We thought that Porsche had pretty much squeezed everything it could get out of the current 911 (internally called 997), which is due to be replaced by the heavily redesigned and bigger 991 at the Frankfurt auto show this fall. But we were wrong: meet the 911 GT3 RS 4.0, a stripped-down track fugitive equipped with the largest engine ever installed in a series-production 911, a naturally aspirated 4.0-liter flat-six that reaches 500 hp at 8250 rpm. That’s up from 450 hp at 7900 rpm for the 911 GT3 RS with its 3.8-liter flat-six. The maximum torque of 339 lb-ft—up from 317—arrives at 5750 rpm.
For the GT3 RS 4.0, Porsche uses the crankshaft of the 911 GT3 RSR race car; the connecting rods are made from titanium. We are happy to report that the only transmission available is a six-speed manual—no PDK dual-clutch transmission here. Porsche swapped the hood, fenders, and seats for carbon-fiber bits, and used lighter carpeting—some markets also will get a plastic rear window—cutting weight to 2998 pounds, 160 fewer than the RS we had at our last Lightning Lap. The RS 4.0 also gets a unique rear wing and air deflectors on the front fascia.
Wait. Where’s the Gain?
The 193-mph top speed is no improvement over the other GT3 models, and neither does Porsche claim the 4.0 will be any quicker than the, um, “basic” GT3 RS. The company quotes the same 3.8 seconds to 60 as it does for the RS. But we already clocked a GT3 at 3.8 seconds in that sprint. Figure on the RS 4.0 doing the deed in around 3.6—a rear-drive 911 can only be so quick.
This isn’t simply a last-minute update to the GT3 RS. It is a limited-production run of just 600 copies globally. The standard color is Carrara White, accentuated with silver and red striping on the front fascia, sides, hood, and roof—and huge "Porsche" lettering on the rear spoiler. The multifarious gimmicks and luxuries of many other 911s are markedly absent—there is no stop watch on the top of the dashboard, no cupholder, no navigation system, and, as mentioned before, no PDK.
This, of course, means the GT3 RS 4.0 will be even more expensive than the non-numbered RS. The 4.0 should set you back at least $185,000 when it hits U.S. showrooms later this year, about $70,000 more than a regular 911 GT3 and still $50,000 more than the GT3 RS. You'll probably still be lucky to get one.
For the GT3 RS 4.0, Porsche uses the crankshaft of the 911 GT3 RSR race car; the connecting rods are made from titanium. We are happy to report that the only transmission available is a six-speed manual—no PDK dual-clutch transmission here. Porsche swapped the hood, fenders, and seats for carbon-fiber bits, and used lighter carpeting—some markets also will get a plastic rear window—cutting weight to 2998 pounds, 160 fewer than the RS we had at our last Lightning Lap. The RS 4.0 also gets a unique rear wing and air deflectors on the front fascia.
Wait. Where’s the Gain?
The 193-mph top speed is no improvement over the other GT3 models, and neither does Porsche claim the 4.0 will be any quicker than the, um, “basic” GT3 RS. The company quotes the same 3.8 seconds to 60 as it does for the RS. But we already clocked a GT3 at 3.8 seconds in that sprint. Figure on the RS 4.0 doing the deed in around 3.6—a rear-drive 911 can only be so quick.
This isn’t simply a last-minute update to the GT3 RS. It is a limited-production run of just 600 copies globally. The standard color is Carrara White, accentuated with silver and red striping on the front fascia, sides, hood, and roof—and huge "Porsche" lettering on the rear spoiler. The multifarious gimmicks and luxuries of many other 911s are markedly absent—there is no stop watch on the top of the dashboard, no cupholder, no navigation system, and, as mentioned before, no PDK.
This, of course, means the GT3 RS 4.0 will be even more expensive than the non-numbered RS. The 4.0 should set you back at least $185,000 when it hits U.S. showrooms later this year, about $70,000 more than a regular 911 GT3 and still $50,000 more than the GT3 RS. You'll probably still be lucky to get one.
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