Porsche GT3 RS driven in the UK!

The Porsche brand is renowned for its sports cars, particularly the rear-engined 911, which has become an icon and a sub-brand in its own right. With many motoring manufacturers looking to move away from the internal combustion engine, Porsche recently announced that it would have internal combustion engines in its 911 for as long as possible, which is excellent news for fans of the iconic flat-six motors that power various 911 models.

This writer was fortunate to drive several 911 models in the United Kingdom recently, including a brief but memorable jaunt in the latest GT3 RS in the rain! Let's examine the specifics of the RS before getting into the driving impression.

Related: Porsche 911 Targa Edition 50 Years Porsche Design (2022) Review

Dream drivetrain

Powering the RS is a 4.0-litre naturally aspirated petrol engine from the world of motorsport. It produces 386kW and 465Nm of torque and revs to a spine-tingling 9 000 r/min. The engine is paired with a seven-speed dual-clutch automatic gearbox that sends power to the 21-inch rear wheels. Expect 0-100km/h to come up in 3.6 seconds and a top speed of 296 km/h. The RS is not about straight-line performance; it has been developed to devastate any circuit it takes on using downforce, advanced aerodynamics, incredible cooling and advanced suspension components, which we will delve into shortly.

Track day weapon

The RS now produces an incredible 409kg of downforce at 200km/h, twice that of the previous model, while at 285 km/h, the figure increases to 860kg. There's so much downforce, in fact, that the brand has installed a DRS (Drag Reduction System), as seen in F1, to allow for less drag in a straight line by flattening the wings. There is also an air brake system where, during high-speed braking, the car deploys maximum wing element to assist the mechanical braking system. The, erm, elephant in the room when it comes to this model is the swan-neck rear wing which is massive but functional, channelling air both below and over the car.

Porsche has opted for a single central radiator mounted in the car's nose in a move taken straight from the pages of motorsport, in place of a traditional three-radiator layout. Similarly, race car-like is the suspension, with a double-wishbone front axle showcasing teardrop-shaped profiles, which boosts front axle downforce by approximately 40 kg at top speed. 

The suspension can be tuned from the steering wheel, where in addition to altering driving characteristics by switching driving modes from Normal, Sport, and Track, fine-tuning can now also be made in Track mode, where rebound and compression damping for both axles can be fettled with. The rear differential's behaviour is also configurable through the steering wheel. 

Stopping power on the press unit was taken care of by the massive Porsche Ceramic Composite Brake (PCCB), which contributes to weight saving, as does the Weissach package with carbon-weave finish on various exterior components and the use of CFRP in certain elements. At the same time, forged magnesium wheels further reduced the weight of our press car. The result is a product that weighs just 1 450 kg, which, for reference, is over 100kg lighter than a Volkswagen Golf R, despite having a complete Polo GTI's worth of more power.

 

Driving impression

Looking at the figures above, it becomes clear that this is a serious piece of kit and something that requires time on a dry circuit to fully exploit, making my driving impression and subsequent opinion of the vehicle less developed than I would have liked, however, I am one a very few individuals from South Africa to have driven one, so I will do my best.

Having just negotiated some notoriously narrow British B-roads in the magnificent GT3 Touring, I hopped aboard the RS in the parking lot of a Sainsbury's and the rain began to fall quite heavily. The RS, with its low-mounted bucket seats, massive rear wing, various vents and strakes, swathes of Alcantara and carbon fibre, and the not-insignificant inclusion of a roll cage, is an intimidating prospect on a dry British B-road. Still, in the pouring rain, it was mildly terrifying, to say the least.

The first thing immediately apparent in the RS is how much more purposeful the product feels versus a GT3, which is quite a visceral experience in itself. The rigidity, firm ride, less soundproofing and more motorsport-inspired interior tell you that this product is more at home on a circuit than the conditions we exposed it to. The noises on offer are lifted straight from the world of racing, from the mechanical thuds and clunks to the mild transmission whine to the biblical melody played by that 4.0-litre flat-six singing behind you; this is motorsport theatre with a number plate.

I can't quite comment on the grip, the effectiveness of the downforce or the stability because we didn't have much opportunity to exploit anywhere near the limits of the car, but I can confirm that the drivetrain is sublime, with brutally instantaneous throttle response, unbelievably fast gear changes and steering that is so good, you'd be forgiven for mistaking it for a hydraulic set-up, such is the rate of the progress of EPAS within the Porsche GT division.

Verdict

The GT3 RS is the most track-focussed road-legal car this writer has ever experienced, and there are pros and cons to its incredibly purposeful nature. If you're looking for a proven track day weapon that maintains its value, will provide consistent performance, and just so happens to hold a license disc and number plate for occasional road use, look no further. For everyone else, the 'regular' GT3 provides an incredible balance of on-road thrills and the ability to take on any given circuit.

Pricing

Porsche 911 GT3 RS: R4 908 000