I’ve driven the new Porsche 911 GT3 RS – it’s mind-bendingly quick and the ultimate driving machine

IF money was no object, Porsche would win just about every car Oscar going.

Mid-size SUV? Macan. If you’ve got the money.

Big-size SUV? Cayenne. If you’ve got the money.

Electric car? Taycan. If you’ve got the money.

Sports car? 911, obviously.

The Germans are so consistently good at every-thing they do they are in competition with themselves and only themselves.

It’s a bit like Lionel Messi playing in a dads’ five-a-side school charity match.

The latest corker is the mind-bending 911 GT3 RS.

Many “Track God” or “King of the ’Ring” awards pending from the glossy car mags, I’m sure.

If not, they haven’t driven it properly.

Take a moment to look at the pictures because they pretty much tell you all you need to know.

This car is all about downforce and the near-supernatural cornering speeds that go with it.

It reminded me of the McLaren Senna, just £600k cheaper.

There are vents, nostrils, cutaways and blades galore, crowned by an F1-style DRS (Drag Reduction System) on the towering swan-neck rear wing.

Absolutely every inch of this car is special but let me give you a little example.

See those roof blades?

They steer hot air from the radiator away from the engine intake that sits just below the rear screen.

Why? Because naturally aspirated engines like cold, dense, oxygen-rich air. If the induction air temperature is, say, 40 degrees rather than 20 degrees, you’d lose around 18hp.

It’s all in the details.

‘IT’S LIKE STEERING IS WIRED TO YOUR BRAIN’

Those vents around the wheels look wicked but extract air from the arches to reduce lift.

Aside from the absolute masterclass in aerodynamics, Porsche has injected further excellence into the road-legal GT3 RS by enabling the driver to change much of the chassis set-up from the cockpit.

And I don’t mean Normal, Sport and Track mode. Or traction control.

Or the rear differential lock.

All sorts of suspension settings can be adjusted via the steering wheel on the fly — rather than requiring axle stands and a spanner, getting your chinos dirty.

Other things to note.

Bigger brakes, wider track, wider tyres, stiffer springs all round, lightweight body panels, shorter final drive ratio. It all adds up.

Power from that glorious 4-litre flat six is hiked 5hp to 525hp.

Hardly worth mentioning. But it revs to 9,000rpm and sounds terrific. Definitely worth mentioning.

We tried it on the full GP circuit at Silverstone, in the wet.

The raw power and scalpel-sharp handling are a given but the way it killed speed at the end of Hangar Straight was unreal.

I braked as late as I dared but it was still 50 metres too early.

It just hunkered down with minimum fuss. That active rear wing also acts as an air brake.

The steering reacts instantly to every input, like it is wired to your brain.

Ex-F1 and Le Mans driver Mark Webber jumped in after me and he said: “This thing is quicker than a 911 Cup race car on slicks.”

I believe him. It’s beyond brilliant.

As for the cabin, it’s a typical 911 but with carbon bucket seats and a flawless seven-speed PDK gearbox.

The Clubsport package is a no-cost option and adds steel rollover bar, hand-held fire extinguisher and six-point harness for the driver.

Actually, that stripped-out rear means the GT3 RS could be a contender for another award.

Van of the Year?

It’s got room for tools in the back.