Porsche Carrera GT-R
- The ultimate Trackcar
- One-of Carrera GT-R
- One owner from new
- Freshly serviced
|Mileage:||ca. 2.000 KM|
|Price:||849.000,- € (TAX paid)|
* Fuel consumption: (DIN 70030) 16,3 L Super determined at 3/4 of maximum speed, maximum of 110 km / h below surcharge of 10% (factory specification)
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The Porsche Carrera GT-R
It was early in the morning of 28 September 2000, before the sun had even come up, when Porsche presented the Carrera GT concept car to the world’s press in Paris. Walter Röhrl was behind the wheel of the new super sports car. He navigated the V10 mid-engined car with 558 PS around the Place Charles-de-Gaulle, better known as the Place de l’Étoile due to the fact that its cobblestones form a star shape, with the Arc de Triomphe rising majestically at its centre. As the rain fell, Röhrl had the job of transferring the engine’s sheer power as cleanly as possible from the rear axle to the square’s wet and slippery cobbles in front of the international media. The two-time rally world champion more than rose to the occasion: the photos of Röhrl in the open-top Carrera GT en route from the Arc de Triomphe to the Louvre, escorted by French motorcycle police, caused a sensation among car fans around the world. This was because, with this concept car, Porsche had defined a new status quo for sports cars, and redefined the limits of what was possible at the time. From then on, young children would hang posters of the concept on their bedroom walls, while their older counterparts would dream about it and some would simply want to order it. The only downside of the car was that it didn’t yet exist. Porsche first had to finish developing the Carrera GT – and then build it. Back in 2000, this sports car was nothing more than an audacious vision, developed from the modules of a new racing car that was actually meant to compete for victory in the 24 Hours of Le Mans. The project started as outlined with a pure racing car: the long-secret Porsche LMP2000. This Le Mans prototype, never used in a race and called the 9R3 internally, was completed in 1998 and had a V10 engine. The racing car's chassis was made of carbon fibre. For whatever reason, the decision was made not to return to Le Mans for the time being. Instead, the idea came about to shake up the sports car world with the best technical highlights of the 9R3. This was followed by the development of the concept car presented at the Mondial de l’Automobile in Paris. A host of reasons meant it would take two and a half years until the standard-production version made its debut at the 2003 Geneva International Motor Show. One of these was the aerodynamics: the standard-production version was to be unchanged from the concept car. To deliver a reliable downforce for the standard-production car that would ultimately top out at 330 km/h, a sophisticated aerodynamics concept had to be developed. The only visible expression of this is the electrically extending rear wing. In addition, the entire carbon underbody is panelled; together with the rear diffuser, the underbody geometry produces a ground effect like on a racing car that as good as glues the car to the road. The biggest challenge, however, was making the monocoque chassis and the engine mount. For the first time in a standard-production Porsche, both were made entirely from lightweight but high-strength carbon fibre reinforced plastic. To this end, Porsche established its own manufacturing facility in the new Leipzig factory in 2003. Added to this were further fine details like moulded Kevlar and therefore also very lightweight seat shells, ceramic brake discs, double-wishbone pushrod axles (separate guidance and suspension) and the world’s first ceramic two-plate dry clutch. With a plate diameter of 169 millimetres, this extremely strong clutch is especially compact and makes it possible to achieve a very low centre of gravity for the V10 and the 6-speed manual gearbox. The displacement was increased from 5.5 to 5.7 litres compared with the concept car, and the power output rose to 612 PS. The point is that this power output is matched with a weight of just 1,380 kg – 2.25 kg per PS. The gearshift is extremely precise; the high-placed laminated beech gear knob fits perfectly in the hand – a superb detail from the early days of motorsport and a subtle nod to the fact that the Carrera GT is still a racing car at its core, despite being road legal. And it is precisely this that makes this Porsche fascinating beyond compare.
The Carrera GT-R offered here returns to its roots. This car was delivered brand new to Belgium in 2005, where its owner at the time had specific plans. He ordered a one-off track monster piece by the company GPR, unlike any other Porsche in the world. In addition to the purchase price of the Carrera GT, the conversion costs amounted to more than 220,000 euros. The task at GPR was ambitious, so nothing less than the world's fastest Carrera GT should be built for the racetrack. This was achieved, among other things, by using a Motec control unit, new, tailor-made wishbones and push rods, as well as a new brake system from AP Racing. In addition, new pedals, a completely integrated air lift system according to motorsport standards and a special high-performance clutch were installed. In addition, there were custom-made products from Thiebaut in the form of a safety cage, as well as magnesium rims from BBS, an automatic fire extinguishing system and a fuel system according to motorsport specifications. The owner at the time had specific plans for the Carrera GT, so he wanted to use the car in the endurance world championship, but this was prevented by the rules, as the so-called "Balance of Performance" made it impossible to adjust it due to the car's massive performance. Thus, the owner's plans were dashed and the Carrera GT-R remained unused in his collection. This unique Carrera GT-R is one of the most exclusive ways to scare the competition on the next trackday, as it was ultimately developed for precisely this purpose 20 years ago.