2004 PORSCHE 911 GT3
MILEAGE: 3,794 Original Miles
3.6 LITER 6 CYLINDER ENGINE PRODUCTING 380 HP
Gas DOHC Naturally Aspirated
6-SPEED MANUAL TRANSMISSION
REAR WHEEL DRIVE
PRESSURE CAST 18” GT3 wheels (Monobloc)
ORIGINAL RETAIL STICKER PRICE $120,595.00
1 owner GT3 purchased from Porsche North Scottsdale in 2004.
Always stored in climate control environment as part of a private exotic car collection.
All services performed by authorized Porsche dealership.
Anti-lock brakes
Airbags: driver, passenger, sides
Thicker Sport steering wheel
Cruise control
Power locks
Power windows
Power seats
Storage Compartment Lid W/GT3 Logo
Brake/shifter Carbon/Aluminum
Custom Tailoring
Door & Dash Stitch – Dev color
A/C with full climate control
Rear center console painted yellow
Porsche crests in headrests
Yellow stitching, center console, seat belts.
Carbon fiber shift knob
Stainless scuff door sill plates GT3 insignia
Alcantera headliner
3M clear bra
Leather dash,doors and seats
Xenon headlight package
Metal door sill Model insignia
Window tint
CD AM/FM upgraded sound system
Lo-Jack system
FRAMED CERTIFICATE OF AUTHENTICITY
SHOW ROOM CONDITION.
Perfect car for the collector or Porsche enthusiast
Incredible curb appeal
In this perfect condition, will not last long.
FOR GT3 SPECSPICTURES CLICK BELOW:
http://www.youtube.com/watch?v=5XsGjBFlcK8&feature=youtu.be
2004 Porsche 911 GT3
The 2004 Porsche 911 GT3 was a “one-year wonder” in the best sense. Picking up where the 1999-2000 model left off, it was a grand farewell for the 996-series and a defiant final riposte to its critics.
Porsche aptly termed this GT3 “a pure sports car for the Porsche purist.” AutoWeek simply called it “the ultimate driver’s 911.” Road & Track concurred: “In this latest iteration, the 996 platform finally gets to show its full potential. Quicker, stiffer, and graced with an intoxicating new powerplant, the [2004] GT3 illustrates that Porsche still knows how to build a true driver’s machine.” And this one was completely street-legal even in the highly regulated U.S.A.
The 2004 Porsche 911 GT3 was completely street-legal — even in the U.S.
The concept was still race-car-for-the-road — the lightest, most unsullied of rear-drive non-turbo Carreras. But the 2004 GT3 was no mere rehash, being based on the beefy new C4S structure.
Omitting nonessentials shaved a whopping 318 pounds to achieve a 3,043-pound curb weight despite the usual all-steel construction. Porsche also attacked the 3.6-liter G96 engine to trim reciprocating weight as much as possible — from conrods, pistons, piston pins, valves, and valve lifters. The valvetrain work alone saved 4.8 pounds. Another 4.4 were shed by removing the crankshaft vibration dampener, which was deemed superfluous.
Other changes included a new two-stage resonance intake system, low-restriction exhaust, a reprogrammed engine computer, revised cam profiles, recalibrated Variocam valve timing, and uprated dry-sump oiling system. With all this, the new Porsche GT3 in U.S. tune claimed 380 horsepower at 7,400 rpm, 285 pound-feet of torque at 5,000, and an 8,200-rpm redline, the highest of any 996 model.
Six-speed manual transmission remained mandatory but received shorter (numerically higher) fifth- and sixth-gear ratios to enhance acceleration. Additionally, the top four gears switched from brass to steel synchronizers for increased durability. Porsche’s “asymmetric” limited-slip differential was standard. As in its other applications, this allowed up to 40 percent wheelspin on takeoff, up to 60 percent thereafter.
Suspension was basically twin-turbo GT2, but rubber strut-top bearings were replaced by steel balls to reduce deflection under high cornering loads, thus increasing precision. Adjustable camber, ride height, and antiroll bars catered to different “driving styles” — and weekend racing venues.
Brakes were even larger than the vaunted Porsche Turbo‘s, with steel rotors of 13.8-inch diameter fore and 13-inch aft clamped by six-piston calipers.
Front wheels and tires were also per GT2, but the rear tires were slightly slimmer 295/30ZR18s.
Bodywork was customized with a specific nose and side skirts, plus a new, taller fixed spoiler with three-position adjustment. Unseen but appreciated were little “spoilers” within the wheelarches for directing air to the brakes.
Also for aerodynamics — and shared with all other 996 models — was a three-piece bellypan made of composite materials, running from the front axle to the engine. The two-place interior (no back seat here) featured lightweight leather-covered front buckets, as well as power windows, air conditioning, and even an in-dash CD player.
Porsche planned to build 3,000 “Mark II” GT3s through mid-2004. Some 750 came to America, where base price was just $100 short of $100,000.
The Porsche GT3 was emphatic proof of how less can be more. Take 0-60 acceleration. Porsche modestly claimed 4.3 seconds for the “consumer” version, but AutoWeek posted 4.18, and Car and Driver clocked 3.8 in a preliminary test. Even more impressive, the Porsche GT3 was just fractionally slower than the much more powerful, but heavier, Turbo and GT2. Road & Track reported 0-100 mph at just 9.5 seconds and a standing quarter-mile of 12.4 at 113.8 mph.
Every road test praised the Porsche GT3 as the most controllable, fun-to-drive 911 in many moons. R&T described it as “frenetically rushing you from one corner to the next. [The GT3] still possesses the 996 platform’s stable nature, but thanks to its stiffer, more responsive chassis tuning, everything feels more direct. Any changes in throttle inputs have an immediate effect on chassis dynamics. Roll out of the gas slightly in mid-corner and the front tucks in while the tail lightens up. Roll back on and rear grip returns. Like its racing brethren, the GT3 can be braked hard and deep into turns, repositioned with a little throttle modulation, then happily drifted out at exit.”
Car and Driver loved the sharp, athletic handling — and the engine sound. “Its deep-throated wail is the most enthralling and mesmerizing soundtrack we’ve heard since 1998.”
It was a glorious last hurrah for the most popular 911 series ever. The 996 may have been controversial and not universally loved, but it served Porsche and its customers exceptionally well.
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