Engine

The source of its natural authority: the six-cylinder, twin-turbo boxer engine at the rear, four-valve technology, variable turbine geometry (VTG) with large turbochargers and newly designed charged air system, direct fuel injection (DFI) and VarioCam Plus. And transmission directly above the rear axle.

With a displacement of 3,800 cm³, the engine produces an impressive 515 kW (700 hp) at an rpm of 7,000. Maximum rpm is 7,200, and the maximum torque of 553 lb/ft is available from just 2,500 rpm. Sustainably unyielding – with sustainable performance.

It ticks the acceleration from 0 to 60 mph box after just 2,7 seconds. It reaches the 124 mph mark after only 8.3 seconds. And after 22.1 seconds the 186 mph mark is water under the bridge.

Variable turbine geometry (VTG), VarioCam Plus, expansion intake manifold, and intercooling all contribute to the superior performance of the new 911 GT2 RS.

Porsche Doppelkupplung (PDK)

A 7-speed power demonstration: PDK, trimmed for maximum performance for the new 911 GT2 RS. With purposely short ratios and short, succinct gearshifts via the shift paddles. Seventh gear is also ratioed for sport and designed for maximum speed. The manual mode on the gear selector works as it does in our race cars: backwards to shift up, forwards to shift down.

Regarding the PDK technology: it consists of two half gearboxes mounted in a common housing. Two half gearboxes require two clutches. This double-clutch arrangement alternately connects these two half gearboxes to the engine via two separate drive shafts, depending on the current gear. When changing gear, one clutch engages and the other simultaneously disengages, allowing gear changes to take place in milliseconds, with no interruption in the flow of power.

Chassis

The new 911 GT2 RS offers exceptional agility, maximum safety at high speeds and extremely stable roadholding.

The front axle uses a MacPherson strut suspension with helper springs and wheels independently suspended on the trailing arms and wishbones. At the rear is a multi-link axle with helper springs and subframe, based on the LSA concept (lightweight, stable, agile).

The height, camber and track can be individually adjusted for use on the racetrack, as can the stabilizers. For the first time in a Porsche road-going vehicle, all the chassis joints have been replaced by ball joints in the new 911 GT2 RS, ensuring an extremely rigid connection between the chassis and the body.

An optional lift system on the front axle lifts the front of the vehicle by 1.2 in – up to a speed of approximately 37 mph – thereby reducing the risk of hitting curbs, ramps or garage entrances.

Rear-axle steering

Fitted as standard, the rear-axle steering with sports tuning combines performance and everyday driveability. An electromechanical adjustment system at each rear wheel enables the steering angle to be adapted based on the current driving situation, steering input and vehicle speed.

The benefit at low speed: the system steers the rear wheels in the opposite direction to that of the front wheels. This has the virtual effect of shortening the wheelbase. You can drive around tight bends more dynamically. The turning circle is also reduced to make it easier to park.

The benefit at high speed: the system steers the rear wheels in the same direction as that of the front wheels. The virtual effect of lengthening the wheelbase increases driving stability and thus agility, especially during rapid lane changes or overtaking manoeuvers on the racetrack.

Dynamic engine mounts

This electronically controlled system minimizes the perceptible oscillations and vibrations of the entire drivetrain, particularly of the engine, and combines the benefits of a hard or soft transmission mounting arrangement.

A hard transmission mounting arrangement is best for driving dynamics, as it results in highly accurate roadholding. A soft transmission mounting arrangement, on the other hand, minimizes oscillations and vibrations, thereby improving comfort on uneven road surfaces, but at the expense of driving dynamics.

Porsche Active Suspension Management (PASM)

This electronic damping control system actively and continuously adjusts the damping force on each wheel – based on current road conditions and driving style.

You can switch between two sporty programs at the touch of a button. Normal mode is designed for sporty driving on public roads and wet race circuits. Sport mode is specially designed for maximum lateral acceleration and optimum traction on the racetrack.

Porsche Stability Management (PSM)

PSM maintains stability even at the limits of dynamic driving performance. In addition to the anti-lock braking system, PSM also includes Electronic Stability Control (ESC) and Traction Control (TC).

Sensors continuously monitor the direction, speed, yaw velocity and lateral acceleration of the car. Using this information, PSM is able to calculate the actual direction of travel at any given moment and initiates strategic braking of individual wheels to prevent you from deviating from your intended line.

Porsche Torque Vectoring Plus (PTV Plus)

PTV Plus is specially designed for the new 911 GT2 RS and operates in conjunction with an electronically controlled, fully-variable rear differential lock.

PTV results in increased traction, especially at the limits of dynamic driving performance, better transverse dynamics and significantly improved driving stability during load changes, in bends and when switching lanes. The system also selectively applies brake pressure to the right and/or left rear wheel. Steering is therefore improved and agility increased.