- #PORSCHE 718 CAYMAN GT4 RS UPGRADE#
- #PORSCHE 718 CAYMAN GT4 RS FULL#
- #PORSCHE 718 CAYMAN GT4 RS PLUS#
We can still hear it days after driving it…Īlthough, in all honesty that applies to most aspects of the GT4 RS. Revs build with staggering alacrity, while the almost violent sound delivery eclipses anything we’ve experienced from a road-going Cayman. Even wearing a helmet, it’s almost GT3 racing car loud.
#PORSCHE 718 CAYMAN GT4 RS FULL#
Air intakes replace the two side rear windows and channel air straight into a central airbox, meaning the car’s occupants enjoy the full spectrum of awe-inspiring intake sound delivered directly into their ears. The figures are undoubtedly staggering, but it’s the sheer noise that steals the show. The benchmark 0-62mph sprint takes 3.4 seconds, 0-120mph is dispatched in 10.9sec and top speed tops 196mph. That’s 493bhp at 8400rpm with a max engine speed of 9000rpm. Remember that masterpiece of a 4.0-litre naturally aspirated flat-six that Porsche stuck in the 911 GT3? Well somehow they’ve manhandled it into the Cayman, kept the power almost exactly the same and made it even louder.
#PORSCHE 718 CAYMAN GT4 RS UPGRADE#
Clubsport and Weissach upgrade packs are available and offer track-day temptations such as a six-point harness, sports exhaust system made of titanium and forged magnesium wheels. It’s also had total kerbweight cut by 35kg to 1415kg, while bigger standard brakes (plus optional ceramics) aid stopping power.
#PORSCHE 718 CAYMAN GT4 RS PLUS#
Meanwhile, the adjustable Porsche Active Suspension Management (PASM) chassis and Porsche Torque Vectoring (PTV) is standard, plus RS-specific spring rates and damper tuning have been introduced. Compared with the GT4, the body has been lowered by 30mm, the front and rear track are 6mm and 8mm wider respectively, and the rear axle camber has been upped by a quarter of a degree. OK, so the GT4 RS doesn’t get the double wishbone front suspension set-up from the 911 GT3, but on current evidence there’s a strong argument that it doesn’t need it.
Together with the rest of the aero kit, it’s worth an extra 25% of downforce over the GT4, says Porsche.Īnd that’s only the start. Adjustable through three different stages, its CFRP construction and aluminium struts look Le Mans 24h worthy. First seen on the 992 911 GT3, its presence alone is enough to indicate the intentions of the GT4 RS. None, however, are quite so immediately noticeable as the swan-neck rear wing. NACA air intakes sit atop the lightweight bonnet and provide brake cooling without disrupting drag, a four-way adjustable front diffuser increases front downforce, underbody deflectors improve rear downforce and slatted wheelarches (first seen on the 911 GT3 RS) prevent lift on the front axle – the list of aero additions and tricks is long and comprehensive. Starting with the looks, the RS makes the ‘regular’ GT4 look decidedly pared-back, despite its sizeable wing and intakes. Read on for our full Porsche 718 Cayman GT4 RS review… How does it differ from the 718 Cayman GT4? So now, in possibly one of the last petrol-powered Porsche sports cars, that’s exactly what they’ve done. You got the sense that, if Porsche really wanted to, they could get the Cayman to within an inch of its big brother. After all, it’s lighter, smaller and doesn’t have to fight the laws of physics thanks to its more conventional mid-engine layout.
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