- Messages
- 35,907
40 GT2 on the same lot? That's insane. It reminds me of the Panamera press launch which if I remember correctly was an ensemble of 200 Pannies.
911 (997) [Official] Porsche 911 GT2 RS new
- Thread starter klier
- Start date
The Porsche 997 is the sixth generation of the Porsche 911 sports car. Predecessor: Porsche 911 (996). Successor: Porsche 911 (991). Production: 2004–2013.
40 GT2 on the same lot? That's insane. It reminds me of the Panamera press launch which if I remember correctly was an ensemble of 200 Pannies.
purplehenk
Tarmac Traveler
- Messages
- 316
I saw one at the 'ring a few days ago, but I only noticed it actually was a GT2 RS when I took a look at the photos I shot.
It didn't look 'more special' than all the other GT2s and GT2 RSs.
It didn't look 'more special' than all the other GT2s and GT2 RSs.
- Messages
- 8,624
ALMS driver Johannes van Overbeek compares GT2 RS and GT3 RS
Excellence :: Of Note : ALMS driver Johannes van Overbeek compares GT2 RS and GT3 RS
The first 2011 GT2 RS press car to make it into the U.S. recently spent a week with Excellence, arriving at our Bay Area offices with a little over 50 miles on the odometer and a 997-2 GT3 RS. We spent a week driving them on some of the state’s best roads and in its best park (Laguna Seca is technically a county park…).
At Laguna Seca, American Le Mans Series driver Johannes van Overbeek helped us to test both cars’ on-track abilities. We came away with some lap times that objectively demonstrate what an owner gets after he or she pays $110,000 for Porsche to strap a turbocharger and an extra 170 horsepower to the back of a GT3 RS. For our official lap times and comparison tests pick up the August 2011 issue of Excellence, #193.
Meanwhile, enjoy the videos below, which show in-car views of both cars’ fastest laps, Johannes van Overbeek’s thoughts on them, and how traffic becomes a non-issue in the GT2 RS.
Excellence :: Of Note : ALMS driver Johannes van Overbeek compares GT2 RS and GT3 RS
The first 2011 GT2 RS press car to make it into the U.S. recently spent a week with Excellence, arriving at our Bay Area offices with a little over 50 miles on the odometer and a 997-2 GT3 RS. We spent a week driving them on some of the state’s best roads and in its best park (Laguna Seca is technically a county park…).
At Laguna Seca, American Le Mans Series driver Johannes van Overbeek helped us to test both cars’ on-track abilities. We came away with some lap times that objectively demonstrate what an owner gets after he or she pays $110,000 for Porsche to strap a turbocharger and an extra 170 horsepower to the back of a GT3 RS. For our official lap times and comparison tests pick up the August 2011 issue of Excellence, #193.
Meanwhile, enjoy the videos below, which show in-car views of both cars’ fastest laps, Johannes van Overbeek’s thoughts on them, and how traffic becomes a non-issue in the GT2 RS.
donkeykong
Track Technician
- Messages
- 3,723
Porsche 911 GT2 RS tackles Pikes Peak
Sets a new record for a production vehicle
The Pikes Peak International Hill Climb took place on June 26th, but Porsche has just released a video of Jeff Zwart's record setting dash to the summit.
Seated behind the wheel of a production 911 GT2 RS, Zwart rocketed to the finish line in just over eleven minutes and seven seconds which set a record for a "street homologated sports car."
As we have previously reported, the GT2 RS features a twin-turbo 3.6-liter six-cylinder engine with 620 PS (462 kW / 612 hp) and 700 Nm (516 lb-ft) of torque. It enables the €199,500 supercar to accelerate from 0-100 km/h in 3.5 seconds and hit a top speed of 330 km/h (205 mph).
Read more: Porsche 911 GT2 RS tackles Pikes Peak
Sets a new record for a production vehicle
The Pikes Peak International Hill Climb took place on June 26th, but Porsche has just released a video of Jeff Zwart's record setting dash to the summit.
Seated behind the wheel of a production 911 GT2 RS, Zwart rocketed to the finish line in just over eleven minutes and seven seconds which set a record for a "street homologated sports car."
As we have previously reported, the GT2 RS features a twin-turbo 3.6-liter six-cylinder engine with 620 PS (462 kW / 612 hp) and 700 Nm (516 lb-ft) of torque. It enables the €199,500 supercar to accelerate from 0-100 km/h in 3.5 seconds and hit a top speed of 330 km/h (205 mph).
Read more: Porsche 911 GT2 RS tackles Pikes Peak
Car & Driver Short Take Road Test
Befriending Stuttgart’s twin-turbocharged beast.
BY MIKE SUTTON, PHOTOGRAPHY BY MARK BRAMLEY AND THE MANUFACTURER
July 2011
Porsche’s 911 GT2 RS is a brute, a lightweight, twin-turbocharged, 620-hp bout of madness that stemmed from Stuttgart’s quest to see how high up the sports-car ladder the 911 could punch. Overpowered almost to a fault and with enough grip to peel lane markings off the pavement, it is the most serious roadgoing Porsche ever.
Unlike the previous 996-era GT2, this 997 variant was deemed intense enough to skip straight to the “RS” designation reserved for Porsche’s homologated street-legal racers. That doesn’t mean you’ll see a GT2 RS on a Porsche Cup starting grid, but it illustrates the level of focus the car received.
Making a Rocket
The recipe was simple: put the company’s most powerful street-legal powerplant ever in the back of a GT3 RS chassis and remove even more weight. The engine is a port-injected, 3.6-liter flat-six from the Le Mans–winning GT1 race car of the late ’90s, with a pair of variable-geometry turbochargers huffing a maximum of 23.2 psi of boost into the combustion chambers. The result is 620 hp at 6500 rpm and 516 lb-ft of torque at 2250. Compared to Porsche’s other leading turbocharged rocket, the 530-hp, all-wheel-drive 911 Turbo S—which is fitted with a seven-speed PDK dual-clutch automatic—the GT2 RS’s six-speed manual gearbox and rear-drive layout invite a significantly higher level of driver involvement.
Weight was pulled from throughout the car, with total savings of about 70 pounds compared to the GT3 RS and 400 or so relative to the Turbo S. Some of the more notable lightening bits include a single-mass flywheel, a carbon-fiber hood and front fenders (the latter a $6840 option), various aluminum suspension bits, lighter springs, single-lug wheels, an optional lithium-ion battery ($1700), less sound-deadening material, carbon-fiber racing seats, and polycarbonate rear and rear-side windows. Deleting the infotainment system and air conditioning—as on our example—is a no-cost option and further reduces mass, but we recommend keeping them if you plan on commuting to the track. A roll-bar where the rear seats used to be adds several pounds back in, as do airbag-equipped seats and actual glass for the rear windows, the latter two included on U.S. models to meet safety regulations.
Lighting the Candle
Power doesn’t so much as build with engine speed as it explodes. The tipping point for maximum thrust is about 4000 rpm, and there’s a slight delay in responsiveness at lower rpm as the turbos violently inhale the atmosphere through the intakes. The mechanical clatter of the engine overlaid with fast-moving, tormented air sounds much angrier than the naturally aspirated wail of a GT3. The lack of boost at low revs actually makes the GT2 RS surprisingly docile to pedal around town—save for the firm yet progressive clutch—but standing starts can be tricky.
Riding the line between bogging out and lighting up the massive rear tires—and doing our best to shift quickly from our tester’s right-seat driving position—we managed a deceptively, um, long 3.3-second run to 60 mph, or 0.5 second slower than our best in a Turbo S with launch control. While that’s still very quick, the GT2’s acceleration intensifies dramatically once the car is moving, and is accompanied by a significant lightening of steering effort as the car squats and squirms about for traction. Keeping both hands on the wheel is advised.
The gap between GT2 and Turbo S narrows at the quarter-mile mark (11.1 seconds at 133 mph to 10.8 at 129) and the GT2 takes the lead by 150 mph, which comes up in a blistering 14.4 seconds—1.0 second ahead of the Turbo S and 2.0 seconds quicker than a 638-hp Chevrolet Corvette ZR1. The unrelenting thrust makes the estimated 209-mph top speed entirely believable.
Advanced Guidance
Based as it is on the already stellar GT3 RS, the precision and feel of the GT2’s chassis is sublime, what with its minimal, 3085-pound curb weight and sticky Michelin Pilot Sport Cup rubber, sized 245/35-19 in front and 325/30-19 at the rear. Porsche’s adaptive suspension (PASM), carbon-ceramic brakes (PCCB) with center-locking hubs, and defeatable stability- and traction-control systems are all present and do their best to make the GT2 as drivable as possible. The steering is as crisp and tactile as any road car’s, outright grip is phenomenal and among the highest figures we’ve recorded (1.07 g), and the beautifully firm and progressive brakes can stop the car from 70 mph in a disorienting 145 feet, another near-best.
Overlooking the objective figures, the GT2 RS is simply insanely fast on the road and something of a handful when the front wheels attempt to leave the pavement under maximum acceleration in the lower gears. The snug-fitting racing seats and heavy primary controls are all excellent, and the seemingly endless amounts of grip and braking power offered loads of confidence on the fast mountain roads of northern Wales in the U.K. There is no twitchiness or demonic behavior as with previous hard-core 911s, so long as you’re pointed straight before you pin the throttle. Not that it’s a primary concern for such a vehicle, but we also managed an impressive 15 mpg overall during our drive.
ReentryLong stints in the driver’s seat of the GT2 do reveal some annoyances: road noise is brutally loud; the stiff ride is tolerable at best; the semi-slick tires have a terrifying lack of grip on even mildly damp roads; the car scrapes its front splitter on every speed bump (there is no nose-lifting system as on the GT3); and passing maneuvers will always end in speeds fit for incarceration. The GT2 RS feels like a track-day refugee, and with our tester’s bronze-colored wheels, fixed rear wing, and gaudy red-and-black Alcantara-lined interior, it looks like one, too. Factor in the $245,950 starting price (our example’s black paint pushed the as-tested figure to $249,090) and this is a very focused—albeit special—machine of limited use.
Although the recently introduced 500-hp GT3 RS 4.0 has replaced the GT2 RS as the ultimate sendoff for the 997—and is probably our pick for the best all-around track-day 911—it’s slightly less exclusive (600 units to the GT2’s already sold-out 500) and nowhere near as excessive. The GT2 is a wallflower next to the sultry lines of a Ferrari 458 Italia, but piloting it is an extraordinary event on par with nearly any blue-chip exotic. We won’t call it the best 911 ever, but it’s definitely Porsche at its most extreme.
Highs: Eye-popping thrust, near-endless grip, perfect controls, exclusivity.
Lows: Explosive turbo lag, deafening road and tire noise, hefty price of entry.
Curb weight: 3085 lb
C/D TEST RESULTS:
Zero to 60 mph: 3.3 sec
Zero to 100 mph: 6.6 sec
Zero to 130 mph: 10.4 sec
Zero to 150 mph: 14.4 sec
Street start, 5–60 mph: 4.3 sec
Top gear, 30–50 mph: 7.8 sec
Top gear, 50–70 mph: 6.3 sec
Standing ¼-mile: 11.1 sec @ 133 mph
Top speed (redline limited, C/D est): 209 mph
Braking, 70–0 mph: 145 ft
Roadholding, 300-ft-dia skidpad: 1.07 g
FUEL ECONOMY:
EPA city/highway driving: 16/23 mpg
C/D observed: 15 mpg
2011 Porsche 911 GT2 RS Road Test
Befriending Stuttgart’s twin-turbocharged beast.
BY MIKE SUTTON, PHOTOGRAPHY BY MARK BRAMLEY AND THE MANUFACTURER
July 2011
Porsche’s 911 GT2 RS is a brute, a lightweight, twin-turbocharged, 620-hp bout of madness that stemmed from Stuttgart’s quest to see how high up the sports-car ladder the 911 could punch. Overpowered almost to a fault and with enough grip to peel lane markings off the pavement, it is the most serious roadgoing Porsche ever.
Unlike the previous 996-era GT2, this 997 variant was deemed intense enough to skip straight to the “RS” designation reserved for Porsche’s homologated street-legal racers. That doesn’t mean you’ll see a GT2 RS on a Porsche Cup starting grid, but it illustrates the level of focus the car received.
Making a Rocket
The recipe was simple: put the company’s most powerful street-legal powerplant ever in the back of a GT3 RS chassis and remove even more weight. The engine is a port-injected, 3.6-liter flat-six from the Le Mans–winning GT1 race car of the late ’90s, with a pair of variable-geometry turbochargers huffing a maximum of 23.2 psi of boost into the combustion chambers. The result is 620 hp at 6500 rpm and 516 lb-ft of torque at 2250. Compared to Porsche’s other leading turbocharged rocket, the 530-hp, all-wheel-drive 911 Turbo S—which is fitted with a seven-speed PDK dual-clutch automatic—the GT2 RS’s six-speed manual gearbox and rear-drive layout invite a significantly higher level of driver involvement.
Weight was pulled from throughout the car, with total savings of about 70 pounds compared to the GT3 RS and 400 or so relative to the Turbo S. Some of the more notable lightening bits include a single-mass flywheel, a carbon-fiber hood and front fenders (the latter a $6840 option), various aluminum suspension bits, lighter springs, single-lug wheels, an optional lithium-ion battery ($1700), less sound-deadening material, carbon-fiber racing seats, and polycarbonate rear and rear-side windows. Deleting the infotainment system and air conditioning—as on our example—is a no-cost option and further reduces mass, but we recommend keeping them if you plan on commuting to the track. A roll-bar where the rear seats used to be adds several pounds back in, as do airbag-equipped seats and actual glass for the rear windows, the latter two included on U.S. models to meet safety regulations.
Lighting the Candle
Power doesn’t so much as build with engine speed as it explodes. The tipping point for maximum thrust is about 4000 rpm, and there’s a slight delay in responsiveness at lower rpm as the turbos violently inhale the atmosphere through the intakes. The mechanical clatter of the engine overlaid with fast-moving, tormented air sounds much angrier than the naturally aspirated wail of a GT3. The lack of boost at low revs actually makes the GT2 RS surprisingly docile to pedal around town—save for the firm yet progressive clutch—but standing starts can be tricky.
Riding the line between bogging out and lighting up the massive rear tires—and doing our best to shift quickly from our tester’s right-seat driving position—we managed a deceptively, um, long 3.3-second run to 60 mph, or 0.5 second slower than our best in a Turbo S with launch control. While that’s still very quick, the GT2’s acceleration intensifies dramatically once the car is moving, and is accompanied by a significant lightening of steering effort as the car squats and squirms about for traction. Keeping both hands on the wheel is advised.
The gap between GT2 and Turbo S narrows at the quarter-mile mark (11.1 seconds at 133 mph to 10.8 at 129) and the GT2 takes the lead by 150 mph, which comes up in a blistering 14.4 seconds—1.0 second ahead of the Turbo S and 2.0 seconds quicker than a 638-hp Chevrolet Corvette ZR1. The unrelenting thrust makes the estimated 209-mph top speed entirely believable.
Advanced Guidance
Based as it is on the already stellar GT3 RS, the precision and feel of the GT2’s chassis is sublime, what with its minimal, 3085-pound curb weight and sticky Michelin Pilot Sport Cup rubber, sized 245/35-19 in front and 325/30-19 at the rear. Porsche’s adaptive suspension (PASM), carbon-ceramic brakes (PCCB) with center-locking hubs, and defeatable stability- and traction-control systems are all present and do their best to make the GT2 as drivable as possible. The steering is as crisp and tactile as any road car’s, outright grip is phenomenal and among the highest figures we’ve recorded (1.07 g), and the beautifully firm and progressive brakes can stop the car from 70 mph in a disorienting 145 feet, another near-best.
Overlooking the objective figures, the GT2 RS is simply insanely fast on the road and something of a handful when the front wheels attempt to leave the pavement under maximum acceleration in the lower gears. The snug-fitting racing seats and heavy primary controls are all excellent, and the seemingly endless amounts of grip and braking power offered loads of confidence on the fast mountain roads of northern Wales in the U.K. There is no twitchiness or demonic behavior as with previous hard-core 911s, so long as you’re pointed straight before you pin the throttle. Not that it’s a primary concern for such a vehicle, but we also managed an impressive 15 mpg overall during our drive.
ReentryLong stints in the driver’s seat of the GT2 do reveal some annoyances: road noise is brutally loud; the stiff ride is tolerable at best; the semi-slick tires have a terrifying lack of grip on even mildly damp roads; the car scrapes its front splitter on every speed bump (there is no nose-lifting system as on the GT3); and passing maneuvers will always end in speeds fit for incarceration. The GT2 RS feels like a track-day refugee, and with our tester’s bronze-colored wheels, fixed rear wing, and gaudy red-and-black Alcantara-lined interior, it looks like one, too. Factor in the $245,950 starting price (our example’s black paint pushed the as-tested figure to $249,090) and this is a very focused—albeit special—machine of limited use.
Although the recently introduced 500-hp GT3 RS 4.0 has replaced the GT2 RS as the ultimate sendoff for the 997—and is probably our pick for the best all-around track-day 911—it’s slightly less exclusive (600 units to the GT2’s already sold-out 500) and nowhere near as excessive. The GT2 is a wallflower next to the sultry lines of a Ferrari 458 Italia, but piloting it is an extraordinary event on par with nearly any blue-chip exotic. We won’t call it the best 911 ever, but it’s definitely Porsche at its most extreme.
Highs: Eye-popping thrust, near-endless grip, perfect controls, exclusivity.
Lows: Explosive turbo lag, deafening road and tire noise, hefty price of entry.
Curb weight: 3085 lb
C/D TEST RESULTS:
Zero to 60 mph: 3.3 sec
Zero to 100 mph: 6.6 sec
Zero to 130 mph: 10.4 sec
Zero to 150 mph: 14.4 sec
Street start, 5–60 mph: 4.3 sec
Top gear, 30–50 mph: 7.8 sec
Top gear, 50–70 mph: 6.3 sec
Standing ¼-mile: 11.1 sec @ 133 mph
Top speed (redline limited, C/D est): 209 mph
Braking, 70–0 mph: 145 ft
Roadholding, 300-ft-dia skidpad: 1.07 g
FUEL ECONOMY:
EPA city/highway driving: 16/23 mpg
C/D observed: 15 mpg
2011 Porsche 911 GT2 RS Road Test
Human
You. The Road. Nothing else.
- Messages
- 6,118
- Name
- Naas
Porsche mulling a new supercar model above the 911 GT2 RS
Model would fill the price gap between the 911 GT2 RS and the much more costly 918 Spyder
Porsche is mulling over a new supercar model that will sit above the current 911 GT2 RS, according to a report by Bloomberg.
The new supercar would be positioned in the lineup between the 911 GT2 RS and the 918 Spyder. According to Bloomberg, the goal is to fill the gap between the GT2 RS which is priced at €237,000 ($338,500) and the much more costly 918 Spyder which starts at €768,000 ($1,094,380).
According to Bernhard Maier, Porsche's sales boss, the car could also be accompanied by new variants of the Cayman and Boxter models as well as a stretched version of the Panamera (a long wheelbase variant).
"We're currently examining what options can be derived from this" gap in the product range, Maier told Bloomberg in an interview at the company's headquarters in Stuttgart, Germany.
"There already are initial ideas that look very promising on paper. It makes fundamental economic sense to serve demand that exists in the marketplace in a wise way. Between the top 911 model and the 918 Spyder, there's a price range that we're not serving, but where other manufacturers are selling one or another product."
Maier likely means competing supercars such as the new Lamborghini Aventador which boasts 700 HP (compared to the 620 HP of the 911 GT2 RS) and is priced at € 255,000 in Europe and $379,700 in the United States.
Source: Bloomberg
Model would fill the price gap between the 911 GT2 RS and the much more costly 918 Spyder
Porsche is mulling over a new supercar model that will sit above the current 911 GT2 RS, according to a report by Bloomberg.
The new supercar would be positioned in the lineup between the 911 GT2 RS and the 918 Spyder. According to Bloomberg, the goal is to fill the gap between the GT2 RS which is priced at €237,000 ($338,500) and the much more costly 918 Spyder which starts at €768,000 ($1,094,380).
According to Bernhard Maier, Porsche's sales boss, the car could also be accompanied by new variants of the Cayman and Boxter models as well as a stretched version of the Panamera (a long wheelbase variant).
"We're currently examining what options can be derived from this" gap in the product range, Maier told Bloomberg in an interview at the company's headquarters in Stuttgart, Germany.
"There already are initial ideas that look very promising on paper. It makes fundamental economic sense to serve demand that exists in the marketplace in a wise way. Between the top 911 model and the 918 Spyder, there's a price range that we're not serving, but where other manufacturers are selling one or another product."
Maier likely means competing supercars such as the new Lamborghini Aventador which boasts 700 HP (compared to the 620 HP of the 911 GT2 RS) and is priced at € 255,000 in Europe and $379,700 in the United States.
Source: Bloomberg
- Messages
- 35,907
- Messages
- 17,999
- Name
- Giannis
donkeykong
Track Technician
- Messages
- 3,723
Those guys not only have skill,but the balls to match.
- Messages
- 19,782
- Name
- Martin
- Messages
- 8,624
2011 Porsche GT2 RS Road Test Review - 2011 Porsche GT2 RS on RoadandTrack.com
The 993 911 Turbo. Not only was it one of the last of the air-cooled Porsches, its ferocious power delivery instilled fear in many drivers with less-than-pro levels of talent. So much so when the next 911 iteration, dubbed the 996, was released, people thought Porsche had grown soft.
And this was despite the fact that 996s were generally faster and more powerful than the 993s that preceded them. Nevertheless, the 996 GT3 and GT2, two of the sportiest variants, did not live up to the reputation that the venerable 993 Turbo had established many years before.
The 997 series fared better. Motorsports budgets increased, paint jobs harkened back to former days, more powerful engines brought back some of Porsche’s machismo and a general crispness to the suspension that wasn’t there before all helped. The second half of the 997 model run, internally designated 997.5, has been of particular interest to us due in part to the sheer number of models that are oriented for track duty. The 997.5 GT3 RS and Turbo S have shown especially well, each managing to one-up every single iteration of 911 that has come before.
And now, just as the 997 series is about to step aside for the next generation, Porsche releases the GT2 RS. With its twin-turbo flat-6 engine, rear-wheel drive and manual transmission, many consider it the modern-day equivalent of the 964 Turbo that we’ve all been waiting for. Only 500 of them will be built, so when we had an opportunity to put one through its paces, we wasted precious little time.
For us, that meant heading to Miller Motorsports Park in Utah for some quality track time with the GT2 RS, a GT3 RS and Porsche factory driver Patrick Long. In other words, the makings of a pretty sweet day.
At the track, we let Long take the wheel and run a few sessions in both cars to get acclimated and offer good back-to-back impressions. Afterward, Porsche trucked the car back down to our El Toro test track for our usual battery of tests.
But first, let’s get on with the car.
The GT2 RS is not available with much in the way of driver aids, like performance-oriented traction control or Porsche’s double-clutch gearbox. Fully defeatable stability and traction control are it. Unlike other Porsche models, though, these controls will remain off even after the ABS is triggered, a huge boon for track days.
Its 3.6-liter flat-6 engine uses two variable geometry turbochargers, VarioCam Plus (Porsche’s variable valve timing and lift system) and an intake manifold that helps cool the intake charge by slightly decompressing it before it goes into the heads. Pumping 23.5 psi at max boost, the turbos are the motive force behind the production of an insane 620 bhp at 6500 rpm and 516 lb.-ft. of torque from 2250 rpm. It’s the most powerful production car Porsche has ever made.
Thanks to such prodigious power, the PDK gearbox cannot work with the GT2 RS, so it’s manual only. A single-mass flywheel (versus dual-mass for the regular GT2) and a shorter-ratio gearbox are racetrack-oriented pieces, and the setup features perfect shifter-action feel. Getting the power to the ground are wide 325-mm rear tires on 19-in. pin-drive wheels; 245-mm fronts keep the nose pointed in the desired direction.
Those thinnish front tires and resultant understeer hurt the GT2 RS on the track. But it’s nothing a good race alignment couldn’t partly alleviate. You see, the struts on the GT2 RS can be adjusted for ride height and preload, and like any other car, camber, caster and toe. This recipe of settings is crucial with a heavy hitting car like the GT2 RS.
Despite this, Long was able to lap nearly 3 seconds a lap faster than the GT3 RS (2:02.52 versus 2:05.44) around a hot and sandy Miller Motorsports Park track. “With the turbos and all that horsepower at the rear, I thought the GT2 RS was really going to test my car control skills, but that wasn’t the case,” said Long.
Even more telling is the GT2 RS’ top speed down Miller’s long front straight: 157.97 mph. In contrast, the GT3 RS mustered 148.08 while the standard GT3 and Flying Lizard ALMS GT2 cars from our Ultimate GT Showdown cover story (November 2010) hit 146.49 and 155.97 mph, respectively.
If you keep in mind Miller’s 4400-ft. elevation that starves cars of much-needed oxygen, the ultimate capabilities of the GT2 RS are greater still. Thanks to its turbos and RS-pedigree suspension, the car is a certified track monster. Yet at the same time, it’s a practical everyday supercar.
The graph above represents the long front straight at Miller Motorsports Park. You’ll see the GT2 RS and GT3 RS coming out of the slow left-hand turn (on the top right of the track map) at close to identical speeds, while the ALMS GT3 RSR is noticeably faster. Note the seamless shifts from the Flying Lizard car, while the two RSs have to deal with clutched shifts. Still, the GT2 RS quickly begins to out-accelerate the GT3 RS and even posts a higher peak speed than the RSR racing car. We fantasize about what a GT2 RS with wider front tires and more aggressive suspension settings would do on the Miller track.
When you drive the GT3 and GT2 RS back to back, for example, you notice the ride, noise and, most importantly, the power delivery. The GT3 RS feels light, agile and frenetic, while the GT2 RS, with its shocks set to Sport, feels heavier and bit slower on fast transitions like our slalom. It’s as if the suspension is saying, “You better be careful, the shocks can just barely keep up.” And then, when you disable Sport mode, a plusher car emerges. While the RS has less sound-deadening material than a regular GT2, the turbos absorb much of the engine raspiness that characterizes the GT3. That gives this car a different aural presence, more jet engine than race car, with those massive Michelin Pilot Sport Cup tires transmitting lots of road noise straight into the stiffened suspension bushings and subframes. And then there’s the power. The GT2 RS accelerates on par with no less than Porsche’s most recent supercar, the V-10-powered Carrera GT. During an acceleration run, you’ll feel nearly a g pushing you back in your seat through the entire range of 1st gear, with the rate of acceleration actually increasing to a full g after the 1–2 shift. This fierce, unrelenting acceleration is intense. And it happens all the way to 3rd gear! It’s a supremely visceral experience.
Even still, the GT2 RS is a heavy beast of a car, one that commands tremendous respect. Yet in many sections at Miller, it was on par with or out-accelerated the Flying Lizard 2010-specification ALMS race car on slicks.
Consider the gravity of that. A fully developed street car that’s actually faster (in a straight line, at least) than the competition machine, and more functional to boot. It even has a navigation system and cupholders.
But at the end of it all, the GT2 RS is held back by its street/track mission statement. To extract the most out of this glorious car requires larger front tires and a suspension engineer. Nevertheless, as Long points out, the laps times show that it outperforms a GT3 RS, a true benchmark. We’d expect no less from the fastest street-legal Porsche ever made.
The 993 911 Turbo. Not only was it one of the last of the air-cooled Porsches, its ferocious power delivery instilled fear in many drivers with less-than-pro levels of talent. So much so when the next 911 iteration, dubbed the 996, was released, people thought Porsche had grown soft.
And this was despite the fact that 996s were generally faster and more powerful than the 993s that preceded them. Nevertheless, the 996 GT3 and GT2, two of the sportiest variants, did not live up to the reputation that the venerable 993 Turbo had established many years before.
The 997 series fared better. Motorsports budgets increased, paint jobs harkened back to former days, more powerful engines brought back some of Porsche’s machismo and a general crispness to the suspension that wasn’t there before all helped. The second half of the 997 model run, internally designated 997.5, has been of particular interest to us due in part to the sheer number of models that are oriented for track duty. The 997.5 GT3 RS and Turbo S have shown especially well, each managing to one-up every single iteration of 911 that has come before.
And now, just as the 997 series is about to step aside for the next generation, Porsche releases the GT2 RS. With its twin-turbo flat-6 engine, rear-wheel drive and manual transmission, many consider it the modern-day equivalent of the 964 Turbo that we’ve all been waiting for. Only 500 of them will be built, so when we had an opportunity to put one through its paces, we wasted precious little time.
For us, that meant heading to Miller Motorsports Park in Utah for some quality track time with the GT2 RS, a GT3 RS and Porsche factory driver Patrick Long. In other words, the makings of a pretty sweet day.
At the track, we let Long take the wheel and run a few sessions in both cars to get acclimated and offer good back-to-back impressions. Afterward, Porsche trucked the car back down to our El Toro test track for our usual battery of tests.
But first, let’s get on with the car.
The GT2 RS is not available with much in the way of driver aids, like performance-oriented traction control or Porsche’s double-clutch gearbox. Fully defeatable stability and traction control are it. Unlike other Porsche models, though, these controls will remain off even after the ABS is triggered, a huge boon for track days.
Its 3.6-liter flat-6 engine uses two variable geometry turbochargers, VarioCam Plus (Porsche’s variable valve timing and lift system) and an intake manifold that helps cool the intake charge by slightly decompressing it before it goes into the heads. Pumping 23.5 psi at max boost, the turbos are the motive force behind the production of an insane 620 bhp at 6500 rpm and 516 lb.-ft. of torque from 2250 rpm. It’s the most powerful production car Porsche has ever made.
Thanks to such prodigious power, the PDK gearbox cannot work with the GT2 RS, so it’s manual only. A single-mass flywheel (versus dual-mass for the regular GT2) and a shorter-ratio gearbox are racetrack-oriented pieces, and the setup features perfect shifter-action feel. Getting the power to the ground are wide 325-mm rear tires on 19-in. pin-drive wheels; 245-mm fronts keep the nose pointed in the desired direction.
Those thinnish front tires and resultant understeer hurt the GT2 RS on the track. But it’s nothing a good race alignment couldn’t partly alleviate. You see, the struts on the GT2 RS can be adjusted for ride height and preload, and like any other car, camber, caster and toe. This recipe of settings is crucial with a heavy hitting car like the GT2 RS.
Despite this, Long was able to lap nearly 3 seconds a lap faster than the GT3 RS (2:02.52 versus 2:05.44) around a hot and sandy Miller Motorsports Park track. “With the turbos and all that horsepower at the rear, I thought the GT2 RS was really going to test my car control skills, but that wasn’t the case,” said Long.
Even more telling is the GT2 RS’ top speed down Miller’s long front straight: 157.97 mph. In contrast, the GT3 RS mustered 148.08 while the standard GT3 and Flying Lizard ALMS GT2 cars from our Ultimate GT Showdown cover story (November 2010) hit 146.49 and 155.97 mph, respectively.
If you keep in mind Miller’s 4400-ft. elevation that starves cars of much-needed oxygen, the ultimate capabilities of the GT2 RS are greater still. Thanks to its turbos and RS-pedigree suspension, the car is a certified track monster. Yet at the same time, it’s a practical everyday supercar.
The graph above represents the long front straight at Miller Motorsports Park. You’ll see the GT2 RS and GT3 RS coming out of the slow left-hand turn (on the top right of the track map) at close to identical speeds, while the ALMS GT3 RSR is noticeably faster. Note the seamless shifts from the Flying Lizard car, while the two RSs have to deal with clutched shifts. Still, the GT2 RS quickly begins to out-accelerate the GT3 RS and even posts a higher peak speed than the RSR racing car. We fantasize about what a GT2 RS with wider front tires and more aggressive suspension settings would do on the Miller track.
When you drive the GT3 and GT2 RS back to back, for example, you notice the ride, noise and, most importantly, the power delivery. The GT3 RS feels light, agile and frenetic, while the GT2 RS, with its shocks set to Sport, feels heavier and bit slower on fast transitions like our slalom. It’s as if the suspension is saying, “You better be careful, the shocks can just barely keep up.” And then, when you disable Sport mode, a plusher car emerges. While the RS has less sound-deadening material than a regular GT2, the turbos absorb much of the engine raspiness that characterizes the GT3. That gives this car a different aural presence, more jet engine than race car, with those massive Michelin Pilot Sport Cup tires transmitting lots of road noise straight into the stiffened suspension bushings and subframes. And then there’s the power. The GT2 RS accelerates on par with no less than Porsche’s most recent supercar, the V-10-powered Carrera GT. During an acceleration run, you’ll feel nearly a g pushing you back in your seat through the entire range of 1st gear, with the rate of acceleration actually increasing to a full g after the 1–2 shift. This fierce, unrelenting acceleration is intense. And it happens all the way to 3rd gear! It’s a supremely visceral experience.
Even still, the GT2 RS is a heavy beast of a car, one that commands tremendous respect. Yet in many sections at Miller, it was on par with or out-accelerated the Flying Lizard 2010-specification ALMS race car on slicks.
Consider the gravity of that. A fully developed street car that’s actually faster (in a straight line, at least) than the competition machine, and more functional to boot. It even has a navigation system and cupholders.
But at the end of it all, the GT2 RS is held back by its street/track mission statement. To extract the most out of this glorious car requires larger front tires and a suspension engineer. Nevertheless, as Long points out, the laps times show that it outperforms a GT3 RS, a true benchmark. We’d expect no less from the fastest street-legal Porsche ever made.
- Messages
- 8,624
TECHART GTStreet based on the Porsche 911 GT2 RS
TECHART presents the GTStreet RS based on the Porsche 911 GT2 RS at the IAA. It is the most powerful car which has ever left the workshop in Leonberg. The super sports car fascinates with an impressive performance of 530 kW (720 PS) and 900 Nm torque in combination with an unmistakable characteristic body kit.
High End Performance
TECHART power kits are uncompromisingly sporty as well as suitable for daily on road use. These features as well as the years of experience of the TECHART engineers were given to the development of the power kit TA 097/T2.2 for the Porsche 911 GT2 RS. The overall performance of the sports car increases to 530 kW (720 hp), the maximum torque to 900 Nm. The measured data is impressive: the GTStreet RS accelerates from zero to hundred in 3.3 seconds. After 9.5 seconds the needle passes the 200 km/h mark. With a maximum speed of up to 352 km/h the top athlete confirms his new strength in an extraordinary way.
Unique design
The TECHART GTStreet RS impresses with performance – and its look. Its capability is reflected in the extraordinary exterior design of the sports car. The significantly lowered front apron with a fixed carbon splitter and an adjustable splitter of hard-wearing polyurethane-RIM ensures additional downforce and due to additional air-ducts an improved airflow to the brakes and intercooler. Eye-catcher at the rear: the rear spoiler made entirely of carbon-fibre - handling in extreme conditions is significantly smoother as a result. A rear apron with an integrated diffuser in carbon-fibre, air outlets as well as carbon-fibre air wings close the GTStreet RS program.
Performance and suitability for daily us fully compatible
Furthermore available is the TECHART Noselift System for the Porsche 911 GT2 RS. The hydraulic system features a trouble-free backfitting, a rapid height adjustment of approximately 10 mm/s with particularly silent operation as well as fully integrated operation via a button with a status indicator at the roof console. Besides the perfect integration in the GT2 RS, EMC-safe electronic control units, vehicle-specific CAN bus integrated wiring harnesses as well as high-performance test procedures are part of the premium development process.
Furthermore TECHART offers the 20-inch Formula Race lightweight forged centerlock wheel in sizes of 8,5J x 20 ET 40 and 8,5J x 20 ET 52 for the front axle and 12J x 20 ET 50 for the rear axle for the Porsche 911 GT2 RS. The rigidity and weight ratio was optimized for the TECHART Formula Race and - based on the lighter twin spokes and the connection through the centerlock - provides a weight advantages of 10% if compared to the TECHART Formula III forged wheel and impressive 25% if compared to a light alloy wheel. The result: a reduction of the rotating and unsprung mass, which results in an even more agile driving behaviour and increased driving dynamics.
Craftsmanship down to the last detail
Passion and love of detail – the exclusive TECHART character is also reflected in the interior of the sports car. TECHART’s complete leather furnishings ensure in combination with a delicately fashioned and custom-coloured decorative stitching a unique feeling. Individual decorative components made of carbon-fibre or aluminium pedals and illuminated door entry guards underline the uniquely athletic appearance of the interior. All in all, TECHART offers a virtually unlimited degree of freedom when it comes to customising the interior – with the TECHART-typical precision.
- Messages
- 14,853
- Name
- Derek
The model itself is made by minichamps and this version comes with the silver dealership box, ckmodel is the name of a online store from germany
tristatez28lt1
Tire Trailblazer
- Messages
- 6,577
[video=youtube_share;mBwmMlzkQvc]http://youtu.be/mBwmMlzkQvc[/media]
If the race would have went a little longer it would have been a nice race for 1st between the GT-R and GT2 RS (Whose driver apparently didn't know how to drive a manual transmission).
Of course this race is not necessarily representative of the real potential of these cars, just one race by japanese drivers on the Fuji track.
However, it did show that the GT2 RS overtook all cars except the GT-R in only 3 laps.
Starting Grid:
1: LF-A
2: 430 RSD
3: ZR-1
4: GT-R
5: GT2 RS
Final result:
1: GT-R (Gained 3 positions)
2: GT2 RS (Gained 3 positions)
3: LF-A (Lost 2 positions)
4: ZR-1 (Lost 1 position)
5: 430 RSD (Lost 4 positions)
If the race would have went a little longer it would have been a nice race for 1st between the GT-R and GT2 RS (Whose driver apparently didn't know how to drive a manual transmission).
Of course this race is not necessarily representative of the real potential of these cars, just one race by japanese drivers on the Fuji track.
However, it did show that the GT2 RS overtook all cars except the GT-R in only 3 laps.
Starting Grid:
1: LF-A
2: 430 RSD
3: ZR-1
4: GT-R
5: GT2 RS
Final result:
1: GT-R (Gained 3 positions)
2: GT2 RS (Gained 3 positions)
3: LF-A (Lost 2 positions)
4: ZR-1 (Lost 1 position)
5: 430 RSD (Lost 4 positions)
Similar threads
Porsche
Dr. Ing. h.c. F. Porsche AG, is a German automobile manufacturer
specializing in high-performance sports cars, SUVs, and sedans,
headquartered in Stuttgart, Baden-Württemberg, Germany. Owned by
Volkswagen AG, it was founded in 1931 by Ferdinand Porsche.
In its early days, Porsche was contracted by the German government
to create a vehicle for the masses, which later became the Volkswagen
Beetle. In the late 1940s, Ferdinand's son Ferry Porsche began
building his car, which would result in the Porsche 356.
Official website: Porsche
Official website: Porsche
