GMG StopTech Porsche 911 GT3 Dino Crescentini Long Beach

 Sneak Peek: Dino Crescentini's StopTech Porsche 911 GT3
By Steve Rockwood

Carroll Shelby once said that to make a small fortune racing, you must first spend a large one.  Of course, Mr. Shelby was also the spokesperson of some snake oil company that combines the last letter of the alphabet with the shortened version of the word maximum when Global Motorsports Group (GMG) became more than a twinkle in its founders' eyes.  Founded in 2001 by James Safronas and Fabryce Kutyba, GMG started its existence in a 1,200 sq ft facility, and has since grown to fill its current 15,000 sq ft stable with high-end hardware that features charging bulls, prancing horses and a slew of crests from Stuttgart.  One of the many purebreds GMG looks after is the Pirelli World Challenge GT #4 StopTech Porsche 911 GT3, driven by Dino Crescentini, CEO  of Centric Parts and StopTech.


GMG Racing StopTech Porsche 911 GT3 Dino Crescintini Long Beach

The #4 StopTech Porsche 911 GT3 negotiating the tight turns of the Pirelli World Challenge event on the streets of Long Beach.

Dino's ride is raced in the Pirelli World Challenge GT class, which features cars from Porsche, Volvo, Chevy, Dodge and Nissan.  The rules strictly limit the modifications a team can do to the car, with the 911 GT3 only allowed simple modifications like exhaust, approved StopTech brakes, suspension, and aerodynamic modifications.  Cars that finish well are given weight penalties based on finishing order, known as Rewarding of Equalizing Weight Assigned to Reduce Driver Sensitivity (REWARDS).  REWARDS weight operates with the goal of providing close on track competition between the diverse field of cars in the top third of the field by adding or subtracting weight.  The maximum amount of additional weight is 7%.


GMG Racing StopTech Porsche 911 World Challenge Dino Crescintini Long Beach


Due to World Challenge rules, engine modifications are light compared to MotoIQ regulars.  The #4 StopTech Porsche features a sealed spec 3.8L motor making 450HP before the addition of a GMG WC exhaust for the 997 GT3.  The GMG WC exhaust improves on the stock system by adding a modest 5hp while simultaneously shedding 20lbs from behind the rear axle centerline.  Almost as important, the GMG exhaust system makes this flat six scream with the best racecar engine sound this side of the Grand Am Cup RX-8s and Formula 1.


GMG Racing StopTech Porsche 911 GT3 World Challenge Long Beach

The nearly stock 3.8L Porsche mill makes 450HP.  GMG added its own WC GT3 exhaust system to the car as the engine's only modification.


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Tuesday, July 12, 2011 4:59 AM
Those Mil-Spec style connectors for the engine harness on Page 2 are known collectively as "Cannon plugs" in the aviation industry.

Great article
Tuesday, July 12, 2011 5:47 AM
Thanks! Edited to article to reflect that.
Tuesday, July 12, 2011 12:59 PM
No tour of Porsche Motorsport NA huh?

that's a shame

GMG...yeah.... I see parts I make for them on those cars, they have some great employees out there
Tuesday, July 12, 2011 1:18 PM
Nice work Steve. Thanks for an informative story with great photo's of the details all racers want to know about. Nice to see Crescentini and his empire now a fixture in Sofronas' GMG stable. And not to take anything away from Dino's excellent performances, I can't figure out why Sofronas never seems to be counted among the top drivers in World Challenge. This guy puts in consistent, strong and sometimes winning performances against the best factory supported efforts. But he remains under the radar for some reason....
Tuesday, July 12, 2011 3:00 PM
Thanks for the kind words to all.

We always appreciate our fans and supporters especially at the races!

Tuesday, July 12, 2011 3:15 PM
nice work there in the video Stephen!
Dusty Duster
Dusty Dusterlink
Tuesday, July 12, 2011 3:52 PM
Porsche isn't the only manufacturer to sell factory race cars. Ford, Chrysler, and Chevrolet do, as well, but their factory race cars are set up for drag racing, not road course.
Tuesday, July 12, 2011 5:46 PM
The doors are probably my favorite part of this car.
Tuesday, July 12, 2011 6:40 PM
Really informative, the video at the end was a nice touch. It does sound very nice...
Tuesday, July 12, 2011 7:26 PM
A real deal throttle cable! Who woulda thought... those are unfortunately rare nowadays.
Der Bruce
Der Brucelink
Tuesday, July 12, 2011 8:09 PM
Awesome work Steve, not to often does the public get the inside look at this level of car! Was that really a stock intake? That filter looked K&N in origin?
Wednesday, July 13, 2011 3:17 AM
If I'm not mistaken, to run the ALMS, those Porsches have to add extra bars on the X-bars for the doors.
The European Porsches do not need those, the X-bars are fine.

Anyway, imagine how light the doors would be if you start cutting the dry carbon Porsche doors and leave only the outer skin :)

I would like to see Stop Tech release in the future a monoblock caliper version of the Trophy. That combined with their carbon fiber rotors (though not legal for the ALMS)....wishful thinking :)

Thanks for sharing Rockwood.
Wednesday, July 13, 2011 3:21 AM
Never mind, this isn't ALMS lol.
Wednesday, July 13, 2011 6:03 AM
@ Dusty: Yeah, Ford, Chrysler and Chevy do have factory racecars, but none of those are manufacturers of cars I necessarily like. I was lamenting that MORE didn't do this, not that Porsche was the only one to do this. :)

@Khiem: LOL. I've always preferred the 1:1 relationship of throttle cables. The only place I think that electronic "accelerator pedals" belong are automatic transmissions, diesels, and off-road racecars. Why off-road cars? Well, lots of them are becoming automatics to handle all the shock load anyway, but it's mainly because of that shock load: its nice being able to tune out the driver's foot bouncing all over the place, and keep it from making things worse.

Even so, I really wish they'd tune the hotrod out of these pedals. It seems that every vehicle out there has a WAY too jumpy pedal. Sure, it makes it "feel" faster, since the general public floors their vehicles maybe once a tankful, but it also makes it a major PITA to drive smoothly. I'd like to log requested vs. realized on these e-bodies. I'm pretty sure you'd see something like 2:1 in the first inch or so of travel. Arrrgh!

@Der Bruce: Yeah, pretty sure that's a K&N filter in there. The airbox and inlet are OEM. If you're counting K&N dropins as "mods", you need more mods... :)

@ JDMized: Dumbass. ;-p
Der Bruce
Der Brucelink
Wednesday, July 13, 2011 12:53 PM
Steve ..... OUCH :)
Thursday, July 14, 2011 6:27 AM
Hey, I calls them likes I sees them... ;-p
Thursday, July 14, 2011 7:20 PM
I agree with you Rockwood. Unnecessary complications are to be avoided, not embraced. Give me a throttle cable that doesn't stretch and you've improved on my ancient technology.
Friday, July 15, 2011 7:34 AM
Yep. BTW, cables like the one on this Porsche, and this one:


Are push/pull cables and are pretty beefy. I've been running one on my offroad car for years through all sorts of hell, and it's been fine (even when it gummed up with sand). Eventually, they just wear through the sleeve before the cable dies. If you set it up for push, it'll never stretch. ;-p
Eric Hsu
Eric Hsulink
Sunday, July 17, 2011 3:08 PM
How much power did it make at the wheels on the Mustang dyno? That video was a nice production, but didn't have much info otherwise.
Monday, July 18, 2011 3:14 AM
Not sure how much power it made. Like most frontrunners, they weren't too forthcoming with information about the car. I'll assume that the car has somewhere around 460 crank HP, since it's almost entirely stock.

A quick Google search yielded almost nothing, so they must all be secretive, or they didn't make much. :)
Tuesday, July 19, 2011 5:32 PM
Excellent article on such a fine machine as this.
The build is some of the best work I've seen and thanks for sharing one of my favorite teams.
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