You can't really blame Porsche for celebrating its history. Especially not when an assemblage of cars like this is put together.



Any 911 with an RS badge—which stands for Renn Sport, or Racing Sport in German—is going to be something usable on the road, but designed for the track. To celebrate the launch of the new GT3 RS, Porsche decided to bring every previous GT3 RS and a sweet 1973 Carrera RS 2.7 to a place that blends the concepts of road and track like nowhere else on earth—the Isle of Man. A place whose twisty public roads, many of them with no speed limits, make up the fearsome 37-mile Isle of Man TT motorcycle race course.

Then they gave us the keys to every single one, which as you're about to find out, was quite nice.

Our time in each car was brief, hampered by cold rainy weather, and a thick fog that enveloped the Island's famous mountain road. But even in small doses in sub-optimal conditions, these cars leave a big impression

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1973 Carrera RS 2.7

When this car debuted in 1973, the GT3 racing formula that gave the 911 GT3 and GT3 RS their names was decades away. But Andreas Preuninger, the man who's led road-car development at Porsche Motorsport since the early 2000s, says this is the car that inspired him. The GT3 RS story starts here.

Porsche sold racy 911s before, yet the 2.7 RS was different. A homologation special for FIA Group 4 regulations, the Carrera RS was the first 911 designed specifically as a road car that you could take to the track. Porsche didn't think it'd be able to sell the 500 required for homologation. It ended up building almost 1600, showing for the first, but not last, time there was a market for track-ready 911s.

For the Carrera RS, Porsche took a 190-hp 2.4-liter 911S engine and bumped up displacement to 2.7 liters to make 210 hp. The RS made the most of its power with thinner steel bodywork and fiberglass used throughout. Even the fairly well-trimmed Touring specification car I drove weighs less than 2400 lbs. Combine that great power-to-weight ratio with revised suspension and brakes, plus wider tires at the rear, and you've got a potent combination.

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Driving an RS 2.7 in 2018 was a fascinating experience, and I think a lot of that has to do with the legend that surrounds it. Hopping in, I couldn't help to wonder if it would be a don't-meet-your-heroes moment, and its considerable value as a collectible was on my mind too.

There was no need for worry, because this car was a total sweetheart.



The engine was a delight, and way more tractable than its racing roots would suggest. It's got tons of torque from 3000 rpm, and it was so willing to chase its 7200-rpm redline. It took me all of five minutes before I decided to forget about the value because this motor doesn't want to be babied. It's not this delicate, fragile thing—it's an engine that seems like it'd be just as happy sitting in traffic as it would be snarling into the night at Daytona.

And I mean snarling. Its noise was classic air-cooled flat-six, with a little extra nasal growl to remind you it's something extra special.

You drive the RS very much like an old 911—get your braking done before the corner and use the grip those wider rear tires provide to power through. The steering was very light considering its lack of power-assistance, and the way it loaded up off center was just lovely. Yet another advantage of the RS's general lack of weight. You only notice the absence of power assist after you've made a wrong turn onto a narrow mountain road and you have to do a nine-point turn. As you do.

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The driving experience was old-school, though. You've got to be deliberate and measured with your inputs; the RS doesn't respond well to timidness. Drive with confidence and awareness of its rear-weight bias, and the Carrera RS pat you on the back with reassuring feedback. It didn't take me long to start driving the RS like the hardcore sports-car it was designed to be.

It's easy to be intimidated by this car at first, its value and motorsport pedigree weighing heavy on the mind. There's no real reason to, though—the Carrera RS was just so friendly. A happy little car that just wants to have fun, providing more performance than you'd expect for something 45 years old.

Does it feel anything like any of the GT3 RSes it inspired? Surprisingly, it does. Needless to say, the Carrera RS can't match the performance of the 996, let alone the new one, yet they all share a similar spirit. Of course, there's the tangible links with motorsport, but all these cars display an extra degree of robustness and precision you don't get with other 911s, let alone other sports cars.

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2004 GT3 RS (996)

One imagines the mood was pretty good at Porsche when this car entered production in 2003. Long gone were the days when the company had to scrape by on dwindling sales of aging air-cooled 911s, 928s and 968s. The Boxster and the 996 revitalized its sports-car business, and the recently launched Cayenne SUV was looking like it'd take Porsche sales to never-before-seen heights.

All this good business seems to have given Porsche the freedom to have some old-school fun. Famously this led to the Carrera GT supercar, but this car—launched in October 2003, just a few months after the Carrera GT—was a product of Porsche's commercial success, too.

Like the Carrera RS it aped from, the first GT3 RS was a homologation special, with upgrades designed for the 2004 911 GT3 RSR race car. Its aerodynamics and suspension were improved over the then-current 911 GT3's and 110 lbs were saved thanks in part to a carbon-fiber hood and wing. The 996 GT3 RS was also one of Porsche's first cars to offer carbon-ceramic brakes as an option.

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The engine in the GT3 RS was a carryover from the GT3, and that's not something to complain about. It's a naturally aspirated 3.6-liter flat-six derived from Le Mans-winning race motors designed by longtime Porsche engine guru Hans Mezger, making 380 hp and ripping up to an 8200-rpm redline. Even in the company of the new GT3 RS's monster 4.0-liter, this engine impressed.

It didn't have the grunt of later 3.8- and 4.0-liter versions, but it revved beautifully thanks to a light single-mass flywheel. It howled, too, making a noise that calls to mind the beloved 3.8-liter naturally aspirated motor from the last Carrera S. The gearshift isn't all that remarkable, though it was a lot easier than the famously heavy, notchy shift of 997-generation GT3s.

But as lovely as this early Mezger engine is, it was the chassis that stunned on the TT course. It was stiff, but controlled, breathing with all the bumps, camber and undulations the challenging Manx roads throw at it. The steering was damn-near perfect, with weight building progressively off-center in the way that made the 911 so loved in the first place.

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The brakes were impressive too, which was surprising given that they're early carbon-ceramics, which were often criticized for a lack of feel. I thought they felt great, with a nice stiff pedal and easy modulation.

Like the 996.1 GT3 I drove in Scotland last year, it took me about five minutes to fall head-over-heels for this car. And also like that GT3, the 996 GT3 RS never came to the US. Making matters worse is that collectors realized just how good this car is, and values are climbing.

I'm convinced that people who say they love end-of-the-line air-cooled 911s like the 993 for offering a mix of old-school feel with modern performance, should drive one of these. Driving this car was like driving a really well-sorted old 911 in fast-forward. It offers all the things classic 911 fans love—talkative steering, excellent traction, general approachability— mixed with contemporary sports-car performance.

And doesn't it just look so cool with those blue wheels and decals?

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2007 GT3 RS (997.1)

Launched three years after the first 911 GT3 RS, the 997.1 RS uses the same approach as its predecessor—start with a GT3, make it more track-focused—but it takes things further. The bodywork and rear track are wider, it's lighter thanks to more carbon-fiber and plastic in place of glass, and the suspension was revised. The contemporary GT3's 3.6-liter 415-hp Mezger engine was retained too, and for the first time in a GT3 RS, adaptive dampers, a switchable sports exhaust, and traction control were fitted.

The first thing you notice when you drive a 997.1 GT3 RS is its gearbox. The shift has a heavy, notchy action that you will screw up at first, especially if the car is cold. A brutally heavy clutch doesn't help matters either.

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Once you're up and moving, the gearbox probably won't bother you because this is a sweet car, just like its predecessor. The chassis felt more tied down than the 996's, and there was even more front-end grip. Tires helped a lot with this particular car, as it was wearing a set of modern Michelin Pilot Sport Cup 2s, whereas the 996 was fit with older Michelin Pilot Sports.

This engine is interesting too. On paper, it seemed a lot like the 996 RS's unit, but it bizarrely sounded more like an air-cooled flat-six. Until you head towards its 8400-rpm redline, at which point you will realize that this is a very modern engine. It feels strong and torquey.

Unfortunately, my time in this car was shorter than it was with the others, so I was left longing for more.

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2010 GT3 RS (997.2)

I first drove a 997 Gen-2 RS last year, and it left me broken. I flipped back to my notes from that day and I found a bunch of scribbled, half-completed thoughts and some expletives. I loved it, and this time, I hoped to learn enough to articulate precisely why.

The biggest change between this car and its predecessor is the engine. Displacement grew from 3.6 to 3.8 liters, and despite that small increase, there's a world of difference. It makes 450 horsepower and revs like crazy up to 8500 RPM. Surprisingly, it's tractable too, even if its torque peak of 317 lb-ft at 6750 RPM would suggest otherwise. You'd buy the car just for the engine.

It's hooked up to a similarly tricky gearbox like the one in the 997.1, and there's an ultra-light single-mass flywheel too. This makes the engine incredibly responsive, to the point that I found heel-and-toe work quite tricky. You just need to brush the throttle for the revs to rise quickly—stomp on it and it'll sound like you've never driven a manual-transmission before.

With time, you get used to the gearbox, and you might even come to appreciate it. A lot of people who've driven this generation GT3 RS say the tricky shift is part of the appeal, and I can see where they're coming from. But all the same, I'm glad I don't have to drive this car in rush hour traffic.

This car actually wore an older set of Michelin Pilot Sport Cup+ tires, but the front end was as good as any pre-991 911 I've ever driven. The steering was gorgeous too, with a surprising lightness that gave the car a sense of delicacy.

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Even though the 997.2 GT3 RS is almost a decade old, it's still the favorite among many. For sure, it's a high watermark for the 997-generation 911 as a whole. And as the last GT3 RS with a manual transmission, it gives you an analog experience you'll never get with a newer model.

It's a difficult car, ready to embarrass you every step along the way, and that's what makes it so rewarding. You've got to work to get the most out of it, but drive it well and it feels like it could keep up with a new GT3. Perhaps it's not a car you'd use every day or for long trips, but instead, something you take out for a hair-raising couple of hours.

The market has acknowledged this car is a classic, and it's not just all hype. It's an icon, and a high watermark for Porsche Motorsport.

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Bonus: 2011 GT3 RS 4.0 (997.2)

Porsche didn't bring an RS 4.0 to the Isle of Man, but luckily for you (and me), I drove one for a few laps of Scotland's Knockhill Circuit last year. Built as a send-off for the 997 and the beloved Mezger engine, the GT3 RS 4.0 was the most hardcore model yet. Its engine borrowed a lot of parts from the 911 GT3 RSR race car to make 500 horsepower, and its aerodynamics were tweaked for more downforce.

From my brief time on track with an RS 4.0, I can tell you that the engine is a total masterpiece and the handling is incredibly sharp. I couldn't believe how hooked up the front end felt, though a lot of credit for that goes to modern Michelin Pilot Sport Cup 2 tires. Otherwise, it wasn't all that different than the 3.8-liter car. I noticed the extra power and grip, but it's fundamentally the same thing.

Only 600 were built, and values quickly skyrocketed. It's not uncommon to see RS 4.0s with $500,000 asking prices, which is totally crazy. Just get a 3.8 and have 90 percent of the car for less than 50 percent of the price.

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2015 GT3 RS (991.1)

The remit of the GT3 RS—be the most track-ready 911 on sale—didn't change with the 991, but the personality did. Gone was the old Mezger engine, and in its place was a 4.0-liter flat-six derived from the 3.8-liter in the contemporary Carrera S. It's what the engine was paired to that caused the most controversy, though—a dual-clutch gearbox.

The GT3 RS was always the track rat's 911, but thanks to its manual gearbox, it was the car for hardcore purists too. Putting PDK in a GT3 RS transformed the car. None of this is to say the 991.1 GT3 RS isn't brilliant, though.

I'll start with the drivetrain, to address the most controversial parts. The engine matches the 500 hp of the 997 4.0 and revs all the way to 8880 rpm. It's nott quite as free-revving as the 2019 GT3 RS's new six, but in its defense, few motors are. A hell of a successor to the mighty Mezger.

I've been lucky enough to drive a 911 R, so I can say this engine with a manual gearbox is just about perfect. The dual-clutch was brilliant here, though, and I'll concede that Porsche's decision to make RS models PDK-only is logical. If these cars are all about chasing quicker lap times, a manual transmission simply doesn't make sense, fun though it may be.

PDK is good in everything Porsche fits it in, but especially so in the GT3 RS. Where it takes a really skilled driver to get quick, smooth shifts out of a 997 GT3 RS, PDK makes a pro's level of finesse accessible to all. While PDK does take out the reward you get from shifting gears in its predecessor, there's no denying it's effective.

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All versions of the 997 GT3 RS borrowed their bodywork from the then-current Carrera 4, but the 991 uses the even-wider body from the 911 Turbo. That allowed Porsche to fit the same (giant) tires from the 918 Spyder under those wider arches, 265/35/20s up front and 325/30/21s in back. This was also the first GT3 RS to get rear-wheel steering, which was first used on a 911 on the 2014 GT3.

Thanks to all this, the 991.1 GT3 RS turned in sharper and gripped with more authority than any other 911 before it. Traditionally, 911s could leave drivers wanting for more front-end grip as so much of their weight sits right over the rear axle. This simply isn't the case with the 991.1.

This car also brought a pretty extreme aero package to the table. The splitter and huge wing help generate lots of downforce, but of equal importance are the vents on the front wheel arches. Those help reduce pressure in the wheel arches, increasing downforce at the front. They also look cool as hell.

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All these changes made the 991.1 GT3 RS much better at putting down fast lap times than its predecessors, but thankfully, that doesn't come at the expense of fun. This was actually the second-to-last car I drove, and I really bonded with it.

Ultimately, though, this car is a stepping stone between the 997.2 and the 991.2. The newest GT3 RS takes what was started with this car to the extreme. Its engine and chassis are much closer to those used in the 911 GT race cars, and as a result, the car feels so much more focused. The 991.2 almost makes its predecessor feel ordinary.

That shouldn't be taken as a bad thing, though. While the newest GT3 RS makes the gap between street and race 911 even smaller, this car offers a compelling package on its own. I think history will look back on this GT3 RS fondly, as a car that marks the transition between the characterful 997.2 to the track-destroying 991.2.

2019 GT3 RS (991.2)

We touch on the new car above, and go very in-depth in our first-drive review, so go read that. But in short, learnings from racing and the Nurburgring-king GT2 RS help make the most intense, track-ready GT3 RS yet. It's a monster.

Justin Leighton/Porsche

And In Conclusion….

When you drive an entire lineage of cars like this, you want to find a thread that runs through each. Something that connects the group.

With all these cars, it's the connection to motorsports. Each offered the racing technology of their day, in a user-friendly road-going package. But ultimately, these cars are all very different.

The 1973 Carrera RS 2.7 is the obvious outlier here, separated by decades of technical progress between it and the GT3 RSes it inspired. Its brilliance was still immediately apparent, though. The RS 2.7 was a joy to drive, extolling the virtues of lightweight simplicity with its every move. It reminds you that basic is good in a sports car.

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The 996 offers the old-school and engagement of the 2.7, with way more performance. It's the reason why the GT3 RS quickly became a purists favorite. It's also the car I got into a rhythm with most quickly, falling in love just minutes into my time behind the wheel. I sincerely hope I can afford one when they're eligible to import to the US ten years from now.

I didn't spend enough time in the 997.1, and I promise that's not an excuse just to find another reason to drive one. The 997.2 is considered a modern classic, and rightly so. It's the ultimate iteration of the purist's GT3 RS.

The 991.1 moved away from its stripped-back predecessor, but driving it back-to-back with the newest GT3 RS shows that maybe the shift wasn't so drastic as we thought it was in 2015. And the new car? It's the most exhilarating one yet, showing the incredible level of progress Porsche Motorsport has made in the last 15 years.

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At the end of the day, I found myself gravitating towards the older cars. The Carrera RS was just a sweetheart, while the 996 GT3 RS was just so engaging. The sheer challenge of the 997.2 was also quite appealing. But this shouldn't take anything away from either of the 991s—their capabilities so far exceed their predecessors, you need a track to make the most of them. On a rainy day on the Isle of Man, the older cars were just more fun.

But that's a testament to the capabilities of the new cars. Even as racing technology seems to move further and further away from street cars, the GT3 RS has kept up. It still satisfies its goal of bringing motorsport to the road, even as that becomes a more difficult task.

At the end of the day, this family of cars has something to offer for everyone, each with a personality of its own. It's a pretty incredible lineage. Can you blame Porsche for wanting to celebrate it?