Feature
Porsche's Pinnacle: Carrera GT and 918 Spyder Spotted for Sale
Two of Porsche's greatest ever models compared on the market right now.
April 16, 2025
Join us behind the scenes of our latest group test, to find out if the Porsche GT3 RS has evolved into perfection, or gone too far.
It’s a crisp morning on some forgotten British B-road, the kind where hedgerows loom and sheep outnumber people. The perfect setting, then, for a group of lunatics (us) to unleash three generations of Porsche 911 GT3 RS and see what happens. In the name of journalistic inquiry — and a fair bit of childish glee — we’ve assembled a Pure Orange 997.1 GT3 RS, a Birch Green 991.1 GT3 RS, and the latest GT Silver 992.1 GT3 RS, with wheels the colour of a bronze statue. Three eras of Porsche’s track-bred 911, let loose on a twisty country road that is decidedly not a track. Let’s see how we got on!
Our convoy looks like a bag of Skittles spilled onto His Majesty’s highway. Adam is piloting the retina-searing orange 997 — a car so conspicuous that any passing satellite could probably spot it. Matt’s in the green 991 — a Paint to Sample hue officially called Birch Green by Porsche and “Are-You-Feeling-Okay Green” by everyone else. I’m in the silver 992, which by comparison looks almost subtle until you notice the giant rear wing that could double as an ironing board. We set off with one question nagging us: Has Porsche’s GT3 RS model evolved into road-going perfection, or has it become so track-focused that it’s lost its magic on real roads?
Fear not — there’s a full video of this group test now live on YouTube, capturing all the action, banter and our verdict, but since you’re here, read on for the highlights of a rather good day in the office.
If the 997.1 GT3 RS were a person, it’d be the sort who brings a knife to a gunfight and still wins on sheer insanity. This is the oldest car here, produced in 2006–2007, and it wears its age like a badge of honour. In Pure Orange with black graphics, Adam’s 997.1 looks positively unruly even at a standstill. The wing on the back — once considered huge — now seems almost modest next to the 992’s, but it still tells you this thing was bred for motorsport. Yet today, its battlefield is a dewy one-lane road where the hazards aren’t apex cones, but wandering sheep and the odd tractor.
From the moment we set off, the 997.1 asserts itself as a wild child. The steering is hydraulic and brimming with feedback — every ripple in the tarmac telegraphs straight to your fingers. There’s no rear-wheel steering here; if the tail steps out, it’s entirely on you and your right foot’s finesse. “They don’t make ’em like this anymore,” Adam cackles over the radio, sounding equal parts proud and mildly terrified. He’s not wrong — the 997 demands respect.
At full chat, the 997.1’s 3.6-litre Mezger flat-six howls with a raw edge that modern engines (hampered by filters and politeness) can only envy. At 8,000rpm, it sounds as if it’s gargling nails and spitting fire — which, to us enthusiasts, is basically a heavenly chorus. It’s not refined, not one bit, and that’s the point. As our trio blasts down a tree-lined straight, it’s the 997 that scares the local wildlife first. And crucially, the 997.1 GT3 RS is manual. A six-speed stick juts from its spartan interior, daring you to get it right.
Now to the 991.1 GT3 RS, the middle child of this trio. Matt’s Birch Green machine from 2015–2017 looks more modern and muscular — widened hips, vents on the front fenders, a big rear wing that was outrageous in its day (little did we know what was coming next). The 991 aims to blend the raw spirit of the 997 with a dose of modern civility.
One immediately obvious change: the gearbox. There’s no manual here — the 991.1 comes with Porsche’s brilliant seven-speed PDK dual-clutch transmission only. That decision ruffled purist feathers back then, but after a few corners in the 991 you appreciate why. Its 4.0-litre flat-six screams to 8,800 rpm and the PDK swaps gears in milliseconds, perfectly rev-matching every downshift. No clutch dance, no missed shifts — just bang, bang, bang through the gears. Part of me misses the extra involvement of a manual, but another part is quietly thankful as I watch Matt flick the paddles and focus on his line through a tight S-bend.
As well as PDK, this car introduces clever tricks like rear-wheel steering, the steering (the front steering, that is) is electronically assisted now, and there’s even an infotainment screen, which we promptly ignored — no time for radio when you’re chasing apexes. With all this tech, we’re keen to find out if the 991 has lost the plot in terms of character.
Finally, the 992 GT3 RS — a car that makes even the 991 look tame. My silver 992 (with flashy satin bronze wheels) could be mistaken for a GT3 Cup racer that wandered off the circuit. There are vents and scoops on every surface, and that rear wing towers above the roofline like a skyscraper strapped to the engine lid. It even features an F1-style DRS (Drag Reduction System) to flatten the wing at speed. This machine represents Porsche’s GT division at full tilt — no holds barred.
Slide into the 992’s bucket seat and you’re greeted by a high-tech cockpit. Digital displays flank the analogue tachometer, and the steering wheel is festooned with knobs and buttons for drive modes, suspension settings, and that wild DRS. It’s a bit intimidating, truth be told — more fighter jet than classic 911.
Out on the road, the 992 immediately feels like nothing else, and I don’t think it’s giving too much away to say the amount of grip it generates is as absurd as the stopping force when a fluffy white hazard (read:sheep) wanders onto the road and those massive carbon-ceramics clamp down. It’s an astonishing piece of engineering, no question, but I want to find out if it will feel like a caged beast itching to break free on these imperfect roads.
So, has the 911 GT3 RS evolved into motoring perfection, or gone too far into track-obsessed madness? Each generation here makes its case, from raw analogue charm to a tour de force of engineering.
If you’re itching to know the final verdict, you’ll have to watch the video of our group test (now live on the Supercar Driver YouTube channel) to see which car each of us ultimately chose. Let’s just say the discussion got very lively. The video captures all the sights, sounds, and friendly bickering of our test — and might just surprise you with who picks what. Go on, give it a watch; you’ve read the preview, now enjoy the full show.
Our test might be over, but if reading about our GT3 RS antics has you reaching for your wallet, here are some near-identical examples of each generation available from a few of Supercar Driver’s trusted partner dealers (note: these aren’t the actual cars from our video, but you’d hardly know the difference):
2007 | 39,150 Miles | £84,991
Not the full-fat RS as we simply couldn’t find one for sale at one of our dealer partners. Instead, a pristine 997 GT3 in classic spec (white, bucket seats, houndstooth inserts and all) that delivers the vast majority of the raw 997 RS experience. Better Performance has a great reputation for top-quality stock, so you know this one’s the real deal.
991.2 GT3 RS
2018 | 17,681 Miles | £164,995
A stunning 991.2-generation RS in Lizard Green, complete with the desirable Clubsport package and carbon-ceramic brakes — essentially a younger brother to the car Matt drove with the full 9,000rpm redline. Sourced by the highly regarded team at European Prestige.
2025 | 20 Miles | £299,995
The latest-and-greatest 992 RS in Arctic Grey with delivery miles and the full Weissach package (for maximum carbon-fibre bragging rights). It’s offered by Alexanders Prestige, a renowned dealership known for the finest examples of high-end cars.
