Porsche 911 GT2 RS & GT2 RS Clubsport: The Widowmaker That Grew Up

What exactly is the GT2 RS?

The GT2 RS sits at the top of the traditional 911 food chain. It’s based on the 911 Turbo platform, but with one critical decision that defines everything:

No all-wheel drive. Rear wheels only.

That one choice turns turbocharged brute force into something raw and demanding. The modern GT2 RS—based on the 991.2 generation—delivered 700 horsepower from a twin-turbo flat-six, channeled exclusively through the rear tires. That alone tells you what kind of personality this car has.

This isn’t a car built to flatter you. It’s built to test you.

Years of production: short, sharp, and intentional

911 GT2 RS (street car)

• Production years: 2018–2019
• Generation: 991.2
• Estimated production: roughly 1,000–1,200 units worldwide

Porsche never confirmed an exact number, which—let’s be honest—only made people want it more.

GT2 RS Clubsport (track-only)

• Introduced: 2018
• Production cap: 200 units worldwide
• Street legal? No—and that’s part of the appeal

The Clubsport took the already extreme GT2 RS and stripped it of road-going compromises. No license plates, no illusions—just a factory-built race car you could buy, transport, and run yourself.

Why enthusiasts chase this car

1. It’s the last of its kind

The GT2 RS represents a formula Porsche is unlikely to repeat in the same way: turbocharged, rear-wheel drive, extreme power, and minimal concessions.

Modern performance trends lean toward:

• all-wheel drive
• electrification
• stability-first tuning

The GT2 RS went the opposite direction—and that makes it a time capsule of controlled insanity.

2. It rewrote what a road-legal 911 could do

When the GT2 RS set its Nürburgring lap record, it wasn’t just fast—it was embarrassingly fast for something you could drive to dinner. That moment cemented its status as more than a halo car. It became a benchmark.

The Clubsport doubled down by removing road requirements entirely and focusing on endurance, braking, cooling, and repeatability on track.

3. The fear factor never went away

This matters more than people admit.

The GT2 RS never lost its reputation as a car that demands respect. It’s brutally quick, but it doesn’t hide its mass or power behind layers of electronics the way some modern supercars do.

That reputation—the idea that you earn speed rather than borrow it—adds to the mystique.

Average resale values: where the market landed

Because production was short and demand remains global, resale values have stayed strong—often climbing.

911 GT2 RS (street car)

• 2018–2019 models

• Original MSRP: around $293,000 (before options)

• Average resale (2024–2025):

  • $425,000 – $550,000
  • Weissach Package cars often sit at the top of that range
  • Ultra-low mileage examples can exceed it

The market treats the GT2 RS less like a used car and more like rolling art with an expiration date on availability.

GT2 RS Clubsport

• Original price: roughly $400,000+
• Current resale: often $650,000 – $900,000
• Exceptionally preserved or lightly used examples can climb higher

Because only 200 exist, the Clubsport lives in a different economic universe—closer to customer race cars than road cars.

The Clubsport: when Porsche removed the safety net entirely

The GT2 RS Clubsport wasn’t designed to race in a specific global championship. Instead, it was built for:

• track days
• private endurance events
• manufacturer-supported one-make and invitational series

It featured:

• a full FIA-spec roll cage
• racing suspension
• massive brakes
• stripped interior
• race electronics and cooling

In short, it was a factory answer to the question: “What if the GT2 RS never had to pass emissions, noise, or comfort tests?”

Was the GT2 RS raced?

Not in the way people expect.

The GT2 RS was not homologated for major FIA GT series, which require balanced, class-specific regulations. Its power output and layout made it difficult to slot cleanly into categories designed around parity.

Instead, Porsche leaned on the GT3 platform for racing—and there’s a very good reason.

Why the GT3 replaced it in motorsport

Balance beats brutality

The GT3—especially the GT3 R—offers:

• naturally aspirated power
• better throttle modulation
• more predictable handling
• easier balance-of-performance tuning

That makes it ideal for endurance racing, where consistency and tire management matter more than raw horsepower.

Customer racing matters

Porsche’s motorsport philosophy has always prioritized customer racing success. The GT3 platform allows private teams to:

• compete globally
• access parts and support
• race under stable regulations

The GT2 RS was too extreme, too specialized, and too difficult to balance across series.

The roles were always different

Think of it this way:

• GT3: the professional athlete—repeatable, durable, versatile
• GT2 RS: the heavyweight knockout artist—devastating, rare, unforgiving

Both legendary, but built for different stages.

Why the GT2 RS still matters today

The GT2 RS didn’t fade quietly. It exited the stage at full volume and left nothing quite like it behind.

Today, it represents:

• the peak of combustion-era excess
• a moment when Porsche let engineers push without compromise
• a bridge between road cars and track-only insanity

For collectors, it’s a cornerstone. For drivers, it’s a test. For Porsche history, it’s a punctuation mark—not a paragraph.

The takeaway

The Porsche 911 GT2 RS and GT2 RS Clubsport are sought after because they sit at the intersection of rarity, danger, engineering brilliance, and cultural timing.

They arrived just before:

• electrification accelerated
• regulations tightened
• performance became increasingly digital

And because of that, they feel irreplaceable.

It’s not just that Porsche could build a car like this again. It’s that they probably won’t.

And that, more than horsepower or lap times, is what makes the GT2 RS truly iconic.