I’ve written many reviews on the GT3 before, but this is my very first test drive report of the GT2RS.
First, let me explain what kind of car the GT2RS is, which belongs to a category above the GT3.
This is a traditional RS-series sticker, not a regular emblem like on standard models.
Porsche’s GT lineup consists of five types.
There’s the famous GT3, the GT4 for the Cayman, the GT for the Cayenne, the legendary GT1 (which is no longer in production but had road-legal versions), and the GT2, which fills the gap between the GT1 and GT3.
Currently, the GT2RS is the most powerful model in the 911 lineup, and while not a limited edition, it is one of the rarest production models.
Its key feature is that it takes the 3.8L turbo engine from the 911 Turbo and Turbo S and tunes it even further, then removes the all-wheel-drive system found in the Turbo models to become a rear-wheel-drive (RR) 911—that’s the GT2. In other words, you could say it’s a GT3 fitted with the 911 Turbo’s engine.
Titanium roll cage
The maximum output is an astonishing 700 ps! Considering the Turbo S at the time had 580 ps, that’s over 120 ps more. This allows the car to accelerate from 0-100 km/h in 2.8 seconds, reach 200 km/h in 8.3 seconds, and hit a top speed of 340 km/h.
Of course, as is typical with Porsche’s official figures, these are conservative numbers that can be reliably achieved in any condition, making the performance truly terrifying.
Moreover, the Nürburgring Nordschleife lap time is an incredible sub-7 minutes—6 minutes 47.3 seconds—the fastest ever recorded for an unmodified production car to date. This was a time that only pure race cars could achieve not long ago, so you can imagine just how fast this car is.
Rare and ultra-expensive magnesium wheels
This logo is proof of the Weissach Package
The car features numerous carbon parts such as the bonnet and front fenders, and this particular model is equipped with the Weissach Package (named after Porsche’s development center town), which reduces weight by 30 kg compared to the standard Clubsport Package.
Key weight-saving points include the roof, front and rear stabilizers, and a titanium bolt-fixed rear roll cage. Additionally, this car is fitted with optional magnesium wheels, shaving off another 11 kg.
Incidentally, these magnesium wheels were only available for early production orders, and could not be selected in later batches. That makes GT2RS models with magnesium wheels extremely rare.
Now, with the introduction out of the way, let’s get into the test drive report.
The interior design is not much different from other late 991 911s, almost identical to the GT3RS and GT3. Insert the key and start the engine.
The GT2RS awakens with an overwhelming roar. It’s quite surprising.
The volume is clearly louder than the late 991 GT3, and especially the startup sound heard outside is by far the loudest among recent Porsches.
The speedometer is marked up to 400 km/h
Like the GT3, it uses an automatic transmission (PDK) without creep, so I revved the engine slightly while starting off.
The tire rolling feel and road contact are almost identical to the late 991 GT3. However, with magnesium wheels and PCCB brakes, you feel a lightness in the steering and overall chassis. On flat roads at low speeds, the ride is very comfortable.
Of course, the ride is a bit firm, so I wouldn’t recommend it as a date car or for city use, but for a pure sports car, it’s surprisingly comfortable.
This aspect is very similar to the late 991 GT3.
Even though it’s a turbo engine, the 3.8L displacement provides plenty of low-end torque without turbo lag. There’s no typical turbo car’s low-speed frustration around 2000 rpm, and it retains the easy drivability of the 911 Turbo series at low revs. Above 3000 rpm, you feel a wave of torque rising.
That said, this is just the beginning. The true power of the GT2RS is not yet unleashed here—it’s like feeling the torque wave from afar.
I expected a massive turbo hit, but it’s not quite like that. Instead of a sudden torque spike at a certain rpm, the torque curve rises smoothly in proportion to engine speed.
Moreover, the engine spins incredibly lightly. It revs up like a naturally aspirated engine but with thick torque.
It’s truly like a GT3 with a turbo added.
With this much power, I imagined it would be impossible to rev it on regular winding roads, but surprisingly, the gear ratios are relatively low despite the high torque. Especially second gear is low, allowing decent revving even on Japanese mountain roads.
Also, the redline is at 7200 rpm, which is easier to rev realistically compared to the GT3’s 9000 rpm. According to the owner, the engine revs smoothly but hits the redline quickly because of the lower limit.
However, this is still the ultimate 911, the GT2RS. You can only really floor it safely in second gear. Trying to do so in third gear honestly feels terrifying. The overwhelming acceleration, rear-wheel drive, and the mental pressure from the car’s price tag combine to make fully flooring the accelerator possible only in very wide open spaces.
Every time you press the accelerator, the front end unloads, and while it’s not quite a wheelie, it feels close to it. The massive 325/30ZR21 Dunlop Sport Maxx Race 2 tires lose grip, and the rear wheels twitch side to side under the acceleration.
At times, you catch a glimpse of the hidden ferocity of this beast.
“It’s fast!”
The acceleration in this mid-range is on a different level. While it may lose out to the free-wheeling turbo of the Taycan Turbo, it’s probably on par with McLaren’s 720S or 650S.
Carbon bonnet
Regarding corner manners and feel, if my memory serves me right, it’s very similar to the late 991 GT3. Of course, the GT2RS feels lighter, but the way the steering gains build up, the cornering posture, and the feedback from the road through the steering all felt very similar.
The more you turn, the more it turns, and from mid-corner, the tires bite into the road and don’t let go.
And the way you control the car’s attitude by applying torque to the rear wheels is exactly the traditional ‘911’ driving theory.
Also, since I recently tested the latest 992 GT3, comparing the steering feel, the front-end grip, steering response, and controllability are better in the 992.
So if a 992 GT2RS ever comes out in the future, just imagining it is terrifying.
After going through several curves and getting somewhat used to the car, I took a moment to calmly check the sound and feel.
The GT2RS is characterized by a “Grrroooonn!” roar like a wild beast, and the volume is quite loud. Even at low revs, it’s not as quiet as the 991 GT3; the engine speed and volume rise proportionally, making it fun to drive even at low rpm.
Also, the popping sound on throttle lift-off is a short “bobo!” or “dodo!” sound, happening frequently. However, this is different from the purely theatrical pops of the 981 or 991.
It sounds like some of the fuel-air mixture that couldn’t be fully combusted in the engine is burning in the hot exhaust, producing a natural and likable bubbling sound.
I also tried opening the throttle sharply in third gear at low speed—a method I often use to check turbo lag. Because of the large displacement, the GT2RS accelerates decently even before the turbo kicks in.
Turbo lag is present but less than the 992 Carrera S engine, and close to the minimal lag of the 992 Carrera engine.
Surprisingly, the GT2RS seems to have high daily drivability. Compared to the GT3, the ride comfort may not differ much, but due to the engine’s easy drivability and torque characteristics in everyday use, it might actually be easier to live with daily.
That said, considering the large rear wing and the body covered with many carbon parts, it’s probably not a car you can casually drive every day.
After all, this car is best suited for circuits, quiet local mountain roads, and short tours.
The ultimate 911 is not only about performance but also shows consideration for drivability.
However, when this ferocious beast bares its teeth in earnest, controlling 700 ps of rear-wheel drive demands a very high skill level.
Mastering this car is what truly makes you a ‘real Porsche driver.’ That’s the impression this car left on me.