718 Cayman GT4
Whenever these new things come out, I am exactly the purchase price short of cash that it would take to buy one. Amen. I've driven the current gt4, great car but I dunno about 100k, granted I didn't drive it on the track. I get Porsches, would love one, but no one will ever call them good for the dollar except their resale on their special models. Wonder if it still has the long gearing that everyone complained about with the 981 GT4? Wonder if it still has the long gearing that everyone complained about with the 981 GT4? Yes, apparently it does. But Porsche says broader torque band helps offset this? Yes, apparently it does. But Porsche says broader torque band helps offset this? I'm skeptical it'll be noticeably better. 1. While I'm sure torque will be broader given extra displacement, peak torque is unchanged so I doubt it'll be a drastic difference.
2. The redline is higher with that same gearing, so it'll seem even longer. 3. Articles keep mentioning 3,300lbs, which is like 300lbs more than the 2016 model and I still haven't seen an explanation as to why. That's a whole lot more weight for what should be very similar components besides the engine - what gives? That's only 350lbs less than my M3 sedan (with identical displacement and hp, BTW) and that generation is the heaviest one! For a hardcore sports car with cloth straps for door handles, I'm not sure why it weighs so much now. Wonder if it still has the long gearing that everyone complained about with the 981 GT4? All Caymans, from 2006 to the present, have the same gears. All, identical. Only differences are the variation in engine redlines. And GT's head guy said they didn't change the ratios this time either. 3. Articles keep mentioning 3,300lbs, which is like 300lbs more than the 2016 model and I still haven't seen an explanation as to why. That's a whole lot more weight for what should be very similar components besides the engine - what gives?
That's only 350lbs less than my M3 sedan (with identical displacement and hp, BTW) and that generation is the heaviest one! For a hardcore sports car with cloth straps for door handles, I'm not sure why it weighs so much now. AP said in an article I read that it's how they have to calculate weight on a DIN standard or some crap. He said apples to apples the new GT4 is about 30lbs heavier, but he says you can't feel it and the extra power more than makes up for it. I'm sure it's a sweet ride, but I'm not giving up my GT3 at all. Once you have the full 9,000rpm and 500hp, it's impossible to go backwards. AP said in an article I read that it's how they have to calculate weight on a DIN standard or some crap. He said apples to apples the new GT4 is about 30lbs heavier, but he says you can't feel it and the extra power more than makes up for it. I'm sure it's a sweet ride, but I'm not giving up my GT3 at all. Once you have the full 9,000rpm and 500hp, it's impossible to go backwards. Oh yeah, it could be that European weight standard where it's like 90% fuel, a 160lbs driver, and 40lbs of luggage or something like that. Do they weigh carbon fiber road bicycles with a 160lbs rider and a water bottle? Stupid. Ok I feel better now.
Prepared by Porsche Motorsports, the new 718 Cayman GT4 Clubsport is a track car that offers supreme performance chops. Porsche offers it in two forms: the 鈥淭rackday鈥?model for amateur racers and the 鈥淐ompetition鈥?model for national and international racing. The Cayman GT4 Clubsport features natural-fiber composite material. This is a first of any production race car ever to use natural-fiber. Porsche crafted the doors and rear wing from an organic fiber mix. The company makes this mix from a unique blend of agricultural products. This gives the composite similar characteristics to carbon fiber. Around the back of the vehicle is the 3.8-liter flat-six engine that powers the car. It makes 425 hp, which is a boost of 40 hp from previous models. The Trackday version of the car gets non-adjustable shock absorbers; ABS, ESC, and traction control settings that are more forgiving; air conditioning; and some additional safety features. Porsche equipped the Competition model with three-stage adjustable shocks, 115-liter safety fuel tank, adjustable brake balance, integrated air-jack system, automatic fire extinguisher system, and a quick release racing steering wheel. Both versions of the cars are available for order now and can be shipped anywhere in the world.
The Porsche 911 is the benchmark against which all new sports cars are measured. Incremental improvements with each model iteration have transformed the latest version into one of the greatest all-rounders on sale. We first tried the 992-generation 911 Coupe back in January, though our impressions centred on a single track drive - complemented by only a few miles around the restrictive perimeter roads near the Hockenheim circuit in Germany. The car鈥檚 biggest test had to wait, then. You can鈥檛 truly judge a car鈥檚 dynamic quality until you鈥檝e driven it on UK roads - and what better place to do that than around the fantastic winding switchbacks, tight corners, and pothole-ridden tarmac of the Scottish Borders? The first thing you notice is how well damped this latest 911 is. The compliance on rough roads is little short of astounding; if roads like these can鈥檛 upset a car鈥檚 high-speed composure then little else is likely to cause issue. Irregular cambers, deep ridges, and sudden changes of elevation did little to affect the 992鈥檚 solid, squat and impressively collected stature. The same is true when cruising.