The 691bhp 3.8-litre flat six in the GT2 RS is a development of the current 911 Turbo engine, which itself first appeared in a mid-life refreshed version of the 997-generation 911 in 2009.

However, Porsche’s engineers have produced 40% more power from the unit for this car than they conjured from the same engine block and cubic capacity almost a decade ago. The new GT2 RS also improves on the headline power output of its immediate predecessor (which used Porsche’s older 3.6-litre turbo engine) by a pretty healthy 80bhp.

Matt Saunders Autocar

Matt Saunders

Road test editor
Real quad exhaust tips are easily visible behind the ‘dressing’ of the rear bumper. If it’s an expensive, weight-saving titanium system, we’d prefer to see it

The engine uses bigger turbochargers than the 911 Turbo’s, new pistons for a lower compression ratio, and new charge air intercoolers that are cooled by a water spray system fed from a five-litre tank located in the bottom of the car’s luggage compartment and allow the engine to maintain its peak outputs even at high temperatures and under demanding load conditions.

That it has a 7200rpm redline, Porsche claims, makes it exceptionally free-revving among similar turbocharged performance engines, although the fact that Ferrari’s turbo V8 488 Pista engine will spin to 8000rpm, and McLaren’s 720S turbo V8 faster still, rather gives the lie to that claim. Both key rivals are also lighter, more powerful and have more torque than the Porsche.

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The car is rear driven in typical GT2 mould, but it’s the first GT2 to be fitted with a paddle-shift dual-clutch automatic gearbox instead of a manual.

Downstream of the gearbox, the GT2 RS has the same PTV Plus electronic locking differential as Porsche’s other 911 GT cars. It is steered via the same four-wheel steering system as the 911 GT3 and the 918 Spyder.

The GT2 RS’s suspension hardware is almost identical to that of the new 911 GT3 RS (although the tuning of the PASM adaptive dampers is different) so the front MacPherson struts and rear SLA multi-link arrangements both feature helper springs for finer wheel control under extremes of load and both are mounted rigidly to the car’s body-in-white via ball joints instead of rubber bushings.

The suspension is adjustable for ride height, wheel camber and toe angle, and the primary suspension coil springs are made of exactly the same lightweight material as those of Porsche’s 911 GT3 R competition car.

Weight-saving measures include a titanium exhaust (7kg lighter than a 911 Turbo’s); forged alloy wheels; a bonnet, front wings and engine cover made of carbonfibre-reinforced plastic; polyurethane bumpers; and back and rear side window glazing in lightweight Gorilla Glass.

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