Now that we’ve (mostly) recovered from the shock of a hybrid 911, it’s time to get excited for a new iteration of Porsche’s apex predator: The GT2 RS.
Spy photographers spotted this wide-body 911 with a big wing tearing around the Nürburgring. It clearly belongs to the current family of 911s (2025 model year and on), known to aficionados as the 992.2 generation: A long, thin brake-light bar connects the two taillights, and the engine vent just before the fixed rear wing wears vertical, rather than horizontal, strakes. The lower air dam features a rounded-off, trapezoidal opening framed by vertical vents to cool the brakes, just like GT2 RS’s naturally aspirated, track-oriented relative, the GT3 RS. (That hotted-up 911 is currently on sale as a 2025 model.) The least familiar area is the lower rear bumper.
It doesn’t wear the hard horizontal creases of the 911 GT3 RS, nor are its two exhaust tips close together, at the centerline of the car. Prototypes are often clapped-together, since they’ll be discarded after serving their purpose, so we aren’t surprised to see rear fender flares that look bolted-on, or the bumper’s two ovoid cutouts approximately where the exhaust outlets on the prior GT2 RS used to be. Regardless, we’re more interested in what lies behind said bodywork.
Since the 1995 “Widowmaker,” GT2 has always designated the highest-performing forced-induction 911. Unlike the “regular” turbocharged 911, the GT2 has always been rear-wheel-drive. The original GT2 was powered by a 430-bhp twin-turbo flat-six displacing 3.6 liters, a format which continued through the next two, water-cooled variants (they appeared in 2001 and 2007, respectively). In 2010, the GT2 RS hit the scene, with the same 3.6-liter displacement but this time churning out 620 hp. The 2018 version, which finally upped displacement to 3.8 liters, boasted 700 hp, rear-wheel steering, and a more “race-bred” character, according to Porsche. How will the automaker improve upon that output?
Rumor is swirling that the upcoming GT2 RS (the 992.2-generation car) will introduce another first to the nameplate: hybrid power. The change makes sense, given the way in which Porsche integrates electric power into the driveline of the 911 GTS. One motor lives in the transmission—making the GTS a “mild-hybrid”—and another in the turbocharger, helping reduce lag by building boost faster. That second motor can also act as a generator. Is Porsche more likely to increase the power of the GT2 RS via this mild-hybrid arrangement, or to continue the trend of bigger displacement?
Whatever it chooses, expect Porsche to improve upon the performance stats of the 2018 car. The 991 GT2 RS weighed 3241 pounds with a full tank of fuel, and sent 700 hp to the rear wheels—fitted with the largest tires Porsche has ever put on a 911—via a seven-speed PDK. The combination was good for a 0-60-mph run in 2.7 seconds and a top speed of 211 mph. Prepare for the new GT2 RS to produce some eye-popping stats, because the 2025 Turbo S can hit 60 mph in 2.6 seconds on its way to a top speed of 205 mph. After all, we can’t have the regular 911 Turbo showing up the mostest 911 with turbos.
Expect the new GT2 RS to rule the roost price-wise, too. The 2025 Turbo S stickers around $240,000, and the GT3 RS at $250,000, though you can bet your Martini-livery espresso machine that the sale prices are higher. The previous GT2 RS stickered a bit below $300,000, so we’re expecting the latest version to come in above that. (After all, the 815-hp, supercharged Mustang GTD is in the low $300,000 range.) Exotic performance goodies like carbon-ceramic brakes, track-tuned adaptive suspension, and creative use of carbon fiber will almost definitely continue.
But surely you have one burning question remaining. You’re working yourself into a veritable fever of righteous indignation—how did we, who call ourselves journalists, neglect to answer this question: Will there be a matching chronograph?
For that, you’ll need to wait until the official introduction of the car.
