It's still pouring down during our second and third stints on the track, but the GT3 RS doesn't seem to care, especially from Maggots through Chapel, where the RS holds the line as if guided by a high-voltage induction loop. Porsche says the base model tips the scales at 3197 pounds, a mere 33 pounds up from the GT3. Extra money buys the hideously expensive Weissach pack, which saves-in combination with the optional forged-magnesium wheels-almost 62 pounds in weight. Although Porsche will paint the GT3 RS in any color you fancy (for a price), the aero elements are mandatory matte black. Speaking of seats, a special honorable mention goes to the 918-style buckets, which are supportive and comfortable as well as generously adjustable. And what about the trunk, you ask? It is no more, but you can always delete the no-cost roll cage and put stuff where the rear seats used to squat. "This time, we opted for a single, more compact radiator positioned at a quite radical angle, which frees enough space for two large lateral ducts governed by active aero elements in sync with the two-stage transverse downforce controller ahead of the front axle." Out back, the split-level rear wing boasts a stepless 34-degree adjustment span. "The previous GT3 RS was equipped with three nose-mounted radiators," says Preuninger. Since the Michelins pick up temperature with every extra fraction of g-force they experience, the grip only increases despite the sloppy conditions. Two-thirds of that negative lift press on the front end with a vengeance, which makes high-speed turn-in maneuvers in the rain eerily surreal. As soon as the DRS closes again, though, the maximum downforce increases within 0.35 second from 661 pounds to a massive 1896 pounds-the equivalent “of two racehorses on the roof," chortles Porsche's Mr.
In low-drag mode, the underfloor elements and the double-decker rear wing assume a virtually horizontal slipstream position. While the GT3 RS's naturally aspirated 4.0-liter six gained a relatively modest 16 horsepower over the GT3, the aero wizards elevated the GT3 RS to an altogether different downforce league. Instead it miraculously produced one magic moment after the other. In these treacherous conditions, the day could have gone terribly wrong.
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The GT3 RS's marvelous adjustability is but one reason its drivers won't ever be bored. The 20 percent adjustment range is split into nine steps from +4 to -4 with zero as the balanced baseline. The DRS (drag reduction system) that we know from Formula 1 is controlled via a button in the left steering-wheel spoke.
#Porsche gt3 rs driver#
The driver can also adjust the rear differential locking ratio. In Track mode, dialed in by Porsche's familiar drive mode controller, this very special 911 is the first of its kind to invite you to tweak compression and rebound of the front and rear dampers via the PASM thumbwheel. Good thing for lots of downforce and an adjustable suspension that truly blurs the line between street car and race machine. Even though Porsche replaced the 2023 911 GT3 RS's Michelin Pilot Sport Cup 2 tires with more versatile rubber, in these appalling conditions even dedicated rain tires would struggle. Britain's Silverstone Circuit is not for the faint of heart in dry weather, but with standing water between Woodcote and Copse, the curbs as slippery as liquid soap and fast corners like Stowe crisscrossed by rivulets gleaming in the morning haze, the adrenaline pump is already working overtime. It's raining tigers and werewolves through the entire session.
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