2023 Porsche 911 GT3 RS: Track Star

Rain of tigers and werewolves throughout the session. England’s Silverstone Circuit isn’t for the faint hearted in dry weather, but with puddles between Woodcote and Copse, pavements as slippery as liquid soap and fast turns like Stowe crossed by creeks shimmering in the morning mist, the adrenaline pumps were already working late. Although Porsche replaced the Michelin Pilot Sport Cup 2 2023 911 GT3 RS tires with more flexible rubber, in these dire conditions even rain-only tires would struggle. A good thing for a lot of downforce and adjustable suspension that really blurs the line between a road car and a race machine.

In Track mode, called by Porsche’s familiar drive mode controllers, this very special 911 is the first of its kind that invites you to change the compression and rebound dampers front and rear via the PASM thumbwheel. The driver can also adjust the locking ratio of the rear differential. The DRS (drag reduction system) we know from Formula 1 is controlled via buttons on the spokes of the left steering wheel. The 20 percent adjustment range is divided into nine steps from +4 to -4 with zero as the basis for balance. Sound complicated? you bet. The GT3 RS’s incredible customizability is just one of the reasons its drivers will never get bored.

In these dangerous conditions, the day can go very wrong. Instead it miraculously produced one magic moment after another. While the GT3 RS’s 4.0-liter six-liter engine gains a relatively modest 16 horsepower over the GT3, aero experts elevate the GT3 RS to an entirely different downforce league. In low-drag mode, the underfloor elements and the tiered rear wing assume a nearly horizontal slipstream position. However, once the DRS closes again, maximum downforce increases in 0.35 seconds from 661 pounds to a whopping 1,896 pounds—the equivalent of “two racehorses on the roof,” snickered Mr. GT, Andy Preuninger of Porsche. negative lift pressure at the front with all its might, which makes high-speed turning maneuvers in the rain very real. Because Michelin raises the temperature with every extra fraction of g-force they experience, grip only increases despite sloppy conditions.

“The previous GT3 RS was equipped with three nose-mounted radiators,” said Preuninger. “This time, we opted for a more compact single radiator positioned at a fairly radical angle, which leaves enough room for two large lateral channels governed by active aero elements in sync with the two-stage transverse downforce controller in front of the front axle.” , the split-level rear wing offers a stepless 34-degree adjustment range. And what about luggage, you ask? Nothing more, but you can always remove the roll cage at no cost and put things where the back seat normally squats. Speaking of seats, special attention is paid to the stylish 918 bucket, which is supportive and comfortable and can be adjusted generously. While Porsche will paint the GT3 RS in any color you like (for a price), the aero elements must be matte black. The extra cash to buy the very expensive Weissach package, which saves—combined with the optional forged magnesium wheels—weighs nearly 62 pounds. Porsche says the base model scales at 3197 pounds, just 33 pounds up from the GT3.

It was still raining heavily during our second and third stints on the track, but the GT3 RS didn’t seem to care, especially from Maggots to Chapel, where the RS held onto the line as if guided by a high-voltage induction loop. Awesome stuff. Through a slower angle, it helps to cut a slightly wider arc to approach the apex in a straighter line and then drop the hammer earlier. The flats are the only place where the GT3 RS will struggle to compete with the regular GT3—a substantial drag coefficient of 0.39 is the price you pay for stunning downforce. The GT3’s claimed top speed is 199 mph, beating the 184-mph Vmax of the GT3 RS. But the wide-body gun wins the sprint to 60 mph with a claimed time of 3.0 seconds, which is 0.2 seconds faster than Porsche stats for the GT3. (We recorded the latest PDK GT3 at 2.7 seconds to 60 mph, so consider Porsche’s conservative figures.) Porsche also claims that zero to 100 mph is a 6.9 second lap time, and 125 mph arrives after just 10.6 seconds. Unlike the GT3, which can be had with a six-speed manual, the RS is only available with a close-ratio seven-speed PDK dual clutch box. Despite the overdrive upper gear, efficiency is a foreign term for this naturally aspirated animal. The standard 911 GT3 is EPA rated at a combined 16 mpg, and we expect this big-wing variant to fare worse.

While the GT3 RS gives you a lot to think about on the track, choosing gear isn’t always one of your decisions—Track mode knows exactly when and where to act, and it adapts to conditions (in this case, still wet). The upshifts are rough strokes, but the downshifts when braking and when winding in the locks are patient. Redlined at 9000 rpm screaming, the big six need to be revved hard to deliver. Maximum torque—an incredible 343 pound-feet—requires a busy 6,300 rpm spin, and peak power is 518 hp at 8,500 rpm. Again, these numbers don’t tell the full story. While torque is boosted in the critical 4000-to-6500-rpm bracket, hotter camshafts and optimized cylinder heads deliver more punch above 6000 rpm. The feel alone, but at least subjectively, the boxer’s newest (and most likely last) free-breathing machine feels quantum more urgent, fluid, and, ultimately, explosive. It also makes all the right sounds, from idle but unexpectedly high notes to phonetic peaks, as voice and noise blend into a very intense Björk-sings-Wagner aria.

The 992-generation GT3 RS isn’t as concerned with absolute speed as it is with compact g-force management, smooth aero balance and communicative cornering grip. For example, if you corner more than 0.90 g and open the throttle wide at 5,500 rpm or more, the DRS will automatically go into ground-effect mode and eventually release the air brake, which darkens the rearview mirror when the captain drops all four. anchor. It’s almost hard to believe this car has a close relationship with the softer 911—it’s not just a GT3 on steroids. In contrast, the new GT3 RS is a road-legal and, we suspect, road-compatible race car in disguise, strong on capability but stronger on emotion and excitement. At $225,250, that’s about $54,000 more expensive than the non-RS version, which is somewhat irrelevant as Porsche has for now closed all GT order books. While the special edition 911 ST (wingless manual transmission RS, limited to 1963 examples) allegedly sold out even before Weissach acknowledged its existence, the decision to move production of the Cayman/Boxster from Zuffenhausen to Karmann could make room for an extra 1500 GT3 RS next summer. Which is great news for the lucky few who can afford it, but they can build twice that and it’s still not enough.