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

The gts will not have the power of the turbo s. Also it will have a much stiffer ride, and not quite as nice an interior. Think of the gts as being between the Carrera s and the gt3, not the turbo. The gts will also not have a many available options as it's a package car. Like the Carrera T for example, or the anniversary edition.

Porsche 911 Turbo S (992) Engine 3,745cc, twin-turbo, flat-six Transmission 8-spd dual-clutch PDK, AWD Power (hp) 650@6,750rpm Torque (lb ft) 590@2,500rpm-4,000rpm 0-62mph Top speed 205mph Weight 1,640kg (DIN) Price £160,610 (as tested £169,484) You know what's brilliant about the new GT3? Its gear lever. Take a gander below. Reportedly it looks the way it does because GT boss Andreas Preuninger prefers to flick up and down ratios the old-fashioned way. This is a preference he and I share. It is the way all the gear levers in PDK 911s should look and function. Partly because it's perfectly sized and Alcantara-clad, which makes it great to hold in a way the silly big switch is not, but mostly because the quick-fire motion of shifting sequentially with your palm is as close as you're going to get to the physicality of a proper manual 'box. Which you obviously can't have in a 992 Turbo helps, of course, that in the GT3's case the stick is up or downshifting one of the world's last great petrol engines. We can talk all day about where precisely the latest version of the stellar unit falls in the pantheon of Porsche flat-sixes, but there is no question of its haloed status in 2021. It is ravishingly good in a way that only a 9,000rpm naturally aspirated motor could be when its virtues palpably separate it from the vast majority of other engines on yet it gives up 140hp to the smaller, much less famous twin-turbocharged flat-six Porsche has installed in the current 911 Turbo S. This is a lot. On paper it is the difference between seconds to 62mph and which perhapsdoesn't sound like a consequential amount. But dipping that far beneath the three-second tape is the difference between merely scintillating acceleration and something truly unearthly. The GT3 is roughly as quick to the national limit as the new xDrive-equipped BMW M3. The 992 Turbo S will get you there quicker than a McLaren 720S. That's the there's the way it is delivered. No one in their right mind is going to accuse the new GT3 of being laggardly at low revs (and downshifting its shorter ratios is plainly half the fun) but the simple fact is that access to 590lb ft of torque from 2,500rpm is wildly dissimilar to building up to 347lb ft at 6,100rpm. Sure, the latter is underpinned by all manner of fireworks, but the adaptive all-wheel-drive Turbo S conceals its 200kg-odd weight penalty beneath a surging drivability in all conditions. It isn't just fast on the right road or when you're in the mood or when the sun's out or beyond a pit lane wall - it is prodigiously fast no matter course the reductive way to consider this from the GT3 side of the coin is to dismiss this thrusting attitude as mindless posturing. Speed is not a synonym for fun, after all. But that undersells just how complete the 992 iteration of Turbo S actually is - especially when tasked with the job of whisking its driver to Wales for 24 hours and then going straight back again. You'd expect it to be better on the M4, and it is. Vastly better. Porsche's quest for lap time improvement has made the latest GT3 an intense experience even when barely moving in the outside lane. The Turbo S - its interior coated in leather, its driver's seat plump with cushioning and its suspension endowed with what seems like two inches of additional spring travel - is pillowy by among the flagship 911's reasons for being, the ability to vanquish motorway journeys is prominent - and likely less compelling for a GT3 buyer. But anyone expecting the appeal of the Turbo S to drop sharply away as the lanes go from two to one is in for a surprise. Through corners, it would be hard to deny the disadvantages of the chunkier kerbweight nor the end result of the GT3's newly trick and much stiffer front suspension - the Turbo's connection to the road is inevitably more considered, and its steering wheel cannot be twirled with quite the same you'll have to work hard at remembering these niceties if you really tie one on. The easiest thing in the world to do with the Turbo S is to drive it modestly; pay it the compliment of trying a bit harder in 'Sport' or 'Sport Plus' - as the GT3 encourages you to do almost by default - and the most expensive 911 makes a persuasive claim to being the quickest real-world car you can buy anywhere, at any price. Not just because the acceleration is absurdly and unremittingly savage right across the rev range and in virtually any gear, but because it is deployed by a chassis that makes its raw speed seem entirely manageable. Appropriate, total absence of anything that might be called nervousness is startling, not just for the lateral forces involved at apexes, but because it isn't achieved merely be ratcheting up the car's stability bias. Oh there's grip, of course - monumental reams of the stuff extracted from the road surface at all angles, but it's not generated with brute-force nonchalance or a disregard for the driver. The Turbo S might depend heavily on its technological tour-de-force to extract your confidence in its precision and dependability, though not in a way that understates its colossal output or the breathtaking results. The car's triumph is to make the whole improbable experience hang together in a way that seems not only usable and cohesive on a B road, but immersive, there is an issue, it crops up in the improbable size of the numbers registering on the speedo while you're getting to grips with just how clever the torque vectoring and four-wheel steering really are - although that consequence could be levelled at any number of direct rivals, the GT3 included. Better to reflect on the car's defining trait, which is just how convenient it is to put all the more shouty toys back in the box and return to driving the Turbo S as though it were any other comfort-orientated luxury sports car. Much like its deficit in straight-line performance, this is a trick the much more single-minded GT3 cannot hope to pull off. No matter how much nicer its gear stick. NCPorsche 911 GT3 (PDK) Engine 3,996cc, flat-six Transmission 7-speed dual-clutch PDK, RWD Power (hp) 510@8,400rpm Torque (lb ft) 347@6,100rpm 0-62mph seconds Top speed 198mph Weight 1,435kg (DIN) Price £127,820 (as tested £139,940) Speed Matters. You may have heard. But for all its improvements as a driver's car (the 992 Turbo S really is even better than the very good its sheer speed really is the abiding memory. Pace, velocity, momentum, whatever: it's just obscenely fast. And while it isn't as though the flagship 911 is one dimensional - far from it - the sheer relentlessness of its acceleration does dominate the experience. Which is fair enough, of course, though hardly conducive to enjoying it in the UK."How was the Turbo S?", someone might ask. "Fast", you'll inevitably reply, or a more creative expression to that effect. Faced with the same query around the GT3, you likely won't mention speed at all. "Sensational" perhaps, or "mesmerising". "The most wonderful 911 I've driven and the best car on sale" might be it deserves almost all that praise for everything it does while not going very fast at all, handily. Obviously, it's exceptional at laying down lap times, because that's why the GT cars exist, right up to the new Cayenne. However, in a GT3, there's so much going on so much of the time for an enthusiast to appreciate, that not exploring its full potential seems almost immaterial. You never get that feeling in the Turbo. And yes, it makes the car more wearing - potentially too raw given an RS is still to come - but what did you expect? It's named after a race car category, Michelin Cup 2s are standard fit, the roll cage can be put in as a no-cost extra (a free Porsche option!) and the rear wing belongs in a design museum. Of course it's not meant to be at home on the M4. Of course it's going to demand your attention, because that's exactly what a GT should into it mindful of the intensity and it makes ordinary driving so much more of an event. That's whether you want it to be or not, it should be noted - but there's a GTS for fuss-free speed. If you want to be endlessly absorbed, this is the 911 for you. It may very well be the car, period. The PDK and differential chunter at low speed (the throttle needs a good shove to get it moving, too), the valvetrain can he heard gnashing away at just a few thousand revs, as can the pads clamping on discs and road detritus in those gigantic wheel arches. Pulling or pushing that gearlever makes you feel like a Cup car driver, and still you're nowhere near the national speed limit. Going this slowly shouldn't be this the joy of this GT3 is that it's not like the rawest of road racers. It won't cover distance like a Turbo, sure, but it's liveable, there's sufficient space, the stereo is good and the seats are supremely comfortable. Yes, you'll be buzzing along at quite a few revs with the seven-speed PDK and won't be able to see much out the back, but they seem like prices worth paying. For a car as memorable as those that need thermals on a cold day and suncream on hot ones, a bit of road roar seems be in no doubt: this GT3 is utterly captivating driven fast, to a level no other 911 - let alone many other cars - can match. The new suspension has worked wonder: the front end is both grippier and more communicative, giving the driver additional confidence. Should you wish, too, it still benefits from holding the brakes into a corner to really lock the GT3 onto its line; advancements in hardware haven't dulled the challenge. Both the brake pedal and the electric steering have improved on what seemed beyond reproach for the last GT3. The assists are lenient, the driving position perfect, and the gear lever Nic can't leave alone is fairly brilliant as well. Don't be surprised to see it on the options list of the other PDK 911s soon...Traction and grip have increased, too, because Nurburgring lap times don't go down without them when power is unchanged. But because you're made to feel such an integral part of the experience, it doesn't matter that the limit is such a way off. Any kind of skydive lives long in the memory, regardless of height; the same applies to any kind of GT3 drive. It is spellbinding on a road by default, which just keys you in to how epic it must be on a circuit in Track is the quality and quantity of feedback in a GT3, to a level that the Turbo S can't - and probably shouldn't - hope to match, it could be powered by a 924 engine and still be unputdownable. Only, of course, it's not. The GT3 is shoved along by a Porsche masterclass of a flat-six; that an engine this ferocious and this exciting to listen to can still be sold in 2021 is cause for celebration. The only thing tangibly more brilliant is Ferrari's V12, which seems reasonable enough given the additional power, capacity, and price. But, honestly, you'll seldom want for more than this can offer; it's the perfect complement to a chassis of such ability and intensity. And although the manual will always be hard to resist, the PDK arguably suits a car this extreme even better, matching the immediacy and energy of the rest of the package. Even a Porsche manual might seem a bit sluggish by comparison. Get a lower gear (by the stick, of course), dare to explore the second half of the rev range - any restraint is worn down pretty quick - and you'll soon be travelling very, very fast indeed. And you won't care a jot if the wild Turbo S gets slightly further away...Because, yes, speed matters - but it isn't everything. The GT3 is emphatic proof of that, if it were needed. It isn't the Turbo's equal when it comes to terrifying passengers or dominating drag strips, but as a driver's car, it knows no equal. It involves and intrigues at all speeds and all commitment levels, yet never overwhelms. And while nobody really wants to be deeply involved with 200 miles of motorway ahead, it's a small price to pay for a 911 of such stellar quality everywhere else. MBPorsche 911 Turbo S (992) | PH Review Porsche 911 GT3 (992) | PH Review

The GT3 is faster through the corners and can brake later, but the Turbo is much quicker out of the corner and down the straightsso the car with the overall edge will depend on the track. Worth noting that most official Turbo lap times are set with street tires while the GT3 is timed with streetable track tires (as factory equipment).

The History and Key Differences Between Them The GT2 RS and GT3 RS are two Porsche 911 models designed with a simple yet compelling premise in mind: a powerful sports car that can also be taken on regular roads. Porsche calls each a “thoroughbred sports car” in the sense that each came from long lines of distinguished and highly capable sports car models Both are undoubtedly dream machines for any motorsport enthusiast. While these two cars may look superficially similar, they differ substantially in power, character, performance, and cost. This article will go over the origins and key differences between the GT2 RS and GT3 RS. A GT2 RS and GT3 RS, both with the Weissach package. Source: YouTube. CLICK HERE FOR A VIDEO REVIEW OF THE GT2 RS AND GT3 RS WEISSACH PACKAGES. A Brief History The Original GT2 Let’s start with the GT2. Named after the Group GT2 (Grand Touring Cars) racing class of the FIA, this car was built with racing in mind. As a high-performance sports car made by Porsche from 1993 to 2009, the GT2 was initially based on the 911 Turbo and used an analogous twin-turbo engine. Despite these core similarities, the GT2 included a smorgasbord of upgrades such as larger brakes and suspension recalibration. The original 993 generation GT2. Photo courtesy of The Car Spy. Source: Wikipedia. The original 993 version of the GT2 ditched many of the unnecessary components of the Turbo and thus was quite a bit lighter overall. It had widened plastic fenders and a large rear wing with air scoops for improved engine cooling. Its original engine generated a maximum power of 316 kW, or 444 horsepower. It could hit a top speed of 187 MPH and go from 0 to 60 in seconds. The 996 model came out in 1999 and, unlike its predecessor, was envisioned first and foremost as a road car. The new GT2 featured a twin-turbo version of the GT3’s flat-six engine (see below). It had a maximum power output of 350 kW (476 hp). The body also witnessed several changes from the previous 993 model. Major differences included wide fenders, a sharper, more aggressive nose, and a larger rear wing. The 996 GT2. Source: Car Throttle. Sources: Sport Car Market; Car and Driver. The Original GT3 The GT3 was first introduced in 1999 as a homologation model of the ever-popular Porsche 911, specifically the Porsche 996 model range. Like the GT2, the GT3 was named after the class from the FIA. Also like the GT2, the GT3 was focused on racing and eliminated any items or features that added unnecessary weight to the car. Gone were the rear seats, sound dampening, rear loudspeakers, sunroof, and air conditioning. In came a new flat-six engine design based on units used in the 911 GT1 race car. The engine became known as the Mezger after its chief designer, the engineer Hans Mezger. The original GT3, made from 1999 to 2005. Photo courtesy of Alexandre Prévot from Nancy, France. Source: Wikipedia. Although the Mezger is very similar to the completely water-cooled 962 engines, except that the GT3 engine uses two-cylinder heads each covering a battery of three cylinders. Interestingly, because the air-cooled crankcase has an engine-to-transmission mounting flange configuration, the 996 GT3 used six-speed manual gearbox that was also inherited from the air-cooled 911. Because this gearbox had interchangeable gear ratios and was more durable overall, it was better suited for racing than the standard 996 type of gearbox. The GT3 also featured enlarged brakes, a lowered and retuned suspension system, lighter wheels, and a special front bumper with rear spoiler to bolster downforce and increase overall grip. The sum total of all these features made the GT3 one of the best track cars Porsche had produced up until that point. Source: Road & Track. The GT3 RS In 2003, Porsche introduced the first 911 GT3 RS, a somehow even more racing-focused version of the 996 GT3. The “RS” stands for RennSport, or “racing sport” in English. Notable improvements over the original GT3 included aerodynamic body enhancements, carbon fiber parts, and a magnesium rooftop. The GT3 RS possesses a flat-six engine with 520 HP. Just as interesting are its optional Porsche Ceramic Composite Brakes (PCCB), which are extremely heat and fade resistant compared to typical cast iron units included as factory standard. The GT3 RS (with the Weissach Package), released in February 2018. Source: Despite all these extra features, the GT3 RS is slightly lighter than the GT3 thanks to a polycarbonate rear window, a carbon fiber hood, and a rear wing for reduced drag. The GT3 RS came out in 2016. Since then, Porsche has continued to release new, facelifted GT3 RS models ever since, the most recent being an update of the GT3 in 2018. Additionally, the GT3 RS has a number of different engine specifications from the GT3. For the purposes of racing homologation, the cylinder heads of the GT3 RS have reshaped intake and exhaust ports. It has progressive, rather than linear, springs, and the dampers are somewhere between 10 and 15% stiffer than the GT3. Wheel carriers are made to maximize dynamic control, while the suspension top mounts can be turned 120 degrees. One result of all this is that the GT3 RS is about a tenth of an inch lower to the ground than the GT3. The GT3 RS can accelerate from 0–60 MPH in seconds and has a top speed of 190 MPH. Sources: EVO. The GT2 RS In 2010, Porsche introduced the first GT2 RS to the world. Whereas the GT3 RS was produced alongside the original GT3 for several years, the GT2 wholly replaced the GT2 when it came out. Both lighter and stronger than the original GT2, the GT2 RS engine generates a power output of 456 kW along with 700 N⋅m of torque. The original 2010 Porsche 911 GT2 RS. Photo courtesy of Falcon® Photography from France. Source: Wikipedia. In 2017 the 991 generation of the GT2 RS was unveiled. With a L twin-turbo flat-six engine, the 991 GT2 RS has a maximum power output of 515 kW, or 691 hp, along with 750 N ⋅ m of torque. This version of the GT2 RS holds the distinction of being the most powerful production 911 variant Porsche has ever built. Because it does not have all-wheel drive, the GT2 RS is also about 300 lbs. lighter than the Turbo S it was originally based on. In order to minimize weight, the GT2 RS incorporates a titanium exhaust system, carbon-ceramic brakes, rear-axle steering, and a stability and traction control program. The Porsche 991 GT2 RS. Photo courtesy of By Alexandre Prévot from Nancy, France. Source: Wikipedia. In 2017, Porsche test driver Lars Kern used a 911 GT2 RS to set a 6 minute, second record time around the Nürburgring Nordschleife, with an average speed of MPH. A GT2 RS holds the record for the fastest production lap eve recorded, coming in at 3 minutes, seconds around a km track. This record was set in 2018 by Warren Luff, an Australian race and stunt driver. The 2019 Porsche GT2 RS is, as far as we can determine, the fastest street-legal car available right now. It goes from 0 to 60 MPH in seconds. Sources: Auto Express; Porsche; Bring a Trailer. Differences between GT2 RS and GT3 RS We spoke to several customer service representatives from Porsche. They told us that the difference between the GT2 RS and GT3 RS can be summarized in one word: speed. The GT3 RS is renowned for its mix of speed, handling, performance, and feel. The GT2 RS, on the other hand, pushes the speed envelope as far as Porsche cars can possibly go. Another thing to note is each car’s limited availability. “These two models are limited productions,” one agent noted. “The GT3 is only available every 4 years, whereas the GT2 is available every 7-8 years.” Additionally, “the GT2 RS will only be available once during that model’s lifespan.” This article will primarily discuss the latest versions of the GT2 RS and GT3 RS, released in 2017 and 2018 respectively. Engines The key difference between the GT2 RS and GT3 RS, our sources told us, lies in the core engine each one is built off of. They share many of the same design elements and both are great for road or track use. However, the GT2 RS takes those elements and combines them with its powerful twin-turbo engine. The GT2 RS uses a flat-six twin-turbo engine inherited from the original 911 Turbo S. The GT3 RS, on the other hand, is built with a naturally aspirated 4-liter flat-six engine. It uses a VarioCam system that constantly alters the timings of all four cams. This allows the engine to maximize all 22 lbs. of its boost. The flat-six twin-turbo engine used in the GT2 RS. Source: duPont Registry. What this means is that the GT2 RS produces 700 HP compared to the 520 HP of the GT3 RS. The GT2 RS can hit a top speed of 211 MPH, compared to the 193 MPH limit of the GT3 RS. This allowed a GT2 RS to complete the legendary Nürburgring lap a full 10 seconds faster than its GT3 RS competitor. The GT3 RS, in contrast, is all about performance. With its standard PDK transmission, performance-tuned suspension system, carbon ceramic brakes, and multiple aerodynamic enhancements, the GT3 RS exhibits fantastic handling in every way. However, be aware that the GT2 RS does not allow for either all-wheel drive or 4-wheel drive. This may be a serious concern for some drivers who demand stability and grip in their cars. The lack of AWD or 4WD has led the duPont Registry to call the GT2 class “the modern Widowmaker.” Take that information as you will. Most people agree that, while the GT2 RS possesses raw (at times frightening) power, the GT3 displays superior handling and makes for a better track car overall. Other Features: Cooling, Shock Dampening, Calipers, Brakes, etc. Compared to the GT3 RS, the GT2 RS has larger turbochargers, a modified crankcase, different pistons, a special kind of multi-tube air filter, large intercoolers, enlarged airducts, and a water injection system. All this means that, even in the most extreme conditions, the GT2 RS will turn in a reliable performance. As you can see, there is quite a power difference between these vehicles. For this reason, they also have differently calibrated shock dampening, steering (both axles), and stability control systems. Our sources especially wanted to emphasize the larger brakes on the GT2 RS, which have a caliper “about 10 mm bigger” than the GT3 RS. Further, whereas the GT2 RS comes standard with carbon ceramic brakes, the GT3 RS uses cast iron rotors. However, “the 3 brakes are slightly smaller at 380 mm in diameter.” Price We should, of course, mention the cars’ relative price ranges. According to our sources, “The [GT3 RS] will usually be around 300 thousand whereas the [GT2 RS] will be about half a million” in price. Take the latest versions, for example. The latest version of the GT2 RS has an MSRP from about $293,200. The GT3 RS, on the other hand, starts at around $187,500. It’s up to you to decide if the extra speed and raw power of the GT2 RS is worth the extra hundred grand. Weissach Package Before concluding, we should mention the Weissach Package that is optional for both GT2 RS and GT3 Rs. The WP, originally devised for the Porsche 918 Spyder, grants extra engine power and reduces the weight of a car by about 40 lbs. The package comprises of anti-roll bars on front and rear axles, coupling rods and roof both made of carbon-fiber reinforced plastic, and optional forged magnesium wheels. It includes a bolt-in roll cage made of titanium, which, as we all know, possesses the best strength-to-weight ratio of any metal. This makes it approximately lbs. lighter than the steel roll cage. If that weren’t enough, the ultra-light gearshift paddles and the steering wheel trim are also made of carbon-fiber reinforced plastic with a carbon-weave finish. They even made the carpet trim lighter. It would be safe to assume that the GT2 RS with the Weissach Package is hands-down the lightest and fastest Porsche ever conceived. Source: Sources: Porsche; Conclusions So, in conclusion, the GT2 RS is about pure speed, whereas the GT3 RS is about balancing speed with exquisite performance. If you’re need for speed is absolutely unquenchable, the GT2 RS could be the car for you. But if you want smooth handling and control while still easily achieving white-knuckle speeds, give the GT3 RS a try. Sources: Top Gear; Porsche Centre North Toronto; Rusnak / Pasadena Porsche; Romans International; phone interviews conducted with customer service representatives from Porsche (06/02/2020). The claimed mileage for Porsche 911 GT3 RS is 7.4 kmpl. In technical specifications, Porsche 911 Turbo S is powered by 3745 cc, 6 Cylinders Flat, 4 Valves/Cylinder, DOHC engine. Is this the greatest Porsche drag race of all time? You know what, we think it just might be! We’ve got the new Porsche 911 Turbo S facing off against a new 911 GT3 and a 991 generation GT2 RS! And of course, as you’d expect, the stats on all three cars are absolutely wild… Starting with the 911 Turbo, it’s powered by a twin-turbo flat-six that puts down 650hp & 800Nm. Of course, it’s super expensive, costing around £165,000, and it’s also pretty heavy, weighing in at 1,640kg. Alongside it, we have the awesome GT2 RS. It’s also powered by a twin-turbo flat-six, but it puts down 700hp & 750Nm. It’s a fair bit lighter than the Turbo S, at 1,470kg. However, it’s got one big disadvantage – it’s RWD only! It’s also SUPER expensive these days, costing you around £300,000! Then finally we have the GT3. It’s powered by a 4-litre naturally-aspirated flat-six that delivers 510hp & 470Nm. It’s the lightest car here, at 1,435kg, and it’s also the cheapest, at £128,000. But just like the GT2 RS, it’s also only equipped with RWD! So what do you think, will it be a walkover for the Turbo S? There’s only one way to find out… LET’S RACE! . 122 158 27 406 40 360 345 408

porsche 911 turbo s vs gt3 rs