The new GT2 RS is as scary as we hoped

Just when you think they’ve built the ul­ti­mate Porsche 911, an­other one comes along...

Top Gear (Philippines) - - New Metal -

The new 911 GT2 RS has to be Porsche’s worst kept se­cret, but not a lot can pre­pare you for a pas­sen­ger-seat blast in the mad­dest and most pow­er­ful 911 ever built. This is what we know: the new GT2 RS will have “in ex­cess” of 650hp and 750Nm via a heav­ily re­vised 3.8-liter twin-turbo flat-six pinched from the Turbo S. There’s wa­ter-in­jec­tion in­ter­cool­ing, new in­ter­nals, unique tur­bos and more. It bins the Turbo’s 4WD, adds a seven-speed PDK, and raids the GT depart­ment’s parts bin for all the best bits, ad­ding some new ones for good mea­sure.

Note those head­line power and torque fig­ures Porsche is cur­rently com­mu­ni­cat­ing are con­ser­va­tive. Each comes with a greater-than sym­bol, sug­gest­ing fi­nal fig­ures will be sig­nif­i­cantly more… Just think about that for a sec­ond. It will, in the words of GT boss An­dreas Pre­uninger, shout: “I’m the al­pha an­i­mal.” That’s de­lib­er­ate, the GT2 RS is a 911 that ap­peals to a rather dif­fer­ent cus­tomer. The pro­to­type might look like a GT3 RS with cladding, be­cause it is, but vis­ually the pro­duc­tion car prom­ises to be even more un­hinged, with a huge front split­ter, mas­sive rear dif­fuser and plenty of ex­posed car­bon fiber. That’ll in­clude two NACA ducts on the bon­net that feed air to cool the stan­dard car­bon-ce­ramic brakes. Choose the op­tional Weis­sach pack and you’ll add ti­ta­nium, mag­ne­sium and more car­bon fiber into the mix, and shave 30kg off the an­tic­i­pated sub1,500kg curb weight.

Pre­uninger says: “The GT2 RS is all about com­pe­ti­tion.” By that he means pum­melling them into sub­mis­sion around that track. To bet­ter its ri­vals around the ’Ring, it’s got rose-jointed sus­pen­sion with up­side down race dam­pers and spring rates equal to a Cup car’s Nür­bur­gring set-up. Even so, it rides with re­mark­able ci­vil­ity on the roads

around Weis­sach. And that lap­time? It’ll need to start with a six if it’s to bet­ter the Lam­borgh­ini Hu­racán Per­for­mante’s re­cent ef­forts, which, given the lat­est GT3’s seven min­utes and 12 sec­onds with a pal­try 493hp, isn’t so dif­fi­cult to be­lieve. Cer­tainly not from where we’re sit­ting. The 3.8-liter en­gine’s force is bru­tal, and we mean 918 Spy­der fe­ro­cious. For­get talk that tur­bocharg­ing robs an en­gine of sound, too. Sat in the red Al­can­tara in­te­rior (a rev­er­en­tial, eye-strain­ing nod to that op­tioned by 60% of pre­vi­ous­gen­er­a­tion 997 GT2 RS own­ers) you’re not just phys­i­cally pum­melled by the en­gine’s fe­roc­ity and the chas­sis’ grip, but au­rally, too.

The ex­pec­ta­tion is a top speed in ex­cess of 340kph, a 0–100kph un­der three sec­onds and a 0–200kph com­fort­ably un­der nine, says Pre­uninger. Job done? We’ll only know for sure when we’ve ac­tu­ally driven it, but on early ev­i­dence from the wrong seat, it looks like it.

GT2 RS will have two NACA ducts on the bon­net

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