What is current market price of 996 GT2's
#16
09-02-2007 | 05:00 PM
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Joined: Jun 2005
Posts: 8,510
From: Virginia, USA
Rep Power: 788
Marty, you know I love the GT2 as well. But honestly, they are 95+% the exact same car. They are so similar that the GT2 doesn't even get it's own technical/repair manual. It's combined with the 996TT manual.
Heck, out of the 2,099 page tech manual..only 62 pages (only 3%) are dedicated to the GT2.
Last edited by Divexxtreme; 09-02-2007 at 05:27 PM.
#17
09-02-2007 | 05:14 PM
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Joined: Jun 2005
Posts: 8,510
From: Virginia, USA
Rep Power: 788
The tech manual makes no mention of that. Here's a copy/paste from the TT/GT2 tech manual that covers the engine design and parameters for both:
GT2:
Engine type M96/70 S
Bore mm (in.) 100 (3.94)
Stroke mm (in.) 76.4 (3.01)
Cubic capacity cm³ (cu. in.) 3600 (219.7)
Compression ratio 9.4:1
Max. engine power as per 80/1269/EEC kW 340
at engine speed rpm 5700
Max. torque Nm (ftlb.) 620 (63.20)
at engine speed rpm 3500 − 4500
Max. litre output kW/l, HP/l 94.44
Engine speed limitation by fuel cutoff at rpm 6750
Idle speed rpm 740 ± 40
Engine weight as per DIN 70020 A kg 260
top of page
Bore mm (in.) 100 (3.94)
Stroke mm (in.) 76.4 (3.01)
Cubic capacity cm³ (cu. in.) 3600 (219.7)
Compression ratio 9.4:1
Max. engine power as per 80/1269/EEC kW 340
at engine speed rpm 5700
Max. torque Nm (ftlb.) 620 (63.20)
at engine speed rpm 3500 − 4500
Max. litre output kW/l, HP/l 94.44
Engine speed limitation by fuel cutoff at rpm 6750
Idle speed rpm 740 ± 40
Engine weight as per DIN 70020 A kg 260
top of page
Engine design
Type 6−cylinder aluminium opposed−cylinder engine, water cooled, bi−Turbo
Crankcase Vertically divided crankcase made from cast light alloy, separate cylinder
housing
Cylinder housing Cast light alloy with wet light alloy bushings inserted, Nikasil coating
Crankshaft Forged, supported by 8 bearings
Crankshaft bearings Plain bearings
Con−rod bearings Plain bearings
Connecting rods Forged
Cylinder Nikasil cylinder lining
Cylinder head Light alloy
Camshaft housing Aluminium alloy
Valve guide Pressed in
Valve arrangement 2 inlet valves suspended in parallel V arrangement
2 exhaust valves suspended in parallel V arrangement
Valve control Via flat−base tappets
Camshaft From the crankshaft via a gear wheel to the intermediate shaft, and from there
to the exhaust and inlet camshafts via one double chain each.
Inlet opens 10° before TDC
einordnung
Type 6−cylinder aluminium opposed−cylinder engine, water cooled, bi−Turbo
Crankcase Vertically divided crankcase made from cast light alloy, separate cylinder
housing
Cylinder housing Cast light alloy with wet light alloy bushings inserted, Nikasil coating
Crankshaft Forged, supported by 8 bearings
Crankshaft bearings Plain bearings
Con−rod bearings Plain bearings
Connecting rods Forged
Cylinder Nikasil cylinder lining
Cylinder head Light alloy
Camshaft housing Aluminium alloy
Valve guide Pressed in
Valve arrangement 2 inlet valves suspended in parallel V arrangement
2 exhaust valves suspended in parallel V arrangement
Valve control Via flat−base tappets
Camshaft From the crankshaft via a gear wheel to the intermediate shaft, and from there
to the exhaust and inlet camshafts via one double chain each.
Inlet opens 10° before TDC
einordnung
TT:
Engine type M96/70
Bore mm (in.) 100 (3.94)
Stroke mm (in.) 76.4 (3.01)
Cubic capacity cm³ (cu. in.) 3600 (219.7)
Compression ratio 9.4:1
Max. engine power as per 80/1269/EEC kW 309
at engine speed rpm 6000
Max. torque Nm (ftlb.) 560 (57.08)
at engine speed rpm 2700−4600
Max. litre output kW/l 85.8
Engine speed limitation by fuel cutoff at rpm 6750
Idle speed rpm 740 ± 40
Engine weight as per DIN 70020 A kg
top of page
Engine type M96/70
Bore mm (in.) 100 (3.94)
Stroke mm (in.) 76.4 (3.01)
Cubic capacity cm³ (cu. in.) 3600 (219.7)
Compression ratio 9.4:1
Max. engine power as per 80/1269/EEC kW 309
at engine speed rpm 6000
Max. torque Nm (ftlb.) 560 (57.08)
at engine speed rpm 2700−4600
Max. litre output kW/l 85.8
Engine speed limitation by fuel cutoff at rpm 6750
Idle speed rpm 740 ± 40
Engine weight as per DIN 70020 A kg
top of page
Engine design
Type 6−cylinder aluminium opposed−cylinder engine, water cooled, Bi−Turbo
Crankcase Vertically divided crankcase made from cast light alloy, separate cylinder
housing
Cylinder housing Cast light alloy with wet light alloy bushings inserted, Nikasil coating
Crankshaft Forged, supported by 8 bearings
Crankshaft bearings Plain bearings
Con−rod bearings Plain bearings
Connecting rods Forged
Cylinder Nikasil cylinder lining
Cylinder head Light alloy
Camshaft housing Aluminium alloy
Valve guide Pressed in
Valve arrangement 2 inlet valves suspended in parallel V arrangement
2 exhaust valves suspended in parallel V arrangement
Valve control Via flat−base tappets
Camshaft From the crankshaft via a gear wheel to the intermediate shaft, and from there
to the exhaust and inlet camshafts via one double chain each.
Inlet opens 10° before TDC
einordnung
Type 6−cylinder aluminium opposed−cylinder engine, water cooled, Bi−Turbo
Crankcase Vertically divided crankcase made from cast light alloy, separate cylinder
housing
Cylinder housing Cast light alloy with wet light alloy bushings inserted, Nikasil coating
Crankshaft Forged, supported by 8 bearings
Crankshaft bearings Plain bearings
Con−rod bearings Plain bearings
Connecting rods Forged
Cylinder Nikasil cylinder lining
Cylinder head Light alloy
Camshaft housing Aluminium alloy
Valve guide Pressed in
Valve arrangement 2 inlet valves suspended in parallel V arrangement
2 exhaust valves suspended in parallel V arrangement
Valve control Via flat−base tappets
Camshaft From the crankshaft via a gear wheel to the intermediate shaft, and from there
to the exhaust and inlet camshafts via one double chain each.
Inlet opens 10° before TDC
einordnung
#18
09-02-2007 | 05:29 PM
Banned
Joined: Jan 2007
Posts: 237
From: Houston, Tx
Rep Power: 27
As far as I was aware the GT2, TT, GT3 & 996 C4S all share the same 3.6L dry sump GT1 based motor, which essentially is based half on the GT1 race block and half on the 993 engine.
So all four variants are immune (well 99% immune it has been known to happen) to RMS.
So all four variants are immune (well 99% immune it has been known to happen) to RMS.
#19
09-02-2007 | 07:53 PM
Registered User
Joined: Dec 2005
Posts: 2,566
From: new york
Rep Power: 602
As far as I was aware the GT2, TT, GT3 & 996 C4S all share the same 3.6L dry sump GT1 based motor, which essentially is based half on the GT1 race block and half on the 993 engine.
So all four variants are immune (well 99% immune it has been known to happen) to RMS.
So all four variants are immune (well 99% immune it has been known to happen) to RMS.
#20
09-02-2007 | 08:09 PM
Registered User
Joined: Feb 2007
Posts: 146
From: Tennessee
Rep Power: 23
I purchased my GT2 in Feb 2007 and have continued to survey the selling prices and firm offers. For cars under 20K miles, the retail deals have been around $100K, plus or minus $5k depending on miles, options, history. There have been some 40,000 mile cars that went for about $80K (if you can believe ebay). That's for December 2006 to present. If anyone wants to add personal experience, I'll add it to my simple spreadsheet data of selling price vs miles. Maybe I can figure out how to post the chart. It appears that sellers who were looking for $120K for several months gave up and lowered their price.
#22
09-03-2007 | 09:28 AM
Registered User
Joined: Mar 2007
Posts: 111
From: Los Angeles
Rep Power: 22
Joe,
The tech manual makes no mention of that. Here's a copy/paste from the TT/GT2 tech manual that covers the engine design and parameters for both:
GT2:
The tech manual makes no mention of that. Here's a copy/paste from the TT/GT2 tech manual that covers the engine design and parameters for both:
GT2:
Engine type M96/70 S
Bore mm (in.) 100 (3.94)
Stroke mm (in.) 76.4 (3.01)
Cubic capacity cm³ (cu. in.) 3600 (219.7)
Compression ratio 9.4:1
Max. engine power as per 80/1269/EEC kW 340
at engine speed rpm 5700
Max. torque Nm (ftlb.) 620 (63.20)
at engine speed rpm 3500 − 4500
Max. litre output kW/l, HP/l 94.44
Engine speed limitation by fuel cutoff at rpm 6750
Idle speed rpm 740 ± 40
Engine weight as per DIN 70020 A kg 260
top of page
Bore mm (in.) 100 (3.94)
Stroke mm (in.) 76.4 (3.01)
Cubic capacity cm³ (cu. in.) 3600 (219.7)
Compression ratio 9.4:1
Max. engine power as per 80/1269/EEC kW 340
at engine speed rpm 5700
Max. torque Nm (ftlb.) 620 (63.20)
at engine speed rpm 3500 − 4500
Max. litre output kW/l, HP/l 94.44
Engine speed limitation by fuel cutoff at rpm 6750
Idle speed rpm 740 ± 40
Engine weight as per DIN 70020 A kg 260
top of page
Engine design
Type 6−cylinder aluminium opposed−cylinder engine, water cooled, bi−Turbo
Crankcase Vertically divided crankcase made from cast light alloy, separate cylinder
housing
Cylinder housing Cast light alloy with wet light alloy bushings inserted, Nikasil coating
Crankshaft Forged, supported by 8 bearings
Crankshaft bearings Plain bearings
Con−rod bearings Plain bearings
Connecting rods Forged
Cylinder Nikasil cylinder lining
Cylinder head Light alloy
Camshaft housing Aluminium alloy
Valve guide Pressed in
Valve arrangement 2 inlet valves suspended in parallel V arrangement
2 exhaust valves suspended in parallel V arrangement
Valve control Via flat−base tappets
Camshaft From the crankshaft via a gear wheel to the intermediate shaft, and from there
to the exhaust and inlet camshafts via one double chain each.
Inlet opens 10° before TDC
einordnung
Type 6−cylinder aluminium opposed−cylinder engine, water cooled, bi−Turbo
Crankcase Vertically divided crankcase made from cast light alloy, separate cylinder
housing
Cylinder housing Cast light alloy with wet light alloy bushings inserted, Nikasil coating
Crankshaft Forged, supported by 8 bearings
Crankshaft bearings Plain bearings
Con−rod bearings Plain bearings
Connecting rods Forged
Cylinder Nikasil cylinder lining
Cylinder head Light alloy
Camshaft housing Aluminium alloy
Valve guide Pressed in
Valve arrangement 2 inlet valves suspended in parallel V arrangement
2 exhaust valves suspended in parallel V arrangement
Valve control Via flat−base tappets
Camshaft From the crankshaft via a gear wheel to the intermediate shaft, and from there
to the exhaust and inlet camshafts via one double chain each.
Inlet opens 10° before TDC
einordnung
TT:
Engine type M96/70
Bore mm (in.) 100 (3.94)
Stroke mm (in.) 76.4 (3.01)
Cubic capacity cm³ (cu. in.) 3600 (219.7)
Compression ratio 9.4:1
Max. engine power as per 80/1269/EEC kW 309
at engine speed rpm 6000
Max. torque Nm (ftlb.) 560 (57.08)
at engine speed rpm 2700−4600
Max. litre output kW/l 85.8
Engine speed limitation by fuel cutoff at rpm 6750
Idle speed rpm 740 ± 40
Engine weight as per DIN 70020 A kg
top of page
Bore mm (in.) 100 (3.94)
Stroke mm (in.) 76.4 (3.01)
Cubic capacity cm³ (cu. in.) 3600 (219.7)
Compression ratio 9.4:1
Max. engine power as per 80/1269/EEC kW 309
at engine speed rpm 6000
Max. torque Nm (ftlb.) 560 (57.08)
at engine speed rpm 2700−4600
Max. litre output kW/l 85.8
Engine speed limitation by fuel cutoff at rpm 6750
Idle speed rpm 740 ± 40
Engine weight as per DIN 70020 A kg
top of page
Engine design
Type 6−cylinder aluminium opposed−cylinder engine, water cooled, Bi−Turbo
Crankcase Vertically divided crankcase made from cast light alloy, separate cylinder
housing
Cylinder housing Cast light alloy with wet light alloy bushings inserted, Nikasil coating
Crankshaft Forged, supported by 8 bearings
Crankshaft bearings Plain bearings
Con−rod bearings Plain bearings
Connecting rods Forged
Cylinder Nikasil cylinder lining
Cylinder head Light alloy
Camshaft housing Aluminium alloy
Valve guide Pressed in
Valve arrangement 2 inlet valves suspended in parallel V arrangement
2 exhaust valves suspended in parallel V arrangement
Valve control Via flat−base tappets
Camshaft From the crankshaft via a gear wheel to the intermediate shaft, and from there
to the exhaust and inlet camshafts via one double chain each.
Inlet opens 10° before TDC
Type 6−cylinder aluminium opposed−cylinder engine, water cooled, Bi−Turbo
Crankcase Vertically divided crankcase made from cast light alloy, separate cylinder
housing
Cylinder housing Cast light alloy with wet light alloy bushings inserted, Nikasil coating
Crankshaft Forged, supported by 8 bearings
Crankshaft bearings Plain bearings
Con−rod bearings Plain bearings
Connecting rods Forged
Cylinder Nikasil cylinder lining
Cylinder head Light alloy
Camshaft housing Aluminium alloy
Valve guide Pressed in
Valve arrangement 2 inlet valves suspended in parallel V arrangement
2 exhaust valves suspended in parallel V arrangement
Valve control Via flat−base tappets
Camshaft From the crankshaft via a gear wheel to the intermediate shaft, and from there
to the exhaust and inlet camshafts via one double chain each.
Inlet opens 10° before TDC
einordnung
Since they share the same block, intercoolers and K24s, what are the engine differences between the X50/TTS and GT2 that equate to the reported difference in output? Why would Loren at Renntech report the same output for these two("360 KW or about 483 HP)??
http://www.renntech.org/forums/index...howtopic=12027
Last edited by Topless TTS; 09-03-2007 at 09:35 AM.
#23
09-03-2007 | 09:30 AM
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Joined: Mar 2005
Posts: 16,073
From: Minneapolis, Mn
Rep Power: 1069
02-03 GT2's had 456hp
04's and 05's had 473. Small tweks to the ECU made the difference between these 2.
#24
09-03-2007 | 09:43 AM
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Joined: Mar 2007
Posts: 111
From: Los Angeles
Rep Power: 22
before i could edit what I wrote...would you say then the 02-03 GT2s have the same ECU programming as X50/TTS?
#25
09-03-2007 | 09:45 AM
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Joined: Mar 2005
Posts: 16,073
From: Minneapolis, Mn
Rep Power: 1069
I have no idea what they did to get the GT2 to have 6 extra hp, perhaps the tuning of the ECU is different. The GT2 has different gearing as well, but that does not make more hp.
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