2005 Porsche GT Review

Specifications

Words Cant Describe It

An unusual excitement radiated throughout the California Speedway press event room, where we were gathered to hear a group of Porsche representatives fill us in on the goings on of the legendary marque prior to being let loose on the facilitys road course that sits at the center of the giant oval race track.

While I say unusual, it wasnt entirely odd for most present at the event to be preparing to test drive a group of performance cars on a race track. And although the prospect of doing so with Porsche is thrilling to even the most jaded of automotive journalists, I for one, had been on a few courses with the Stuttgart brand. What made the buzz in the air of particular intensity this morning was the inclusion the most powerful, most exclusive and most expensive road prepared supercar the company has ever produced.

Pulling up to the pit area, a row of test cars were laid out for our perusal, starting with a sporty little base Boxster, finished in silver of course, and now featuring 240-horsepower in entry-level trim. Yes, thats almost as much power than the original S, and together with the many improvements of the 2005 model it drives better than the outgoing upgraded model too.

A yellow Boxster S sat beside it, now boasting at least as many upgrades as the base model, plus a new 3.2-liter engine good for 280-horsepower. If this were all the good doctor had ordered, that would be Herr Dr. in Porsche-speak, I still would have been excited to get on the track, but a new 325-horspower 911 Cabriolet, also completely upgraded for 2005, was on hand, plus a 911 S Cabriolet, now producing 355-horsepower.

I wasnt aware at the time that Porsche had placed a new 911 S coupe over at an adjacent paddock area turned into an autocross
course, which was thoroughly enjoyable, but Ill get to that in a separate review.

What intrigued me more than all, of course, was the stunning Carrera GT parked at the end of the row. Porsche had requested that all of the motorsport instructors present that day introduce one of the new cars apiece, explaining the many upgrades to each. The introductions were made from base Boxster to Carrera GT, by race drivers positioned according to status. After Dave Murray explained the many benefits of the 911 S Cabriolet, Hurley Haywood, who just might be the most winning sports car racer to have ever lived, introduced the Carrera GT.

Normally its difficult to notice any real enthusiasm in Haywoods eyes, as hes a pretty cool customer. Nevertheless, it was easy to see it was a challenge for him to bridle his excitement over the Carrera GT. While he wasnt foaming at the mouth like the pack of rabid dogs posing as journalists, as we checked over the cars otherworldly interior and then peered long and hard into the cars stunningly detailed engine compartment, it was easy to tell he enjoyed his subject matter.

While I would have loved to jump behind the wheel of the GT immediately, I was glad one of the instructors, Tony Morris Jr., who I know quite well, had decided to take me under his wing, so to speak, and start me off in the base Boxster. The intent was to allow me to work up to the 605-horsepower supercar one model at a time, in 240-, 280-, 325- and 355-horsepower increments so as to be able to learn the track, get a feel for speeds, turn-in points and elevation changes so that I would be able to make the most of my run in the GT. The track temperature would also be higher in the afternoon, which would optimize traction.

Track temperatures did indeed rise well into the 80 degree Fahrenheit mark, no less, which made sunscreen and my choice of a white helmet, the latter for reflecting heat, all the more appropriate. By the time the afternoon had rolled around and a few dozen laps of the track were under my belt, I knew its straights, turns and undulations a heck of a lot better. I had received some positive feedback from Tony, one of the better track teachers I have ever been taught by, and was starting to feel fairly comfortable piloting Porsches. This said, I was also getting a bit on the tired side and starting to lose concentration.

Straddling the GTs sizeable rockers placed me snug in the center of its encapsulating drivers seat, ignition switch at my left hand and ultra-short-throw shift lever at my right. The rich brown leather, jewel-like aluminum trim and finely detailed floating center stack place driver and passenger into completely separate “cells” while setting the GT apart from any other Porsche, or any other car for that matter, but some things, such as the instrument cluster layout and three-spoke steering wheel appeared much as in a Boxster or 911.

Getting ready to bring the GT to life, the first thing I noticed that was completely uncharacteristic of a modern day Porsche, was its “throwback” clutch design, that is hinged at its base similarly to a few early 70s VW Beetles Id had at my disposal as a youth, and from what Ive been told, early Porsche 911s too. With the clutch depressed, a ceramic composite one no less, the dry-sump lubricated 5.7-liter engine fired to life sounding every bit like an F1 V10, a high-pitched burbling complemented by a variety of mechanical noises that were music to this gearheads ears. A quick blip of the throttle brought me back to life - theres nothing like strapping 600-plus horsepower to the backside to heighten a persons level of concentration. Well, that and the sobering realization that all the power also comes with a significant $440,000 price tag.

Putting the overwhelming window sticker out of my mind, and any thoughts of hitting a concrete barrier further from my thoughts yet, I pulled out of the pit area and onto the track. While I was sure its odd clutch would take some getting used to, surprisingly all thoughts of it disappeared in wake of its sonorous exhaust note. It was strange driving an open-top Porsche that didnt emit the boxers legendary deep guttural growl rasping away from behind, but with 605-horsepower at my beck and call and the song of the V10 siren playing in surround sound, I got over it quickly.

To say that the GT accelerates quickly is the understatement of the century. A Boxster pulls off the line quickly. The G-forces felt from a GT at full throttle are enough to make it nary impossible to lift an arm forward to make the next shift. Driving this car is all about being smooth. Smooth with steering inputs, smooth on the brakes, smooth depressing the clutch, smooth letting off the throttle, smooth letting out the clutch and smooth again on the throttle.

This said I found it easy to drive smoothly; at least when it had my full attention. Being that I dont spend every day, or even every second weekend on the track I found myself slipping back into bad driving habits every now and then, looking downward, in front of the car instead of raising my line of sight 500 or so feet in the distance. No worries, I was quickly brought back to my senses by a car that demands attention.

The engine revs more freely than most cars this side of a Honda S2000, maxing out at 8,000 rpm and sending shivers up the spine at anywhere over 6,000. There was a back straight that allowed some decent speed, and of course I took advantage. Just the same, every time I tried to look down at the speedo I found myself overshooting a braking point and messing up the next turn, so I gave up trying to ascertain a maximum speed so that I could tell you… guess how fast I drove the Carrera GT? Lets just say it was well over 150 mph, and leave it at that. Incidentally, the top-line Porsche hits 200 km/h (142.3 mph) in a mind numbing 9.9 seconds and eventually peaks at more than 200 mph.

At such speeds aerodynamics are critical, therefore Porsches engineers shaped the body panels of the GT to maximize downforce while trapped air underneath is minimized by funneling it through carbon fiber flow channels and out a rear diffuser.

Its overall length makes a difference in downforce as well. Compared to the Boxster the 181.5-inch GT adds 11.4 inches. At 45.7 inches tall its also 5.1 inches lower to the ground than Porsches base model, adding a wind cheating missile affect while reducing its center of gravity to improve lateral acceleration. Its 75.6-inch width, which is 5.5 inches wider than Porsches entry model, no doubt increases track width and thus benefits at-the-limit handling as well. Last but not least the GT incorporates a 107.5-inch wheelbase, 12.4 inches longer than the Boxster - hence why its so fast and stable at speed.

What impressed me more than its outright acceleration and potential for speed was the ease in which it took to the tight turns that made up the inside track at the speedway. Turn-in was so immediate it made me feel like somehow it was hooked up to the my brain via electrodes, kind of an EEG to its ECU. I thought, it reacted; so effortlessly and so immediate that it was almost disconcerting.

Much credit for its adhesion, mind you, has to go to the cars large 19-inch front and 20-inch rear ultra-light forged magnesium rims, encircled with 265/35 ZR 19 and 335/30 ZR 20 high-performance tires respectively.

The wheel and tire package complemented braking as well, which like handling was breathtakingly competent. The car is relatively lightweight at 3,042 pounds, which meant its ceramic composite binders didnt have as much work to do than if hooked up to a larger SUV like the Cayenne. Still, the pedal needed to be pressed with affirmative action, but when enough pressure was applied it responded with grip galore and more real-time feedback than Im used to discerning.

I suppose that last statement is true for the entire car. From its suspension, steering rack, throttle, and of course, braking system, the Carrera GT speaks to its driver like few cars Ive ever driven. All Porsches are known for this trait, from the base Boxster right up to the 911 Turbo. Theyre very communicative cars, and the Carrera GT, being the running test bed for all of Porsches newest technology and advanced driving aids, speaks the clearest of all.

Technology in mind, the GTs aluminum body panels are held firmly in place by a carbon-fiber reinforced plastic (CFRP) monocoque and sub-frame. The engine is also an integral part of the structure, much like a race replica motorcycle uses its engine as part of its frame. Each element works in concert to provide high levels of body rigidity and minimized weight, critical for achieving the cars hyperactive performance.

While I never saw it, Porsche has designed a two-piece roof for the GT from carbon-fiber. Weighing only 5.3 pounds apiece, they store up front in the trunk.

In the end Im at a loss to say anything more (a rare occasion indeed), as words hardly do justice to what might be the most beautifully styled and impressively engineered sports car every created. Its at the top of my list of cars Id buy if money were no object.