2012 Carrera GTS 997.2 Race Car - $79,930

Listed By ROBGTS
Contact (949) 287-9563
2012 Carrera GTS 997.2 Race Car  for Sale $79,930 2012 Carrera GTS 997.2 Race Car  for Sale $79,930 2012 Carrera GTS 997.2 Race Car  for Sale $79,930 2012 Carrera GTS 997.2 Race Car  for Sale $79,930 2012 Carrera GTS 997.2 Race Car  for Sale $79,930 2012 Carrera GTS 997.2 Race Car  for Sale $79,930 2012 Carrera GTS 997.2 Race Car  for Sale $79,930 2012 Carrera GTS 997.2 Race Car  for Sale $79,930 2012 Carrera GTS 997.2 Race Car  for Sale $79,930 2012 Carrera GTS 997.2 Race Car  for Sale $79,930 2012 Carrera GTS 997.2 Race Car  for Sale $79,930 2012 Carrera GTS 997.2 Race Car  for Sale $79,930
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Ad Number184027572



This 2012 Porsche Carrera GTS has been my passion for the past 5 years. The car was purchased August 24, 2014 from Auto Gallery in Woodland Hills, CA. The car was originally leased by a local doctor in Thousand Oaks, CA. I am the second owner. When I bought the car it had 34,942 miles and was certified by porsche for the additional warranty (Certified preowned). Every service, upgrade and part has been documented.

The build sheet for the car indicates the following factory options installed:
MSRP: $113,090.00
Production Complete Date: 4/18/2011
Heated Seats (Front)
BiXenon Headlights w/PDLS
Porsche Doppelkupplung (PDK)
Ventilated Seats (Front)
Standard Seats
Exterior Color: Carrara White B4
Interior Material/Color: Sand Beige Full Leather Interior

The 997.2 Carrera GTS has many amazing standard options. Most importantly it came with the naturally aspirated 430HP 9A1 DFI engine that also found its way into the first generation 991 cars (See Article Below). The GTS models also came with a factory wide body like the Carrera 4 and turbo. This is the main consideration when the car was purchased as it has the same dimensions as the 997.2 GT3 Cup factory race car. Because of this the Porsche Motorsports racing parts bolt directly on with factory fit and finish. Starting in 2014 the car was meticulously transformed to a track and road car. The car is registered through June 2020 and has passed all CA SMOG tests.

All original parts were documented, labeled and wrapped for protection. The car could return to its stock form with all original parts.

In June 2017 the car was taken to Porsche Newport Beach as there was a check engine light on. It was determined that the PDK had a fault. The transmission was completely replaced under warranty with a brand new next generation PDK transmission. There are less than 2000 miles on the new PDK. I have all documentation of its replacement under warranty with Porsche Newport Beach.

All work on the car was performed by local race shops in Orange County, CA: GMG, Vision Motorsports, TrueSpeed Racing, BBi, Newport Beach Porsche.

The following Porsche Motorsport Factory racing equipment and upgrades were added. Total for all labor and parts to achieve a factory street/Cup car: $147,000.

Guard Limited Slip Differential
Factory Sport Chronograph Software and factory buttons
Fire Extinguisher with Brey Krause Quick Release
Complete Race Suspension:
Elephant Racing Control arms, toe steer, drop links, dog bones, all Heim Joints.
Bilstein B16 Racing coil over shocks with electronic dampening (PASM)
New PASM racing control module
Elephant Racing Camber Plates
GMG Custom Roll cage. Full Cage paint to match Carrara White
Porsche Motorsport GT3 CUP:
Front Fenders
Fender Lips
Front Bumper
Tow hook
Lower Lip/Valance
All internal connections including mounting brackets for Front Radiators
Rear Bumper
Fully Adjustable Rear Wing Carbon Fiber
Full Carbon Fiber Doors with Lexan Windows
Lexan Windows: Rear, Doors, Sides
Full custom exhaust system including Burns Racing long tube headers and custom Borla Exhaust Silencers
CSF Racing Radiators
SPARCO Evo II US front seats custom upholstered in Sand Beige Leather and new/old stock plaid from the 356 era.
Schroth 6 point harness
GMG Adjustable Seat Bases
PAGID Yellow brake Pads (70%)
Custom PDK Shifter in carbon fiber and Billet Aluminum
Factory 997 Porsche light weight carpet set
Rennline Aluminum Racing Floors
Racing Brake Fluid- High Temp
New Windshield with Tear Off
Brembo Brakes Hats and Discs
SharkWerks Solid Engine Mounts
GMG Turbo Sway Bars and Drop Links
OZ Racing 18x9, 18x12 racing rims (Two Sets) Center Lock
Light Weight Lithium Battery
Porsche Factory Alcantara Steering Wheel
All fluids replaced and serviced at Vision Motorsports 2/2020.

By Jay Coates
This article is intended to provide a brief, technical description of the Porsche 9a1 engine. Its design is robust and advanced.
Main Differences from Predecessor M96 & M97 One of the main differences from the predecessors M96 & M97 is that the 9a1 engine has no IMS bearing or shaft. The timing chains on 9a1 engine are located on the front of engine for both banks as well as a small chain to drive the oil pump. Because of this configuration the chains are longer and the timing chain speed is faster. The engine block in the 9a1 engine is a monolithic-alusil (alloy material commonly used in sleeveless engine blocks, mostly used by German auto manufactures) with integral cylinders.  Its weakness is that it is not very forgiving to overheating and cannot be welded; however, its design is robust and powerful. The 9a1 has 8 main bearings as opposed to 7 on the M96 & M97 engine. The crankshaft of the 9a1 is forged and nitro-carburized heat treated with a .015 depth (as opposed to the M96 & M97 has heat treating of .003). The crankshaft has 12 counterweights and 63mm main bearing journals. Number 2,4,6 main bearing journals are grooved to supply oil;
the rest are smooth. All timing chains and the oil pump drive run off the front of the crankshaft. There is no crankshaft carrier in the 9a1 engine. The main bearings are built into the block. The engine block has a closed deck design as opposed to the open deck of the M96 & M97.  Just to note, the closed deck design is more robust; however, comes with higher coolant temperatures and higher oil temps under heavy load.
Pistons in the 9a1 are forged. The top ring land on the piston is hard anodized to handle the increased pressure due to the DFI (Direct Fuel Injection). On the bottom of the pistons are oil squirters for cooling. The compression ratio of the engine is 12.0:1.  The oiling system on the 9a1 is an integral dry sump with 4 scavenger pumps. Oil pressure is controlled by the DME (Digital Motor Electronics) on demand. The DME recognizes combustion and responds with the correct oil pressure.  The returning oil coming out of the scavenge pumps will be foamy and needs to de-aerate, which is done directly out of oil of the pump in anti-foam swirl pots.
HEADS/CAMSHAFT The 9a1 heads are die-cast (not sand cast), which is a good method of limiting and/or eliminating porosity issues and maintains more exact tolerances since the metal is forced into the die under high pressure; however, as a result they cannot be welded. There is no lifter carrier in the heads. The lifter bores are integral to the head. All 9a1s are variocam plus. The camshaft has hardly any duration but has huge lift and ramp speed. The camshafts are shorter on B2 because the fuel pump drives off bank 1. There are stronger cam caps, stronger gears (2014+ have module cam lobes like a 904 or a 4 cam Carrera). There is 5 mm more valve lift on 911 9a1 as opposed to the 9a1 Boxster and Cayman. Valves are bi-metallic with a 6mm stem and dual valve springs. Valve guides are short 31.75 mm or 1.25” long and made of manganese (Mn). The head gasket is a multilayer steel, coated with heat resistant plastic. Thermal heat transfer is good. There are coolant stabilizers to maintain and even coolant flow balance in the engine block. The water pump is a closed impeller, pretty much overkill but nice to have.  DIRECT FUEL INJECTION
Fuel is injected directly into the combustion chamber under extremely high pressure (between 1400-1740 psi). Fuel pressure can only be checked using Porsche Scan Tool (PIWIS  or equivalent tool). As previously noted, the fuel pump is driven off the front of the engine B1, exhaust cam. Advantages of DFI are that engines can have a higher compression ratio and run leaner mixtures. The stratified fuel charge does not require long idle periods to warm up the engine.   CONCLUSION Best thing to do is go buy one, start the car and drive. Keep the RPMs under 3k until the engine warms up, which does not take long. Note: slow drives at low RPM are an unhealthy diet for this engine. Burn good fuel and drive hard. That is what this engine needs and loves.

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