Diferences enginewise between MKI C2 and MKI GT3?

Anyone knows them?

3.4L vs. 3.6L

Oh, i thought the platform was the same... Thanks

actually I think I might be wrong not sure

I dont think the 3.6L was introduced before the MKII

Nothing in common. You need to ask this over on the GT3 forum. There are several MkI GT3 owners over there that can fill you in. Those that think the GT3 is a C2 all "tuned-up" couldn't be more further from the truth. They share aesthetics (skin, plastic crap, etc.)

That's what I kind of thought, at least that they shared the same platform.

How are you defining platform?

Engine, transmission and frame (not this last two in this case, since I know the GT3 has a lighter frame and better trans) I was just refering to as if both are 3.4L

acutally, the c2 has a lighter frame than the gt3. the c4 and the MKII gt3 share the same chassis, stiffer but heavier than the c2 chassis. suspension components are of the same design but are not identical. wheel carriers are model specific (mainly due to the larger brakes on the gt3). gt3 shocks can be used on a c2 because they use the same geometry. gt3 rear control arms are identical to those on the c2 but the gt3 uses split lower control arms on the front. these split arms can also be used on the c2. engine wise, they are different. different block and different oiling. the gt3 is derrived from the gt1 block. the 996 engine is a wet sump. transmissions are model specific too.

thx for breaking it up and for the info

I have the GO N.45/99 21/7/1999 Porsche Press release announcing the MK1 GT3 and it's differences. If anyone interested let me know i can copy/past it here.

please do

GO/17.12.98 No. 126/1998 The Porsche 911 GT3 hits the streets in May 1999 Super sporting vehicle with impressive performance data Stuttgart: Dr. Ing. h. c. F. Porsche AG, Stuttgart is extending the 911 model range in May 1999 with a particularly sporty version: the 911 GT3 has 360 HP (265 kW) and accelerates from 0 to 100 km/h in 4.8 seconds. These performance data will set new standards, and at the same time are documented proof of the hidden potential of the 911 Carrera design. The 911 GT3 is the legitimate successor of the ''RS'' model. The Porsche motor sport engineers have increased the cubic capacity of the water-cooled engine from 3.4 to 3.6 litres. Thanks to numerous modifications and the use of components from the GT1 power unit as well as the transmission of the 911 GT2, the 911 GT3 has 360 HP (265 kW). The maximum torque is 370 Nm (274 ftlb.) at 5,000 revolutions per minute. This performance, an increase of 20 per cent on the 911 Carrera, leads to remarkable performance data that are clearly above those of the current 300 HP Carrera. The 911 GT3 sprints from 0 to 200 km/h in 15.8 seconds (911 RS ''993'' 17.8 seconds) and requires only 6.7 seconds for an acceleration from 80 to 120 km/h. Of course, Porsche has adapted the brake system and the entire running gear to match this high performance. As a result, the 911 GT3 has even better handling properties and high active safety. Identifying features of the 911 GT3 include a new front end, tasteful side sills, a fixed rear wing, red brake calipers and new 18-inch Sport Design wheels. The GT3 is 30 mm lower than the 911 Carrera. The new 911 GT3, which forms the basis for homologation for use in motor sport, will be presented to the public for the first time at the Geneva Automobile Salon in March 1999. The first road vehicles will be delivered in Europe from mid-May onwards. Not available in North America.

GO/21.7.1999 No. 45/99 The 911 GT3. The 911 GT3 Clubsport. Unlike other cars in its class, the new 911 GT3 wasn't created on a computer. It's the work of a team of engineers with hands-on experience of the world's greatest circuits. A worthy successor to the legendary 911 Carrera RS. The new 911 GT3 is available in two variants: as a base version and as a Clubsport version. It represents the perfect symbiosis of driver and car, offering unrivalled immediacy and precision of response. It's more agile, and has performance to spare. It's more direct, and built with one aim in mind: to get there faster. It's also unmistakably Porsche. Stunning performance is not an issue. This car delivers sheer driving pleasure, without any compromises. And that doesn't just apply to the racetrack. The New World-Class Athlete A new lap record at N�rburgring. The first production car to lap the northern circuit in less than 8 minutes. To be precise, the new Porsche 911 GT3 takes 7:56 minutes to complete this exercise, provided the driver is a real professional. This result alone impressively and objectively confirms the great success of Porsche's development engineers creating a new top-of-the-range athlete in Weissach with unparalleled performance of the highest standard. A car which also offers superior agility and handling in connection with a high standard of active safety. Discreet in its looks - supreme in its performance The visible modifications of the GT3 versus the 911 Carrera remain discreet and quite reserved. The most significant highlights are the new rear end, discreet side-sills, the rear wing fixed in position, red brake callipers and 18-inch light-alloy wheels in sports design. The front wheels come as standard with 225/40 ZR 18 tyres, the tyre dimensions at the rear are 285/30 ZR 18. Getting its power to the road through this superior drive technology, the 911 GT3 accelerates to 100 km/h in just 4.8 seconds and reaches 200 km/h in 15.8 seconds. Acceleration in fifth gear from 80 - 120 km/h, in turn, takes 6.7 seconds, and the car's top speed is 302 km/h or 187 mph. The engine: Le Mans all the way Developing maximum output of 265 kW (360 bhp) at 7200 rpm and maximum torque of 370 Newton metres or 273 lb-ft at 5000 rpm, the 3.6-litre power unit excels through its compact dimensions, superior smoothness, out-standing power reserves, "beefy" torque curve and quick, fast-revving response. A further significant factor is the reduction in fuel consumption versus the previous Carrera RS: Achieving a composite consumption figure of 12.9 litres/100 km or 21.9 mpg Imp according to the EU standard, the GT3 requires 0.9 litres less fuel for each 100 km than its predecessor. The "heart" of the GT3, of course, is the power unit based on the water-cooled flat-six already featured in the Le Mans-winning 911 GT1. Clearly, technologies that have already proven their qualities under the toughest racing conditions guarantee supreme reliability also in a production sportscar. Typical examples are the special surface treatment of the crankshaft and the use of high-quality materials such as titanium on the connecting rods. The rods connecting the pistons and the crankshaft are indeed made in a particularly elaborate process ensuring optimum strength even at very high engine speeds (the engine of the GT3 revs up to 7600 rpm) plus the speed reserves required on a racing engine (up to approximately 9000 rpm). The transmission: again a product of Porsche Motorsport Power is transmitted on the 911 GT3 by a six-speed manual gearbox developed from the racing transmission already featured in the 911 GT2. All six transmission ratios on this gearbox reserved exclusively to the GT3 have been carefully matched to the speed and performance of both the engine and the car itself. To meet motorsport requirements, Porsche's engineers have given particular attention to the following points in designing and developing the transmission: Simple replacement of individual gears adjusting the car to different race tracks Quick replacement of parts (for example synchromesh rings) subject to far greater wear in motorsport than in road traffic Ample allowance for the additional requirements made of an even more powerful racing car based on the 911 GT3 The suspension: lower, firmer, more dynamic When it comes to the car's suspension, the GT3 once again impressively proves Porsche's experience in motorsport extended in this case up to the very limit of current sportscar technology. The entire suspension is designed and built for sporting performance, superior handling and equally outstanding driving safety. The suspension concept carried over from the 911 Carrera has been adjusted to meet the specific requirements of even greater performance and handling, also in motor racing. Apart from the general technical features on both the front and rear axle required for this purpose, this includes, inter alia: Lowering of the car's centre of gravity (plus modified kinematics) by approximately 30 mm Adjustable anti-roll bars and a spring system suitable for racing requirements adjustable in itself to different tracks and road features A wider range of axle geometry adjustment for the use of racing tyres And, last but not least, reinforcement of major components such as the swivel points and front wheel bearings for the possible use of racing tyres Stopping power: brakes more powerful than ever before While the brake system is by and large the same as in the 911 Carrera, it has been optimised in its dimensions and in some major design features. The ABS anti-lock brake system, in turn, remains unchanged. Compared with the 911 Carrera, the four-piston aluminium fixed monobloc brake callipers front and rear are even larger and sturdier than before. Whenever required, they are thus able to hold the perforated, inner-vented brake discs firmly in position. Measuring 330 mm or 13.00" (911 Carrera: 318 mm/12.52") in diameter at the front and also 330 mm/13.00" (911 Carrera: 299 mm/ 11.77") at the rear, the brake discs are 34 mm or 1.34" (911 Carrera: 28 mm/1.10") wide on the front wheels and measure 28 mm/1.10" (911 Carrera: 24 mm/0.94") in width on the rear wheels. As a result, the GT3 offers even more stopping power and shorter stopping distances than the 911 Turbo (993). The cockpit: a clear reflection of the car's performance Leather-covered bucket seats made of reinforced plastic replace the usual 911 seats in the GT3, guaranteeing not only optimum side support, but also excellent comfort both on long distances and when entering/leaving the car. An advantage really important with a sportscar of this calibre is that the new seats save approximately 20 kg in weight. Similar weight-reduction measures are also to be found behind these extra-light bucket seats, the entire rear-seat section having been dropped to reduce the overall weight of the car by another 8 kg. The new 911 GT3 is also available in special Clubsport guise, a version developed in particular for the aspiring racing enthusiast wishing to participate in motorsport without being obliged to make any special modifications requiring official approval. The most prominent feature in this case is the roll cage bolted directly on to the body of the car and now, unlike the configuration on the earlier 911 Carrera RS models, integrating the spring strut supports on the rear axle in the interest of enhanced stability. As a result, forces from the suspension are transmitted not only into the body of the car, but also directly into the roll cage. Under tough racing conditions this means that forces generated in the area of the rear spring struts cause only minimum deformation of the car's body. Highlights Supreme performance and handling The new Porsche 911 GT3 accelerates to 100 km/h in a mere 4.8 seconds, then reaching the 200 km/h-mark in another 11 seconds. It subsequently continues progressing at this pace all the way to its top speed of 302 km/h or 187 mph. Proving its abilities on N�rburgring, the GT3 has already set up a new lap record for production cars, completing an entire lap on the northern circuit in just 7:56 minutes. Designed and built for very sporting, agile handling, this new Porsche sportscar literally hugs the road while ensuring a forgiving response and remaining easy to control even in extreme situations. Where all the power comes from - the aluminium engine block The 3.6-litre power unit is a further development of the six-cylinder horizontally-opposed boxer engine already featured in the 911 GT1, developing up to 370 Newton metres (273 lb-ft) of torque transmitted to the rear wheels via a six-speed manual gearbox. Maximum output at 7200 rpm is 265 kW or 360 bhp. Stopping power - equally efficient and impressive The brake system has been appropriately enhanced on all four wheels featuring reinforced four-piston monobloc fixed callipers with compensation of uneven wear and perforated, inner-vented brake discs increased in diameter to 330 mm or 13.00". As a result, the GT3 offers even better deceleration and stopping power than the 911 Turbo (993). Unlike other cars in its class, the new 911 GT3 wasn't created on a computer. It's the work of a team of engineers with hands-on experience of the world's greatest circuits. A worthy successor to the legendary 911 Carrera RS. The new 911 GT3 is available in two variants: as a base version and as a Clubsport version. It represents the perfect symbiosis of driver and car, offering unrivalled immediacy and precision of response. It's more agile, and has performance to spare. It's more direct, and built with one aim in mind: to get there faster. It's also unmistakably Porsche. Stunning performance is not an issue. This car delivers sheer driving pleasure, without any compromises. And that doesn't just apply to the racetrack. The GT3 is not available for sale in North America. This vehicle is not certified to U.S. safety and emissions requirements. The new 911 GT3 is a sports car designed very much with everyday road use in mind. But with the power reserves you'd expect from a Porsche. That's because the new 911 GT3 is also a racing car built for speed. Anything else just wouldn't be worthy of the Porsche name. The GT3 engine is an evolution of the powerplant used in the Porsche 911 GT1, the car that brought a 50th anniversary Porsche one-two at Le Mans in 1998. The body is based on that of the 911 Carrera, while transmission, steering and chassis are all designed for motorsport success and can be set up to match individual circuit characteristics. The 6-speed manual gearbox. Sportscar performance in comfort. The gear ratios have been carefully selected to ensure powerful, seamless acceleration through the gears. With its dual-mass flywheel and sports clutch, the six-speed gearbox in the new 911 GT3 has been developed with both performance and comfort in mind. The ratios for gears 2 to 6 can be easily changed to suit specific circuit characteristics. A single-mass flywheel is fitted to the 911 GT3 Clubsport to meet the special demands of racing, allowing revs to build even faster. The Steering. Precision is everything. In common with most Porsches, the new GT3 features highly responsive rack-and-pinion steering. Passive safety is further enhanced by the safety steering column, which allows for 100 mm of deformation in the event of frontal impact. Weight is kept low thanks to an aluminium intermediate shaft, while the shroud and steering-lock housing are made of die-cast magnesium. The steering wheel offers 40 mm of reach adjustment. Together with the seat-height adjustment facility, this ensures that every driver can find the optimum driving position. The new 911 GT3 has a turning circle of just 10.6 meters, making for perfect handling on the road - and on the racetrack. The exhaust system. Stereo sound, stereo efficiency There's only one thing that counts when it comes to the exhaust system on a Porsche: reducing emissions. The 911 has two completely separate exhaust systems, one for each bank of cylinders. Each exhaust system includes a catalytic converter with metal supports designed to withstand high temperatures and vibration. The supports also have a relatively high thermal conductivity, which means the catalysts heat up more quickly, resulting in greater efficiency. Twin Lambda probes monitor each bank of cylinders as well as the gas composition in each of the exhaust systems. Separate monitoring of the air/fuel mixture makes for a more efficient reduction in harmful emissions. The twin exhaust systems also help reduce exhaust back-pressure and increase air throughput, thereby improving both performance and torque. The engine. Built for the track, ideal for the road. The new 911 GT3 engine was developed from the flat six used in the 911 GT1. The aluminium crankcase is vertically split, with the cylinder block, cylinder head and camshaft housing forming a single unit, one for each bank of cylinders. The compression ratio of 11.7:1 delivers an impressive 73.6 kW/l or 100 hp/l. Inlet and exhaust ports are specially machined to increase flow to the combustion chambers and reduce exhaust resistance. The eight-bearing crankshaft is plasma-nitrided. Titanium con rods help reduce the weight of moving masses and therefore improve engine response. The twin inlet and exhaust valves are arranged in a V formation at an angle of 27.4 degrees. Valve springs control the closing of the valves, and the valve train also features integrated hydraulic tappets. Porsche's patented VarioCam variable valve timing system adjusts the inlet valve timing as engine speed increases, to minimise emissions and maximise power. At medium revs, VarioCam selects a setting that boosts torque, while higher up the rev range the system helps to optimise performance. The rear-mounted, naturally aspirated engine is extremely compact and combines minimal vibration with an abundance of power and a broad, flat torque curve. The 3.6 litre unit develops 265 kW (360 hp) at 7,200 rpm, with maximum torque of 370 Nm at 5,000 rpm. But that's not all. The engine also delivers the typical Porsche sound.

The chassis is based on the tried and tested 911 Carrera, but with some important modifications designed to meet the unique demands of the racetrack. To provide a lower centre of gravity, the new 911 GT3 rides 30 mm lower than the 911 Carrera, with the chassis kinematics altered accordingly. Adjustable anti-roll bars increase the setup options for the driver, while the axle geometry (camber) has been modified to make room for full racing tyres. All related components such as pivot and wheel bearings have been strengthened, and wheel control has been further improved. Dry Sump Lubrication. Dry sump lubrication ensures a reliable oil supply, even under the kind of lateral g forces experienced on the track. Using technology specially developed for racing, each cylinder head is fitted with a pump driven by the exhaust camshaft, which, together with twin pumps in the crankcase, transports oil from the cylinder heads directly into the sump. A third pump in the crankcase supplies the lubrication points in the engine. On the track, you can be sure that the crankshaft drive and both banks of cylinders are uniformly lubricated, even in long, high-speed corners. On the road, you have an engine you can rely on, no matter how you like to drive. Improved power-to-weight ratio. Greater agility. The new 911 GT3 has a power-to-weight ratio of 5.09 kg/kW, compared with 5.75 kg/kW on the 911 Type 993 RS. This improvement isn't just down to pure horsepower alone: like on the 911 Carrera, the use of lightweight materials has helped reduce the overall weight of the car. This comes despite the fact that the significant boost in performance and the associated increase in mechanical stress now make tougher demands on both bodywork and suspension. Together, the lightweight construction and powerful new engine make for a car with outstanding agility. The response to the slightest pressure on the accelerator is immediate and enthusiastic, and any type of corner can be taken with power and precision - both on the racetrack and on the open road. The intake system. More air, more torque. A two-stage resonance induction system located in the air-filter cover uses the vibration of the air in the intake duct to improve cylinder filling. An adjustable butterfly valve in the intake system (see illustration) closes at 2,700 rpm and opens again at 5,100 rpm, resulting in a corresponding increase in the amount of inducted air. The benefits are greater torque at low revs and a flatter torque curve. The resonance system also generates the characteristic 911 induction roar. INTERIOR It all becomes clear the moment you settle behind the wheel of the new 911 GT3: this is a car built around the driver. Everything is based on ergonomic principles aimed at minimising driver fatigue. In practical terms, this translates into long-distance comfort as well as a logical control layout that facilitates a rapid response when it matters most - on the road or on the racetrack. But no matter where the new 911 GT3 may take you, one thing is certain: performance no longer has to come at the expense of comfort. A discreet air of purpose. The standard 911 GT3 comes with a black interior and all plastic components finished in soft black paint. Among the most striking features of the GT3 interior are the manually adjustable, leather-trimmed bucket seats for driver and passenger. The three-spoke steering wheel offers 40 mm of reach adjustment. Driver and passenger airbags are included as standard, as are side airbags on the standard GT3. The three-point safety belts are available in black, guards red, speed yellow and maritime blue. The new 911 GT3 also has a new logo: on the door entry guards, on the polished aluminium trim of the handbrake lever, and on a badge on the carpeted rear panel. The logo also appears on the rev counter, which now goes up to over 8,000 rpm. The door openers and bonnet release are also finished in polished aluminium. TWO EQUIPMENT PACKAGES. THE CHOICE IS YOURS. "Leather" package Switch panel, door panels, rear side panels, the lid of the storage box on the centre console and the side panels of the centre tunnel are all finished in black leather. "Leather/Carbon Fibre" package Same as "Leather package" but with seat backs, instrument panel, trim on the central switch panel and on the centre tunnel in carbon fibre. The 911 GT3 Clubsport. The new 911 GT3 Clubsport features a bolt-in roll cage at the expense of side airbags, as well as a pair of bucket seats with flame-resistant covering. The three-point safety belts come in guards red, while a six-point safety belt together with a fire extinguisher and mounting are also included in the package. Battery disconnect switches are fitted in the luggage compartment and forward of the gear lever on the centre tunnel. The "Leather" and "Leather/Carbon Fibre" packages are also available for the 911 GT3 Clubsport. SPECIAL EQUIPMENT Special equipment options include metallic paint, windscreen with green graduated top tint, deletion of model designation, centre console (not on Clubsport models), on-board computer, automatic climate control system, electric leather sports seats (not on Clubsport models), Porsche CR-22 radio cassette or Porsche CDR-22 CD/radio, and storage tray for cassettes or CDs. DESIGN. PERFORMANCE ON THE RACETRACK. SAFETY ON THE ROAD. The Aerokit front spoiler has an extra lip where it meets the road, to reduce the flow of air beneath the car and thereby minimise lift on the front axle. Lift is reduced on the rear axle by means of a wing integrated into the rear engine cover. The rear edge is fitted with an additional lip which is used to maintain the balance between the front and rear of the car. One of six different wing settings may be selected depending on the characteristics of each individual track, and the vented propylene underbody is divided into three sections. All of these features make for outstanding performance under lateral acceleration. Which is something you'll also come to appreciate on the road, where the new 911 GT3 offers virtually unrivalled stability. SAFETY For cars such as the new 911 GT3, Porsche includes FIA rules in the specification at the design stage. And one of the most important rules when it comes to building a racing car is the ability to master hazardous situations on the track. The new 911 GT3 is a perfect combination of active and passive safety features. That's because the GT3 has been designed to cope with stresses rarely experienced on the road. All components have been developed specifically for the track, and tested under some of the toughest conditions in the sport. Like the Le Mans 24 Hour race. They then, and only then, receive the seal of approval from the Porsche development centre in Weissach. BRAKE SYSTEM ACTIVE SAFETY:THE BRAKE SYSTEM. MONOBLOC DESIGN, LIKE IN FORMULA 1 RACING. The new 911 GT3 is fitted with specially strengthened four-piston, monobloc fixed caliper brakes front and rear. All discs are internally vented and have a diameter of 330 mm, with distinctive red calipers. ABS 5.3 and a 10 vacuum brake booster complete the list of major brake improvements on the new 911 GT3. All of which means the GT3 has more than enough braking power for even the toughest race conditions, combining long life with high resistance to fade. These benefits are essential requirements for success on the track - and for enjoying the GT3's performance in everyday driving. PASSIVE SAFETY: IF IT�S SAFE ON THE TRACK, IT�S SAFE ON THE ROAD. The new 911 GT3 has a highly resilient passenger cell, with front and rear deformation zones specially designed with the aid of computers. Since 1985, all Porsches have had a "crash barrier" made of high-tensile steel incorporated into the door as protection against side impact. In addition, the "Porsche Side Impact Protection System" (POSIP) comprises a side airbag and energy-absorbing door panel. As well as protecting the chest area, POSIP especially improves head protection. As you'd expect, full-size airbags are provided for both driver and passenger. The GT3 also features front and rear alloy bumpers. The fuel tank and fuel lines are situated outside the deformation zone. On the new 911 GT3 Clubsport, the side airbags are replaced by a bolt-in roll cage, with six-point seat belts, bucket seats with a flame-resistant covering, a battery disconnect switch, a passenger airbag and with a fire extinguisher also included - all designed for maximum passive safety on the track.

The GT3 actually has a heavier frame. Specifically, the GT3 engine is entirely different. The transmission is different. The GT3 uses the 996 C4 Chassis (it is a little heavier, but a little stiffer in the front). The GT3 suspension does have similarities to the 996 set-up but it has upgraded components and uses a few different attachment points.