The RS is the most track-focused 911 ever.
The new 992 GT3 RS has insane and functional aerodynamics.
It has twice the downforce of the 991.2 GT3 RS.
Porsche has done it again. They’ve further pushed the once compromised rear-engined 911 to grip and performance levels that are all but beyond comprehension. The amount of engineering that’s gone into the GT3 RS is mind-boggling and to put it plainly, it is automotive pornography.
The crazy part is that what Porsche did to the incredible high-revving 9,000-rpm naturally aspirated 4.0-litre six-cylinder engine is, we can’t believe we’re writing this, the least interesting detail. Don’t get us wrong, it’s exciting but there’s so much going on that sharing the updated heads have new camshafts with modified cam profiles for an extra 15 horsepower almost sounds boring. It’s not, though, but you’ll understand.
Let’s keep going with the powertrain. The only available transmission is a 7-speed Porsche Doppelkupplung (PDK) with a shorter overall gear ratio than the 911 GT3. It features extra cooling capabilities for hardcore track use and, when engaged, will launch the
GT3 RS from 0 to 100 km/h in 3.2 seconds. The top speed is set at 296 km/h, and it happens in the 7th gear.
The RS gets the GT3’s monobloc fixed-caliper brakes with six pistons each however the pistons have grown in size as has the disc thickness. They can be replaced by even larger Porsche Ceramic Composite Brakes (PCCB) for a price.
The suspension is another marvel. Every element that makes up the GT3 RS’ chassis was looked over, right down to the front double wishbones which now sport a teardrop-shaped profile for better airflow. These same bones are also longer given the RS’ 29mm wider track over the GT3. Wait, there’s more.
The new 911 GT3 RS’ front ball joints on the lower trailing arm are set lower on the front axle while the multi-link rear axle, with steering, gains modified spring rates. The car features three driving modes (Normal, Sport, and Track) and in the latter, various settings can be individually adjusted. But that’s not all that can be customized. The front and rear axles can be independently adjusted via controls on the steering wheel for rebound and compression damping, as can the rear differential (more or less lock). Um, wait, there’s still more.
One of the four individual rotary controls around the steering wheel includes the Drag Reduction System (DRS). It is responsible for enabling lower drag and higher speeds on straight sections of a track. At the push of a button, the wings flattened out within a specific operating range. There is also an airbrake function that sets front and rear wing elements to maximum.
Yes, the swan-neck big rear wing is back and, well, it’s bigger. In fact, it’s so big and tall that it sits higher that the GT3 RS’ roofline because of the hydraulically adjustable upper wing element. You’ll have guessed this is not for show. The two-part rear wing, in combination with a number of other aerodynamic measures, generates a massive 409 kg of total downforce at 200 km/h which is twice as much downforce as its 991.2-generation predecessor and three times as much as a current 911 GT3. At 285 km/h, the total downforce is 860 kg.
The superb new Porsche 911 GT3 RS’ look is the result of its incredible aerodynamic bits, capped off by the rear wing. Up front, the new RS no longer has a front spoiler but instead features a front splitter that divides the air flowing over and underneath creating “loss”. The front wheel arch ventilation is provided via louvered openings in the front fenders which carry forth through the front doors. There are sideblades on the front, the bonnet, and behind the intake to ensure that the air is directed to the side of the vehicle. There are also fins on the roof that direct air outwards, ensuring cooler intake temperatures in the rear.
The final result is a car with unmatched road (and track) presence, one that will always be immediately recognized as a 911 GT3 RS.
There are many losses to consider when buying a GT3 RS. One is the loss of weight. Thanks to the extensive use of carbon fibre panels (doors, front wings, roof, and front lid), the car tips the scale at only 1,525 kg. The other is the loss of the frunk. It now holds a large, angled centre radiator in the car’s nose that replaces the three-radiator layout seen in previous cars. This freed up plenty of space on the sides to integrate active aerodynamic elements.
The highly desirable optional Weissach package returns for the new 992 GT3 RS. It includes a carbon-weave finish for the front lid, roof, parts of the rear wing, and the upper shell of the exterior mirrors. Furthermore, the front and rear anti-roll bars, the rear coupling rods, and the shear panel on the rear axle are made of carbon fibre reinforced plastic (CFRP) which takes the driving dynamics to another level. Lastly, the PDK shift paddles are fitted with motorsport-derived magnet technology. It makes gear changes even more dynamic thanks to a more precise pressure point and a clearly perceptible click. Optionally available with the Weissach package are forged magnesium wheels, which save another eight kilograms.
The all-new 2023 Porsche 911 GT3 RS is expected to arrive in Canada in the spring of 2023. The new RS is available for order now starting at $248,000.