718 Cayman GT4

The engine generates a hefty 309kW (420PS) from the 4.0-litre displacement. The maximum engine speed? 8,000rpm. The maximum torque of 420Nm in conjunction with the manual transmission is available from 5,000rpm to 6,800rpm.

I've experienced Porsche Cayman GT4 circuit driving. That occurred on the magnificent Knockhill course. And the GT4's performance mirrored the lush, rolling grandeur of the surroundings: it drove around all day, soaking up the laps as it was designed to. It is after all a creation of Weissach's racing division, and motorsporty vehicles are their specialty. We now have the GT4 RS, an even more extreme track vehicle, which Matt Bird recently tested. You'll be aware that his speech became extremely squeaky if you've seen his film. Helium didn't escape; the GT4 RS is said to cause you to do that. It's that amazing, that's why.

But let's face it, it's also out of reach, at least for the overwhelming bulk of us. Theoretically, you can purchase a brand-new 718 GT4, but if doing so turns out to be like magic in reality, you can definitely purchase one used for huge amount by visiting the PH ads right now. Then, there are other options available if you decide you'd like it finer tuned for the track in the style of the illusive RS. comparable to speaking with RPM Technik.

This is the RPM Tecknik 718 GT4 , which, according to the description, includes Manthey Racing enhancements for "extra spice." On the road, it is said to be "more engaging," and on a track, it is said to be "scintillating." Although we haven't tested the latter, we have driven RPM's demo vehicle on public roads, so we can't tell you whether it holds up to examination. But before you dive into its dynamic pleasures, let's quickly go over what you get for your money and the amounts involved.

Starting with a fiery heavry appetizer, RPM's GT menu is available. (all prices are plus VAT). This kit adds passively adjustable rebound and compression dampers as well as Manthey coilover springs that lower the ride height by a noticeable amount. The standard switchable damper button is retained but is no longer necessary, and phantom-limb resistors are installed to prevent the ECU from believing something has been amputated. New, sturdy uniball top mounts are also included in the suspension components, and the inner bushes on the lower track-rod arms in the back have been rose joined and shimmed to provide greater camber angles.

The brake hoses are braided, the brake pads are racing-spec, and the aerodynamics have been changed with altered intakes, underbody air deflectors, and an MR back wing with Gurney flap. You receive all of that in addition to a set of lightweight machined BBS rims. However, the tires are normal GT4 specifications, and the vehicle we were driving had Michelin Pilot Sport Cup 2 tires.

So that's your basic MR vehicle. Of course, after spending the money, you can fool around on the setup side for hours. Or, use the settings that Tim Harvey, RPM's chassis expert, and Darren Anderson, RPM Technik's marketing head (and owner of a very tricked-out 996 track-day special), claim are a reasonable compromise. On the road, it's one that works well because it's practical and makes the car more exciting, but on the track, it should make GT3 drivers nervous during turns. Of course, you have the option to select a less offensive or even more time-attacking option.

In addition to frame tweaking, you can also go more fundamentally. RPM provides a redesigned crown wheel and pinion that shortens the end drive ratio. The goal of this is to solve the long-standing problem of the GT4's excessively lengthy gearing, which some believe degrades the vehicle. This update costs certain amount or certain amount if choice two is selected. Option two's taller sixth gear has the calming affect of making the GT4 MR purr more loudly on highways due to the shorter final drive. The test vehicle has an overdrive sixth in full Autobahn specification, but a less lanky UK variant is forthcoming.

To be continued....(Next Post)