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" Dinklage, Germany \u2014 Walter R\u00F6hrl says the new GT2 has the best rear grip of any Porsche 911 he&amp;#039;s ever driven. That&amp;#039;s quite a compliment, but with all due respect to R\u00F6hrl \u2014 a four-time winner of the Monte Carlo Rally \u2014 it had better.   That&amp;#039;s because this is the most powerful series-produced 911 ever. And unlike the all-wheel-drive 911 Turbo, the GT2 sends its 530 bhp exclusively to the rear wheels.   Imagine that. In the wet. On the Autobahn.   That&amp;#039;s how I experienced the car, and I&amp;#039;m relieved to report that the GT2 \u2014 which weighs 320 lb. less than the 911 Turbo \u2014 is far from the handful you&amp;#039;d expect. The grip from the rear 325/30ZR-19 Pirellis is amazing, and the PSM stability control \u2014 not available on the previous GT2 \u2014 rarely kicks in. And although traffic and weather conspired against a run to the claimed top speed of 204 mph, the GT2 remains composed well into triple-digit speeds, thanks in part to improved downforce.   Developed by Porsche Motor-sport, the GT2 is more than a rear-drive 911 Turbo. Alan Lewin, a Welshman in charge of GT2 development, channeled Colin Chapman in describing where Porsche has &amp;quot;added lightness&amp;quot; to the car. It begins inside, where the rear seats and sound-deadening have been deleted, and carbon-fiber front buckets with a fixed seatback angle save 20 lb. per side. Deletion of drive to the front wheels also pays dividends, as do massive carbon-ceramic brake rotors that save 20 lb. per wheel.   And out back, where weight savings is especially important, the new titanium muffler weighs 20 lb. less than the 911 Turbo&amp;#039;s stainless-steel unit. It sounds terrific too, described by Lewin as having a &amp;quot;bit more spirit&amp;quot; than the Turbo.   The same can be said of the engine. It&amp;#039;s essentially the 911 Turbo&amp;#039;s dry-sump 3.6-liter flat-6, but fitted with new turbos whose peak boost of 20.3 psi translates to 530 bhp at 6500 rpm and 501 lb.-ft. of torque from 2200 to 4500 rpm. Like those in the 911 Turbo, these Borg-Warner units have variable-vane geometry, but the turbine and compressor wheels have been recontoured for improved response. The hit from half-throttle to full-throttle isn&amp;#039;t quite as hard as in the standard Turbo, but it&amp;#039;s only because the turbos have already spooled. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/new-cars/first-drives/reviews/a13644/2008-porsche-911-gt2/>