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Daytona PCA 2018 Photo Gallery
Road Atlanta PCA 2018 Video
Road Atlanta PCA 2018 Photo Gallery
2014 991 GT3 Cup For Sale
Ultra-clean 991 GT3 Cup; less than 35 total hours on the car. Mostly test days and driving experience with only 2 Club race weekends. This 991 is available for immediate sale and inspection at our Charleston, SC Facility for SOLD.
The 991 GT3 Cup represents the best of the factory-built Porsche Cup cars, with the renowned 3.8 liter Mezger engine and specialized sequential transmission with Shiftec paddle-shift. This is one of the freshest and most gently-used examples available.
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2012 Porsche 997.2 GT3 Cup
The second generation 997 Cup offers incredible performance, and this example is an unbeatable value. Wearing its original livery from the Pirelli GT3 Cup Trophy series, this GT3 stands ready for immediate inspection and purchase at our Charleston, SC facility for SOLD.
Total hours on the car are in the low 80’s. The car shows some superficial racing wear from that time, but there is no apparent damage to the tub. What makes this cup such an incredible value is the transmission rebuilt only 20 hours ago, and a fresh 3.8 liter engine with less than 3 hours since rebuild.
In addition to the low-hour driveline, the big performance upgrade is the Holinger Speedshift Paddle Shift system, which offers clutchless down-shifting and prolongs transmission life. Also, Bilstein double-adjustable shocks replace the non-adjustable OE units.
With almost no time on the engine and a paddle-shift transmission, it would be reasonable to expect a season or two before budgeting for the big-ticket items.
Please see our photo gallery below for more images, and like us on facebook to get our latest updates and newest cars for sale.
Check out more great cars for sale here on our website, and be sure to like us on facebook to get the latest car listings and updates.
Watkins Glen PCA 2016 Video
Ride along as Cory tries to find a way around the Flying Lizard 2016 GT3 R at Watkins Glen.
2006 Porsche 997 Grand Am GT3 Cup
This Car is Sold! Browse other great Autometrics Motorsports listings here or have us build a car to your exact specifications.
This 2006 GT3 Cup was originally campaigned by Tafel Racing in Grand Am’s Rolex Series.
Grand Am allowed substantial modifications to the standard Cup. Minor modifications are too numerous to count, but the significant upgrades include:
– Brembo Endurance Brake Calipers
– Carbon front bumper and splitter
– Carbon Flared Front Fenders
– Crawford Wing and uprights
– Ohlin Adjustable Shocks
– Fuel Cell with Double Dry-Break
– Crash Bars
– PWR Radiators
– PMNA Throttle Blipper
– 2 Sets Spare BBS Wheels
– Cockpit-Adjustable Sway Bar
The 3.6 liter engine currently has 56 hours logged, so it should have around half-life remaining. The car has recently had a complete paint job. The condition of the transmission is not known.
As is common with ex-professional cars, there is a spares package that can be negotiated independently from the car. The days of pro-racing this car are over, but at this price point, this Cup would be a great entry-level car that could be upgraded to suit the desired class.
2002 Porsche GT3RS For Sale
This GT3RS was originally raced in Grand Am from 2003-2005. This RS is ready for immediate inspection and purchase at our Charleston, SC facility for $130,000 or best offer.
Ryan Dalziel suffered a brake disc failure at the 2005 Watkins Glen race, leading to the car to be retubbed. Since 2006, this has been a club race car. Being unconstrained by original homologation, this car has been upgraded using technology from Porsche’s later racers, and it is easily one of the fastest PCA GTA1 class cars in the country. Features and upgrades include:
– Fresh 3.8 liter RSR Engine
– 997 GT3 Cup Transmission with very low hours
– Additional Seam Welding
– Spare set BBS Wheels
There was some damage to the new tub a few seasons ago, but all repairs have been thorough. The chassis and bodywork are in good condition, and the car has not been driven since it was painted.
This GT3RS is in a unique position of having professional race history, but not years of abuse to the chassis, engine or transmission. The enhancements are all Porsche Motorsport, so it still has a factory look and feel. This is one of the cleanest, freshest and fastest RS’s around.
GT3 Cup “Throttle Blippers”
Heel-and-Toe downshifting is quickly becoming an obsolete skill. It is speculated that some of the younger pros in formula cars or prototypes never competed with a clutch pedal but went straight from karts to paddle-shift race cars. Simplified downshifting used to be reserved for top level racecars and exotics, but dual-clutch technology has brought automatically shifted manual transmissions to the mainstream. Porsche’s new 991 GT3 Cup might eventually use a variation of the dual-clutch PDK transmission, but in its first model year, it uses a traditional single-clutch sequential operated by an independent paddle-shift system. This is the first time a ‘cup’ has been delivered without a need to rev-match on downshifts.
The sequential in the 997 GT3 Cup has earned a reputation for being susceptible to abuse and expensive to repair. Damage occurs primarily during downshifting and is a function of non-synchronized dog-tooth gear engagement, manual non-ABS brakes and a triple-disc racing clutch. The combination makes a proper rev-matched downshift unforgiving compared to most Porsche racecars, and the throttle-blip is the most cumbersome component. Downshifts are all performed with the same forward push of the sequential shifter, and that motion is exploited on throttle auto-blippers. Different methods are used, but using the same action to engage the lower gear and open the throttle allows the driver to concentrate on braking and clutch timing. This gives the driver improved braking performance and fewer transmission bills. There are two leading methods employed; the ‘Manthey’ unit and clones use a solid rod that connects to the bottom of the shifter and uses a small wheel to physically push the throttle pedal. The Porsche Motorsport design routes the throttle cable through the shifter assembly, and shifter motion will pull the throttle cable directly. Both designs work well, but we prefer the Manthey method because it pushes the pedal, so if the driver instinctively blips himself, he’ll simply push along with the blipper, and it will be seamless. The PMNA unit leaves the throttle pedal stationary, so a manual blip will add to the auto-blip and cause an over-blip. The clutch pedal should be manually operated on downshifts regardless of blipper used.
The difficulties with the rev-match are not exclusive to 997 cups. We had a 996 GT3 Cup driver with an ankle injury who had reduced articulation in his ankle and could not blip effectively. An H-pattern shifter does not allow shifter motion to be used, so we developed a pneumatic system that was operated by a button on the shifter. It was far more complicated than the sequential systems, but it proved very reliable and effective, even in 24-Hour competition.
In-car videos with a pedal-camera overlaid will become increasingly rare (or boring), and those proficient in the technique will likely feel some regret, but the evolution seems inevitable. The debate will likely continue until the final days of the clutch pedal, but few will forget the first time they saw the quick footwork of a smooth heel-and-toe downshift.
