The Widowmaker’s return

F o r th e 9 91- g e n e rati o n 911, Po r s c h e h a s s k i p p e d th e G T 2 a n d g o n e s tra i g h t to th e G T 2 RS . We h i tc h a r i d e w i th A n d re a s Pre u n i n g e r, h e a d of Po r s c h e’s G T d i v i s i o n

YES, THE GT2 RS IS happening. Porsche’s worstkept secret since the last one is out, and we’ve called shotgun on a development ride with GT division boss Andreas Preuninger.

Physically, the prototype is a GT3 RS under a black wrap, converted by Preuninger’s team to GT2 RS technical specification. They’re extremely cagey about details, as the model won’t be homologated until the first preseries cars start running off the line, and that’s still a few weeks away.

What they will tell us is that it has a 3.8-litre engine from the Turbo S with water-spray intercoolers fed by a 5-litre tank, plus a bespoke exhaust and revised internals. Outputs will be ‘more than 650bhp and 750Nm [553lb ft]’. In true GT2

Left and above: GT3 RS body, with a few tell-tale mods, cloaks GT2 RS hardware. Interior is all familiar 911, but with lightweight fixed-back buckets and roll-cage. Preuninger (blue shirt) talks us through changes

RS fashion, it’s not unreasonable to expect that to be quite a bit more.

Mighty then, but this is a GT2 RS, and that’s what buyers expect. It’s also, says Preuninger, something of a riposte to those saying the GT division’s focus on outright speed has been lost. Expect Walter Röhrl to put in a ludicrously quick Nürburgring time (the rose-jointed suspension is essentially a 911 Cup setup). Preuninger promises that in a straight line it will beat all its internal competition, which means 0-62mph in 2.9sec or less. With rearwheel drive (and rear-wheel steer) the limiting factor is traction, even with bespoke 325/30 ZR21 rear Michelin Cup 2 tyres. Above 62mph it’ll monster the clock, reaching 124mph in under 9 seconds and going on to over 210mph.

Standard PDK helps; Preuninger says it’s the only option, not just because it’s faster, but to cope with the torque. It also allows the use of the electronically controlled diff with 0-100 per cent locking.

Extensive weight loss sees the RS usefully under 1500kg, and buyers can do their bit by dropping comms and air con, though few will. An optional Weissach pack removes an extra 30kg via a carbon roof (replacing the standard magnesium one), carbon elements in the suspension, a titanium roll cage and magnesium wheels, behind which ceramic brakes are standard.

Visually it’ll be a riot: bespoke vanes on the front wing-top outlets, new intakes, a huge rear diffuser and plenty of carbonfibre. Downforce levels will be much the same as the GT3 RS’S, though it’ll look even more overt.

We’re on roads Andreas knows well. That it’s quick is no surprise, but its acceleration is 918 Spyder in its ferocity. The ride is remarkable, too, though Weissach’s smooth tarmac is rather flattering. An autobahn run underlines brutal ingear pace, while the cabin is filled with a melodious note vaguely reminiscent of a 930 Turbo’s.

Preuninger raves about the GT2 RS’S agility and poise, combined with the effortlessness of the power. He also says this prototype is only about 80-90 per cent there. Final development will bring more of everything. From where I’m sitting that’s genuinely difficult to comprehend. But then that’s exactly how the GT2 RS should be…

The cabin is filled with a melodious note reminiscent of a 930 Turbo’s