The
Porsche 911 GT2 is one of the quickest, fastest, most nimble cars available today, with a 0-60 mph time of about 3.5 seconds, 0-100 mph in 7.4 seconds, and 0-125 in 11.2 seconds.
The GT2 comes with continuously adjustable electronically linked shock absorbers that can be preset to one of three stages of hardness, plus traction control, a stability management system, and a launch control system that can have you perfecting drag-racing starts away from a stoplight with a minimum of tire spin.
It's an understatement to say this car handles well. The GT2 can change direction like a cheetah chasing a gazelle.
The short-throw shifter is very positive and precise, the clutch pedal is relatively light, and the steering, with all that weight taken off the nose and placed at the rear, is just perfect. And then there are those brakes.
All 911s are known for their braking prowess, but this car is 220 pounds lighter than a Turbo because it dispenses with all the axles and shafts and housings required for all-wheel drive and has a lot of lightweight components like a complete titanium exhaust system. The GT2 comes standard with Porsche's ceramic composite brakes or PCCB system, normally an $8000 option on other models, and it can stop from 60-0 mph in less than 100 feet, and keep doing it for years to come. No fade, no judder, just pure deceleration force, and lots of it.
Another side benefit of doing without the all-wheel-drive system is that there's room up front for a big fuel tank, almost 24 gallons, so you can drive (or race, on weekends) a long way between stops. This 530-hp car delivers an EPA-estimated 23 mpg Highway, so the GT2 can travel a theoretical 550 miles on one tank, and pays no gas-guzzler tax, perhaps the only 200-mph supercar capable of doing that.
This car is so bloody quick, so easy to drive fast, the ride so well controlled and the chassis so forgiving that it took us only a few familiarization laps around the long sports car course at Daytona International Speedway and we were going 170 mph on the front and back straights before braking and downshifting, snick-snick, for the infield turns. Yet, on the street, it's a pussycat, behaving for the most part like regular 911 except for the thundering exhaust note. next page