The 997 GT3 RS 4.0 became THE Porsche to drive and was every enthusiast's dream. But with its limited release, it became the most elusive Porsche to drive, much less to own. RELATED: The Porsche 911 GT2 RS VS The Porsche 911 GT3 RS: Here's Which Hardcore Flagship Porsche Is Best. Porsche Built Only 600 Units Of The 911 GT3 RS 4.0 Porsche 911 Turbo S v McLaren 720S! It's tim Visit carwow to save money on your next car - https://www.carwow.comThis is the one you've all been waiting for! Porsche 911 Turbo S v McLaren 720S! The 2022 Porsche 911 GT3 is now available for U.S. customers to configure and order. The new model carries a starting MSRP of $161,100 excluding a $1,350 delivery, processing and handling fee. The Porsche 911 GT3 is expected to arrive in the U.S. as part of the 2022 model year, reaching dealers by Fall 2021. This 911 GT3 RS came to life thanks to TKB Motorsports in Florida and the fitment of a ProCharger P1X supercharger, Fabspeed Motorsport long tube headers, Turbosmart blow-off valve, K&N air filter Take a closer look at the all-new 2023 Porsche 911 (992) GT3 RS in white color.See in detail : 0:00 Intro0:15 Exterior1:44 Interior 2:50 Track driving & Exha Scorchers: McLaren 600LT vs. Porsche 911 GT3 RS! As equipped, the 600LT costs $309,310, and McLaren claims its 3.8-liter twin-turbo V-8 produces 592 hp and 457 lb-ft of torque. The test team . Watch The Porsche 911 Turbo S Step Out Of Its Comfort Zone And Challenge The GT2 RS And The GT3The Porsche 911 Turbo S takes the fight to the track-focused GT2 RS and the GT3 The folks at ‘Carwow’ brought three Porsche 911s to the track – the 992 Turbo S, the 991 GT2 RS, and the 992 GT3 – for a series of drag and rolling races It comes with a twin-turbo flat-six that makes 650 HP and 590 lb/ft of torque. An eight-speed dual-clutch automatic gearbox feeds power to all four wheels Porsche 991 911 GT2 RS:It is also powered by the same engine as the Turbo S, but it churns out 700 HP and 553 lb/ft of torque. A seven-speed dual-clutch automatic gearbox powers the rear wheels here Porsche 992 911 GT3:It features a naturally aspirated flat-six that dishes out 510 HP and 347 lb/ft of torque. It is mated to a seven-speed dual-clutch automatic that drives only the rear wheels The Porsche 911 Turbo S is the heaviest, tipping the scales at 3,616 pounds (1,640 kilos). The GT2 RS comes in next at 3,241 pounds (1,470 kilos), whereas the GT3 is the lightest, weighing in at 3,164 pounds (1,435 kilos) Race 1 of 5:The GT2 RS struggled for traction here while the Turbo S shot off the line and eventually won the race. The GT2 RS got close in the second half, but couldn’t get past it. The GT3 did well for a naturally aspirated, but it wasn’t enough Race 2 of 5:The result of this race was the same as the first one. The GT3, despite having an amazing launch again, couldn’t do much. The naturally aspirated engine makes the least power and routes it to the rear wheels only, thus putting it at a disadvantage Race 3 of 5:The GT2 RS was doing well once it gained speeds, but was struggling to get off the line. So, the driver switched on the stability control to see if it would make any difference. Unfortunately, it didn’t, and the result was the same once again Race 4 and 5 of 5:The launch control on the GT2 RS was disabled this time. It still couldn’t beat the Turbo S, which was hooking up extremely well. The GT3 was just there for the cameras and didn’t bother the Turbo S and the GT2 RS in any of the five races As for the timings of the last race, the Porsche 911 Turbo S completed the quarter-mile distance in seconds, the GT2 RS did it in seconds, and the GT3 completed it in 11 seconds Rolling Race 1 of 2:The GT2 RS got payback for its losses in the drag races. It dominated this race, which was from 50 mph with the cars locked in the comfort settings and gearbox in automatic mode. The Turbo S came second and the GT3 third Rolling Race 2 of 2:This time also the cars started from 50 mph, but in sportiest settings and manual mode for the gearbox. The GT2 RS was unfazed and sprinted ahead like Usain Bolt, leaving the Turbo S and the GT3 in the dust Brake Test:The brake test from 100 mph saw the GT cars stop in the shortest distance, while the Turbo S took a little more road to come to a halt Swipe up to watch the video and read about the fun race in detail READNEXTSTORYDrag Race: Mustang Mach-E GT vs Tesla Model Y Performanceswipe up to read If you don't consider yourself a Porschephile, the Porsche 911 model lineup can be maddeningly complex. The 992-generation 911 (which launched in 2019) consists of Carreras, Cabriolets, and Targas, S and 4S models, multiple versions of the 911 Turbo, and a 911 GT3—and there are more on the way. In the coming years, we're expecting the lineup to grow with the addition of the 911 GT3 Touring, 911 GT2, and 911 GTS, among others. But as of today, if you want the ultimate high-performance 911, you've got two options: the 911 Turbo S and the new 911 GT3. They share a penchant for going fast and setting blistering lap times but take wildly different approaches to doing so. Here's how the Porsche 911 Turbo S and Porsche 911 GT3 are similar and how they 911 Turbo S vs. 911 GT3: Curb AppealAlthough both the 911 Turbo S and 911 GT3 roll down the same production line, there are some clear visual differences that go beyond trim-exclusive wheels or colors. Up front, the 911 Turbo S looks a bit more like the 911 Carrera, thanks to a similar front air intake design (though the Turbo's is larger and features three sections) and a frunk design that harkens back to the classic 930-generation 911 (1975 to 1989). Hiding beneath the Turbo S' air intake is a retractable spoiler that deploys automatically above certain speeds or in Sport Plus mode. The 911 GT3's nose is a bit different. Its hood, made from carbon-fiber-reinforced plastic, features a distinctive snout that works with its unique front clip to increase downforce at high back, the 911 GT3 features a manually adjustable swan-neck rear wing plus a decklid spoiler, a functional rear diffuser, and twin center-exiting exhausts. The 911 Turbo S has an automatically deploying rear spoiler integrated into the decklid as well as twin air intakes on its rear quarter panels and a quad-tipped the 911 Turbo S is among the most luxurious and tech-forward members of the 911 line, with upscale materials, an electronic shifter, and four seats. The race-ready 911 GT3 loses the rear seats and gets thinner window glass to save weight, while features such as its mechanically operated shifter (which shares its knob with the manual version) and its specific center stack show its track 911 Turbo is also available in coupe or cabriolet form, whereas the GT3 is only sold as a GT3 vs. 911 Turbo S: Under the HoodThis is where the 911 GT3 and Turbo S really start to diverge. Although both share a rear-mounted flat-six engine, there are some major differences in the character of the 911 Turbo is powered by a twin-turbo flat-six that produces 572 hp and 553 lb-ft of torque in Turbo trim or 640 hp and 590 lb-ft of torque in Turbo S form. That power is sent through a PDK eight-speed dual-clutch automatic to a torque-vectoring all-wheel-drive system. The 911 Turbo S is currently the second-quickest car we've ever tested, accelerating from 0 to 60 mph in seconds. The 911 GT3 skews old school in its drivetrain setup. It's powered by a high-revving naturally aspirated flat-six that produces 502 hp and 346 lb-ft of torque. The exclusively rear-wheel-drive 911 GT3 gets a PDK seven-speed dual-clutch automatic to save weight versus the eight-speed unit in the Turbo S. A six-speed manual is available, as well. A PDK-equipped 911 GT3 we recently tested sprinted from 0-60 mph in just cars have four-wheel steering and massive brakes, but the 911 GT3 gets a unique, race-derived multilink front suspension and specific dampers designed to improve steering feel and turn-in Turbo S vs. 911 GT3: How Do They Drive?With the caveat that we haven't driven the two 911s back to back on the same road at the same time, both are unmistakably "Porsche" yet feel like entirely different 911 Turbo S—and there's no other way to put this—is stupid fast. With the Turbo S, Porsche has somehow created an internal combustion car that delivers its power with the ferocity and immediacy of an electric performance car like Tesla's Model S or Porsche's own Taycan. The 911 Turbo S launches so hard off the line that unsecured items will go flying backward in the cabin, and it feels as if you've somehow slowed the Earth's rotation as you rocket grip doesn't let up in bends, either. Thanks to its torque-vectoring all-wheel drive, four-wheel steering, and massive brakes, the Turbo S can be chucked hard into a corner and the driver can get on the power early, allowing the Porsche to claw its way out of the corner at speeds far faster than should be possible. The 911 Turbo S never quite feels challenged out on the road, leaving it up to you to focus and improve your driving to wring the most out of the contrast, if we had to use one word to describe the 911 GT3, it would be "emotional." Whereas the 911 Turbo S is sort of like a Westworld host—sentient but still somehow robotic—the GT3 is organic through and through. A 9,000-rpm redline (and a tach that reads to 10,000 rpm) will do that to naturally aspirated, and full of character, the 911 GT3's engine feels like the swan song for internal combustion. Unlike many high-revving, naturally aspirated engines, it makes a solid wave of power right off idle and holds it all the way to redline. And because the engine isn't breathing through turbos, it has a ferocious wail of a soundtrack with the sort of intrinsic quality usually reserved for big unique front axle and suspension also makes a big difference. The GT3's ride is firmer and a bit less forgiving, while its front end feels lighter and more agile—delivering its grip not through an extra driveshaft but purely through clever mechanical engineering. Put another way, if the 911 Turbo S claws its way through canyons, the 911 GT3 digs into corners like an ice skate biting into a Much Does Each 911 Cost?Usually, "less" car (as in fewer creature comforts in favor of more track performance) costs more in this space, but the 911 bucks that trend. Prices for the 911 GT3 start at $162,450—though it's quite easy to option one up well over $200,000. The 911 Turbo's base price is $175,650, with the more powerful Turbo S starting at $208,350 for 2022. The Turbos are available now; the GT3 will be released stateside this 2022 Porsche 911 GT3 2021 Porsche 911 Turbo S BASE PRICE $162,450 $204,850 PRICE AS TESTED $197,770 $224,780 VEHICLE LAYOUT Rear-engine, RWD, 2-pass, 2-door coupe Rear-engine, AWD, 4-pass, 2-door coupe ENGINE DOHC 24-valve flat-6 win-turbo DOHC 24-valve flat-6, alum block/heads TRANSMISSION 7-speed twin-clutch auto 8-speed twin-clutch auto CURB WEIGHT (F/R DIST) 3,213 lb (40/60%) 3,628 lb WHEELBASE in in LENGTH x WIDTH x HEIGHT x x in x x in 0-60 MPH sec sec QUARTER MILE sec @ mph sec @ mph BRAKING, 60-0 MPH 93 ft 97 ft LATERAL ACCELERATION g (avg) g (avg) MT FIGURE EIGHT sec @ g (avg) sec @ g (avg) EPA CITY/HWY/COMB FUEL ECON 15/20/17 (est) mpg 15/20/17 mpg ENERGY CONS, CITY/HWY 225/169 kWh/100 miles (est) 225/169 kWh/100 miles CO2 EMISSIONS, COMB lb/mile (est) lb/mile Dec 18, 2021 at 9:07am ET Does the new Porsche 911 GT3 stand a chance against other top-tier turbocharged 911s in a drag race? Sure, the new 992 generation 911 GT3 is an impressive track weapon, but does it have the straight-line speed to match boosted 911s in a straight line? To find out, the carwow team hit the drag strip with a new 992 Porsche 911 Turbo S, 991 generation GT2 RS, and the new 911 GT3 to find out. The 992 generation Porsche 911 GT3 is one of the most impressive 911s ever built. This insane naturally aspirated track day special boasts one of the highest revving engines in production today with a 9,000rpm redline. This insane flat-6 produces 503 horsepower (375 Kilowatts) and 347 lb-ft of (470 Newton Meters) torque. When it comes to transmission choices, owners can choose from a 6-speed manual transmission or Porsche’s lightning-fast 7-speed dual-clutch PDK transmission. With the PDK option, the 992 911 GT3 can sprint from 0 to 60 in only seconds but is it enough to keep up with the competition? More Porsche News: The 992 Porsche 911 Turbo S is a road-legal rocket ship. The twin-turbo flat-6 in the rear of this insane Porsche puts out 640 horsepower (477 Kilowatts) and 590 lb-ft (800 Newton Meters) of torque. The only transmission is an 8-speed dual-clutch automatic PDK transmission that was specifically tuned for the 911 Turbo. The all-wheel-drive 911 Turbo S gets off the line quicker than just about any car on the road with a 0 to 60mph time of only seconds. Finally, we have the 991 911 GT2 RS which is from the previous generation Porsche 911. The GT2 RS was the pinnacle of that generation of 911. This legendary 911 is powered by a twin-turbo flat-6 that produces 700 horsepower (521 Kilowatts) and 553 lb-ft (750 Newton Meters) of torque. Power is sent to the rear wheels via a 7-speed PDK dual-clutch transmission. Which of these legendary Porsches is the top-dog on the drag strip? Let’s find out. I wouldn’t call it rain per se, more like the air is sagging under several gigatonnes of moisture. There’s barely a puddle, but the roads are offering all the adhesion of a greased otter, and I appear to have early onset cataracts because visibility is limited to the few feet in front of my face. Out there, somewhere, is the B4560 littered with sheep that skipped the health and safety briefing and other traffic, probably. Yet I’m still getting frothy at the prospect of the three mud-splattered cars in front of me: all turbocharged, all 4WD, all with different degrees of insanity hunkered over the rear axle. Three marker posts in the sprawling 911 range. Picking a Porsche 911 to buy these days is like choosing which member of the Swedish volleyball team to take out for a drink; it’s the kind of problem you’re happy to have, there isn’t a dud among them, but there is a positive swarm of possible engine, body and chassis combinations that require some careful navigation. Especially so since the updated GTS family, now sporting the thrustier new turbocharged flat-six, has arrived. Taking into account the Coupes, Cabriolets and Targas, two- and four-wheel-drive versions, S and non-S power outputs, and now the GTS brood (available in every bodystyle, with two- and four-wheel drive, PDK and manual), we counted 19 variants in total. And that’s not including the limited-run unicorns. So is the GTS, as it was with the 997 and pre-facelift 991, still the darling of the range? Is it still the perfect amalgam of gently massaged performance and real-world, public road usability, or has the torquier turbocharged engine squeezed the gap between standard Carrera and Turbo to the point where the GTS has been rendered obsolete? Photography: Lee BrimbleThis feature was originally published in issue 293 of Top Gear magazine

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