Porsche 911 2024 review: GT3 RS

Let’s begin at the end, because that’s where a lot of the action is with this car.

Planted under a barely noticeable rear wing is an all alloy, naturally aspirated 4.0-litre flat six-cylinder engine producing 385kW (516hp) and 465Nm within an engine speed ceiling of no less than 9000rpm. It is a masterpiece.

Yes, it’s water cooled (sorry, Bram) but follows the classic horizontally opposed 911 template with the addition of dry sump lubrication, variable inlet and exhaust valve timing plus six individual throttle bodies and a lightweight ‘variable resonance’ intake manifold.

The cylinder bores are plasma coated, and the forged pistons are pushed in and pulled out by titanium connecting rods.

Drive goes to the rear wheels only via a seven-speed version of Porsche’s own ‘PDK’ dual-clutch auto transmission feeding power through an electronically controlled locking diff.

There’s no mistaking the GT3 RS for anything other than a Porsche 911, but clearly wind tunnel data took priority over seductive styling in the design process.

Based on the broad 911 Turbo body - splitters, vents, blades, gills and wings are placed in, on and around the car in a dramatically carved and channelled, obviously aero-driven treatment. Much of it feeding air to the single, angled radiator built into the nose where the ‘frunk’ would normally be and to the engine in the tail.

The interior is surprisingly civilised and classic 911, the driver facing a familiar five-dial instrument layout.

And in the unlikely event that you had any doubt about this RS’s lap time lowering intent, Michelin Pilot Sport Cup 2 rubber (275/35 x 20 fr - 335/30 x 21 rr), wrapped around centre-locked forged alloy rims, makes it clear.

Then you catch a glimpse of the brakes. More on them soon.

The interior is surprisingly civilised and classic 911, the driver facing a familiar five-dial instrument layout (although the analogue tachometer in the centre is flanked by two 7.0-inch configurable displays).

The carbon-frame seats are pieces of motorsport-inspired art, trimmed in leather, Racetex (a synthetic micro-suede) and carbon-weave.

You can reduce information down to the essentials - tyre and oil pressure, oil and water temperature and fuel tank level right up to all the bells and whistles.

Biggest clue to the car’s racy nature from the inside is the fact that there are only two seats, the door releases are simple nylon webbing loops and there are multiple rotary dials on the steering wheel, controlling the suspension, drive mode and diff as well as stability and traction controls.

By the way, the carbon-frame seats are pieces of motorsport-inspired art, trimmed in leather, Racetex (a synthetic micro-suede) and carbon-weave.

The price-tag for this track-storming monster is $537,600, before on-road costs.

Almost enough for two 911 Carreras ($277,800) but $1100 cheaper than a 911 Turbo S Coupe ($538,700).

The no-cost ‘Clubsport Package’ includes a half roll cage, fire extinguisher, and six-point seatbelts.

The price-tag for this track-storming monster is $537,600, before on-road costs.

Then the ‘Weissach Package’ ($66,850) adds extended use of CFRP (carbon-fibre reinforced plastic), revised front and rear anti-roll bars, forged magnesium rims and magnetic shift paddles on the wheel. 

You’ll need to add the ‘Weissach Package interior’ for another $8730, and if you want a carbon roll cage (replacing the steel one) the pack price ticks up to $76,420. 

When you’ve crossed the half a million dollar threshold the competition thins out a little and the GT3 RS’s primary rivals are the Aston Martin DBS Coupe ($536,900) and Ferrari 812 Superfast ($610,000) - both outrageous, both V12 powered - as well as the twin-turbo V8 McLaren 750S Coupe ($585,800).

Tinted LED headlights including Porsche Dynamic Light System (PDLS).

And as you may have guessed, this car is laser-locked on light weight. So, eight speakers in the audio system rather than a thousand, the alloy rims are all about performance and the seats are spectacular, but not because they’re heated, cooled or massage your back. 

That said, tinted LED headlights including Porsche Dynamic Light System (PDLS), auto dimming mirrors including rain sensor, a front-axle lift system, ParkAssist, leather seat trim and a reversing camera are standard.

This isn’t a car bought with day-to-day livability top-of-mind. The race circuit is its natural habitat, and not only have the usual 911 Carrera +2 rear seats been given the flick, as mentioned, once you tick the Clubsport Package option box there’s a half roll cage in its place.

For storage, there’s a box/armrest between the seats, a cupholder in the centre console and another on the passenger side, small bins and net pockets on the doors and a glove box.

The usual 911 Carrera +2 rear seats been given the flick, as mentioned, once you tick the Clubsport Package option box there’s a half roll cage in its place.

With the space normally taken up by a ‘frunk’ (front trunk) occupied by a whopping big radiator, formal luggage space is limited to the area behind the seats. 

Connectivity and power runs to a 12-volt power socket, and two USB-C inputs, but no surprise a physical spare wheel is MIA, a weight-saving repair/inflator kit is your only option.

Porsche’s official combined cycle fuel economy number for the 911 GT3 RS is a WLTP-rated 13.4L/100km, the high-revving 4.0-litre atmo six emitting 305g/km of CO2 in the process.

Given the track-biased nature of this launch drive it’s not feasible to present a balanced ‘as tested’ figure but we can confirm you’ll need 64 litres of 98 RON premium unleaded to fill the tank which translates to a theoretical range of around 480km.

Our time in the car was via a version of the Level 4 Porsche Track Experience, complete with on-board telemetry and post-session de-briefs from pro drivers helping you get the most out of yourself and the car.

And the first thing to note is thanks in no small part to carbon doors, wings, roof, bonnet and seats as well as lightweight glazing, the 911 GT3 RS tips the scales at a relatively trim 1450kg.

Porsche claims the car will accelerate from 0-100km/h in 3.2 seconds, storming on the hit 200km/h in 10.6sec!

Throttle response from the atmo six is like cracking a whip, the tacho needle ripping around the dial towards the 4.0-litre flat six’s 9000 rpm ceiling in perfect sync with your right foot.

And the first thing to note is thanks in no small part to carbon doors, wings, roof, bonnet and seats as well as lightweight glazing, the 911 GT3 RS tips the scales at a relatively trim 1450kg.

There are three drive modes - ‘Normal’, ‘Sport’ and ‘Track’ adjusting throttle, transmission and steering as well as stability and traction control settings.

Even in Track there are safety nets like torque vectoring, rear axle steering and modified traction control saving your hide and, in fact, transforming you into a track day hero.

There are three drive modes - ‘Normal’, ‘Sport’ and ‘Track’ adjusting throttle, transmission and steering as well as stability and traction control settings.

The engine roaring behind you and the exhaust, in turn, screaming behind it is a magical combination and The Bend Motorsport Park is ‘big’ enough for the GT3 RS to extend itself properly.

On the 3.4km West Circuit the engine’s power and flexibility shone. And once you blend in the beautifully accurate steering, superb dual-clutch transmission and monster braking ability this ferocious machine devours the layout’s 12 turns and roughly one kilometre long start/finish straight.

The aero package includes a fully panelled underbody and an F1-style DRS (Drag Reduction System) with the huge rear wing adjusting in concert with additional flaps under the nose.

The aero package includes a fully panelled underbody and an F1-style DRS (Drag Reduction System) with the huge rear wing adjusting in concert with additional flaps under the nose.

Believe it or not, the 911 GT3 RS generates three times the downforce of the 911 GT3 and you can feel the car bearing down through fast, sweeping bends.

The rose-jointed suspension is double-wishbone front, multi-link rear offering adjustment for track, camber, anti-roll bar resistance and ride height.

Attention to aero detail extends to the lateral arms of the front suspension wishbones being profiled to a drop shape to maximise efficiency. 

The Michelin Pilot Sport Cup 2 rubber is immense - 335 width at the rear.

‘Porsche Active Suspension Management’, aka PASM, provides variable damping and the speed-sensitive, variable ratio steering incorporates an element of rear axle steer. 

The Michelin Pilot Sport Cup 2 rubber is immense - 335 width at the rear. Add an extra 70mm and you’re in F1 territory!

Then the braking. Humongous ventilated and cross-drilled cast iron composite rotors (408mm fr - 380mm rr) with six-piston alloy monobloc fixed calipers at the front and four-piston at the rear. 

We squeezed them as hard as we dared, lap after lap and the result was always the same. Massive stopping power, washing off speed without fuss or any loss of effectiveness.

Under the heading of general observations, the standard 30mm front axle lift function, operating up to 50km/h, is so helpful in an ultra-low slung car like this.

And in terms of ergonomics the Racetex trimmed wheel is perfect, as are the seats - genuine buckets that (comfortably) brace you in place. Clip into the six-point harness and you’re not going anywhere. 

You could argue a strong case that the 911 GT3 RS’s outstanding dynamic prowess is its primary piece of active crash-avoidance tech.

But aside from that, there’s only modest driver-assistance tech included. Yes, the usual suspects like ABS, as well as stability and traction controls are present. There’s also tyre pressure monitoring, and a reversing camera, but there’s no AEB, which means the cruise control isn’t active, either. No blind-spot monitoring, lane-keeping assistance or rear cross-traffic warnings, either.

If an impact is unavoidable, there are six airbags on-board - dual front, dual side (thorax) and side curtain. The 911 hasn’t been assessed by ANCAP or Euro NCAP.

The 911 GT3 is covered by Porsche’s three-year/unlimited km warranty, with paint covered for the same period, and a 12-year (unlimited km) anti-corrosion warranty also included.

Off the mainstream warranty pace of five years, unlimited km, but on par with high-end performance players like Ferrari and Lamborghini. The duration of cover is possibly influenced by the number if kays a 911 is likely to travel over time.

‘Porsche Roadside Assist’ provides 24/7/365 coverage for the life of the warranty, and after the warranty runs out is renewed for 12 months every time the vehicle is serviced at an authorised Porsche dealer.

The main service interval is 12 months/20,000km. No capped-price servicing is available, with final costs determined at the dealer level (in line with variable labour rates by state/territory).