Porsche supercars / Type 980
Porsche Carrera GT technical guide
A 5.7-litre V10 that revs to 8,400 rpm, a ceramic clutch the size of a dinner plate, and a carbon-fibre tub that carries the engine in its own carbon subframe. This page breaks the Carrera GT down system by system, and sets Porsche’s figures against what independent testers measured.
another 2,650 rpm. Scale shows thousands of rpm.
On this page
Key specifications
Porsche’s internal type number for the Carrera GT is 980. It places a longitudinal V10 behind the two seats, drives the rear wheels only, and sends power through a six-speed manual. No other gearbox was offered.
The table below gives the headline numbers. Every section further down expands on one system.
Carrera GT at a glance
| Type designation | 980 |
|---|---|
| Body | Two-seat targa roadster, removable carbon roof panels |
| Layout | Longitudinal mid-engine, rear-wheel drive |
| Engine | 980/01, 5,733 cc naturally aspirated V10 |
| Power | 450 kW / 612 PS / 603 hp at 8,000 rpm |
| Torque | 590 Nm / 435 lb-ft at 5,750 rpm |
| Gearbox | Six-speed manual, twin-plate PCCC ceramic clutch |
| Structure | Carbon-fibre monocoque with carbon rear subframe |
| Brakes | PCCB carbon-ceramic, 380 mm discs |
| Kerb weight | 1,380 kg (3,042 lb) |
| Top speed (factory) | 330 km/h (205 mph) |
| Built at | Porsche Leipzig, 1,270 units |
980/01 V10 engine
The 980/01 is a 68-degree V10 with an aluminium crankcase and aluminium cylinder heads. Nikasil coats the bores, so the pistons run directly on the aluminium without iron liners. That saves weight and improves heat transfer.
Forged pistons ride on forged titanium connecting rods. Titanium cuts reciprocating mass, which lets the engine rev hard without punishing the bearings. Dry-sump lubrication removes the deep oil pan, so Porsche could mount the crankshaft close to the ground.
Each bank carries two chain-driven camshafts and four valves per cylinder. VarioCam adjusts intake cam timing continuously. Sodium-filled exhaust valves pull heat away from the valve head and into the guides.
Engine specifications
| Engine code | 980/01 |
|---|---|
| Configuration | V10, 68° bank angle |
| Displacement | 5,733 cc (349.8 cu in) |
| Bore × stroke | 98 × 76 mm |
| Compression ratio | 12.0:1 |
| Valvetrain | DOHC per bank, chain drive, 40 valves, VarioCam on intake |
| Exhaust valves | Sodium-filled |
| Block and heads | Aluminium alloy, Nikasil-coated bores |
| Rods and pistons | Forged titanium rods, forged pistons |
| Lubrication | Dry sump |
| Rated power | 450 kW / 612 PS / 603 hp at 8,000 rpm |
| Peak torque | 590 Nm / 435 lb-ft at 5,750 rpm |
| Redline | 8,400 rpm |
| Engine mass | 205 kg (452 lb) |
What the numbers tell you
The bore is much larger than the stroke, giving a bore-to-stroke ratio of about 1.29. A short stroke keeps piston speed in check at high rpm. At the 8,400 rpm redline, mean piston speed works out to roughly 21.3 m/s, a figure more typical of race engines than road cars.
Specific output lands near 105 hp per litre without turbocharging. Specific torque sits at about 103 Nm per litre. Those two figures together explain the engine’s character: strong pull from mid-range, then a long top end rather than a sudden surge.
Derived engine ratios (calculated from factory data)
| Metric | Value |
|---|---|
| Bore-to-stroke ratio | 1.29 (oversquare) |
| Displacement per cylinder | 573 cc |
| Specific output | 78.5 kW/L (105 hp/L) |
| Specific torque | 102.9 Nm/L |
| Mean piston speed at 8,000 rpm | 20.3 m/s |
| Mean piston speed at 8,400 rpm | 21.3 m/s |
Engine mounting
A carbon-fibre subframe holds the engine at three points. It does not bolt straight to the tub as a stressed member. This choice isolates noise and vibration from the cabin while keeping the structure light.
Porsche mounted the drivetrain extremely low. The crankshaft centreline sits roughly 100 mm (about 4 in) above the floor of the car, which drops the centre of gravity well below that of a conventional sports car.
Clutch and gearbox
The PCCC (Porsche Ceramic Composite Clutch) uses two plates made of ceramic composite. Its diameter measures only about 165 mm. A small clutch lets the engine and gearbox sit lower, and it slashes rotating mass.
Paired with a lightweight flywheel, the PCCC makes the V10 gain and shed revs very quickly. The ceramic material also resists wear better than conventional friction linings when drivers use it correctly.
The trade-off shows up at parking speed. The clutch engages over a short pedal travel and bites abruptly. New owners often stall or slip it while learning, and slipping it shortens its life.
Drivetrain specifications
| Gearbox | Six-speed manual (only option) |
|---|---|
| Clutch type | PCCC twin-plate dry clutch, ceramic composite |
| Clutch diameter | Approx. 165 mm (6.5 in) |
| Flywheel | Lightweight, low inertia |
| Driven wheels | Rear |
| Shift lever | Laminated birch/ash knob on magnesium console |
Carbon chassis and suspension
The Carrera GT uses a carbon-fibre monocoque built by ATR Composites in Italy. A second carbon structure, the rear subframe, carries the engine, gearbox and rear suspension. Porsche patented this engine-carrying carbon subframe concept.
Very little metal enters the primary structure. The front rails, A-pillar inserts, fuel cell and suspension components make up the main non-carbon parts.
The suspension borrows directly from single-seater practice. Double wishbones locate every wheel, and pushrods actuate inboard spring and damper units. Moving the dampers inboard reduces unsprung mass and frees space for underbody airflow.
Carbon chassis and suspension
| Monocoque | Carbon-fibre-reinforced plastic (CFRP), ATR Composites |
|---|---|
| Rear subframe | CFRP, carries engine, gearbox and rear suspension |
| Front suspension | Double wishbone, pushrod-actuated inboard spring/damper, anti-roll bar |
| Rear suspension | Double wishbone, pushrod-actuated inboard spring/damper, anti-roll bar |
| Lower wishbones | Aerodynamically profiled steel tubes |
| Ground clearance | 86 mm (3.4 in) |
A cracked or impact-damaged carbon tub needs specialist repair. Any pre-purchase inspection should cover the monocoque and subframe, not just the bodywork.
Brakes, wheels and tyres
PCCB (Porsche Ceramic Composite Brake) discs measure 380 mm on all four corners. Carbon-fibre-reinforced silicon carbide (C/SiC) halves unsprung braking mass compared with cast-iron discs of similar size, and it does not corrode.
Forged magnesium wheels save more weight again. Porsche fitted a 19-inch front and 20-inch rear stagger. Michelin developed the approved tyre, which uses a softer compound on the outer third of the tread.
Brakes, wheels and tyres
| Brake system | PCCB, C/SiC ceramic composite discs |
|---|---|
| Disc diameter | 380 mm (15 in), front and rear |
| ABS | Four-channel |
| Wheels | Forged magnesium, five-spoke |
| Wheel size | 19 in front, 20 in rear |
| Tyre size | 265/35 ZR19 front, 335/30 ZR20 rear |
| Tyre fitment | Michelin, Porsche N-rated |
Magnesium wheels suffer from corrosion if the finish chips. Check the spokes and the wheel lip closely, and confirm replacement tyres carry the Porsche N rating.
Aerodynamics
The underbody does most of the aerodynamic work. A full carbon-fibre undertray bolts to the chassis, the engine mounts and the crash structure, and a rear diffuser extracts air from beneath the car. This generates downforce without adding much drag.
An electro-hydraulic rear wing rises into the airflow at roughly 113–120 km/h (70–75 mph) and extends about 16 cm. Large side intakes feed air to the radiators, which measure around five times the size of a contemporary 911 Turbo radiator.
Aerodynamic data
| Drag coefficient (Cd) | 0.39 |
|---|---|
| Undertray | Full carbon fibre, integrated diffuser |
| Rear wing | Electro-hydraulic, deploys at approx. 113–120 km/h |
| Wing extension | Approx. 16 cm (6 in) |
| Downforce at top speed | Approx. 290 kg (639 lb), combined axles |
Published sources disagree on the exact wing deployment speed. We show the range rather than pick one figure.
Driver aids
The Carrera GT keeps its electronics to a minimum. It has anti-lock brakes and ASC (Anti-Slip Control), which limits wheelspin under power. A button on the centre console switches ASC off completely.
It has no electronic stability control. Nothing corrects a slide once the rear steps out. That single fact shapes the car’s reputation more than any other number on this page.
Electronic systems fitted
| System | Fitted | Notes |
|---|---|---|
| ABS | Yes | Four-channel |
| ASC traction control | Yes | Driver can switch off |
| Stability control (PSM/ESC) | No | No yaw intervention |
| Launch control | No | Manual launches only |
| Adjustable damping | No | Fixed passive dampers |
Cabin and ergonomics
Porsche trimmed the cockpit in carbon, magnesium and leather. A classic analogue instrument cluster sits behind a conventional 911-type steering wheel, with no functions stacked on the rim.
The ignition sits left of the steering column, in Porsche tradition. A magnesium centre console rises into the dash, and the shift knob is laminated birch and ash, the only wood in the car.
Two carbon roof panels clip in above the cabin. Each weighs under 3 kg, and both stow in the front luggage compartment when you drive open.
Interior and practicality
| Seats | Two |
|---|---|
| Roof | Two removable carbon panels, stow in front trunk |
| Luggage volume | 76 L (2.7 cu ft), front |
| Maximum payload | 180 kg (397 lb) |
| Materials | Carbon fibre, magnesium, leather, birch/ash shift knob |
| Audio and navigation | Bose audio and navigation; fitment varied by market |
Dimensions and weight
The car stands just 1,166 mm tall and stretches 1,921 mm wide. Its 2,730 mm wheelbase gives high-speed stability, while the wider front track sharpens turn-in.
Dimensions and mass
| Measurement | Metric | Imperial |
|---|---|---|
| Length | 4,613 mm | 181.6 in |
| Width | 1,921 mm | 75.6 in |
| Height | 1,166 mm | 45.9 in |
| Wheelbase | 2,730 mm | 107.5 in |
| Front track | 1,612 mm | 63.5 in |
| Rear track | 1,587 mm | 62.5 in |
| Ground clearance | 86 mm | 3.4 in |
| Kerb weight (factory) | 1,380 kg | 3,042 lb |
| Fuel tank | 92 L | 24.3 US gal |
Power-to-weight
At the factory kerb weight, each tonne carries about 443 PS, which equals roughly 3.07 kg per kW. Auto Motor und Sport quotes 3.23 kg per kW because it used its own measured test weight, which ran heavier than the brochure figure.
Performance data
Porsche’s own claims were conservative. Independent magazines, testing on different surfaces and in different conditions, beat the factory acceleration figures and matched or exceeded its top speed.
Factory claims against independent tests
| Test | Result | Source |
|---|---|---|
| 0–100 km/h | 3.9 s | Porsche claim |
| 0–100 km/h | 3.57 s | Auto magazine data sheet |
| 0–60 mph | 3.5 s | Car and Driver, June 2004 |
| 0–100 mph | 6.8 s | Car and Driver |
| 0–130 mph | 10.8 s | Car and Driver |
| Quarter mile | 11.1 s at 133.4 mph | Motor Trend |
| Top speed | 330 km/h (205 mph) | Porsche claim |
| Top speed | 334 km/h (208 mph) | Auto Motor und Sport |
Acceleration ladder
This sequence comes from a single test session, which makes the intervals comparable with each other.
Measured acceleration (Auto magazine)
| Interval | Time |
|---|---|
| 0–60 km/h (37 mph) | 2.06 s |
| 0–80 km/h (50 mph) | 2.61 s |
| 0–100 km/h (62 mph) | 3.57 s |
| 0–120 km/h (75 mph) | 4.33 s |
| 0–140 km/h (87 mph) | 5.13 s |
| 0–160 km/h (99 mph) | 6.46 s |
| 0–180 km/h (112 mph) | 7.59 s |
| 0–400 m | 10.97 s |
| 0–1,000 m | 19.42 s, 284 km/h |
| 80–120 km/h in sixth gear | 6.35 s |
Braking and grip
Stopping distances and lateral grip
| Test | Result | Source |
|---|---|---|
| 60–0 mph | 101 ft (31 m) | Motor Trend |
| 100–0 mph | 277 ft (84 m) | Motor Trend |
| 100–0 km/h | 33.5 m | Auto Motor und Sport |
| Skidpad, 200 ft | 0.99 g | Motor Trend |
| Peak lateral acceleration | 1.35 g (1.4 g at Nordschleife Schwalbenschwanz) | Sport Auto |
Lap times
Circuit lap times
| Circuit | Time | Context |
|---|---|---|
| Nürburgring Nordschleife | 7:28 | Auto Bild, original-spec tyres |
| Nürburgring Nordschleife | 7:12 | 2024 run on modern tyres |
| Top Gear test track | 1:19.8 | BBC Top Gear |
| Bedford Autodrome | 1:20.2 | evo group test |
The 16-second gap between the two Nordschleife times shows how much tyre technology has moved on. The chassis and engine stayed stock; the rubber changed.
Fuel and emissions
The V10 drinks heavily when used hard, but it cruises reasonably at a steady motorway pace. The 92-litre tank gives a realistic range of around 500 km.
Consumption (European NEDC cycle, 2004 model)
| Cycle | L/100 km |
|---|---|
| Urban | 28.3 |
| Extra-urban | 11.7 |
| Combined | 17.8 |
| Test average (Auto Motor und Sport) | 19.7 |
| Test maximum (Auto Motor und Sport) | 22.5 |
Combined CO₂ output measures 429 g/km, and the car meets the Euro 4 emissions standard.
Variants and paint
Porsche built one production specification. Coachbuilders and the factory show car differ from it in body or engine, so the table lists them for reference against the production car.
Carrera GT specification models
| Model | Engine | Output | Key difference | Built |
|---|---|---|---|---|
| Carrera GT concept | 5.5 L V10 | 416 kW / 566 PS | Engine as stressed member, LCD instruments | 1 |
| Carrera GT (Type 980) | 5.7 L V10 | 450 kW / 612 PS | Production specification, MY 2004–2006 | 1,270 |
| Carrera GTZ by Zagato | 5.7 L V10 | 450 kW / 612 PS | Reshaped carbon body, same mechanicals | 6 |
Factory colours
Five standard colours launched with the car. Porsche later accepted special-colour orders, and those paint-to-sample cars now command strong premiums.
Standard exterior colours
| Colour | Finish | Relative rarity |
|---|---|---|
| GT Silver | Metallic | Most common |
| Basalt Black | Metallic | Common |
| Seal Grey | Metallic | Less common |
| Guards Red | Solid | Less common |
| Fayence Yellow | Solid | Less common |
| Paint-to-sample | Varies | Rarest, highest value |
Porsche Classic publishes the official colour information sheet for this model year, which helps when you verify original paint codes.
Only 1,270 exist. The best ones never reach a public listing.
Find the right Carrera GT before another buyer does
Most buyers lose months chasing cars with gaps in their service history, repainted panels or vague ownership records. Tell us the colour, mileage and history you want. We search private collections and dealer networks, then bring you only the cars that pass our checks.
- Off-market accessCars offered privately, before they reach auction
- Paint and build verifiedColour codes checked against factory records
- History reviewed firstService records and ownership chain checked before you see the car
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Ownership costs
Porsche Classic supports the 980 with genuine parts and specialist service. Costs still run high, because the clutch, brakes and tyres all use bespoke components.
The clutch deserves the most attention. Its life depends heavily on driving style, and poor low-speed technique can wear it out long before the rest of the car needs work.
Typical US maintenance costs (Stuttcars estimates, 2024–2025)
| Item | Estimated cost |
|---|---|
| Annual running costs | $8,000–$15,000 |
| Oil service and inspection | $3,000–$5,000 |
| Clutch replacement | $25,000–$30,000 |
| PCCB disc set | $35,000–$50,000 |
| Tyre set (N-rated Michelin) | $5,000–$7,000 |
Pre-purchase checks
Ask for a clutch wear reading from a Porsche dealer’s diagnostic system. Inspect the carbon tub and subframe for impact damage, and check the magnesium wheels for corrosion. Confirm the tyres’ date codes, because age hardens the soft outer compound long before the tread wears out.
A $30,000 clutch bill can hide behind a perfect test drive.
Know the clutch reading before you pay a single dollar
The PCCC clutch, the carbon tub and the magnesium wheels decide what a Carrera GT will really cost you. None of them show their condition from the driver’s seat. Our specialist inspection checks each one and puts the findings in writing, so you negotiate on facts rather than hope.
- Clutch wear measuredReading taken through Porsche diagnostic equipment
- Carbon structure checkedTub and rear subframe inspected for impact damage
- Written report with costsPhotos, findings and repair estimates you can use in negotiation
Market values
Values depend mainly on mileage, colour and service history. Low-mileage and paint-to-sample cars sit at the top of the range.
Public sale results
| Date | Car | Venue | Price (USD) |
|---|---|---|---|
| Jan 2022 | 2005, silver, 250 miles | Bring a Trailer | $2,000,000 |
| Mar 2022 | 2004, black | Bring a Trailer | $1,865,000 |
| Mar 2023 | 2005, black | Broad Arrow, Amelia | $1,517,500 |
| Jun 2023 | Speedster Blue | Broad Arrow | $1,462,500 |
| Jun 2023 | GT Silver Metallic | Broad Arrow | $1,028,000 |
| Feb 2025 | 2005, chassis 0994 | RM Sotheby’s, Miami | $1,545,000 |
| Sep 2025 | 2005, silver, 1,800 miles | Bring a Trailer | $1,921,000 |
Prices move quickly. Treat these results as reference points, and check recent auction data before you make an offer.
Two cars, same year, nearly $1 million apart.
Selling your Carrera GT? Find out what it is really worth
Recent sales ran from about $1.0 million to $2.0 million. Mileage, colour, clutch condition and paperwork explain the gap, and the wrong sales route can leave six figures on the table. Send us your car’s details and get a valuation built on real comparable sales.
- Priced on comparablesBased on recent sales of cars like yours, not asking prices
- Right sales routeClear advice on private sale, dealer or auction
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Questions
The 980/01 V10 produces 450 kW (612 PS, 603 hp) at 8,000 rpm. Peak torque of 590 Nm (435 lb-ft) arrives at 5,750 rpm.
No. It carries four-channel ABS and ASC traction control, and the driver can switch ASC off. No system corrects oversteer once it starts.
No. Every car uses the six-speed manual and twin-plate PCCC ceramic clutch.
The ceramic clutch has a small diameter and very low inertia. It engages over a short pedal range and grabs quickly, so smooth low-speed starts take practice.
Porsche built 1,270 cars at its Leipzig plant.
Porsche quotes 330 km/h (205 mph). Auto Motor und Sport recorded 334 km/h (208 mph) in its own test.
