718 Cayman GT4

Option two also includes a lighter flywheel, eliminating the dual-mass setup installed at the outset, in addition to the revised ratio. A new exhaust system is obviously available; and substitutes everything after the gasoline particulate filters, which were installed when the 981 GT4 became the 718 GT4. The new exhaust maintains the regular system's switchability with a number of settings.

A complete brake overhaul is also available from Surface Transforms. With this option, you receive carbon fiber reinforced ceramic brakes with 410mm front discs and six-piston calipers and 400mm and four pistons back discs. As you can see, there are also some "out there" stylistic enhancements, but you aren't required to have them if you'd rather keep things low-key, or at least as low-key as you can while driving a GT4. And don't worry if your vehicle didn't come equipped with the Clubsport option. RPM will duplicate it by providing and installing an MR roll cage, floor-mounted harnesses, and two original 918 carbon-backed chairs.

When you turn on the ignition and ignite the 4.0-liter flat-six engine, two things come to mind. First of all, even in the quieter setting, it sounds noisier and noticeably dirtier from outside. That's great. From inside, however, it's difficult to discern the difference; to my hearing, the regular GT4 sounds just as boomy and raucous. But it has more lumps. And before anyone interprets that comment as critique, it's not. In no way. There are some vehicles that should feel raw, while others should be peaceful and silent. I believe a GT product should fall into the latter category, which is why I adore how the MR gives you the impression that you are wearing its flat-six like a knapsack when it is stationary. The rumble travels through the stiff carbon seats as part of the racing theatre. In case you’re wondering, the added churn comes from the lighter flywheel, which has less mass to damp out the chunter.

I didn't like the noise that was introduced when I first opened the exhaust vent. But that was just meandering; a second listen while scything up the rpm range was much more effective. On a hard-pressed accelerator, any noise has evaporated past 3,000 rpm. The sound that is left is richer and clearer. Even though it doesn't quite equal the GT4 RS's induction-roar paradise, and the GT4 MR doesn't quite achieve its heady, high-revving pleasures, either, it doesn't exactly lack character when it's spinning up to its 8,000rpm maximum. also speed. The lower gearing of the GT4 MR makes it notably more eager despite not having more power. Additionally, every time you press the throttle, the motor revs faster because it has less bulk.

Consequently, I apply the breaks. Currently, I would say that Porsche is among the best at putting up a pedal box for heel and toeing, and I say this with some conviction. It all comes down to how high the stop is in relation to the accelerator; obviously, the more evenly spaced they are, the better. The difference is greater in the MR, and having to twist my foot to get the blips precisely on target was disappointing. The pedal box, which hasn't been altered, is unrelated. With the ST running gear and braided piping, the brake pedal is now so firm that there isn't the same initial compression as with the standard GT4, which aligns the proper pedals on the same plane.

Well, not when you're halting fairly softly, which is how I did it initially. It turns out that I'm not the only one who noticed this, as there will soon be a throttle pedal that can be adjusted to address the problem (yes, I know that all throttle pedals can be adjusted, but their mountings are not). However, as I discovered later, the problem goes away when you really stomp on the brakes, which, by the way, are extremely powerful on the retardation front. Additionally, keep in mind that this vehicle is more suited for track days, so you probably won't be using the brakes very often. You are not working hard enough if you are not.

To be continued...(Next Post)