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Porsche 911 (992) GT3 RS: Extreme like never before

What else is there to come? We asked ourselves this question at the beginning of 2021 when Porsche presented the current GT3. With 510 hp, rear-axle steering and racing-inspired gooseneck suspension for the rear wing, there was actually little room for improvement. But Porsche once again teaches us better!

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“Customers wanted it even more extreme!”, explains Andreas Preuninger, head of the GT department at Porsche, right at the beginning of our conversation. Surveys of GT owners revealed what was already clear: the GT3 RS should be even more uncompromising! To make the 992 platform the ultimate road-legal track tool, Porsche dug deep into its bag of tricks and oriented itself more closely than ever to motorsport vehicles.

Porsche 911 GT3 RS

GT boss Andreas Preuninger explained the new GT3 RS in detail to AUTO BILD editor Jan Götze.


Wilder was not yet a series 911

The biggest technical change concerns the cooling concept. Instead of the previous three coolers, the new GT3 RS uses a central cooler positioned at an angle in the front end. A component that is also used in the racing brothers 911 RSR and 911 GT3 R. This radical step has a downside, because the most extreme street-legal 992 no longer has a trunk. Luggage can only be stowed behind the standard full bucket seats, which means packing light for the next alpine trip.

However, the missing trunk is manageable for a track tool, especially since the advantages clearly outweigh the disadvantages. Thanks to the lateral space gained, the engineers were able to install continuously adjustable wing elements at the front, which are indispensable in view of the gigantic rear wing (which protrudes over the roof for the first time on a series 911). The GT3 RS generates 409 kilos at 200 km/h and 860 kilos at 285 km/h, or to put it in Preuninger’s words: “At 285 km/h there are two horses on the roof.”

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Porsche 911 (992) GT3 RS


Compared to its predecessor, the GT3 RS offers twice as much downforce and even three times as much as a current GT3. Hard to believe: Thanks to the active aerodynamics, the GT3 RS should even be able to reach higher cornering speeds than a GT3 Cup with slicks under certain conditions.

DRS as standard

And let’s stay with the aerodynamics, because for the first time Porsche is equipping a production car with DRS. At the push of a button on the steering wheel, the upper part of the XXL wing can be hydraulically flattened, and in the event of emergency braking there is also an airbrake function, which should improve the braking distance by around 2.5 meters from 200 km/h. As you can see, Porsche is serious about racing.

Indentations even more extreme than on the GT4 RS

Even visually, the GT3 RS would not stand out in the starting field of the 24-hour race without a number plate. Apart from the almost oversized rear wing, which is unparalleled among road cars (apart from the McLaren Senna), the indentations on the wheel arches are the visual highlight. What we already know from the GT4 RS, Porsche takes to the extreme with the GT3 RS: the indentations on both the front and rear wheel houses, which are intended to be reminiscent of the 911 GT1, ensure that the dynamic pressure in the wheel house is reduced. The side blades effectively direct the air to the side of the vehicle.


Due to the spectacular entrances, Porsche had to design new doors for the GT3 RS. They are made of carbon and are supposed to save eight to nine kilos, and while we were at it, the top model was given new, old bow-type handles instead of the fold-out door handles of the 992 generation.
Porsche 911 GT3 RS
The indentations are even more extreme than on the little brother GT4 RS, the font of the RS logo is new.


The exterior color “Ice Gray Metallic” is also new, with the photo vehicle wearing red anodized forged wheels. If that’s a bit too much for you: There are a total of three different rim options (two forged wheels and one magnesium wheel) to choose from, which can of course also be ordered in less eye-catching colors. The RS logo was also changed to mark the 50th anniversary. If you look closely, you will see a new font for the RS.

The fins on the right and left of the roof, which seem unusual at first glance, are not a show, but serve a purpose. The air from the center cooler flows over the roof through the huge outlets in the front hood. The fins direct the air outwards, which ensures lower intake temperatures. Preuninger explains: “If the fins weren’t there, you’d lose around 20 hp.”

It stays with the 4.0-liter vacuum cleaner

And while we’re on the subject of performance: at the rear is the highly emotional 4.0-liter six-cylinder boxer known from the GT3 and GT4 RS, which Porsche has revised again. Thanks to a modified air supply and sharper camshafts (which according to Preuninger should be clearly noticeable from 6000 rpm), the GT3 RS achieves 525 hp – an increase of 15 hp compared to the GT3. Customers have to do without the speed increase to 9500 rpm, which was often speculated in advance. For a simple reason, as Preuninger says: “More is not possible with the 4.0-liter with the current emission regulations.”

Porsche 911 GT3 RS

No trunk, but a huge middle cooler. Luggage must be stowed behind the full bucket seats.


Like its predecessor, the latest RS generation is only available with PDK. Thanks to a shorter gear ratio, the 1450-kilo GT3 RS accelerates to 100 km/h in 3.2 seconds and to 200 km/h in 10.6 seconds. Extreme aero takes its toll at top speed: With a top speed of 296 km/h, the new GT3 RS is the slowest of all.

But that should be manageable, after all the GT3 RS is not at home on the motorway, but on the racetrack. For maximum performance, the developers designed the components of the double wishbone front axle as teardrop profiles, which increases the downforce on the front axle. Due to the wider track (plus 29 millimeters compared to the 911 GT3), the links of the double wishbone front axle are longer and at the same time the spring rates of the multi-link rear axle have also been adjusted.

New steering wheel with many adjustment options

In track mode, the driver can adjust the rear differential lock using the rotary control on the steering wheel and even adjust the compression and rebound dampers on the front and rear axles separately. In addition, the tire temperature for each tire is recorded and displayed individually for the first time.
Porsche 911 GT3 RS

The cockpit of the GT3 RS is largely known from the GT3. Exception: The steering wheel now has four knobs instead of just one.


With a total of four rotary controls plus a DRS button, the steering wheel of the GT3 RS almost looks like that of a racing car. Especially when the optional Weissach package, which is extremely popular with the 991.2 GT3 RS (take rate of over 50 percent), is ordered. Then not only are the front hood, roof, mirror caps and wing blade made of visible carbon, but there is a touch more racing flair in the cockpit. Also part of the package are the significantly larger magnetic shift paddles, which were taken over almost one-to-one from the GT3 R. But that’s not all, because the roll cage included in the Clubsport package is made of carbon as part of the Weissach package and has a completely new brace.

Porsche 911 GT3 RS

The bucket seats are standard, the cage is included in the Clubsport package.


The GT3 RS costs 50,000 euros more than a GT3

The new GT3 RS can be ordered immediately at the base price of 229,517 euros – an additional charge of almost exactly 50,000 euros compared to the GT3. With a bit of luck, the first customer vehicles should be delivered in the 2022 calendar year and even if the GT3 RS does not have a quantity limit, it will be difficult to get hold of one. In the end, there is only one question left: is there more to come? Cue GT2 RS. Preuninger answers this question evasively: “The GT3 RS will be the ultimate 992 in terms of driving dynamics.”

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