FIRST LOOK - New Porsche 911 GT3 RS (992) - 518bhp, £195k and DRS! _ Top Gear
# The New Porsche 911 GT3 RS: A Deep Dive into Power, Precision, and Aerodynamics
The automotive world has been buzzing with anticipation for the arrival of the new **Porsche 911 GT3 RS**, and now it’s finally here. This latest iteration of the iconic 911 is not just an evolution; it’s a revolution. With its aggressive design, cutting-edge aerodynamics, and unmatched performance, the **992-generation 911 GT3 RS** sets a new standard for what a road-legal sports car can achieve. Let’s take a detailed look at everything that makes this car special.
---
## A Beast of Power: The Heart of the GT3 RS
The **911 GT3 RS** packs a punch with its naturally aspirated 4-liter flat-six engine, producing an impressive **518 brake horsepower**. This figure represents a modest 15-horsepower increase over its predecessor, but it’s all about how that power is utilized. The engine benefits from new hotter camshafts and a shorter overall gear ratio for the PDK gearbox, resulting in a **0-62 mph time of just 3.2 seconds**—a full 0.2 seconds faster than the previous model.
While the power increase might seem modest, it’s clear that Porsche has prioritized precision over raw horsepower. The GT3 RS is not about going crazy with power; instead, it’s about delivering the perfect balance of performance and control. After all, as Paul mentioned, **500 horsepower** is just right for this application.
---
## A History of Excellence: The RS Lineage
The GT3 RS lineage dates back to the 1972 **2.7 RS**, a car so desirable that some examples now fetch over £1 million. Over the decades, Porsche has refined and evolved the RS formula, with each generation building on the last.
- The first GT3 RS was the **2003 996**, originally intended as a homologation special but eventually producing 680 units.
- The **2006 997.1 GT3 RS** was a revelation, offering over 400 horsepower from its 3.6-liter engine.
- The **2009 997.2 GT3 RS** is often considered the peak of the series, with its legendary damping and aggressive nature.
- The **2015 991.1 GT3 RS** introduced serious aerodynamics and the PDK gearbox, marking a shift toward more refined performance.
Each generation has pushed the boundaries of what’s possible for a road-legal sports car, and the new **992-generation GT3 RS** continues this legacy with its advanced aerodynamic package and track-focused design.
---
## Aerodynamics: The Name of the Game
Aerodynamics is where the GT3 RS truly shines. Porsche has taken inspiration from its racing heritage, incorporating features seen on the **911 RSR** and **GT3R** race cars. Here’s a breakdown of the key elements:
- **Single Radiator System**: Unlike the standard GT3, which has three radiators in the front, the GT3 RS features one large angled radiator under the hood. This design frees up space for active aero elements but sacrifices the frunk (front trunk) storage.
- **Active Aero Elements**: The car’s front splitter and rear wing work together to generate **70 kg of downforce at the rear** and **30 kg at the front**. This ensures stability and confidence, especially during high-speed cornering.
- **Rear Wing with DRS (Drag Reduction System)**: A first for a production Porsche, the GT3 RS features a two-part rear wing that can be adjusted via hydraulics. The upper section of the wing is taller than the roofline when fully extended, creating an impressive visual statement.
- **Aero Innovations**: The car’s suspension also contributes to downforce, with longer double-wishbone arms adding **40 kg of downforce at top speed**. The spring rates are 50% stiffer than those in the GT3.
---
## Wheels, Brakes, and Weight Savings
The GT3 RS comes standard with:
- **20-inch forged aluminum wheels** up front and **21-inch wheels** at the rear.
- A choice of three wheel options: lightweight forged aluminum, standard forged aluminum, or magnesium rims (available only with the optional Vice Sac Pack).
- Carbon-ceramic brakes as standard, though steel brakes are also available.
Weight savings have been a priority, with features like **carbon-fiber-reinforced plastic (CFRP)** used for the doors, wings, and bonnet. The car weighs 1450 kilograms with fluids, just **45 kg more than the lightest specification Lotus Emira**.
---
## Club Sport Pack and Vice Sac Pack
Porsche offers two optional packages to enhance the GT3 RS:
- **Club Sport Pack**: Includes a steel roll cage, fire extinguisher, and six-point harnesses. This package is available at no extra cost.
- **Vice Sac Pack**: Adds more exposed carbon-fiber elements, magnesium wheels, and magnetic PDK paddles for crisp gear shifts. The pack also reduces the car’s weight by **19.47 kg**.
---
## Driver-Focused Technology
The GT3 RS is designed to be driver-centric, with adjustments that can be made on-the-fly via four dials on the steering wheel:
- **Drive Modes**: Choose between Normal, Sport, and Track modes.
- **PASM (Porsche Active Suspension Management)**: Adjust compression and rebound settings for both front and rear suspension individually.
- **PTV Plus ( Porsche Torque Vectoring )**: Fine-tune the car’s behavior on corner entry and exit.
- **ESC and Traction Control**: Seven stages of traction control, with the option to turn it off entirely in ESC mode.
The inclusion of a DRS system is another first for a production car, allowing drivers to adjust the rear wing’s angle for maximum speed or braking efficiency. This level of adjustability makes the GT3 RS a true driver’s car, capable of being tuned to suit any track condition.
---
## Sound and Design: A Symphony of Speed
The GT3 RS doesn’t just look radical; it sounds like one too. The intake and exhaust system delivers a throaty growl that’s reminiscent of the **911 GT4** but with its own unique character. The car’s design, with its aggressive stance and aerodynamic elements, is as functional as it is beautiful.
Andreas Pöschl, Porsche’s lead engineer for the project, emphasizes that this car is built for the track, not just for show. Its design decisions—like the single radiator and active aero—are all about maximizing performance, even if that means sacrificing practicality in some areas (like frunk space).
---
## The Future of Combustion Engines
With electric vehicles on the rise, the GT3 RS represents the pinnacle of internal combustion engine technology. Andreas Pöschl admits that the combustion engine’s shelf life is limited, but for now, Porsche is focused on squeezing every last drop of performance from this powertrain.
The new GT3 RS proves that there’s still room for innovation in the age of electric vehicles. Its combination of raw horsepower, advanced aerodynamics, and track-focused design sets a new benchmark for what a sports car can be.
---
## Conclusion: A New Era for Porsche
The **911 GT3 RS** is more than just an evolution; it’s a statement. It represents the pinnacle of what Porsche can achieve with its iconic 911 platform, blending cutting-edge technology with timeless design. Whether you’re tackling the Nürburgring or enjoying a Sunday drive on your favorite backroad, this car delivers an experience like no other.
As Andreas Pöschl said, “This is as close to a race car as you can get with a license plate.” And for those lucky enough to own one, it’s an opportunity to own a piece of automotive history—one that will undoubtedly go down in the annals of motoring as one of the greatest 911s ever made.
"WEBVTTKind: captionsLanguage: eni knew it was coming you knew it was coming we all knew it was coming didn't we but here it is the brand new 911 gt3 rs and it's not messing about is it in fact i'm slightly worried it's gonna headbutt me in a minute now if you thought that car over there the gt3 was extreme this is the car that makes it look like a bit of a wuss so here's everything you need to know about the new 992 generation 911 gt3 rs let's get the pub ammo out the way first shall we power comes from a naturally aspirated 4 liter flat 6 producing 518 brake horsepower paul says it will hit 184 miles an hour flat out with north 62 taking just 3.2 seconds for comparison that's only a 15 horsepower bump over the gt3 mainly thanks to new hotter camshaft 0.2 seconds quicker from naught 62 than gt3 and 14 miles an hour less at the top end because of extra drag from the wing and the extra width and a shorter overall gear ratio for the pdk gearbox so yes this has some of the most senior stats of any 911 to date but the g3rs has always been about more than just the numbers note how it hasn't gone power crazy it's only got i say only just over 500 horsepower because that is the perfect amount of power for this particular application in fact let's find out how we got here shall we the rs lineage goes all the way back to the 1972 2.7 rs a total honey to drive and knocking on the door of one million pounds now for the very best examples but the first gt3 rs was the 2003 996 originally intended as a homologation special they eventually built 680 with fewer than 120 of those coming to the uk next up was the 2006 997.1 gt3 rs and it was a revelation wider over 400 horsepower from its 3.6 liter engine it was raw and mechanical and brilliant to drive except the 997.2 that arrived in 2009 was better the engine grew to 3.8 liters and so did the legend for many this is considered peak gt3 rs from the quality of the damping to its eagerness to attack any road or track then the legendary 4-liter version with horsepower miraculously improved on perfection in 2015 the 991.1 gt3 rs was the point where porsche got serious about aerodynamics it was also the point it introduced the pdk gearbox into the formula it was less raw more polished but still magnificent the 991.2 car brought new suspension for a more precise front end by this point there are no quirks that you have to drive around just a hardcore focus on speed which brings us to the next chapter and we start at the front with the radiators hear me out it's more exciting than it sounds because you see every road going 911 like the gt3 over there has three radiators in the front whereas this just has one much larger angled radiator under there it's the same solution that you get in the 911 rsr and the gt3r race cars and there are pros and cons to this on the downside you lose your frunk you don't get any storage under there so anything you bring along for the ride is going to have to be wedged into the roll cage behind you but the positives are it frees up space either side so you can have active aero elements in the front splitter now those are constantly working with the active rear wing to create 70 down force at the rear and 30 down force at the front why do we want that well it means whatever speed you're going into a corner the car should feel the same the balance of the car should stay the same it should stay level and that in turn should breed confidence but here's where it gets complicated because all that warm air from the radiator has to go somewhere and what you don't want is for it firing straight over the top of the car down and into the engine intakes you want cooler air for the engine which creates more power so what they've done is created these special aero add-ons here now this little lip that creates an area of low pressure behind it which sucks the air out of this nostril and then there's these veins here and another vein under the mesh which you can't see which throws the air and accelerates it out towards the side of the car but the crafty air wants to come back and it wants to reattach to the rear screen and go back into the engine around here so that's where these fins come in to keep the air separated so you get all the benefits of that single radiator in the front and you got your engine running on nice fresh cool air at the rear genius clearly aero is the name of the game here there's a splitter up front now not a spoiler to divert air over and underneath while side blades fire it outwards louvre is in the front wheel arches and 911 gt1 inspired vents behind the front wheels release pressure in the front arch while side blades direct air along the side of the car even the suspension gets the aero treatment longer double wishbone arms have tear drop shape profiles to add 40 kilograms of downforce at top speed the spring rates are also 50 stiffer than a gt3 in terms of wheels you've got 20 inch rims at the front 21 inch at the rear and then you've got a choice of three wheels so these are the lightweight forged aluminium wheels you can tell they're lightweight because they've got these holes in them and then you've got the standard uh forged aluminium wheels and then the magnesium rims which you can only get if you fork out for the vice sac pack in terms of brakes this car here has carbon ceramics on it but you can also get steel brakes as standard slightly thicker discs than you get on the gt3 but let's face it if you're a gt3 rs customer you're probably gonna go for the carbon ceramics oh and this is a nice little feature down here you probably wouldn't even notice it if it was pointed out and if it wasn't lit up but just there between this side blade and the bodywork is an indicator a side repeater very nicely hidden away what we got here some more aero shenanigans so this space here this hole is exactly the same one as you get on the 911 turbo but it has a different function here it's about reducing drag so the air that goes into here is accelerated into this rear wheel arch which in turn reduces drag but of course all that air has to be ejected somewhere so you've got this cutaway rear arch you've got this side blade which funnels some of it around the side of the car but you've also got two more little vents here one at the top one at the bottom now there's a good story about this because andreas proninger absolutely hates fake vents so this one at the top is real there's mesh there i can feel it air actually comes out of there but this smaller lower section is not a vent so he's written on it no vent so there can be no arguments whatsoever if we come around the back we've got three things we need to talk about the first is the width of this thing it is 29 millimeters wider than a gt3 and then there's the diffuser which is a slightly modified version of the diffuser you get on the gt3 and the third thing what is the oh yes this massive rear wing that completely dominates the entire car now this is a swan neck spoiler just like the one you get on the gt3 but it's obviously been scaled up to comic book proportions in fact when this section of the wing is in its uppermost setting it's actually taller than the roofline of the car which is a first for a production porsche so what do we have here we have a two-part wing you got the fix section at the bottom and then this movable element at the top it moves via hydraulics and what that means is that porsche has basically fitted an f1-style drs system to a road car to a car that normal people like you and i can just go out and buy and drive it's insane so what exactly does drs do well if you want to overtake a rival or show off on a straight you can push a button and the wing will flatten itself reducing drag and letting you go faster on the flip side of that if you need to stop in a hurry the movable elements of the wing rise up and act as an air brake to slow you down like a really really expensive sail at 124 miles an hour this gt3 rs produces 409 kilograms of downforce which is twice as much as the old gt3 rs and three times as much as the gt3 over there and that's not exactly a streamliner is it it also produces 860 kilograms of downforce at 177 miles an hour it wouldn't be a modern 911 without drive modes and things to adjust but this takes things to a whole new level making chassis adjustments easy and accessible you don't need a spanner and a jack or to get your hands dirty you just need your fingers to twiddle four dials on the steering wheel you can even make tweaks on the fly while you're still rolling out on track and this is where all the twiddling occurs via these four dials that have magically sprung up on the wheel in front of me and the first one you want to care about is drive mode so you've got three modes normal sport and track put it into track and that then unlocks the functionality in these other dials so the first one we're going to play with is called pasm if we click that all the dials now change their functionality and you can individually change the compression and rebound on the front and rear suspension it's just astonishing now this one down here is marked ptv plus that is your edif so if i click that i can now change the coast and power functions that's basically dictates the car's behavior on the entry to a corner and then on the exit of a corner as well and then this one is the esc and traction control button so if i click that i've got seven stage traction control and if i want to turn everything off i've got to change my esc mode to off and then i can turn it all off all very exciting this button here that's marked drs so your movable rear wing your flaps in the front spoiler they will constantly be altering to try and keep that 70 rear 30 front aero balance that i mentioned earlier but you can override it so if you're on a straight and you want the wing fully open you can hit this button and you can hit it again to make the wing fully closed what else can i tell you oh yes sadists out there i've got some bad news unfortunately because the electronics and the integration of screens in modern porsches are just too complicated there is no option in this car to delete the infotainment and delete the aircon so sorry guys you're gonna have to put up with a screen an aircon shame being an rs is not gonna be chunky thanks to lightweight materials like carbon fiber reinforced plastic or cfrp being used in the doors wings roof and bonnet for example it weighs 1450 kilograms with fluids that's only 45 kilograms heavier than the lightest spec lotus amira now you can get a club sport pack as a no-cost option then that adds the steel roll cage that we got in the back here a fire extinguisher and six point harnesses which this car doesn't seem to be fitted with or you can go the whole hog and step up to the vice sac pack now that adds loads more carbon fiber elements a load more exposed carbon fiber on various components around the car and does cut a significant chunk of weight and you can have pdk paddles with magnets in them for the ultimate crisp gear shift very underrated attribute it's all very impressive when you see it in person but if you're going to learn all there is to know about a new porsche gt car there's only one man you need to talk to and it's not me it's andreas poining andreas thank you so much for having us back again welcome to visa yeah this is amazing i i prefer this to a studio environment well me too yeah it's your office right yeah you work well it's close by um spend a lot of time here yeah cool now when we um when we spent some time in the studio with the gt4 rs i remember you saying well just wait until you see the gt3 rs and you weren't joking this thing is it's completely wild but i suppose my first question is who's this car for can you really drive this thing on the road is it too extreme um it depends but the customer group the target group is clearly the track enthusiast yeah um the people that attend track days that use their car as an instrument as a tool uh for doing uh let's say homemade racing or racing in a semi-professional way um if you look at the thing it it it's it's obvious it's a it's a race car with a license plate attached more than ever and the arrow concept the whole shape of the car the whole the whole way it comes across it's race car and it's very radical it looks more wild and extreme than many uh actual race cars of the gt3 class it's really a tool for the racetrack for the people that are already a little bit into it maybe it drove the actual gt3 rs and they will see they can make progress when they go to the new car because there's more adjustments more aero more of everything more contact patch we're really concentrated on this car on giving the utmost for the customer that really does track days not so much like a gt4 has to enjoy a mountainous road and to do a sunday drive with a car on a b road that's maybe not what we're aiming at with that car it can be done and it's more fun than you could think of because it really behaves very well in the street as well but yeah it's a it's as close to a race car as you can get with a license plate attached so i'll go with a difficult question early on how much further can you push the rs brand before you are literally just fitting airbags to an rsr race car that would be great if we could do that on the legal side which we can't i mean this is what we can do right now with the boundary conditions that we have from the regulation side from technology available and um to be frank with you i can't can't think of anything uh to do for a second generation that we still have in the in the drawer that we hold back we should be we should put everything in that car right now um that we know from racing and that we think is good or for a car like that is this peak i know when we were talking about the g4s you talked about this engine and you know putting the gt3 engine in the back of the cayman something you wanted to do for so long and actually we know that the combustion engine only has a certain shelf life on this earth so let's wait and see yeah yeah i know you've got ideas to keep it alive for a long time now but do you feel we're sort of in this kind of peak combustion era where it's like i don't think we're in a peak combustion era i don't want to talk about future strategies or whatever or technology in general um but the problems the the combustion engine right now faces is the law situation all around the emission standards that are getting getting uh getting dialed down all the time and for a normal combustion engine with 50 horsepower it might be okay but we are talking a high revving motorsport product here that should be street legal and this is not a challenge it's not the technology i mean the combustion engine in itself for making more power for being being a companion for a long time would be easy without the boundary conditions which we have to accept though yeah i have to say i love the fact that this has got five eighteen brake horses it's 525 uh in in europe yeah in the rest of europe well 15 so it's 15 over there on the gt3 i love that you know because honestly that that 500 horsepower or just above that's that's the sweet spot right for these types of i think so i think so because it's it's relatively easy to gain straight line performance and just upping the power and putting turbos on it or whatever but that means weight as well especially turbocharging and engine we've got an atmospherical engine a high revving uh normal aspirated engine that's exactly what our customer expects from us and this technology has a limit when it should be street legal and last for a lifetime which that thing can't you can because it's bulletproof and we concentrated rather on making um making better track times with the rest of the car which is aero which is body and white which is suspension with this contact patch which is a systems that you can operate as a driver uh still the engine is not the same engine as in gt3 we've got the hotter cams cams with higher duration so the um the uh the the behavior beyond 6k rpm to the red line of nine is a little bit more ferocious even than on gt3 more than you more than you would think with only 15 horsepower more we have different cylinder heads we have different intake systems so it's not the same engine um but it's a very close relative and we've got a gt3 over there just for just for reference it's just hey how you doing just uh you know just a little prop for us over there so come on give us some sort of flavor of lap time you know the as you say the engines are very different but in terms of um playing power they're not so different how much faster can this thing go depends on the conditions depends on the track definitely i mean we hadn't had the chance to do a fastest lap on the nurburgring yet because uh there was some some some parts missing and there were the dates not correct and the weather was super hot yeah super hot weather is not exactly the best the best condition for for for getting a clean fast lap because the hotter it is the less oxygen you've got in the air it's not a turbo engine that can compensate it with higher boost so um but we're on it and i think uh when we meet each other driving the car in silverstone later that year we'll have the times and it'll be substantially quicker than a gt3 as a matter of fact i can't wait i can't wait the power of downforce the the power of downforce the contact patch everything okay this car has more coefficient drag logically it has three times the downforce than the gt3 which has a lot and so it costs top speed so the longer straights on the outer band the gt3 is faster but we don't care about top speed we care about the highest possible speed you can reach on the fastest track which is the new working notch life on a dirtiness trade it goes 285 to 90 something like that and then we have two horses sitting on the roof 860 kilos of downfalls on the car as soon as you hit hit the the ditch or go into the curve yeah which is a um substantial enabler for fast lag that times which is the perfect segue to talk about the drs system because yeah you're obviously looking at this equation all this extra downforce that helps you in the corners but if you if you want a really hot lap time you a few extra mile an hour on the straights makes a big difference so how long absolutely have you wanted to fit a drs system to a road car it must be an idea in your head i always found it fascinating in formula one because it gives the driver something to play with and i tell you even on the autobahn and the d restricted md autobahn it it plays such a big role a lot bigger than i thought actually until i tried it yeah because if you if you're going really quick and there's a curve coming and you kind of start to think will i lift or will i go and um the only solution is press drs and the car is like settling down yeah it you can feel it how it hunkers down like as if it would click in a rail system and and you can reach uh speeds comfortably easily without any danger that haven't been there before in the kernels and and that's why the car is so fast on the track i mean with that setup with a cup our compound tire which is available at the dealerships in some high-speed corners that thing on a cab our tire is faster than a cup car a current cop car on slicks it's insane everybody should train them neck muscles a little bit like the formula one driver you'll be able to spot a gt3 rs driver from you know across the bar because he'll be there now with the gt4 rs the noise obviously the intake system that was its big party troop you could say the drs is this car's party trick is there anything um additional you've done with the sound of this car other than just just you know i've got 9000 i think the rear engine the rear engine setup on the gt3 sounds spectacular and the same goes for this car it has even a little bit less insulating material and so there's a little bit more coming across of intake and of exhaust noise we don't have the the intake system like on a gt4s so the sound is bespoke gt3 rs which i think is good because everybody said oh the 4s sounds completely different than this one yeah despite having the same engine that's a good thing yeah so every car should have its own characteristics this car definitely lives from from its from its body from its looks from its stance from its aerodynamic concept from the way that driver can influence the drive systems you can influence a rebound and uh and compression of the of each four of the of the of the dampers from the style by turning it up from the steering wheel with the dial you can adjust the the diff you can adjust traction control and everything very neatly and it's it helps really to find your own best setup you don't have to crawl around on the floor and doing clicks and after after one lap getting back now that was not correct and try again so it makes it easier so the technology that we involved in that car is is really a super a lot of innovations like the door is carbon fiber we never had a carbon fiber door in a street legal car it's not the same door that we have in the cup car the cab car you don't have to safety uh the safety concerns on the streetcar and you've got this crossbars here and this is a real carbon fiber door and it is an enabler for the aerodynamics because we have we needed a different shape to vent the wheel houses here to get the air out like on a gt1 back then it seems like this car's entire mission is to get air out you know out of the arch out of the top of here out of the i tell you what the air is really frightened when it hits that car it needs escape hatches so this is the purp this is the perfect chance then why don't you just walk me through a few of your favorite bits where you've really moved the needle on this car i mean the special bits like i said before we needed enablers uh to to to be able to uh realize such a radical aerodynamic concept the cooler system look at this so the you have a central radiator in the front of the car like on a gt3 r like on the rsr even so it's a pure motorsport part and it's a motorsport technology that way we could leave away the outer two radiators that we have in the gt3 for example and on the predecessor gt3 rs enabling us to fit in aerodynamic modules underneath the headlights that are work in synchronization with the rear flap which is not only zero or 100 it's it's infinitesimal it go it goes goes all the way and it's uh perfectly in balance with the front modules which couldn't have been there when we would have had coolers here sure so even the radiator concept is something something like a product out of the aerodynamic needs so we needed a very efficient cooler it has 30 40 percent more efficiency than the three cooling unit on the on the gt3 which is needed because the surface of the three coolers are a lot bigger than the surface of only one cooler here which is a big one but you have to over compensate the size for more efficiency and that was something that was difficult but um now the car is from the cooling side completely healthy you do of course you lose your luggage space you lose the luggage space but you have luggage space behind the seats oh there we go most of the rs owners i know they have their stuff anyways in the cabin yeah but sorry for that but that's the price for having this this extremely uh extremely astonishing aerodynamics on the car and if and if the most important thing to you is space for a bag in the front nose absolutely there's a car and we offer a roof rack as well yeah to put your stuff on no and um you were asking about the the the things that yeah i have to say these when i when i first saw pictures of it my computer these leapt out they give it a really different look and character at the front but of course nothing's just stuck on for looks i have that this has a purpose yeah as you might imagine it's not the most beautiful part on the car we tried to try to drive and this is what came out it's really function but we need it because why because the air enters here exits behind the radio here hot and without that it would go straight over the roof to the intake of the engine if you're trying to send it out towards me we have to get the air away from the engine's intake which is in the middle it sits in the middle of the car so this vein that you see here this blade directs the air a little bit to the outside coming coming up and this boomerang we call it does the rest in guiding the air all around the car the good thing is even in wintertime we always have it warm in the cabin when you put the windows down because the hot air is coming by here but would try to get into the middle of the car here again and that's why these fins are for to guide the air away from the from from the from the center of the intake this is how this two this two plastic parts um work together and they're needed take those away and take the boomerang away more than 20 horsepower less that's fantastic and because the air is just hotter that the engine has to intake am i right that even the wishbones on the suspension are profiled to have downforce we have a double wishbone front axle here they're not the same parts in a gt3s it's the same principle but every wishbone every steering rod every every um connecting rod is shaped like a wing yeah and um it looks spectacular i would like to have this transparent uh to show it off it's like in a war formula one car you see it as well and it makes 40 kilos of down force attacking directly at the suspension joints exactly where we want it yeah 40 kilos we always have to look very hard for downfalls in the front because we want to keep the balance of the car 70 in the back 30 at the front stable always that's why we have to move this uh adjustable diffuser in synchronicity with the rear flapper wow there's a lot going on so yeah in terms of in terms of specs then uh club sport is is the standard car that's what it's doing what do you get with this the standard kind of spec and then and then we'll talk a bit about the voice act pack and how we step up the standard spec if you want to have the roll cage you get it no it's included in the car not our american customers that's a pity but regulations in the u.s doesn't allow to have a roll cage in the car in a gt3 um but it normally comes standard with the uh with the rs pack yeah you can opt for one without if you need the luggage space yeah and um yeah you have uh you have the seat the seat harness the six-point harness that you need and uh the provision to make a make a make a emergency uh cutoff cut-off switch for for uh for racetrack use that's mainly in a fire extinguisher okay that is mainly what the club sport package exists uh consists of and then the vice hack pack when you step up to that the visa pack um i mean this is the subtle version of that yeah i mean i walked in that door i barely noticed it yeah where's the new car that's the car that really blends in on a no on this in london with a lot of traffic the visor package shows more exposed carbon fiber all these parts are carbon fiber but they're painted the visor package will have a hood like on the predecessor that is uh in carbon fiber but will feature stripes exiting here this uh this this this air vent in the exterior color so it have two as well will be two stripes an exterior color there looks very good that the roof will be exposed carbon fiber uh the rear lid will be carbon fiber as well and then the rear lid so another rear flap here the movable part of the wing will be carbon fiber and cool thing is on the visor package there's a porsche sticker underneath that you can only see when you go in high downforce so when you hit the brakes when you hit the brakes yeah by the way hitting the brakes doing this active air brake thing is uh is producing two and a half meter less distance than stopping from 200 to zero that's a lot and even more when you go faster it makes really a difference makes really a difference and visa pack as well has some carbon features on the suspension like the stabilizers the linking the linking parts of the stabilizer and the transversal strut between the two uprights and the back it's alone five kilos of weight saving with carbon power and visor package on the suspension you get magnesium wheels which are eight kilos lighter so and we have uh pedals the shifting pedals uh with the mechanism of the cup car with the magnetic mechanism because click click click does it just give you a kind of crisper feeling it's super crisp and you hear it now and um we have the the door handles in carbon fiber and the stitching is all the same the roll cage in carbon as well i would yeah the roll cage is carbon fiber as well on the visor package it has a different geometry it's not this cross section that we see here uh it looks a little bit different uh very exciting and uh six kilos lighter than this one and in total with the device pack how much it's about nine it's it's very roughly 19.4 kilos 19.47192 exactly and what percentage of customers because look if you're going to go the whole hog and get the gt3 rs you know you're probably the person that cares about 19.4 kilograms so yeah what percentage of your customers are going to go for them what's your guess well i'm going to say above 50 right yeah way above yeah oh really so we we're curious ourselves but with the rs models it's way more than than 50 it goes even in the 70 range depending on the market yeah depending on the market yeah and it's obviously it's not a limited number of cars it's a limited build time how does it slot in with gt4 and gt3 and how long will you make we got one production line in sofinhausen and we're very busy and we're trying to feeding as much cars as we can we're prepared to produce cars not only one a day um i'm sure they won't be enough for everybody it's always the same so i don't make any promises here but we're trying our best and we're starting the production in a couple of weeks yeah and throughout all the next year and uh we're doing our best together with our with our suppliers so to get enough parts to make enough cars sure but it's obviously a very calculated thing on your part you know you could do two production lines and make twice as many cars but there for you is there a sort of fine line between exclusivity and profits i don't know i mean it's that's not my it's not my uh um my role to judge about something like that i think it's always when you have this situation in there when there's more demand and then what you can then what you can actually produce there's this exclusivity thing um and there's three people and only two cars is the same as three thousand only two thousand nine hundred sure um but um it's it's it's not it's not that we that we want to uh um yeah to to decrease the number or to to to keep the numbers in in a certain range we only have the capacity in the comp in the company and we only have one production line and we like i said we can't just make a second one because we need exactly the same buildings again so we're producing at a maximum what we can what we what we can what we can pump out but there's not a limit that we think i have in our head that we don't want to produce more than this and that because we ask the markets how much cars do you think you need and then we act according to that and thanks trying to adjust the production which sometimes goes wrong because the demand seems to rise from model to model so okay well as we readjust there's even more demand next look whatever you're doing you're doing it right and uh to to see and hear the amount of work that's gone into this car and such on a level even the components you can't see are working to get you around that track faster it's it's astonishing it must make your heart bleed um if a customer buys this car and just parks it up and doesn't drive it well i mean it's up to anybody it's up it's up to the customer absolutely this car is made for driving it's main it's meant to get some stone chips it's meant to get used uh it's meant to produce a lot of fun for the owner because otherwise we could spend like maybe half of the time making it that drivable as it is and and and that quick as it is it seems like a bit of a waste to me if a car is parked only in the garage and getting getting its polish but we know from the rs customer base especially rs customers 85 percent of them they really use their cars on the track and this is something this is a quota i can live with all right well i can't wait to have a go and to drive it properly as you intended thank you so much is as you've probably figured out by now a very very special bit of kit this car and you probably want one i know that i do but there are two problems standing in our way the first is price it costs around 195 000 pounds and the second is being lucky enough to get your name on the list for one but look if you've got that sort of money burning a hole in your pocket and friends in high enough places then please do crack on because it's gonna go down in history this car the wildest 911 thus far you\n"