Then & Now
As the year 2000 approached, I had just received my driver鈥檚 license. For me, the hottest car on the market was the Porsche 996-Series 911. The supercar from Stuttgart underwent a big transformation just as I became a legal driver. The water-cooled 996 cars began arriving in 1998, and of course, the Turbo made big news. But many enthusiasts and racing series demanded a high-performance naturally-aspirated engine. Let鈥檚 take a look at the first GT3 by turning the pages back 15 years. December of 2003 was loaded with gifts and gadgets that Millenials will never understand, so let鈥檚 go! Announced in late 1999, the Porsche 911 GT3 would be rear-wheel drive and ready to race. In order to make big power, engineers decided against the new 996 engine (M96 and M97). Going back to basics, they refined the legendary 鈥淢ezger鈥?3.6-L engine with dry-sump oiling and water-cooled heads. 3.6. Because the engine was designed for the brutal 959, it can make amazing power and handle your worst abuse. Santa鈥檚 most requested gift for 2018 has been the Porsche 911 GT3 Touring. It combines the subtle looks of the lesser models with GT3 power and a manual transmission. 124,000 would get you into a new GT3. The oldest examples we have are available for half of their original MSRP, so its up to you to find your optimal choice between age and price. Of course, our dealers are ready for your call, so click the link below and stay with us for all your Porsche memories.
Porsche currently offers three different 718 Cayman models in their lineup, from the 300hp base model to the 365hp GTS, with the 350hp Cayman S slotted neatly in between the two. As the top-of-the-line Cayman, the Cayman GTS delivers performance that is on par with the more expensive 911 Carrera model and can effortlessly change roles between everyday road car and track day use. Porsche uses the GTS moniker to identify models that are more sporting both mechanically and visually than lower-level models. In the case of the Cayman GTS, it has 15hp more than the Cayman S, thanks to a revised intake manifold and a larger turbo compressor that allows for more turbo boost. It also comes standard with the Sport exhaust, Porsche Active Suspension Management (PASM) and a limited slip differential. Visually, the GTS is distinguished by black accents, larger air intakes and 20鈥?Carrera S wheels on the outside and alcantara trim and Sport Plus seats on the inside.
A 6-speed manual is still offered, which is becoming harder to find, with the PDK dual-clutch transmission optional. All of the Cayman models are attractive, but the GTS is especially so as the larger wheels and black accents give it more street presence, especially when combined with the Racing Yellow paint on our test car. I love the size of the Cayman. It鈥檚 big enough to feel substantial and be comfortable enough to take on a long highway drive, but it鈥檚 small enough to feel like you鈥檙e a part of the car when you鈥檙e in the seat. It is a bit tight in the legroom area for me at 6鈥?鈥?but it鈥檚 not uncomfortable. 290), which lowers the ride height by 20mm and has stiffer springs and roll bars than the standard PASM calibration. Curb weight on the Cayman GTS comes in at 3,098 pounds with the PDK transmission, which is only 99 lbs.
It also feels more special to drive, with the aggressive appearance and the more upscale interior, along with the more sporting nature that comes with the Sport exhaust and the PASM suspension. With 365hp on tap, the Cayman GTS is very fast, but more importantly, the 309 lb-ft of torque comes in at 1,900rpm, which makes the Cayman GTS pull hard off the line and out of corners. The Sport exhaust may be a bit too loud for some as a daily driver, but it certainly raises the sport quotient. One wish is that the car sounded better at idle and low revs. Even with the Sport exhaust it鈥檚 a bit uninspiring until you get the revs up. The overall balance of the Cayman GTS (all Cayman鈥檚 really) is superb with the mid-engine layout, and Porsche has done a fantastic job with the PASM suspension. The relative compliance of the ride was especially impressive on our test car considering it had 20鈥?wheels and the optional PASM Sport suspension. I spent a morning at Monticello Motor Club with the Cayman GTS as well, and it was very impressive on the track for a road car on street tires. Cars that feel well-balanced and predictable on the road often can鈥檛 hack it once they鈥檙e exposed to the more extreme requirements of the track, but the Cayman GTS felt like it was made for it. The car displayed the same balance it has on the road, was very stable at high speed and the brakes were strong and held up well to a few track sessions. 69,300 Cayman S. If you want the ultimate performance in a Cayman, the GTS is the one to choose, but you can鈥檛 lose with either. DH) has been an automotive writer and photographer for the past 20 years.