detail in the wind tunnel.
This guides the flow of air in the right direction with the help of flow ducts upstream of the
front axle and air guidance fins extending back to the diffuser at the rear. The result is not
only powerful downforce as such, but also an optimum balance of these downward forces
on the two axles.
Engine and Drivetrain
A Purebred Racing Engine
The ten-cylinder power unit with dry sump lubrication fitted behind the cockpit of the Carrera GT
is based on a 5.5-litre V10 normal-aspiration engine which, as an all-out racing machine,
might well have been featured in the 24 Hours of Le Mans. Now engine capacity has been
increased to 5.7 litres in the road car by enlarging cylinder bore to 98 millimetres or 3.86".
With its supreme power, the engine of the Carrera GT meets all the requirements for the race
track, but is equally smooth and docile for everyday motoring. Through its performance
alone, the Carrera GT clearly stands out as a super-sports car for the road: Maximum output
is 450 kW or 612 bhp at 8000 rpm, maximum torque 590 Newton-metres or 435 lb-ft at
5750 rpm. Top speed, in turn, is 330 km/h or 205 mph. And in its acceleration, the Carrera GT
really enters a new dimension, rocketing from 0-100 km/h in just 3.9 seconds and reaching
200 km/h in a mere 9.9 seconds.
Extremely low centre of gravity
The optimised 68° V-angle of the cylinders, together with the crankshaft lowered to the
lowest possible level, gives the engine a very low centre of gravity. This tight V-angle and the
steep ducts within the engine block are necessary in order to provide enough space for the
car's various aerodynamic features, such as the air flow ducts and the diffuser. Porsche's
engineers have chosen the 10-cylinder concept with 500 cc per cylinder since this configuration
offers optimum conditions for the cylinder charge cycle. Four valves per cylinder and intake
channels optimised to provide perfect flow conditions ensure an optimum cylinder charge
and supreme efficiency. And although the entire engine has all the qualities of a power unit
built for racing, it naturally fulfills all relevant emission and noise limits.
Excellent engine block stiffness, high standard of integration
Built at Porsche's engine plant in Stuttgart-Zuffenhausen, the ten-cylinder power unit featured
in the Carrera GT guarantees excellent strength and stiffness all round through its construction
as a load-bearing component within the car as a whole, the cylinder bores thus remaining
free of any distortion to the greatest possible extent. To keep the number of individual parts
and the weight of the overall engine to a minimum, in turn, both the coolant and oil pipes
have been integrated into the cast housing as far as possible, this special design typical of
motorsport avoiding the need for individual connections and sealing elements. And at the
same time this concept of high integration serves not only to optimise the weight of the
engine and its ancillaries, but also to enhance reliability and running qualities to a new level
Materials carefully selected for supreme strength and temperature resistance
The ten-cylinder power unit makes a significant contribution in maintaining the ideal weight
of the Carrera GT. Weighing just 214 kg or 472 lb, the engine is made of light alloy throughout, maintaining a high level of strength and temperature resistance wherever required.
This applies both to the crankcase and the cylinder heads in a light alloy almost completely
immune to high temperatures. To keep the engine as short as possible, in turn, Porsche's
engineers decided not to use cylinder liners subsequently inserted in place. With the engine
block in closed-deck configuration, a principle carried over from motorsport, the cylinders
are cooled by water chambers extending all round. The cylinder liners come with a Nikasil
(a combination of nickel and silicon) coating improving wear resistance and minimising friction.
A further advantage of this special design and configuration is a considerable increase in
crankcase strength and stability. Achieving engine power of 612 bhp is one thing – cooling
an engine with this kind of power is another. And precisely here the closed-deck configuration
offers substantial advantages, with the cylinders being surrounded directly by the coolant.
Crossflow cooling ensuring optimum transfer of heat to the coolant cycle guarantees consistent
cooling of all 10 cylinders even under high engine load, three radiators at the front of the car
contributing to the cooling effect.
Crankdrive for high engine speeds
High engine speeds of up to 8400 rpm require suitable design of the crankdrive. The crankshaft operates with a stroke of 76 millimetres or 2.99", interacting with 68 millimetres or
2.68 cylinder bore to provide overall capacity of 5733 cc. Forged and designed for minimum
mass inertia, the crankshaft offers maximum torsional stiffness. The pistons are connected
to the crankshaft by titanium connecting rods not only very strong but also extra-light to
ensure superior smoothness and a long service life at engine speeds of more than 8000 rpm.
Like the crankcase, the cylinder heads on the Carrera GT resemble those of a fully-fledged
racing engine. Construction of the crankcase in one piece integrates the secondary air ducts
as well as the separate bearing blocks for the camshaft. Camshaft drive is a combined
sprocket/chain system which, in conjunction with rigid cup tappets, guarantees stiff and
sturdy valve drive with low masses and compact dimensions. The intake camshafts come
with infinite adjustment within a total range of 40° provided by VarioCam camshaft control
patented by Porsche.
Environmentally friendly but with a strong and powerful sound
The Carrera GT comes with a two-chamber exhaust system featuring one pre-catalyst and
one main catalyst on each side. Clearly, the new model fulfills or even outperforms all environmental standards and requirements applicable worldwide, such as the European EU4 standard
not coming into force until 2005. The pre-catalysts are close up to the engine behind the
manifold, significantly reducing the emission of pollutants even while the engine is still warming
up. The main catalysts, in turn, are integrated in the rear-end silencer. Double lambda control
with two oxygen sensors for each row of cylinders serves to monitor the catalytic converters
and mastermind the catalytic process. Made completely of stainless-steel, the exhaust system, due
to compact dimensions and space requirements, has a volume of only 40 litres. Precisely tuned
interaction of the blending chambers, finally, helps to provide that powerful Porsche sound
in combination with the high-frequency roar characteristic of a thoroughbred racing engine.
Six-speed gearbox in transverse position
Drive power is transmitted in the Carrera GT by a specially developed manual six-speed gearbox following the basic concept and philosophy to the V10 power unit: compact dimensions,
a very low centre of gravity, and supreme performance. All this is provided by the transverselymounted gearbox ensuring optimum weight distribution in the wide rear end of the car and
not in any way impairing the position of the diffuser. With clutch dimensions reflecting the
usual standards applicable in motorsport, the Carrera GT does not feature a two-mass flywheel, the usual function of such a flywheel being provided by the special design of the shafts
leading into the transverse gearbox: The first main shaft comes as a hollow tube housing the
long and thin solid shaft inside in the form of a spring rod. Acting in this way as a torsional
spring, the two shafts dampen drive impacts and reduce transmission noise at the same time.
A world-first achievement: the ceramic clutch
The Carrera GT is the first car in the world to feature the PCCC Porsche Ceramic Composite
Clutch. A particular highlight of this worldwide innovation is the compact external diameter
of the clutch plates helping to give the drive unit a very low centre of gravity. Another crucial
advantage is the low mass of the clutch with a positive effect on engine dynamics. So far
only the carbon-fibre clutch has been able to meet these requirements typical of motorsport,
but with a much shorter service life not adequate in this case considering the everyday driving
The abbreviation PCCC stands for completely new clutch design and configuration outperforming even the service life of conventional clutch plates. In creating this innovation, Porsche's
engineers have benefitted from their excellent experience with PCCB Porsche Ceramic Composite Brakes, developing this material to an even higher standard for use in a two-plate dry
clutch. The particular fortes of ceramics are enormous strength, low weight and, in particular,
an exceptional service life. The two ceramic clutch plates made in principle of carbon-fibre
and silicon carbide measure only 169 millimetres or 6.65" in diameter, versus clutch diameter
of up to 380 millimetres or 15.00" on regular production cars.
Engine and transmission mounts ensuring comfort and safety in one
The engine and transmission rest on three mounts within the support frame made of carbonfibre-reinforced plastic (CFP) bolted on to the chassis. This support frame is part of the
car's overall composite structure, teaming up with the chassis to form the backbone of the
Carrera GT. The purpose of this absolutely unique construction is to keep the car sturdy
and stiff in every respect, without adding to its weight. The three-point mounting concept
reduces the transmission of noise and vibration and serves at the same time to protect the
car's occupants in the event of a collision: Should the worst ever come to the worst, the
front mounting point will ensure proper guidance of the drivetrain, thus guaranteeing a very
high standard of occupant safety.
Chassis and Suspension
Supreme Dynamics, Supreme Handling
The chassis and suspension of the Carrera GT has already demonstrated its unique qualities
even under the toughest conditions – it comes from the Porsche 911 GT1, the winning car
in the 1998 24 Hours of Le Mans. The experience gained in racing events of this calibre,
particularly with a view to the specific demands made of a composite carbon-fibre chassis,
has gone straight into the Carrera GT right down to the last detail. The rear track control arms,
for example, are made of aerodynamically designed steel tubes. Solutions proven in motorsport ensure driving dynamics of the highest standard, even though Porsche's engineers
have focused not just on the car's racing performance, but also on an appropriate level of
driving comfort for a street-legal super-sports car of this kind. Primarily, this comfort is provided by appropriate tuning of the dampers, the chassis and suspension itself retaining its
racing car character.
Pushrods for a sensitive response
Double-track control arm pushrod axles front and rear give the Carrera GT its refined response
and behaviour, feeding forces smoothly and efficiently into the car's chassis. Fastened inside
on the chassis structure, the spring and damper elements are operated by stainless-steel
pushrods and pivot levers. Contrary to the McPherson spring struts featured in Porsche's
other sports cars, pushrods separate the guidance function from the spring action. This
design principle is often used in motorsport to provide free choice of the transmission ratio
between the wheel, spring and damper unit as well as the anti-roll bar. The advantages are
sensitive response and behaviour plus perfectly tuned suspension both at high and low speeds.
Forged aluminium control arms resting on broad mounts feed wheel forces on the Carrera GT
into the monocoque body structure. Like on a racing car, the control arms are bolted on to
the chassis without any rubber insulators in between, thus providing precise wheel guidance
at all times. The car's superior driving dynamics are further enhanced by power steering ensuring a high level of agility, and to avoid vibrations the firmly mounted safety steering column
is bolted directly on to the monocoque body structure.
Ceramics also on the brakes
The Carrera GT features ceramic brake discs used by Porsche for the first time in a production
car when launched as a world-first achievement in the 911 GT2 in 2001. Now, entering the
market also in the Carrera GT, the PCCB Porsche Ceramic Composite Brakes have been
further optimised and enlarged in size, the cross-drilled composite ceramic brake discs with
highly efficient involute cooling ducts measuring 380 millimetres or 14.96" in diameter both
front and rear – another 30 millimetres or 1.18" more than on the 911 GT. Brake disc thickness, in turn, is 34 millimetres or 1.34". Compared with grey-cast-iron brake discs of the
same type, the ceramic discs in the PCCB brake system are approximately 50 per cent lighter.
In conjunction with the brake lining also brand-new, Porsche Ceramic composite brakes
immediately ensure a very high and, in particular, consistent frictional coefficient during retardation: Maximum brake power is built up within fractions of a second, abrasion is kept to
an absolute minimum, and safety reserves remain substantial even under extreme loads.
In the interest of enhanced strength and stiffness, the six-piston monobloc aluminium brake
callipers front and rear are a new development from the ground up. Featuring an extremely
large and therefore firm bolted connection to the wheel mounts, the brake callipers serve
to “dose" the brakes even better, giving the driver a very good feeling for the brake pedal.
Short stopping distances are of course also ensured by the hydraulic brake servo building
up brake pressure very quickly and efficiently.
ABS/ASC for enhanced driving stability in extreme situations
An ABS and traction control system serves to ensure dynamic driving behaviour to the most
extreme limit even on interchanging road surfaces and in bad weather. The system enhances
the car's driving stability when braking and accelerating and provides a feeling of safety
matching the supreme performance of the Carrera GT. The four-channel anti-lock braking
system is able to act individually both on the front and rear wheels, ABS control being geared
specifically to the ceramic brakes and providing very short stopping distances whilst maintaining excellent steer-ing control. Four-channel anti-spin control (ASC) is activated when required throughout the car's entire range of acceleration, preventing excessive wheel spin on
the drive wheels and thus avoiding any instability of the car at the rear. Intervening in engine
management, ASC reduces engine power to the degree required by taking back the throttle
and reducing the ignition angle. Whenever they are spinning, furthermore, the drive wheels
are slowed down by the automatic brake differential (ABD). Should he wish to enjoy the
thrill of dynamic driving of the highest racing standard, however, the driver can switch off the
complete traction control function by pressing a button in the centre console.
Forged magnesium wheels
Porsche has developed five-spoke wheels measuring 19 inches at the front and 20 inches
at the rear specifically for the Carrera GT. The wheel rims are made in a magnesium forging
process and are the first wheels of their kind featured in a production car. This special manufacturing process serves to enhance the endurance and fatigue strength of the material to
an even higher standard, at the same time reducing weight to a minimum: Whilst offering
supreme strength and stiffness, forged magnesium wheels are approximately 25 per cent
lighter than cast aluminium wheels and thus reduce unsprung masses to a level never seen
before. The result is not only supreme traction, but also particularly good and smooth spring
and damper action. And a further feature certainly of interest to the motorsport aficionado
is the central wheel lock on the hubs for a particularly quick wheel change whenever required.
Special tyres with a very large contact surface have been developed specifically for the
Carrera GT, measuring 265/35 ZR 19 at the front and 335/30 ZR 20 at the rear. The tyres'
contact surface ensures optimum traction, outstanding mechanical grip, consistent behaviour
at high speeds, and a relatively low level of wear for tyres of this type. And last but certainly
not least, the high standard of grip and traction helps to give the Carrera GT its very short
Bodyshell and Safety
A Strong Character
Just one look is sufficient to see that the body structure of the Carrera GT was designed and
developed by Porsche's Motor Racing Division. Reflecting the usual standard in motorsport,
the chassis forms the central component made up of the monocoque, the windscreen frame,
and the rollover structure. The drive unit is bolted on to the chassis with the help of the engine and transmission support frame. Forming the main structural components, the chassis and
the support frame bolted firmly on to the body team up to provide one complete unit with
superior torsional and flexural stiffness, which you might call the backbone of the Carrera GT.
Acting together, these components support the front- and rear-wheel suspension and absorb
forces fed into the body by the crash structures, at the same time supporting the body panels
and holding the interior of the car.
The Carrera GT is the first road car in the world with not only the chassis, but also the engine
and transmission support made entirely of carbon-fibre-reinforced plastic (CFP), a concept
developed by Porsche's Motor Racing Division and already registered for a patent. The construction principle chosen for the engine and transmission frame is comparable to that of the
chassis, higher temperatures in the engine compartment nevertheless requiring a suitable
composition of materials with a higher level of thermal resistance.
The monocoque combines all structural functions such as the transmission of reaction forces
from the chassis and drivetrain normally handled by the bodyshell. Contrary to a conventional
bodyshell made up of numerous separate parts and components, the monocoque is made
of just a few bodyshell elements bonded to one another in a high-pressure furnace. Forming
a single or mono-structure in this way, the body rightly bears the name “monocoque".
Composite carbon-fibre materials determining the concept of the car
CFP is the generic term for composite fibre materials with a large share of carbon-fibre used
primarily in aerospace applications. Porsche has chosen this material for the car's high-performance components, since it is the only material able to combine supreme performance
and dynamic driving qualities with minimum weight and maximum body stiffness – which
also means superior safety on the road. The Carrera GT thus offers a standard of overall stiffness and body strength quite exceptional for an open production car (maximum flexural and
torsional stiffness), comparable to that of a thoroughbred racing car or to the high standard
otherwise offered only by a coupé. CFP is used not only on the chassis and for the engine/
transmission support frame, but also on the doors, lids and wings as well as the underfloor
and parts of the interior all made of carbon on the Carrera GT. And to provide visible proof
of this unique standard, the composite carbon-fibre materials are not always hidden beneath
covers and the paintwork of the car – rather, Porsche's designers present this outstanding,
high-quality material as an exceptional eye-catcher on the door panels, in the doorsill area,
in the engine compartment and at the rear of the Carrera GT.
Consistent use of CFP combines very low weight with a high standard of dimensional accuracy
and body stiffness. As a result, the Carrera GT enters new dimensions in reaching its ideal
weight, the chassis weighing just over 100 kg and with most CFP components being up to
40 per cent lighter than comparable conventional components used in standard production
despite their supreme strength and resistance. A further advantage of composite carbonfibre materials, finally, is the supreme precision of these parts and components in production.
Carbon-fibre processed and finished to the highest standard
The structural components made of CFP are the result of an elaborate production process
combining supreme precision with a high standard of craftsmanship and manual dexterity.
Each component takes about one week in production and requires up to 400 individual
operations. At the beginning of CFP production, carbon-fibre tissue units (so-called pre-pegs)
impregnated in artificial resin are placed into production moulds. The specific type of resin
and fibre used, as well as the flow of fibre and the thickness of the threads in the fibre mats,
depend on the subsequent function of the component involved in the car. An additional layer
of aluminium or plastic honeycomb material up to 25 millimetres or almost 1 inch thick,
depending on the demands made of the component involved, is stuck on to the mats with
the help of an adhesive film, further layers of impregnated carbon-fibre tissue being laminated
on afterwards. Aluminium inserts are then laminated on additionally at specific points in
order to subsequently fasten additional components to the load-bearing CFP structure. Finally,
the mould is sealed airtight by means of a cover foil and placed in an autoclave high-pressure
furnace at 6 – 8 bar and at temperatures of 150° C or 300° F. In the process the resin systems
form a polymer and, via the adhesive films, bond the honeycomb or plastic on to the carbonfibre. This baking process may take up to 8 hours.
Consistently using composite carbon-fibre on the Carrera GT, Porsche's development engineers
have focused very carefully not only on the number of fibre layers, but also on the choice
and sequence of the various types of tissue mats and structures, since only the ideal combination is able to reduce weight to an even lower level with such a CFP structure. Particular
attention has also been given to the high quality of the carbon surface structure, applying
the same high standard Porsche also observes with aluminium, plastic and steel panel surfaces. Precise harmony of the materials and their structures thus serves to present the carbon
surfaces in all their beauty to the beholder, at the same time giving them the right qualities
to withstand both hot sunshine and low sub-zero temperatures.
Roof made of two lightweight panels
With its open roof, the Carrera GT ranks supreme in the classic roadster league. But even
bad weather does not force this Gran Tourismo into the garage thanks to the special, easyto-use roof system developed for the car. Made up of two separate lightweight carbon panels,
the roof can be conveniently removed by means of rapid-action catches and accommodated
just as conveniently in the front luggage compartment. The two halves of the roof are designed to withstand the highest aerodynamic forces, low weight of just 2.4 kilos and compact
dimensions of 74 x 57 centimetres or 29.1 x 22.4" making the process of fitting and removing the two halves child's play in the literal sense of the word. The only point to be observed is the right sequence when fitting the roof panels – first on the driver's, then on the
front passenger's side.
Carbon structure providing extra safety
Apart from its truly outstanding driving characteristics, the Carrera GT offers an equally high
standard of safety on the road: This new high-performance sports car comes with all of
Porsche's well-known active safety features even at very high road speeds and naturally complies with all relevant crash standards the world over. In its torsional stiffness, the Carrera GT
even sets up a new record for open cars. The passive safety of the Carrera GT rests quite
literally on the composite carbon-fibre monocoque passenger cell with integral rollover protection provided by the A- and B-pillars. Extra-strong steel tubes serve additionally to increase
the strength and stability of the A-pillars. Composite components featured on the B-pillars,
like in racing cars, offer an equally high standard of safety in a rollover. Wherever very high
forces are fed into the CFP structure, the areas and components involved are suitably reinforced and strengthened. Inside the passenger compartment all surfaces relevant to safety
come with extremely resistant and tough aramide synthetic fibre on top avoiding the formation
To ensure a further increase in passive safety, the longitudinal arms of the Carrera GT commonly
referred to as chassis legs are made of high-strength stainless steel, forming a crash structure
at the front and rear with special deformation profiles for highly efficient absorption of impact
energy. Aluminium inserts connect the longitudinal arms to the chassis at the front and the
engine/transmission support frame at the rear. The bumper system is made up of an extrastrong aluminium crossbar and impact tubes. Porsche's development engineers have attached
particular significance to suitable protection of the 92-litre (20.2 Imp gals) fuel tank, finding
the safest place for the tank made of deep-drawn aluminium within the monocoque between
the passenger cell and the engine compartment.
Fullsize airbags and side impact protectors
The Carrera GT is fitted on the driver's and front passenger's side with three-point seat belts
and pyrotechnical belt latch tensioners as well as belt force governors. But the seats are
also prepared for use of six-point belts for racing on the track. Passive safety is likewise ensured by four airbags in the cockpit, with a fullsize airbag and a side airbag on both the
driver's and passenger's sides. The side impact system consists of a side airbag on each side
as well as the energy-absorbing door panel including door reinforcements made of extrastrong steel tubes.
Sophisticated and Light
The cockpit of the Carrera GT is characterised by the function-oriented ambience of a purebred racing car. Lightness was the supreme philosophy in creating this design concept, a
philosophy successfully achieved through the exclusive use of high-tech materials. Apart
from leather, carbon and magnesium are the dominating materials inside the car. In areas
such as the door-sills, the composite-fibre components are either coated with a paint system
matching the magnesium look or directly reflect the exclusivity of this outstanding material
through their visible fibre surface, as is the case on the door panels. But despite all this racing
car purism, driver and passenger comfort has not been neglected, features such as a navigation system, a Bose sound system, an interior filter with an activated charcoal insert, as
well as air conditioning (optional for reasons of weight) ensuring a high standard of comfort
wherever you go.
The centre console as a genuine eye-catcher
Extending dynamically upwards, the centre console made of composite fibre is covered by
a galvanised magnesium surface. The shift lever snugly embedded in leather is positioned
about half the way up, directly next to the steering wheel, its ball-shaped knob made of stratified birch/ash bearing testimony to motor racing in the “good old days". For weight reduction
was of paramount significance even back then, making a big contribution to Porsche's first
overall victory in Le Mans in 1970, the winning car being a Porsche 917 with its gearshift lever
knob made of balsa wood.
First-ever seats made of composite carbon-fibre
Brand-new in design and structure, the seats offer sporting character and qualities of the
highest standard. The seats are finished in extra-smooth leather in interior colour and come
with manual adjustment for length, since electric motors adjusting the seats would hardly
be appropriate in a thoroughbred sports/racing car. Indeed, this saves approximately 2 kilos
on each seat alone.
For the first time in a production car the seat shell is made of composite carbon-fibre – to be
specific non-splintering aramide fibre able to expand more flexibly than carbon-fibre as such.
The use of this material is a further example for the intelligent choice of various materials
Porsche Carrera GT • Equipment 19
for different components exemplified at first sight by the reduction of weight: Whilst a regular
Porsche seat weighs more than 20 kilos or 44.1 lb and the bucket seats in the GT3 weigh 13.1
kilos or 28.9 lb each, the seats in the Carrera GT each weigh in at a mere 10.7 kg or 23.6 lb.
The right sound also inside the car
The Carrera GT comes as an option – and at no extra cost – with the Porsche Online Pro
navigation radio including a Bose sound system. For reasons of space, this unit weighing only
1.5 kilograms is split up into three separate components: Apart from audio functions, Porsche
Online Pro comprises a navigation system and a triband telephone including hands-free
operation, presenting SMS news and the latest internet information (WAP) on the easy-toread display. A further important feature is that each Porsche Online Pro comes with its own
e-mail address. Compressed MP3-CD digital music may also be played on the CD player and
beneath the CD insert there is another slot for MMC MultiMediaCards for saving music files
to provide hours of superior entertainment.
Bose, the world-famous HiFi specialist, has developed a special sound system specifically for
the Carrera GT super-sports car seeking, first, to considerably reduce both weight and size
and, second, to place the loudspeakers in an optimum position. Particularly the high bass
sound pressure guarantees supreme performance and quality of music, cavities in the monocoque sills serving as resonance chambers. In combination with two woofers, two sub-woofers,
two tweeters, two 100W digital terminal stages and an analogue equalising function, the
sound system ensures musical entertainment of the highest standard.
Leather luggage coming with the car
The Carrera GT comes as standard with an elegant five-piece set of leather luggage matched
to the car's interior colours (Terracotta, Dark Grey Nature, Ascot Brown/Black Nature). In
its size and dimensions, each item is made precisely for a specific place within the car, the
clothes bag fitting behind the passenger's seat, the attaché case in the passenger's footwell,
the shoulder bag between the passenger's seat and door, the centre console bag beneath
the console, the leather bags in special storage boxes within the doors, and the travel bag in
the luggage compartment (where it has to give way for the two roof panels when driving with
the roof down). The 76-litre luggage compartment lined in hard-wearing chequered fabric is
specially designed to accommodate the two roof panels fastened in position by leather straps.
Specifications Carrera GT*
Roadster with two-piece CFP panel roof, two-seater, mid-engine
arrangement, monocoque structure with chassis and engine/
transmission support frame made of CFP, fullsize and side airbags
for the driver and passenger, luggage compartment at the front,
fuel tank behind the passenger cell, retracting rear wing.
Cd = 0.39
V10 normal-aspiration engine with cylinders at an angle of 68°,
closed-deck light-alloy crankcase with Nikasil (nickel/silicon)
liners, titanium connecting rods, light-alloy cylinder heads with
four valves per cylinder, four overhead camshafts, variable valve
timing (VarioCam, infinite) on the intake side, mechanical valve
play compensation, drive sump lubrication, twin-chamber exhaust
system with one three-way metal-based catalytic converter on
each side, four oxygen sensors for fuel/air mixture control and
diagnosis, on-board diagnosis system, ME7.1.1 engine management, electronic ignition with solid-state distributor (10 coils,
sequential multi-point fuel injection, .
98 mm (3.86")
76 mm (2.99")
450 kW (612 bhp) at 8000 rpm
590 Nm (435 lb-ft) at 5750 rpm
Output per litre:
78.5 kW (106.73 bhp)
Max engine speed:
Premium plus (98/88 RON/MON) unleaded
12 V, 2100 W alternator, battery capacity 60 Ah or 80 Ah (with air conditioning)
Engine and gearbox bolted to form one complete drive unit,
power transmitted by dual propeller shafts to rear wheels, ceramic
clutch (PCCC: Porsche Ceramic Composite Clutch), manual sixspeed gearbox
Front axle with double track control arms, spring/damper unit
and anti-roll bar operated by pushrods, power-assisted rack-andpinion steering.
Rear axle with double track control arms, spring/damper unit and
Cylindrical coil spring on each wheel with inner-mounted gaspressure damper in coaxial arrangement.
Twin-circuit ABS brake system, six-piston aluminium monobloc
brake callipers front and rear, composite ceramic brake discs
with involute cooling ducts, disc diameter 380 mm (14.96") on
the front and rear wheels (PCCB: Porsche Ceramic Composite
brakes, hydraulic brake servo.
Wheels and tyres:
Forged magnesium wheels with central bolt
Front 9 1/2 J x 19 on 265/35 ZR 19
Rear 12 1/2 J x 20 on 335/30 ZR 20
Unladen, DIN 1380 kg (3043 lb) Max permissible 1600 kg (3528 lb)
Length 4613 mm (181.6")
Width 1921 mm (75.6")
Height 1166 mm (45.9")
Wheelbase 2730 mm (107.5")
Track front 1612 mm (63.5"), rear 1587 mm (62.5")
Luggage compartment capacity to VDA standard
(overall): 76 litres
Fuel tank capacity: 92 litres (20.2 Imp gals)
Top speed 330 km/h (205 mph)
Acceleration in sec
0 – 100 km/h 3.9
0 – 160 km/h 6.9
0 – 200 km/h 9.9
Standing-start kilometre 20.0
Fuel consumption:** (EU standard)
Composite 17.8 ltr/100 km (15.9 mpg Imp) Urban 28.3 ltr/100 km (10.0 mpg Imp) Extra-urban 11.7 ltr/100 km (24.1 mpg Imp)
CO2 emissions:** (EU standard)
* Specifications may vary from one country to another