2024 Porsche 911 GT3 RS
My opportunities with the Porsche 911 GT3 RS were very limited, but I was determined to make the most of it. After all, million-dollar monsters don't grow on trees, not even at Christmas.
OK, this particular machine isn't worth a million dollars new, but if Porsche's 50-year-old catalog of rare RS arsenals is any indication, it will soon be worth something to collectors.
The Porsche 992-series 911 GT3 RS is the performance pinnacle of the current Porsche lineup. It is also the brand's fastest factory-spec road car around the 20.8km Nurburgring Nordschleife.
In October 2022, a Porsche 911 GT3 RS with the optional Weissach handling package covered the 20.8 km, 72 lap of the Nordschleife in six minutes 49.33 seconds, 10.6 seconds quicker than the 'standard' 911 GT3. The time was later adjusted to 6 minutes 44.848 seconds for reasons I don't fully understand.
So, how much does a 10.6 second time cost in Porsche dollars?
Important details of the 2024 Porsche 911 GT3 RS
Price is $537,600 plus travel costs
The color of the Ruby Star test car
Paint Options to Sample – Ruby Star – $32,440
Weissach Package – $76,420
Interior, with many leather items / Race-Tex, Black and GT-Silver – $8730
Brake calipers painted Black (high-gloss) – $1720
Race-Tex sun visor – $860
Lighted matt carbon door sill guards – $880
Colored LED matrix headlights included. Porsche Dynamic Light System Plus – $6100
Bose surround sound system – $2970
Accent pack logo – $1590
Light design package – $1050
Porsche logo LED door courtesy lights – $300
Price as tested was $670,660 plus on-road costs
$770,000 drive away (estimated)
Ferrari 296 GTB Rival | Lamborghini Huracan STO | Chevrolet Corvette Z06
For context, a standard Porsche 911 GT3 will set you back $466,827 including on-road costs. This 911 GT3 RS will cost $599,985 to park in your driveway.
So what's the extra $133K, besides two extra letters in the car's name?
Engine-wise, both the GT3 and RS have a 4.0-liter flat-six engine without a turbo, driving the rear wheels via a seven-speed dual-clutch transmission. The RS has 386kW and 465Nm compared to the GT3's 375kW and 470Nm, so it's not as big of a price difference as one might expect.
However, as my colleague Greg Kable reported when he drove the 992 GT3 RS in Europe in October 2022, there are more modifications to the RS engine than the spec list suggests. Even more. Essentially, the RS's engine has more in common with the brand's 4.2-litre motorsport unit than the GT3's 4.0-litre unit.
Additionally, the car's aerodynamics are at the next level, the suspension is custom-built, the steering has been improved, and the gearbox ratios are specially selected, as are the brakes.
The body is also largely unique, which might surprise you because it's instantly recognizable as a Porsche 911. Every panel except the roof is unique to the RS, and everything – including the roof – has aerodynamic protrusions that give it a unique feel. the car has an incredible 860kg of downforce at speed.
Some perspective on that: 860kg downforce at 285km/h is double that of the old GT3 RS and triple that of the current GT3. So all those black aero bits tacked on make a big difference to how much grip this car has in corners. Big Goodyear Eagle performance tires also help, 20 inches at the front and 21 inches at the rear, with a width of 335mm at each rear corner.
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But in fact, the proof of Porsche's hard work is in its efforts, right? And this RS is capable of driving like no other 911. The straight line is one measure: 0–100km/h takes 3.2 seconds, and 0–200km/h takes 10.6 seconds. Both times are 0.3 seconds quicker than the old 911 GT3 RS.
20 24 Porsche 911 GT3 RS
Seating Two
Boot volume –
Length 4572mm
Width 1900mm
Height 1322mm
Wheelbase 2457mm
Those were impressive times for a non-turbocharged, rear-drive performance car, but straight lines weren't what these cars were built for.
A much better measure is how it corners, because that's where the real fun is and where the car's performance excellence can be measured. Another lucky fellow, Rob Margeit, tested the GT3 RS at the Tailem Bend motorsport facility in Adelaide earlier this year.
He said: “If you want the rawest, most accessible, purebred Porsche 911 your money can buy, then the 911 GT3 RS is as close to a Le Mans race car as you will ever be allowed to drive.”
Rob was not given the opportunity to test drive the RS on real world roads. The test, like Greg's before it, is limited to the racetrack.
That's where my role is. My job was to complete the picture by finding out whether the 911 GT3 RS is also a fun road car, or whether its delights are only seen on the race track.
Melbourne to Reefton and back again
Reefton Spur is something of a Mecca for Melbourne-based motoring enthusiasts. It's basically a 20.8km bend that snakes over hills and through valleys in the Yarra Ranges. Its length, incidentally, is the same as the Nurburgring Nordschleife.
My test drive started at the Drive office in South Melbourne and headed east to Belgrave and then Gembrook in the Dandenong Ranges.
The night before, I had arranged for a friend who had just acquired a low-mileage Cayman to tag along. I debated this call because even though my intention was, “let's play Porsche for a day,” it might have come across as, “my Porsche is bigger than your Porsche.”
Actually it doesn't matter. Two cars, two fans, and a day of driving ahead. Plus, I know he'll have the last laugh as his Porsche will still be in his garage next week, while 'mine' will go back to its original owner.
Our meeting point was the Carnal Pleasures establishment in Belgrave. No, this is a classy cafe converted from a 1930s doctor's residence. The building's stone exterior lines a large central room that looks like an American Old West saloon, complete with a wooden staircase leading to an examination room above.
It's easy to imagine cowboys playing poker drinking downstairs and being lured upstairs by nice girls, but that never happens in this place. This is a great place to enjoy a first coffee, and the cafe name 'Earthly Pleasures' fits perfectly with what we're doing today.
I hadn't even herded the RS out of the cafe parking lot before we first encountered a fan. A young mother in a small SUV looks at RS and eats a banana. He did two laps of the car park just to look again.
This brief meeting was not the last time the hospital attracted attention. Whether it was the unique Ruby Star paint job on the $32,000 test car, or perhaps the huge adjustable wings and all black aero kit… the GT3 RS was absolutely stunning, far more so than any other 911 I've ever driven.
The C412 from Belgrave to Gembrook slid easily under the RS's fat 335 section rear tyres, the suspension handling the bumps well without bothering us too much. This isn't a car designed for commuting, but it was perfect for our first cross-country cruise. However, I would advise against sipping coffee or doing a lippie while traveling.
By far the biggest problem is tire noise. Any road with even slightly rough asphalt will create a rumbling sound that is difficult to speak of. The 911 GT3 RS doesn't have much soundproofing as it doesn't help the car go faster and therefore just adds weight. The doors are made of carbon fiber reinforced plastic, as is the hood, and the glass is thinner, all in the name of reducing weight. This also allows more noise to enter the cabin. However, if you buy an RS, just take care of it.
Although the drivetrain has seven gears to spread out the performance, none of them have long-range ratios tuned for fuel economy. At 100km/h, the engine makes 3000 revolutions per minute, which suggests that the car's claimed top speed of 296km/h will need seventh place to do its job if it is to reach that speed before the 9000rpm stoppage.
Pushing the throttle in seventh doesn't produce jaw-dropping acceleration. In fact, the car at first grumbles as if annoyed that you're demanding a decent hit with a gear that's clearly the wrong one for the job.
Luckily, it's a joy to use the RS's magnesium shift paddles to downshift a few gears and up the revs to the point where the RS can really hit hard. Honestly, the RS's 'magnetically inserted' gear shift lever should be in the Louvre or MoMA, as its shape, feel and action are simply beautiful, right down to the sharp metallic snick that accompanies each pull.
That said, driving in Sport mode with the transmission in D isn't second-rate, because it doesn't matter. Porsche engineers have intelligently tuned the transmission to support your current driving style. If you're messing around it will shift quickly and keep the revs low and unobtrusive, but if your throttle and brake application shows more power then the stakes will also increase, selecting a lower gear with higher revs to be ready when You hit. he.
In Gembrook, we stopped for a quick photo outside The Motorist Museum, a vintage motoring museum that happens to be at the end of the Puffing Billy train line. There's nothing in common between the iconic steam train attraction of old and the 911 GT3 RS, so I'm not sure why I'm mentioning it here.
Wait, I have one. Hanging your feet out the window of Puffing Billy as it cruises along is one of the purest pleasures in the transportation world… as is driving a GT3 RS. Hmm, just keep going...
We turned north on Gembrook onto the C424 towards Launch Place, the name of another town with 911 GT3 RS segment potential and a road rated by enthusiasts. The C424 is much less trafficked than the C412, so we can turn up the intensity a bit and enjoy its curved curves and rolling undulations.
It's also an opportunity to roll down the windows and let more of the GT3 RS's exhaust note reach our ears. The RS gets a specially developed stainless steel exhaust system that doesn't actually sound all that great in the lower half of the rev range, although there's a pleasant baritone rumble when you ask the engine to tap into its deeper reserves.
It sounds much better when you're approaching a 9000rpm stop than it does at a 1200rpm idle, so given the opportunity, I'd downshift and let the revs climb, riding the rumble through the corners.
The engine is surprisingly easy to control even though it doesn't have a turbo or hybrid assistance to add torque. Naturally aspirated engines are rare in this era, but the RS's exhaust note and engine response are richer for it. The joy this car brings is due to its uniqueness; he refused to follow convention.
At Yarra Junction, we joined the B380 and pulled into Warburton for a refueling stop, but neither car needed it after less than 100km. I told Brett I was refilling the RS to make sure we had enough fuel to get to Marysville via the Reefton Spur. Despite only 60km to go, I wasn't sure how thirsty the RS would be to drive, and the next section offered the opportunity to do just that.
Another reason I stopped was because my butt and legs hurt. The RS fixed racing bucket seats are as uncompromising as the car itself. There are pads that are all buggery, the backrest angle is fixed, and I've been sitting on two of the five-point buckles since I've been wearing a conventional seat belt. Porsche calls them six-point seat belts because the crotch straps are V-shaped, mounted in two locations up front.
Either way, it's all part of the Weissach Package this test car sported, and not only does it add $85K to the overall price, but it also elevates the RS's singular focus to the extreme.
Here's a quick rundown of what the Weissach Package option brings, which is what you'll need to do if you want to own an RS that set a 'Ring Record.
The exposed carbon roof, bonnet, rear-view mirrors and rear wing – the latter with Porsche written across the bottom so that when you brake hard enough to trigger the rear wing's aero brake function, the car behind you knows what it's about to hit.
Mechanically, you get lightweight magnesium-alloy racing wheels and some carbon axle mods. Inside, there's a carbon roll cage with the aforementioned six-point safety belts for both seats, plus a fire extinguisher, fabric door pulls instead of door handles (easier to open when wearing racing gloves), magnesium gearshift paddles that Very easy to touch, and the 'Weissach Logo packs on various cabin surfaces.
The car I drove had several options other than the Weissach Package. It also has a special Ruby Star color ($32,440) that pays homage to Porsche's Rubystone Red that debuted on the 964 Carrera RS in 1991, color LED matrix headlights ($6100), a Bose sound system ($2970), an accent and lighting design package ( $2640 ), Porsche logo LED door courtesy lights ($300) and a few other items, bringing the total purchase cost to $670,660.
Travel costs, including stamp duty, will add $80–100K to the price, so let's say $770K for a long drive.
If you're serious about track days, you might want to consider the ceramic composite brakes at another $19K – not that we had any problems with the standard brakes during testing.
Important details 202 4 Porsche 911 GT3 RS
Engine Naturally aspirated 4.0-liter flat-six engine
Power 386kW @ 8500rpm
Torque 465Nm @ 6300rpm
Drive type Rear wheel drive
Transmission Dual-clutch seven-speed automatic
Power to weight ratio 266.2kW/t
Weight (curb) 1450kg
Refueled and revitalized, we were ready to tackle the special Reefton Spur to Marysville stage. Conditions were excellent: the weather was great and there was almost no traffic in the middle of the week.
Despite the Porsche's incredible capabilities – or perhaps because of them – the 20.8km journey from the bridge at Reefton to Cumberland Junction took an hour.
Anyone who knows this road will understand why we stopped and retraced our steps time and time again. Taking on a challenging and lonely stretch of road in one of the best sports cars in the world is driving nirvana. The irony is: the better the car, the sooner it ends. So turning around and walking again is a must.
On-the-go issues like tire noise and sore stumps are quickly erased by the Porsche's phenomenal capacity for forward progress. Other problems like work deadlines and family stress will simply disappear as the rest of the world disappears.
A supercar's greatest trick is to make you forget everything but the present. In other words, the performance supercar is the most demanding mistress imaginable. It expects your full attention at all times, and does not tolerate stray thoughts or distractions.
Focus on cars and roads, and the rewards will flow richer than what an oil sheikh does. But if your attention wavers, RS will work against you. This might just be a pain trying to make the RS into a commuter car, or it might be even worse if you lose concentration during more spirited battles.
The Porsche 911 GT3 RS is one of the best machines for carving up beautiful stretches of asphalt. I can't think of any other road car that feels as fast and stable as the Porsche GT3 RS.
Rob Margeit says, “nothing can match the supreme confidence” he finds behind the wheel. I now know what he meant. The RS is so raw but also so confidence-inspiring that I never felt intimidated, even on this narrow, winding road with a rock wall on one side and a long drop on the other.
The RS has a lot of firepower, but the amount of grip it produces – both mechanical and aerodynamic – needs to be experienced to be believed. Despite the dual challenges of the incredible powertrain power and the sometimes rough and uneven road surface, the RS simply flew across the asphalt, never jumping, slipping or skidding, and never threatening to get away from me. On narrow roads the feet feel light and agile, always ready to turn. However, on roads with heavier currents, this feels hampered.
My road drives never reach speeds where you need to turn off mental defense mechanisms and trust in aerodynamic grip. We also didn't press the brakes hard enough to understand the function of the rear wing's aero brakes. But even at this speed, the RS is very quick and a very exhilarating partner.
RS never threatens; it instills confidence and builds your self-confidence with its innate poise and incredible balance. Pushing into a corner came with a bit of understeer and only a little body roll before clearing the corner.
The RS also never keeps you guessing. It keeps you informed via the steering wheel, the seat of your pants, the pedals – not to mention its looks and sound – so you're never in doubt about how much of its capabilities you're using and how much more it has. give.
Eventually, we had to leave Reefton Spur and begin the long journey home. On our way across the horizon past the Lake Mountain turnoff – another great road for another day – and toward Marysville, we encountered a rare sight.
Six cars were parked at the Marysville lookout: Lamborghini Huracan, McLaren 570S, Ferrari F8 Tributo, C8 Corvette, Audi R8 V10 and Lotus Emira. We had entered the Prancing Horse VIP riding day on our way to Levantine Hill Winery for lunch. It seems appropriate to park the GT3 RS in their midst, although I'm not sure whether the Prancing Horse tour leader agrees with many of his clients flocking to Ruby Red Porsches.
It's a fair bet that the Porsche will outpace any car on the road, and certainly on the racetrack. All of these cars are designed for performance but keeping everyday life in mind. With the 911 GT3 RS, Porsche has created a one-eyed fanatic.
After the Prancing Horse convoy departed, we took a few photos and headed to the Marysville Pub for lunch and discussion. Stopping outside the pub, I left the hospital interior smiling and grimacing. That smile was for the journey we had just been on, and that smile was because my body was starting to complain.
In comparison, Brett was all smiles as he exited the Caymans and there was no sign of physical discomfort. His kicks were obviously good too, and he still had full use of his back and legs.
If money were no object, I would immediately own a 992 Series Porsche 911 GT3 RS… and I would never be able to live with it.
RennSport's GT3 is the pinnacle of Porsche 911 performance today. There's nothing more capable, nothing more desirable, and nothing faster with a Porsche badge. And, at $770,000 on-road for the example we tested, there's nothing more expensive in the range.
If you're the kind of person who buys a flagship car like this for ego-driven financial reasons, then the punishment the 992 RS will exact on your body will be well deserved.
This is not a car for movie stars, stockbrokers, or shallow real estate moguls. This car will put you to shame when it bumps and bounces down the road before you scrape your carbon lip on the driveway gutter because you forgot to use the nose lifter. Then you'll grunt and groan as you get up and out of that uncomfortable, uncompromising racing chair, stumbling on sore feet into the fancy restaurant you visited just to be seen.
Returning to the RS after a belt buckle is just as humbling as you perch on the RS's carbon racing seat bolsters before plunging into the cushioned seat base, landing face first on the big racing seat belt and holding two more against the small of your back.
But…
If you have the money, have done your research, and bought the fastest, track-ready 911 because you want to experience what uncompromising performance is like, then I'm jealous that you have this car in your garage. , ready and waiting for another fun day.
When we arrived home at the end of our big day, I was 10 years younger on the inside and 20 years older on the outside. I now have memories that will last forever and pain that feels like it will too.
Brett, on the other hand, has memory but no physical ailments from long days in the saddle. His Cayman may not have reached the high performance levels of the 992 RS, but I know he really enjoyed driving it.
Secretly, I'm sure he also enjoyed his short ride in the 992 RS on the Reefton Spur. And now, every time he takes his Cayman out of the garage, he'll enjoy driving it even more, knowing that the same engineering prowess that has produced incredible RS engines for 50 years also created his daily driver.
