2007 Ruf RGT Specifications
est 3000 lb
est 175.9 in.
est 73.7 in.
est 50.8 in.
445 bhp @ 7600 rpm
310 lb-ft @ 5100 rpm
13.8-in. drilled & vented discs, ABS/13.0-in. drilled & vented discs, ABS
est 4.2 sec
est 197 mph
How can you justify spending $258,000 on what appears to be a modified Porsche 911? Perhaps because while the RGT starts life as a 911 body-in-white, it’s built from that point on with mostly Ruf-built (or Ruf-specific) components, starting with its integrated rollcage.
The RGT does use the same basic engine as the 911 GT3 — Porsche’s “old-school” 3.6-liter flat-6. But different pistons and cylinders are added (increasing engine size to 3.8 liters), with modified catalytic converters, a Ruf exhaust, modified combustion chambers, a different ECU and a high-flow air filter. The result is 445 bhp and 310 lb.-ft. of torque (fed through a stronger 6-speed transmission), up from the GT3’s bhp and torque figures of 415 and 298, respectively.
The standard RGT suspension is by Bilstein, but our retro IROC-green test car had an adjustable track-oriented KW system. Brembo builds the brakes, 13.8-in. rotors with 6-piston calipers up front, 13.0s at the rear, with absolutely perfect pedal feel and seatbelt-wrenching power.
The trick body parts include a polyurethane front fascia, carbon-fiber doors, mirrors, engine cover and retro ducktail spoiler as well as the removable (and adjustable) track-day wing. Those fancy composite fender flares allow for large wheel and tire combinations, in this case Michelin Pilot Sport Cups, size 235/35ZR-19s up front, 325/30ZR-19s at the rear, riding on Ruf Superleggera wheels.
On the brand-new 2.6-mile Eagles Canyon Raceway outside of Dallas, Texas, the RGT proved it is one of the most capable track cars on the planet. Steering is ultra-quick and precise, but without any snap oversteer, which would have been a handful in our wet/slippery conditions. And when the rear did step out on corner exits, it was easy to hold a power-on drift through the track’s multiple double-apex curves. In a sentence: The RGT goes exactly where you tell it.
As for negatives, the car’s optional short-shift kit required huge effort, making the actual throw feel slower than a standard Ruf shifter, while the optional carbon-fiber doors had excessive wind noise.
If you’re used to the huge power of turbo-charged Rufs, the RGT certainly won’t blow you away. It’s plenty quick nonetheless, while at the same time perfectly happy moseying around town at low revs. Basically what we have here is the ultimate normally aspirated 911; track days highly recommended, but definitely not required.
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