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Cayman GT4

992 Carrera S Versus Cayman GT4: Which Would You Take?

Dan Prosser might be one of the best spoken and most technically savvy journalists in the biz, and he can drive as well as any of them. He doesn’t begin this particular video with a very intriguing premise, however, since we can easily surmise the 992 Carrera is the better everyday car, and the Cayman GT4 is a wildchild for the weekend. When the two are priced so similarly, we need to do some real thinking about which is the better buy.

Of course, the Cayman the machine which involves—and as a result, demands—more. We could all guess that. Fortunately, Prosser’s feel and technical expertise helps shed some light on a surprising aspect of the Cayman which might sway someone deciding between the two. For something sporting a GT badge and that purposeful bodywork, it’s sweet; the Cayman won’t snot out of its driver on bumpy backroads.

In a depressing English downpour, the GT4’s Michelin Pilot Sport Cup 2 tires fare well, though they might not be in their ideal element. The suppleness of the chassis, the directness of the steering, and the linear power delivery make it a wieldable machine in inclement weather. Many might think pushing a GT4 in the rain would mean a trip into a ditch, but the car is surprisingly well-mannered.

The Cayman’s focused character is tempered with enough civility to be a good all-rounder.

So is the 992. With its opulent, spacious, supremely civilized interior, is able to blend everyday driving and spirited driving a bit better than its slimmer, adrenaline-addled sibling, but it’s no pudgy cruiser. It’s very quick, great over bad roads, and because of its slightly less focused character, it’s a « more natural, more intuitive sports car [than the Carrera S]. » A benign character is a good thing for a everyday driver, but is that what drives people to buy a sporty Porsche?

There’s no denying the Carrera’s distinguished presence.

Ultimately, these two are still sports cars, and should be judged as such. You have to ask why one would buy a sports car if it weren’t stimulating, especially if it can manage the mundane driving reasonably well. The Cayman’s sharper edges make driving it that much more of an event, and yet, it’s not so harsh that it can’t handle everyday driving. If it were my money, I’d put it on the screaming yellow thing—but maybe I’d paint it a quieter shade of green.

Though Prosser’s impressed with the Carrera’s competence, it’s in the Cayman he grins more.


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Purists Rejoice! Porsche Puts the Six-Cylinder Back Into the 718 GTS

What better way to enjoy a six-cylinder wail than with an open-top Boxster?

Stuffing a throaty six-cylinder in the back of a mid-tier Cayman or Boxster isn’t ever going to be met with much opposition. While many have grown accustomed to the shove and impressive mid-range of the latest 2.5-liter turbo motors, the screaming 4.0-liter atmospheric engines will always be welcome betwixt the haunches of a 718.

The linearity and rewarding revs of an atmospheric motor makes backroads drives even more enjoyable.

Of course, this motor has to help the latest 718 GTS fit in nicely within the Porsche pecking order, so it’s been softened slightly. It makes 394 horsepower and 309 lb-ft of torque; just shy out the 718 Cayman GT4 and Spyder’s output, but offers very similar performance.

It’s enough for a 0-60 time of 4.5 seconds and a top speed of 182 miles per hour (when fitted with the sports exhaust). The latest, screamiest version of the 718 GTS still retains all of the GTS goodies: the standard 20mm lower ride height than the standard 718, active drivetrain mounts, sport chrono, and Porsche Torque Vectoring (PTV) with mechanical limited slip rear differential all come stock. Sharpened turn-in and improved poise from the 235-section front , plus a little playfulness from the appropriately matched 265-section rear tires should keep the owners of these cars smiling on any stretch of road or circuit. .

Dark alcantara, accentuated by red (or white) stitching, lends a definite air of purpose to the GTS’ cabin.

It’s a wonderful choice for someone who wants that wonderful flat-six wail back in their lives, but aren’t interested in the pricier, more purposeful GT4 or Spyder. They musn’t be set on a PDK, either, as the new 718 GTS is manual-only. Again, this is an exercise in injecting a little more sense of occasion into the 718 lineup, and based on the figures Porsche have presented us—and their tendency to be exceptionally conservative with these figures—we likely have one of the most involving and visceral sports cars for the money on the market today.


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Watch This Cayman GT4 Hassle A GT3 RS In France

At a fast, frightening circuit, a 981 Cayman GT4’s horsepower deficit ought to keep it from hanging with a well driven 991.2 GT3 RS. However, there are some very quick, challenging corners to negotiate here, which make bravery and commitment almost as useful as raw firepower. As we see, the mid-engine marvel’s incredible agility, when paired with a slightly better driver, is enough to level the playing field at Magny-Cours.

Not that the man in the yellow RS is a slouch, but the Cayman driver, Ricopassion, exudes superior skill and confidence through his measured driving. His perfect heel-toeing, neater lines, and willingness to cut a few angles in quicker corners (1:04) indicate he’s completely on top of his Cayman.

Casually opposite locking at eighty miles per hour—without losing much mid-corner speed—is something which takes a lot of familiarity with the car.

Though the Cayman has stellar traction, its 380 horsepower are enough to induce a little oversteer out of hairpins (3:14), so Rico’s throttle application has to be more progressive there than the RS driver’s. The RS’ low-speed traction, combined with a PDK gearbox, more torque, and another 140 horsepower spread the two quite a ways along the straighter sections of this famous French track.

The Cayman isn’t bringing more outright performance to the battle, so it is confidence through Magny-Cours’ faster bends and braking zones that help reel in the RS repeatedly. Considering the gap the RS achieves along every straight of some length, it’s very impressive how Rico can late-brake himself back into contention. Most notably after they both thread through traffic (2:15), Rico stands on the middle pedal, shifts from fifth to second, and claws back at least ten car lengths.

That late-braking maneuver might’ve put a dent in the RS driver’s confidence.

In the end, it’s the Cayman’s strong brakes, entertaining balance, and incisive nose which make up for the obvious difference in traction and power. Of course, were it not for Rico’s obvious talent and boldness, these qualities in the Cayman’s chassis couldn’t be accessed. In addition to being purely entertaining, this high-speed battle demonstrates that, provided the cars aren’t too different in terms of performance, a driver of superior skill can really make up the difference.


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Manthey Racing Cayman 718 GTS Hounds GT3 RS at the Nurburgring

Though no slouch from the factory, the Cayman 718 GTS’ blade can use a bit of sharpening if it’s to keep in touch with the venerable 991 GT3 RS. One owner and skilled shoe, a certain sebastian vittel, sent his off to Manthey Racing to fulfill the potential of the 718 chassis. Agile, easily controlled, and reassuring, it’s enough to run with a well-driven GT3 RS at the Nurburgring.

A Few Important Tweaks

Though the list of modifications supplied by Manthey is short, each item is very effective. They contribute to feel, feedback, and confidence—qualities that go very far on as treacherous a track as the Nurburgring. Controlling the body are Manthey racing Special KW competition suspension with a setup tailored to the crests and crowns of the ‘Ring. Special Endless brake pads and stainless brake lines sit underneath the BBS Cayman GT4 forged wheels wrapped in Pirelli Trofeo R rubber. For a little more reassurance in the quick stuff, a TWL carbon rear ducktail spoiler helps, and a half cage provides a little stiffness and security, as do the Schroth harnesses.

The engine is untouched and produces the same 367 horsepower as it did when it rolled off the dealer’s lot. It’s not an exceptional amount of thrust, but the PDK gearbox makes the most of the punch available. In fact, the Cayman seems slightly underpowered for the amount of grip it has. Even in slow corners, it never snaps or overwhelms the rears. This, in some sense, eases the driver’s mind and allows them to focus on cornering speed.

The planted rear only once snaps: in the middle of the quick Wehrseifen (3:03), where a mid-corner adjustment helps point it in the right direction.

Agility Its Best Asset

The way the Cayman points into corners is perhaps the reason why it’s so capable around the 12.9-mile track. When he makes his way past Ex-Muhle (3:37), vittel can keep his foot flat to the floor and carry wonderful speed through the fastest corners as he doesn’t have to consider making a speed change (through lifting or braking) at the corner entry. The tighter the course gets, the more the incisive front end helps him, and he can constantly close whatever small gap with a few additional mph into and through the corner.

It’s obvious that the well-balanced chassis, moderate amount of torque from down low, and pointy front end make this Cayman extremely capable. Those assets, combined with vittel’s tidier lines and the benefit of traffic, allow him to keep in touch with the GT3 RS ahead until the front straightaway, where the blue car fires off into the distance. It’s easy to say who the more satisfied driver was at that point.


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Ride Onboard With The Legendary Walter Rohrl As He Puts A 718 Cayman GT4 Through Its Paces

Though he’s now a septuagenarian, Walter Rohrl hasn’t slowed down much. He’s as wiry as he was in his prime, and he still takes every outing on track—even one with a passenger sitting shotgun—very seriously. Yes, a smile occasionally breaks across his stern visage, but his focus never fades.

His famously precise driving is the result of five decades behind the wheel of a racing car. Unlike most of the driving we see automotive journalists indulging in, Rohrl’s driving is smooth and devoid of big slides. Accurate and understated, there isn’t much in the way of opposite lock. This is the style of driving we can expect from a man who spent much of his career avoiding cliffs, trees, and oblivious rally fans.

Cool and detached, he uses every inch of Knockhill’s surface, and enters some of the blind corners with the sort of confidence most can’t muster. Some of that composure has to be attributed to how nicely the Cayman sits over curbs and elevation changes. Though Rohrl is renowned for hating rally stages with lots of jumping, he’s virtually sedated as he climbs over Knockhill’s crests and clouts the curbs. A car that inspires this sort of confidence is something quite special.

Being the a seasoned veteran and straightforward German he is, something would be amiss if he didn’t make one critique. As we’ve established before, the gear ratios in every iteration of the GT4 are frustratingly long, and we can hear how the motor falls out of its sweet spot in the second-gear hairpins (3:09), but it’s on-song most everywhere else. It’s a stellar car with a legend behind the wheel—so sit back and enjoy this masterclass, which despite the speeds, is strangely soothing.

The most emotion you see from the steely Rohrl is a sly smirk after Catchpole cracks up sitting shotgun.


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