You’ve successfully made it out of a sweeping corner as the Michelin Pilot Sport Cup 2 tyres search for and find grip on greasy, damp tarmac. Keeping it planted is helped by an RSR-inspired deep front splitter and massive rear wing among its other, less obvious, aerodynamic aids. Your ankle is locked at an angle on half throttle with the dual-clutch transmission positioned in third gear. As the corner opens out into a straight, you depress the remaining half of the accelerator, which orders both VTG turbochargers to pull in air at 1,55 bar. The 3,8-litre flat-six bellows even louder and catapults you down the road. Before you can even comprehend the speed, the next corner arrives as if by osmosis. You stamp down on the brake pedal and the front 410 mm six-piston and rear 390 mm four-piston ventilated carbon-ceramic brakes instantly bring the one-and-a-half tonne beast down to an appropriate entry speed (once the stoppers are warm, of course) and the process repeats itself all over again.
This is just your average snapshot of life behind the wheel of the 991.2 Porsche 911 GT2 RS. Every single second is pure unfiltered intensity.
Keen Porsche-philes will realise the model we have on test is somewhat dated as all 1 000 units were produced and sold by the end of 2019. However, a select number of these cars have become available for sale second-hand via Porsche South Africa and we weren’t going to decline the invitation to put it through the rigours of our test regimen.
Even if you’re not an enthusiast of the Stuttgart firm, the GT2 RS is an easy car to contextualise. If you were to ask the question: what’s the most extreme road-legal Porsche 911 ever? This would be your answer.
The hardpoints of the 991.2 remain unchanged with a MacPherson strut front and multilink rear suspension keeping the wheels tethered to the tarmac. Turning this into a dynamic track fighter is Porsche’s Active Suspension Management (PASM) with electronically controlled dampers and electrically assisted variable steering system with rear-axle steering capabilities. All of this means the GT2 RS tips our scales at 1 604 kg which does appear a bit hefty for a track-focused weapon. Then again, this is a heavy-metal machine. With 515 kW and 750 N.m of torque churned out by the boxer mill, it boasts a power-to-mass figure of 321 W/kg which is one of the highest we have ever tested.
What does this translate to on the road? On our test strip, the GT2 RS sprinted from zero to 100 km/h in 2,97 seconds, which was a tantalising 0,15 seconds shy of the Porsche (992) 911 Turbo S Coupé we tested in our January 2021 Performance Shootout issue. Although that car was 37 kW down on power and 47 kg heavier, with a less advantageous power-to-weight figure of 290 W/kg, its all-wheel-drive system and sleeker 0,33 coefficient of drag were just enough to give it the advantage.
As you might expect, the first nanoseconds of launching the potent GT2 RS from standstill were not as controlled as in the modern four-wheel-drive Turbo S. Launch control engaged, right foot hard down, as soon as you lift your left foot off the brake, the traction control symbol lights up like an arcade game as the rear Cup 2 tyres and electronics worked overtime to find grip. This was not helped by the wet and greasy conditions at our test. From that point, once it found traction, it was smooth going as the GT2 RS teleported to 140 km/h in a mere 4,75 seconds.
Where the GT2 RS excels is with in-gear acceleration from 40 to 140 km/h. Previously, the fastest figure we’d recorded was the McLaren 720S in our June 2018 issue. In that British mid-engined supercar, we posted a time of 0,67 seconds from 40 to 60 km/h. This was massively eclipsed by the Porsche’s time of 0,56 seconds. From 100 to 120 km/h, we recorded 0,83 seconds. It gained more ground from 120 to 140 km/h at 0,90 seconds, one-hundredth of a second faster than the 720S.
On the move, power is seamlessly delivered from the engine to the rear axle via the seven-speed PDK. As we experienced in the Turbo S, the engine didn’t skip a beat as it mitigated turbo-lag to produce power on demand, while the razor-sharp dual-clutch transmission snapped through its gears before we had a chance to appreciate the sound of the pistons boxing away at each other at the 7 200 r/min rev limit.
Leaning hard on those carbon-ceramic discs and grippy Michelin tyres, the GT2 RS didn’t hesitate when the time came to bring the speed down to zero. After 10 stops, we recorded an average of 2,98 seconds, which registers as “excellent” by our standards. The quickest of these was a staggering 2,59 seconds.
Based on Porsche’s claims and how this vehicle stacks up against the raw GT3 RS we tested in October 2020, it came as no surprise that the GT2 RS is capable of such phenomenal performance figures. It’s currently in third place on the list of fastest production cars to lap the Nürburgring Nordschleife, bested only by the Lamborghini Aventador SVJ LP770-4 and Mercedes-AMG GT Black Series. But what’s it like behind the wheel, away from a racetrack?
The 911 GT2 RS makes its no-holds-barred demanour known the moment you awkwardly climb over the deep sidesills and into the carbon-shell bucket seat. There are no controls to be found on the Alcantara-wrapped steering wheel, the door handles have been replaced with lightweight straps in an attempt to shave off excess weight and there’s a fire extinguisher bolted to the passenger footwell … you know, in case things get toasty.
Thankfully, some basic comfort features haven’t been deleted from the cabin altogether. The GT2 RS boasts everything you may need; from cup holders and a storage compartment for your smartphone in the armrest to a decent infotainment system. For everyday driving, it features cruise control and a handy nose-lift function for those pesky speedbumps, which works in seconds.
Naturally, the comfort and NVH levels are not in line with what you would expect from an average road car, or something as civilised as the Turbo S even. The GT2 RS is unapologetically loud, firmly sprung and downright raucous, but we have to admit, it’s not so uncomfortable you wouldn’t want to use it every day. Where fuel consumption is concerned, it’s not the most frugal. Fitted with the standard 64-litre tank and based on our CAR fuel index, it’ll be able to transport you for 452 km before needing a drink of high-octane liquid. Based on our fuel route figure of 16,80 L/100 km, however, it’s more realistic to expect a tank range of around 380 km.