why are we still talking about colour? Indian/guards/carmine red. Who cares! Chris Harris just helped sell another few hundred more of these cars or helped validate it as an instant modern classic. Not necessarily collectible because you don't buy a car like this to collect. Let 20 years past before we worry about that.
Interesting comment in this review is that the auto blip rev matching is disabled with PSM off.
1) There are 2 stages to turn off: ESC OFF & ESC+TC OFF. Which are they talking about?
2) Email I received from PCNA claims otherwise; that only the Sport button can turn ON or OFF rev matching
Chris Harris seems to already love the Cayman S so I am not worried there. It does seem a few reviews are luke warm.
Listening to the reviews I am not seeing people glowing on the power plant. Listening to it pull through the gears I am not hearing a not huge difference in how it revs compared to an S. Gearing is (unfortunately) identical. I am sure it is faster but reviewers don't seem to be blown away by the thrust.
I have had some seat time in a 2010 GT3RS. The biggest take away is how the car revs through the gears, how the gears are spaced makes a world of difference.
If I did not have a Cayman. The GT4 would be a huge contender. I just have not convinced myself that the jump is worth it.
"When driving the Cayman GT4, it's immediately and inescapably clear this is a car built by people who love to drive above all else. It's something not all sports cars can say, which makes it all the more special. The car was designed not just to be faster but also fun and exciting and rewarding. At the same time, though, it doesn't give up its rewards easily. It not only forces you to be better but also teaches you how to do it. The more you drive it, the more you want to drive it. The harder you want to drive it. The faster you want to drive it. All because you know that it only gets better the harder you push it and yourself."
You gotta check out this weekends Wall Street Journal (weekend edition) write up,on the new GT4. Section D, page 4. "Torque rich, free revving, with the voice of an angel" "The navi system, a $2,965 option, isn't needed, all you need to find is the nearest racetrack" LOL "Porsche enthusiasts take a dim view of the company's recent trucky offerings,including the Cayane and Macan, but as long as Porsche is building these kind of cars, Porsche is still Porsche" Exactly. Mr. Preuninger works in the credibility department.
You gotta check out this weekends Wall Street Journal (weekend edition) write up,on the new GT4. Section D, page 4. "Torque rich, free revving, with the voice of an angel" "The navi system, a $2,965 option, isn't needed, all you need to find is the nearest racetrack" LOL "Porsche enthusiasts take a dim view of the company's recent trucky offerings,including the Cayane and Macan, but as long as Porsche is building these kind of cars, Porsche is still Porsche" Exactly. Mr. Preuninger works in the credibility department.
RUMBLE SEAT Porsche Finds the Right Mix With the Cayman GT4
Enthusiasts have been waiting for a knock-out car like the Porsche Cayman GT4 to lift the company out of the doldrums, writes Dan Neil
ByDAN NEIL
March 20, 2015 3:57 p.m. ...
Enthusiasts have been waiting for this car like dogs paying lewd attention to pillows. And they won’t be disappointed, all 2,500 of them world-wide, annually. This is the nutter special. For one thing, no PDK, or automated transmission. The GT4 comes only with a traditional six-speed manual transmission with a pedal-lever clutch, an increasing rarity in any performance car. It’s a fantastic box, too, a cog-shifter of innate, greased precision and core-of-the-earth solidity, a cudgel of joy. ...
Porsche estimates the GT4’s aero package—1.2-inch lower ride height than the Cayman, with the big chin spoiler, flat underbody and the Klingon warbird rear wing—provides about 220 pounds of balanced downforce at speed. The godlike hand of the aero only makes the GT4’s mechanical grip that much more formidable. On fresh Michelin Pilot Sport Cup 2 tires and dry pavement, the GT4 can casually generate in excess of 1.5 g’s of lateral grip and feel completely undramatic doing so. How can I be so sure? Porsche’s Bluetooth-based track app records vital telemetry from the cockpit for review, and scorn, in the pits.
The process of converting the bandy Cayman into a GT track monster was not at all easy or obvious. The engine choice—the Carrera S’s naturally aspirated 3.8-liter flat-six songstress—fit “barely,” said GT program director Andreas Preuninger. The first order of business was to turn the motor 180 degrees to work in a midengine platform, as opposed to the 911’s rear-engine layout. Room for plumbing and ducting was limited, so the direct-injection flat-six, which makes 400 hp in the Carrera S, might be a bit air-starved here, producing a rated 385 hp in the GT4. Torque rich, free revving, with a voice of an angel, the 3.8-liter is a wonderful engine and, paired with the six-speed manual, it makes for a celestial driving experience. It’s even more responsive in the GT4 application, thanks to its lightened flywheel. But the Portimao circuit has a couple of pretty steep hills that you take in second and third gear. These are the moments when I was wistful for the GT3’s racier engine and its additional screaming, gnashing 90 hp. If the GT4 has a curse, it is that, even after all these hardware upgrades, the mid-engine chassis still feels under-taxed. ...
Item last: the price. You can expect to spend around $100,000 for your GT4 spec’ed just so ...
Factory driver could probably knock a few seconds off that lap time so Preuninger's prediction of a 7.40 seems bang on.
Interestingly, long ratios didn't seem to hinder this guy. Long 2nd gear seemed to come in quite handy. Sometimes I wonder if Porsche doesn't actually gear their cars specifically for the 'ring.