Porsche 718 Cayman GT4 RS
More than the sum of all parts
Porsche 718 Cayman GT4 RS
© press-inform – the press office
The Cayman GT4 was already celebrated like no Porsche before it and like no modern Swabian mid-engine sports car. But the former superlatives have fizzled out – the new Cayman GT4 with the RS logo adds a few pounds in terms of driving dynamics and makes the 911 sweat like never before.
On paper, Porsche has mixed 80 hp, a larger rear spoiler and aerodynamic refinements into the automotive magic potion on four edges and lost 60 kilograms at the same time. The fact that the fastest Cayman and the sharpened mid-engine sports car of the past decades came out of it comes as no surprise and inspires everyone. A shake of the head for normal drivers – a feast for the ears for circuit fans: the Cayman GT4 RS thunders spectacularly 23.6 seconds faster over the Nordschleife of the Nürburgring than the anything but tame Porsche Cayman GT4.
Porsche is still more than a purely electric brand – for now. Before all upcoming vehicles, apart from the 911, go into the electric warehouse, there will be the grand finale again with the Porsche Cayman GT4 RS. The hot two-seater builds on the competence of the GT4 and expands its most important parameters more spectacularly than ever: more power, less weight and better aerodynamics. The fixed CFRP wing with black side wings and swan-neck attachment immediately catches the eye, which is derived from the Le Mans-winning Porsche 911 RSR and which the 911 GT3 brought to public roads for the first time. It should disturb the airflow below the wing as little as possible, “because a strong and constant airflow at this point is more relevant for downforce than the flow over the tip,” explains Markus Atz, head of the GT4 RS project. With this rear wing, the effect is exactly the opposite of that of an airplane wing, where the air flows faster over the tip to create lift. “The angle of attack of the rear wing of the GT4 RS can be adjusted manually in three stages, while the front diffuser can be adjusted in four stages using mechanical sliding elements,” Atz explains further.
Other relevant elements that improve the vehicle’s drag and cooling performance are the air intakes behind the side windows, the wheel arch vents with louvers, the air intakes on the hood and the redesigned front splitter. With the front diffuser and rear wing in the performance position, a setting for use on racetracks, the 718 Cayman GT4 RS generates 25 percent more downforce than the 718 Cayman GT4. And then there’s the weight. 1,415 kilograms mean that each of the 500 hp generated by the six-cylinder boxer only has to carry 2.83 kg on its back. The front fenders and the bonnet are made of carbon fiber reinforced plastic, some of the insulating material has been eliminated, as has the boot privacy panel. In addition, light carpets and door panels were also purged, radio and navigation system deleted. Despite the larger cast iron/aluminium composite brake discs (ceramic discs are optional), the weight reduction compared to the GT4 can even be improved to 60 kilograms if you opt for the titanium cage and Weissach package. Then there’s carbon fiber weave on the hood, side air intakes, door mirror caps and rear wing, 20-inch forged magnesium wheels and a charismatic-sounding titanium exhaust. If you want to sharpen even more, treat yourself to the Clubsport package.
More exciting is the four-litre naturally aspirated engine, which, rotated, is basically the same as in the 911 GT3. Rigid rocker arms ensure optimum response at high engine speeds, precise camshaft control and an individual throttle valve for each cylinder ensure perfect engine response. When sprinting, the digital numbers just jet across the central display. 3.4 seconds to 100, 10.9 seconds to 200 and 315 km/h top – simply madness. No wonder that the hot RS cannonball is 23.6 seconds faster than the Cayman GT4 on a hot lap around the green hell of the Nürburgring. According to the chief engineer, the right Michelin Pilot Sport Cup 2 R tires give everyone a five to six second advantage.
There is also a three centimeter lower body, a six millimeter wider track at the front and eight millimeters more at the rear, which improves the lateral stability of the car. Torque vectoring, a seven-speed double clutch, the mechanical limited-slip differential and active chassis management do the rest. The first long straight confirms that the throttle response is almost telepathic and the shorter ratio helps to compensate for the lack of turbocharging, before the boxer engine starts to breathe above 4,500 rpm with a maximum torque of 450 Nm. From there to the limit of 8,400 rpm, the fun maker offers a roller coaster of emotions that suits the nature of the 4.36 km Estoril circuit with its 13 fun corners.
The limited-slip differential helps stay as close to the invisible crest lines as possible. And no matter how late or excessively you brake, the brakes don’t show any signs of fatigue, especially the ones we’ve used that have been upgraded with larger ceramic discs. No surprise: here and there it can happen that the 718 RS and the driver get overconfident, so that steering corrections are necessary. It is at this point that many drivers may feel that the mere lack of opportunity has prevented them from pursuing a career as a professional racing driver, so easy is it to get the GT4 RS back on the intended and appropriate racing line. Here the inner voice keeps reminding you that it is not allowed to send the electronic stability program to the schoolyard. In the Ayrton-Senna Parabolic curve, one can feel the benefits of improved aerodynamics, from the inverted rear wing to the underbody ground effect and rear diffuser. So all you have to do is overcome your fears and remember that the faster you drive, the more sticky your car will be to the road. It’s a bit like riding a bike. Only more expensive: the Über-Cayman costs 141,338 euros.