Monza is just one of those tracks, right? Up there with Spa and Suzuka as an iconic Grand Prix circuit, you’d take the opportunity to do a couple of laps in anything. A walk of the 3.6 miles wouldn’t be out of the question, really, nestled in the Parco di Monza and with its own very special identity unlike any other F1 track. It’s so narrow by modern standards, so fast, so relatively simple yet endlessly challenging as well.
And when somebody says you can drive Monza in a GT3 RS, nothing is going to get in the way. They’re a match made in heaven on paper: Monza’s long straights to put the DRS to the test, everything required of the ceramic rotors in the big braking zones, and corners like Biassono and Parabolica to marvel at the claimed downforce. Anywhere that has enough space for 9,000rpm in third, fourth and fifth more than once in a lap sounds pretty damn good.
Straight onto the excuses then; there was an instructor car to follow, and no helmets - so it was far from flat out. And the RS in question had been driven all the way from Reading and was being driven all the way back, too - it wasn’t like there was a spare in the garage if something went wrong. And a local rally had criss-crossed the circuit in the past few days, cars trailing mud with them. On top of the cold water. So if you want to watch Porsche Supercup at Monza (which you probably do, in fact), best do that first - this was much, much more tame.
Nevertheless, what this drive did offer up, having only driven the GT3 RS on road so far, was an insight into just how crazily capable this generation is when speed limits are no longer a concern and kerbs are meant to be clipped rather than avoided. It sounds tedious (and looks it on the vid), but the stability really stood out. Following a Spyder RS that was a little slower to 150mph down the straights, the ability of the GT3 to brake straight and true - as the 718 wriggled and writhed its way towards an apex - was incredible to witness. Everything about the situation, including a chilly ambient temperature and less-than-perfect surface, should have taxed a car seemingly so explicitly designed for hot, warm circuits. Yet it dealt with the challenge brilliantly.
Likewise, the way the RS would stay locked onto line despite so much conspiring against it was impressive. Sure, it was some way off the limit of the car’s ability (and I’ll pretend it was some way off mine, too), but it’s not often that a car that’s capable of so much can immediately engender such confidence. Lots of aero typically means there has to be a leap of faith somewhere, but such is the trust that can be placed in this car you’d surely only get faster and faster without thinking anything of it. While having an absolute riot.
The sound really is something else, too. I won’t go on about the flat-six too much again, because everyone’s done that enough. But being able to properly savour the 525hp derivative building (and building) to its maximum, sometimes short shifting to hear fourth or fifth in all its glory rather than just flit through second, is an unmitigated joy. Those perfect PDK downshifts might be even better. Far be it from a poxy journalist to tell people what to do with their GT3s, but even if it’ll stay in a collection, find some excuse to get through the gears and back down again somewhere. It’ll be worth it.
Years of watching and playing Monza (first on TOCA World Touring Cars, if you’re also that old) means the layout was reasonably familiar. That being said, as is often the case with screens and controllers, reality introduces aspects never before appreciated. Monza is not a wide track, really, and combined with the speed potential it means you’re never not concentrating. Even that kink after the second Lesmo feels brave with the barriers so close. I love that on a map (or a game) there’s not much to Monza at all, but to be really, really good here you’d have to be so courageous with braking points and know exactly how best to take advantage of the kerbs. We all know how wrong it can go…
So yes, the PH official advice is to drive Monza in any way you can and as soon as humanly possible. In a GT3 RS, ideally (because there’s probably never been a better road-going track car) but frankly anything will do the job. It’s that kind of place. Authentic, demanding, rewarding and steeped in heritage like all the very best high-profile circuits. And usefully close to Milan as well, as opposed to a middle-of-nowhere race track hours from civilisation. Which just makes it more cool.
Speaking of which, if you ever get the opportunity to see the banking at Monza, you absolutely must. It’s staggering to think any car ever raced on it, let alone as recently as the 1960s. When the banking was rebuilt in the 50s, the gradient went from around 20 per cent to 80 per cent, making it more wall of death than a race track. The surface is awful and the incline outrageous - you must crawl to the top, rather than walk. Another good reason for making a pilgrimage.
Of course, a few laps are nowhere near enough to get a proper feel for a place, whatever the car. But it doesn’t take long to know whether a circuit is one you’ll learn to love or just another loop of tarmac that doesn’t leave much of an impression. No prizes for guessing which Monza is. For a circuit in a park without significant elevation change, it’s a real treat. How on earth a modern F1 car can be raced there (at full throttle for 80 per cent of the lap!) I’ve honestly no idea. But I already know which 2024 Grand Prix - and Supercup race - I’m most looking forward to.
SPECIFICATION | PORSCHE 911 GT3 RS (992)
Engine: 3,996cc, flat-six
Transmission: 7-speed dual-clutch auto, rear-wheel drive
Power (hp): 525@8,500rpm
Torque (lb ft): 343@6,300rpm
0-62mph: 3.2 seconds
Top speed: 184mph
Weight: 1,450kg (DIN)
MPG: 21.1 (WLTP)
CO2: 305g/km (WLTP)
Price: £192,600 (as standard; price as tested £235,007, comprising ParkAssist with reversing camera for £1,007, seat belts in Shark Blue for £222, LED main lights in black including Porsche Dynamic Light System for £498, Porsche Carbon Ceramic Brakes for £7,473, Front axle lift for £2,546, Accent package in Indigo Blue for £615, Weissach Package for £29,600 (!), Wheels painted in Indigo Blue for £446.)
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