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The GT2 RS feels wider on the road than most 911s, but still not quite as wide as most cars of this performance level. It remains easy to place and its extremities are fairly easy to judge, although you do end up checking the door mirror to see how close the outside rear wheel is to the white line more often than some will expect to.

The car’s grip level seems every bit as formidable, at normal road speeds, as you’d hope and its body control reassuringly close and taut. Only when you risk bigger speeds on testing surfaces can you appreciate the slight dynamic compromises Porsche has made to successfully and safely put nearly 700 horsepower through one axle. Even then, it may only be possible to appreciate them by comparison with the supreme blend of power, grip, agility and composure offered by the current 911 GT3.

‘paddle neutral’ gearbox mode is meant to let you kill understeer on turn-in, or to cue up oversteer on corner exit. I find 700 horsepower at the rear wheels is pretty good for the latter

The GT2 RS’s steering is intuitively paced and it’s wonderfully tactile and communicative but the size of the front wheels and firmness of suspension create more steering interference and kickback over lumps and bumps than is ideal in fast road driving.

The ride is also shorter and a touch fussier over testing topography than a 911 GT3’s, although it feels far from wooden or oversprung and, after seeing the paucity of wheel travel apparent inside those rear arches, surprises you with its suppleness.

When the road surface flattens out, there’s a lingering sense of rebalanced grip levels about the GT2 RS’s handling; of a front axle that doesn’t bite quite as keenly as a GT3’s, and of a rear one that’s keener on stability than you’re expecting, and that grips harder initially only then to let go more suddenly than a GT3’s would.

The GT2 RS has slightly less effortless close body control than a GT3 and, because its body moves around more, it tends to understeer at a slightly earlier stage; and it breaks away harder at the rear axle, on the occasions when you’ve deactivated the electronic aids. It’ll also break away at the rear under power under high lateral loads, right up to fourth gear and well into three-figure speeds, if you use too much throttle with the PSM disengaged.

For those reasons and because it had Michelin PS Cup 2 tyres as opposed to the almost competition-spec Pirelli Trofeo R rubber on which its Italian rival was tested, the car failed to better the dry lap time that the Huracán Performante set last year.

We were disappointed that it missed by such a wide margin but, given the nature of our dry handling circuit (relatively tight and slow, with few places to get the car out of fourth gear), not too surprised.