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The goal is to easily exchange a large amount of data in a local area network environment like a LAN-Party. Out of the box, this is a great and balanced car with no shortcomings or reliability concerns.
There is also a highly desirable factory exhaust option (PSE or Porsche Sport Exhaust), mostly only found on 2010 and newer cars (PSE was delayed on most of the 2009 year cars), which allows you to switch the side mufflers from a quiet to louder mode at the click of an exhaust button.
The cars can be fitted with PCCB brakes as a factory option (at the price of about $8000), and this is a highly-desired option for non-track use.
GTS models were also sometimes optioned with the Centerlock wheels (as opposed to 5-lug), which limits the brake and wheel upgrades available for the car. The exhaust is the same on all 997 Carrera, S, 4, 4S, and GTS models with the only option being the PSE mentioned in this article. The exhaust is notoriously quiet, with many owners stating this is their primary complaint about the car. We quickly discovered that you can bypass one or two of the three mufflers to change the nature of this car, and tried several combination of designs and pipes to make the most of existing stock components. Side muffler bypass, or bypassing the two side mufflers and retaining the single center muffler.
Center muffler independent bypass, or replacing the center muffler with straight-through mandrel bent tubes and using the side mufflers as originally designed. We tested our final prototype on an independent dyno in northern California, and were shocked to see our Carrera S picked up an additional 12 HP measured at the wheels (in 4WD mode no less!).
Since the factory catalytic converters and side mufflers are retained, the back pressure is not impacted enough to justify re-tuning the ECU. The Porsche Sport Exhaust was a factory option on 2010 and newer models and comes standard on the GTS models. We've tried and heard nearly every brand available on the market and we always come back to one in particular that hits it every time. The Tubi does none of these wrong, it always works well so we recommend it nearly 100% of the time.
Some owners have had luck modifying the OEM side mufflers, and if done right this can result in a nice sound, but a bit louder than the standard system with our bypass.
The headers and catalytic converters on the 997.2 cars are welded together and are an improvement over previous 997 models.
Considering the trouble-free, affordable and relatively easy ways to add nearly 20 HP to these cars, we do not recommend tinkering with the headers.
Porsche left a bit on the table with the intake design on the 2005-2008 models, but the 2009+ have a much-improved design. If you must tinker with your airbox we have used both the K&N and BMC filters in the past. If you plan to change the intake air box on your car, you should consult local and federal emissions regulations, as tampering with this equipment is not legal for street use in most regions. Once again a tremendous amount of time was spent fine tuning the software with 91 and 93 octane fuels.
It's not just peak power but the drivability is also improved and much time was dedicated to the E-gas (electronic throttle pedal) settings which have been optimized in both sport and non sport modes. The OEM ECU features what we call IST (Intelligent Switching Technology) that allows for automatic switching of ignition timing maps based upon input received from other engine sensors. Not only are the power gains and overall performance impressive but we were able to improve the power while utilizing 91 octane fuel. If you plan to modify the software on your car, you should consult local and federal emissions regulations, as tampering with this equipment is not legal for street use in most regions. When building a custom wheel we tend to change the offsets to a more aggressive fitment negating the need for wheel spacers. The more track-minded you are, the more likely you will end up with a second set of wheels. Some of the more modern factory designed wheels look quite pleasing and with a few touches can really improve the overall appearance.
Over the years we've only seen a few cars with calipers start to fail and unless tracking regularly, upgrading the calipers seems unnecessary. The PASM suspension on the 2009+ Carrera is much improved over the previous 997 cars, with stiffer shocks when wanted and even better compliance on rough roads in non-Sport mode. Since the OEM PASM suspension works so well, we recommend the TechArt Lowering Springs for these cars. The Bilstein Damptronic PASM Coilover kit (adjustable Springs and Shocks), which is commonly installed on PASM equipped 997 models, was not updated for the new DFI 997.2 Carrera S. The standard suspension (on non-S models) is still an improvement over previous non-S cars, and we recommend changing the springs before jumping to coilovers. The upper rear suspension links (2 per side, 4 per car) on all 997 models feature neoprene bushings and are non-adjustable in length. If you plan to track the car often, you will most likely want to adjust the rear negative camber and will want adjustable control arms in the front and rear.
The result is better feedback and more direct handling; a stiffer setup that won't cause headaches and back pain from extra jolts. An alternative is to replace the neoprene bushings in your stock control arms, but the OEM arms are not split-design on these cars, meaning you cannot fully adjust the camber.
The factory sway bars can be upgraded (we recommend the RSS parts) in order to reduce the body roll experienced while cornering on the 997.2. It's worked for every other car manufacturer's duoble clutch set up in the past, present and future so why did they irritate us so? For 6speed cars we highly recommend using the factory short shifter kit or the more notchy B&M shifter kit. For 6-speed manual equipped cars, there is one major performance upgrade that is often overlooked. Luckily there's a 14-pound replacement for quicker engine response, faster revs and more exciting downshifts.
The 911 shape is beautiful any which way you slice it and over the last 50 years its DNA still recognizable from any model. TechArt utilizes the very same university facility as Porsche for wind-tunnel testing, which is crucial for both safety and performance.
We have found the TechArt & Werks1 brand parts to be outstanding in terms of fit and finish and an ideal standard when compared to say a factory aerokit.
The most widely adopted path of aerodynamic enhancements by Shark Werks customers past and present starts with TechArt. If carbon fiber is your calling, then look no further than Champion Motorsports' Werks1 division. For a full list of our supported body enhancements head over to the 997.2 Aerodynamic section. For 2009 Porsche finally introduced a bucket style seat that was available in regular 911's. In the US it's much easier to go with after-market bolt-in roll bars such as the 901 one which does not require the removal of your sub woofer unit we use from RSS. If you are set on removing the sub woofer a more sturdy option is the 930 which bolts into the strut tops at the rear of the car (an improvement over the Tequipment).
It's important to remember that none of these solutions are welded in nor do they provide the same level of safety as a professionally built and structurally improved full roll cage. For those of you that do not want to have a roll-bar you can actually use a Brey Krause harness bar which is easily removable and less intrusive. For 2009 Porsche revamped the interior to include a much-improved PCM 3.0 so now all your BlueTooth and iPod concerns are addressed (finally). Having said that it can be fun to add some character with either a few painted interior pieces (such as the rear main center console) or replacement carbon fiber pieces. Porsche®, Carrera®, 997®, 996®, 911®, Turbo®, GT3®, GT3 RS®, GT2®, Boxster®, Cayman®, Cayenne®, and other model names aretrademarks or registered trademarks of their respective owners. It might sound like the movie Minority Report - but Police in the North East are using new computer software to stop violent crime before it happens.


Bauer Radio, 3 South Avenue, Clydebank Business Park, Clydebank, G81 2RX.Registered in Scotland company number SC131754. After you launched D-LAN, you will see all other people and their sharing automatically without special configuration. While it may look similar at a glance to the 2008 997 model, it actually had a number of improvements including a completely new engine (the direct injection 9A1), optional PDK transmission, updated PCM (communications system, e.g. Over the next two years, we tinkered and tuned every inch of the car to further optimize what Porsche had done from the factory.
Some owners insist on switching these to the standard 5-lug wheel layout and this can be done through Porsche, although it's very expensive.
After the headers (A), the exhaust enters a single center muffler (B) then flows into two large side mufflers (C), and exits through the tailpipes at either side of the rear bumper.
It is the quietest 911 to date, with the peppiest engine, making it feel more like a luxury car than a sports car. No video or description can ever replace the first hand experience of hearing it for yourself.
Generally we do not outfit these cars with something that's too loud, obnoxious or problematic.
In theory this sounds ideal, as it would most significantly reduce the weight off the car's rear. This was our first design and while it looked nice, it actually did not make the car much louder than stock. When you cut apart the original center muffler, you can see why: the stock muffler makes two tight radius U-turn bends before exiting to the side mufflers. Pressing the button partially bypasses the side mufflers, giving a much throatier and aggressive sound compared to the standard mode.
Tubi Style systems are fine-tuned for the best sound possible, with high quality construction and perfect fitment. Sound is the primary reason we would recommend changing the exhaust, but the Tubi would likely see a further bump in horsepower, and of course reduced weight in the neighborhood of 20 pounds. You can also upgrade to the Tubi side mufflers (or any OEM-fitting side muffler replacements) and use our bypass exhaust in combination, assuming they fit with the stock center muffler.
However it's also a rather major modification involving the removal of the side mufflers, then cutting and welding to the stock pipes.
Many owners and tuners attempt to change this critical emissions equipment in order to gain a few horsepower.
You will likely find the persistent check engine light ruins the enjoyment of the car and you're taking a gamble to modify the most important part of the vehicle's emission equipment. The improved throttle response in both modes provides a snappier throttle response as well as smoothing out some of the small dips. The EVOMSit ECU tuning utilizes the multiple OEM ignition tables in progressive stages, which can optimize safe performance based upon outside conditions and different octane fuels. All of our software upgrades utilize our IST (Integrated Switching Technology) and SP (Sport Pedal) functions. Since all 997 models by law require enough space to utilize snow chains, the factory has to use very conservative offsets. It's just not something one really needs to tamper with unless you're using the car extensively at the track.
Most owners want to lower the car for aesthetic purposes or to lower the center of gravity with stiffer springs in order to help cornering performance. This allows the Sport button to still work as intended, lowers the car about 20 mm, and gives tighter and more resposive cornering ability. However, the Bilstein coilover suspension kits for the non-S are slightly better than on the S models since PASM is not used. The RSS variant adjustable links provide a long lasting, quiet solution to both of these problems by giving adjustable length and monoball bushings on either end.
The RSS replacement Toe-Steer kit also includes a monoball inner bushing, giving further tightened handling and feedback as it replaces another neoprene bushing. The factory arms have two locations (on either end of each arm) where Porsche opted to use a neoprene bushing, to quiet and dampen the street driving.
Yes, these parts are okay for street use and it's unlikely you'll complain about the extra noise.
And due to the labor involved and the permanent nature of this modification, we find it's better, easier and cheaper to simply swap them out.
On our own car we can remember multiple instances of getting ready to turn in to a corner coming in 3rd and our palm hitting the up shift button and going into 4th instead of the desired down-shift into 2nd for the tight corner. We've used both for years and it's a matter of preference but if shifting gears is your call then the addition of either of these two gives you less-throw and more precision. The flywheel on the 997.2 (and actually all 993, 996 and 997 non-GT3 cars as well) is a dual-mass, 28-pound unit. The car is more fun to drive and considerably quicker in the lower gears with this upgrade. For example, their Type 1 front lip not only reduces uplift at the front axle but does so while providing additional cooling to the brakes; form and function rolled into one. Having been a contractor for Porsche's exclusive options department some 20 years ago, TechArt knows best what Porsche requires for quality, fit, material, finish and subjectively speaking, style.
We tend to recommend however if you're making a change to the front only it would be wise to compliment that with an equivalent rear piece to keep the intended balance (or visa versa).
Their high-quality carbon fiber aero enhancements have also been wind-tunnel tested and proven. If you intend on tracking your 997.2 we highly recommend getting a car that already has these slick, lighter carbon fiber back seats pre-installed. There is also a more serious Chromoly made weld-in option in the form of the extra-braced 931.
If you intend on more serious track events or club racing, then we suggest finding an experienced cage builder. And while this car was a massive improvement over the previous generation, in stock form the car tends to be a bit too soft, quiet and well, boring for some people.
Without Sport mode, the PDK is a bit lazy, especially compared to Sport Plus with its lightning-fast shifts. It gives a slightly lower ride height and active shocks, which can be switched from soft to hard modes (for smooth roads and race-like hardness) with the click of a button in front of the shifter. Hearing a car in person instead of over PC speakers can help you determine your ideal exhaust solution, this is simply our take.
Porsche designed the center muffler to keep both exhaust banks independent, and this design keeps that feature. It's the easiest, cheapest and only way to get a little more sound out of the car without upgrading to the PSE or risking changing the side mufflers (which can be too loud for some people). If your car did not come with this exhaust, you can still buy it aftermarket through a Porsche dealership.
Tubi systems are known to have an exotic tone that turns heads, and are reasonable for daily driving and freeway cruising speeds. Some brands we have tested require grinding or hammering, prying and pushing to install on the car. We do not recommend changing the factory unit, as most designs on the market we have seen will allow hot, horsepower-robbing air to be sucked in from the engine bay.
We immediately teamed up with EVOMSit and set about R&D'ing a software tuning program for these cars. For steel brakes, you can certainly try running more aggressive pads but be prepared to change rotors (and induce even more noise) more frequently. Sadly that $8800 option is usually replaced with a $5000 two-piece steel rotor set up that we provide our track customers from Brembo.
TechArt have a nice ride quality that allows the car to be driven as intended, be it daily or for occasional track use.
Unless you are building a full time dedicated track car, the extra adjustability of these coilover kits would likely be wasted, and the drawback of losing the PASM functionality and having a rougher ride on the street would somewhat ruin the point of this great street car.


These bushings stiffen up the handling and feedback on the car, giving quicker handling response and more direct results when you turn the car.
The length is adjustable for toe adjustment on the alignment beyond factory and the locking plates ensure that the toe-angle does not swivel and change as the suspension arm travels up and down with bumps, unlike the factory piece. The RSS arms hold up well with mileage (we have seen some with 30,000+ miles of mixed driving now) and are very quiet despite these metal bushings.
Porsche switched to this flywheel to dampen transmission noise, but it's a heavy weight for the crankshaft to spin up and drastically affects the 0-60 MPH performance of the car. With a few subtle (and some not so subtle) body modifications that we have done both to our own 997.2S and many customer cars, there are ways to make the car look more aggressive and yet retain a factory-level fitment and indeed improve upon it aerodynamically in terms of additional down-force.
At the same time their Type II wing generates an additional 76 kilgrams of downforce over the factory wing at the rear. It's not a good idea to install a large Type IV wing in the rear with only the factory front. The Werks1 diffuser was designed using state of the art engineering and computer modeling techniques. Otherwise you're going to be looking at an $8000 price of entry in order to retrofit a set.
Again if you're going this route you will need to remove your rear seats, install a roll bar of some sort and generally desensitize the car for street duty. Quite frankly our '09 car with its modified suspension, TechArt aero, EVOMSit tuning, PDK, SharkWerks exhaust et al was perhaps the best daily driver we've ever had. Surely it's enough car for most people, but Porsche did leave a bit on the table and our goal with buying this car was to find out where those tweaks could be made.
Sport mode also allows higher ignition maps with more timing, for slightly more horsepower and sharper throttle response. However, the downside is obvious when you attempt to bypass these mufflers: the exhaust is simply too loud. If you decide to switch to the PSE or side mufflers later, the pipe would work with these options as well. It is quite expensive though -- expect to spend in the range of $4000-$5000 after installation and parts. It causes the intake temperature to climb and forces the ECU to utilize lower maps for less HP.
We were actually the first to offer tuning software by over a year having started a few months after our early September 2008 car became a donor for the process. One can also customize some of the settings including adding in the ability to left-foot brake.
By using a set of front and rear spacers (we recommend 7mm front and 15mm rear) you can push those stock wheels out closer to the fender giving the wheel a more aggressive look. For most types of driving and in city streets with potholes and steep driveways, these springs still do a great job., The effectiveness and life of the stock shocks will not be negatively impacted since TechArt made the springs with the OEM shocks in mind.
For example with a TechArt spring kit we usually recommend a 7mm in front and 15mm in the rear. The adjustable length helps to set the alignment to factory or race specs on modified cars. In other words the TechArt Aerokit I ensures well-balanced aerodynamics and improves driving stability significantly, especially at high speeds whilst looking good at the same time. Remember that fiberglass is generally a poor choice of material to use, especially in the front of your 911 which gets peppered with debris and can crack much more easily.
Using these processes, a functional prototype was created and wind tunnel tested in order to verify the effectiveness of the part. Sport adaptive, Sport of regular seats are fine for occasional driver's education style events but you will not be able to properly install a 6-point restraint system.
If you want more horsepower, sharper handling, a more exciting exhaust note, or just a bit more fun, read on to see what we recommend for these cars.
With our tuning options, we can further modify all of these modes (see below for ECU tuning), but with the PDK transmission, Sport Chrono is a must-have option if you really want to squeeze the most from the car, and it can be retrofitted to cars without it, although only at Porsche dealerships.
For most people it would be considered obnoxiously so; it resonates at freeway speeds, with headache-inducing drone. This explains the quieter tone and would probably result in less horsepower than the latter idea. It also has the nice feature of working with the PSE exhaust, since the only difference is in the side mufflers.
We recommend trying our bypass or the Tubi exhaust before spending this much money on an exhaust. The geometry and suspension was never set up for that sizing and we never put wheels larger than 19-inch diameter on the 997.2. Before adding this upgrade to your car, it's a good idea to hear one in person to understand the sound.
During testing, it was proven that a stock 997.2 (with wing raised) produced over 40 lbs of lift at the rear axle, at 175mph. In stock form the car was a little sedate but by pulling at it here and there one can give it more edge, power, sound and performance. Most are too loud, causing drone at freeway speeds, resulting in headaches and rattling interior panels. All of these have an impact on what ignition maps your ECU calls for which can negatively affect power and drivability. It is not a major bottleneck in the car's powertrain and no aftermarket units we have tried proved to gain any horsepower on the dyno. If you were to powdercoat your stock wheels black, example then a nice set of black bolts to go with black spacers would be best. If you don't mind a little extra noise, it's one of the best upgrades for straight-line performance and enhancing the driving experience.
The reason for TechArt's long-standing quality in the industry is the amount invested into R&D, tooling and materials. With the rear wing raised and the new Werks1 diffuser installed, that number was completely eliminated, and the test vehicle not only showed no signs of lift, but it now produced 14 lbs of usable downforce, again at the rear axle.
The center muffler alone is not enough to quiet the car to reasonable levels for street use. Freer flowing headers sound good on paper but we usually see a low-end torque loss and in some cases a loss of power.
Because you're no longer afraid of destroying your PCCB rotors you can opt for more aggressive brake pad combinations and replace just the outer rotors (retaining the aluminum hats) when needed for a much cheaper price than ceramic.
The lightweight flywheel requires the transmission to be removed to install (approximately 7-hours labor on a 2WD model), so it might save money to replace the clutch at the same time (or vice-versa). Their products are developed and designed using model building, CAD (Computer Aided Design) the entirely made of high quality polyurethane RIM just like the OEM parts. When measured at both the front and rear axles, the stock 997.2 showed nearly 110 lbs of total lift. If you've come from any other Porsche wait till you put your foot into these -- especially PCCB's. In the field, this set up has been used for One Lap of America on GT3RS', Club Racing with 3.9s and general Driver's Education events with great success.
Since the headers and cats are a single piece on these cars, the oxygen sensors that provide the ECU with data can't just be moved around or ignored, either.
They're vital to how the car will actually run and although you can make more power with less dense catalysts (200 cell versus 400 cell for example), we have seen many aftermarket cats break-down, come apart and fail.
A check engine light is to be expected (even without visible failures) and something one should be prepared to face with this direction.



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