30 Oct 06
Tyre temperature is critical to the way this car performs on the circuit. The rubber needs to be hot before it'll work at all. The PASM damper settings have been adjusted for this car, bringing slightly tighter damping but, amazingly, not at the expense of the chassis' ability to soak up bumps. This is why it feels so 993 RS-like: it shares that car's incredible ability to parry rough surfaces with such efficiency that you question your own eyesight.
It's a rear-engined, virtually slick-shod, 415bhp quasi-racer that allows a driver to take a few liberties. Not too many: but where the 996 GT3 would punish a little trail-brake or an inopportune lift from the throttle with a colossal shunt, this car is more benign. Don't be silly though: it may be fitted with traction control, but that's all it is, anti-slip software for the rear tyres under power, not a clever ESP system to prevent non-throttle-induced scenery alterations. But please don't for one minute think that this is a sanitised Renn Sport model, because this remains a singularly thrilling vehicle.
So is it really worth the extra cash over a GT3? Objectively, no. It's a bigger improvement than the spec sheet suggests, but for the type of owner who wants to mix occasional road use with supreme track credentials the standard GT3 does a similar job for less outlay. However, the RS is a far more emotive machine. It's a better circuit tool, meaning anyone intending to spend next summer on Europe's track-day scene would make use of its extra performance. And, well, just look at it. For the fortunate few the RS will prove irresistible.
Buying Guide: Porsche 911 family
