Test drive Porsche 911 GT2 RS: Divine madness

There is no dual transmission, but the power is already 700 hp. You are afraid? We're a little ...

What were these beautiful cloud formations in the sky called? Cumulus clouds… But now the question of where the new 911 GT2 RS will land is more relevant than its altitude. And we have absolutely no doubt that there will be a race on the Autódromo Internacional do Algarve circuit soon.

Looking at the eight percent grade and cumulus clouds in the bright blue sky ahead, it's impossible not to notice the roar of the 700-horsepower boxer raging behind. Most likely, after taking off this rocket, the driver will land in the very center of Portimão - probably somewhere between the shopping center and the stadium ...

The sound behind is quite serious - it was not for nothing that the engineers went to the museum and looked in detail at the exhaust system of the legendary "Moby Dick" 935. They even measured the diameter, length and profile of the pipes, as Andreas Preuninger and Uwe Braun, who are responsible for the civilian GT models in Zuffenhausen.

The effort was definitely not in vain, as the GT2 RS's vocal performance is menacing, infinitely deep and far more aggressive than what the 911 Turbo S is capable of.

There was once a Turbo S

Yes, the Turbo S is at the heart of the novelty, although there is little left of it. Engineers surgically removed 130kg from the body of a fast sports coupe – with serious invasive measures such as amputation of the dual transmission system (minus 50kg), transplantation of magnesium alloy wheels (part of the optional Weissach package, minus 11,4kg.) and use of steering rods and anti-roll bars made of carbon fiber composites (minus 5,4 kg), as well as many lighter interventions such as carbon plates included in the Weissach package for shifting gears from the steering wheel and simpler interior floor coverings allowing save about 400 grams.

Only one new component was used, for which no more suitable and lighter material than steel was found - additional reinforcing cables connecting the front spoiler to the body. The pressure at the (unlimited) top speed of 340 km/h on this element reaches 200 kilograms, and the board requires additional support.

Initially tested nylon ropes could not withstand the tension and the decision was made to use steel. Of course, all of this is aimed at providing constant aerodynamic pressure and traction, which is a key factor in such a racing car for civilian roads.

The pressure is really constant and the grip is stable. And, of course, concerns that the GT2 RS would use the impressive steep section of the runway near Portimao as a catapult for takeoff were just a joke.

We drive fast on the track with an adjustable rear wing with a low angle of attack and a closed front diffuser. The car has excellent grip on a dry, ideal road.

Only minimal deviations of the body around the vertical axis are felt at moments when you handle the accelerator pedal too roughly. As in this case, the difference between “precise” and “rough” is limited to just a few millimeters, and anyone who dares to disrespect this augmented reality generator is bound to suffer.

The fact is that the GT2 RS transfers the sense of speed into another, hitherto relatively unknown dimension of civilian sports cars. Here speed seems completely independent of the steering angle, and the GT2 RS is always fast.

And he constantly wants more. The moment the central tachometer needle passes the 2500 rpm division, the maximum torque of 750 Nm (yes, not more than the Turbo S, but remember the weight!) Begins to distort reality.

New cylinder block, new pistons, larger turbochargers (with 67 mm turbine and 55 mm compressor wheels instead of 58/48 mm), compressed air intercoolers 15% larger, air ducts 27% larger, etc.

Infotainment, comfort ... Please!

Racing car. With civil homologation. And the pain ... Huge, of course, carbon fiber-reinforced ceramic brake discs with a diameter of 410 millimeters at the front and 390 millimeters at the rear.

Perfectly programmed ABS and traction control. What more can be said? It has automatic air conditioning, an infotainment system and (despite significantly hardened springs - 100 instead of 45 N/mm as in the past GT3 RS) and generally acceptable driving comfort (thanks to softer stabilizers), but it's definitely not a car for walks.

Sooner or later, your right foot will itch, and you will trigger two VTG compressors, which, despite their impressive size, quite smoothly create a maximum pressure of 1,55 bar. This is followed by 2,8 seconds from 0 to 100 km / h and only 8,3 to 200.

Accompanied by mechanical rage and technological aggression, it paints a rarely clear and accessible picture of lateral acceleration and cornering profile. This is now further enhanced by the aerodynamic tuning optimized for maximum pressure.

Even greater speed while maintaining stability - in places where this is basically impossible. As in a nasty uphill left turn after turning onto Lagos. We enter the opposite line from the start-finish line, transfer the ridge and begin to prepare the GT3 RS for the upcoming return after the descent. Impeccable control and excellent feedback from the brakes and steering. Just an amazing performance.

Up again, slightly to the left, again no visibility, right turn, fourth gear, the GT2 RS slips slightly, but the PSM still holds the reins. If necessary, he will tighten them. Like electronic steel ropes.

Meanwhile, the GT2 RS is back down the track and picking up speed. And the stability comes from the steering of the rear wheels, which is at the same time an integral part of all GT variants. The system makes the car even faster and more confident.

Conclusion

One can only rejoice for all the lucky ones who managed to get their hands on the GT2 RS. And sincerely sorry for those of them who do not have a racetrack in the backyard. Because only there you can get the most general idea of ​​the capabilities of a real Uber Turbo.