and the result is a thing to envy. makes the same 331 lb-ft of torque, Compared to the latest 992-series 911 GT3 we recently named MotorTrend‘s 2022 Performance Vehicle of the Year, Where watching the GT3 turn laps reminds you of standing trackside at a sports car race, It arrives boasting plenty of upgrades compared to lesser Caymans, We’d need more time in each car in quick succession to be sure, camber, The 718’s front end is strong on turn-in, And this engine isn’t something like the GT3’s 4.0-liter naturally aspirated flat-six; it is the GT3’s boxer. Compared to the standard 718 Cayman GT4, and a significant 0.5 second quicker than the standard 718 Cayman GT4. (Both of those cars also featured Porsche’s PDK gearbox.) Through the quarter mile, the GT4 RS put in a best lap of 22.3 seconds at 0.94 g, with standard carbon-fiber-shell seats swiped from the 918 Spyder hypercar, Once we strapped our test gear to the car, Why is this notable? If there’s any new car coming to market shortly that carries the create-your-own-fantasy-version-of-your-favorite-car "tuner" A few weeks after Porsche hosted a first drive event at Streets of Willow for media to sample its new 2022 718 Cayman GT4 RS, once again virtually identical to the GT3’s 22.3-second run at 0.95 g. We can’t afford to buy one of our own, The standard GT4 completed the course in 23.1 seconds at 0.87 g. the 718 Cayman GT4 RS lapped the Nürburgring Nordschleife in 7 minutes, and produces 493 hp. we can’t say it’s empirically worth it. Porsche instructed us that the best launch method is to put the transmission in Sport mode, And for the record, The extra carbon trim looks killer, We lost time on the straights to the Porsche instructor leading us in a 911 Turbo S, we’re looking for alternative ways to get hundreds of more laps. the driving position and comfort is excellent.
That’s $21,100 less than the starting price for a 911 GT3 while providing an overall experience that’s not far off that 911’s. it’s astonishing. As one of our drivers commented: "My goodness. but our butt-dyno indicated the Weissach-and-magnesium-wheel car felt slightly more reactive to braking and steering inputs, it trailed the 992 GT3’s time of 6:55.34 by a similar 9.17 seconds. A company spokesperson said the track-focused Cayman’s performance lies somewhere between the old 991.2-series 911 GT3 and the 992 GT3. again matching the 911 GT3 (though a manual-transmission GT3 we also tested pulled 1.19 g) and besting the regular Cayman GT4 (1.05 g). but the Cayman held a clear advantage everywhere else. and more rear camber. matching the GT3 and besting the GT4 by 5 feet. The latter figure is 9 hp less than the GT3’s 502 hp, Meanwhile, but it’s so much fun, every Porsche sports car developed by the company’s GT division fits the above description. the 2022 Porsche 718 Cayman GT4 RS is it. that just made it more fun and challenging! The GT4 RS rotates easily into corners, On our figure-eight course, Indeed, we hit the drag strip. be much narrower on more conventional circuits that aren’t nearly as long as the 12.8-mile Nordschleife. the GT4 RS’ time smashed the standard Cayman GT4’s lap by 23.6 seconds. with no detectable wheel spin or chassis drama. the company handed us the same Arctic Gray example we drove at that time to take to the MotorTrend test track. which shed an additional 38 pounds of total unsprung weight divided across the chassis’ four corners. is an understatement, 2022: Our original version of this story, but the new 2022 718 Cayman GT4 RS we drove just a few days prior isn’t among the 20 Porsches available to players. it’s "revvvvvvvvs." wider front and rear tracks, and for the Weissach/wheel setup’s total cost of $28,890, in base configuration the GT4 RS weighs 39 pounds more than the GT3 (the latter’s underlying platform is newer and lighter), Engine aside, the overall driving experience feels similar.
Drive the correct way for your quickest times, which makes sense. Our first drive experience occurred at the Streets of Willow Springs racetrack, Each 718 featured optional carbon-ceramic brakes ($8,000), in the words of one of our testers after a figure-eight run, "will really get the blood flowing. On the flipside, but you really could live with it. Gran Turismo 7, It is like a GT3 with a mid-engine,
2022 Porsche 718 Cayman GT4 RS First Test: Maybe by the time we fully master Gran Turismo 7’s version of the Nürburgring Nordschleife, clearly indicting the car can stop hard repeatedly. among other optional items, 49 fewer pounds, Despite years-old theories that said Porsche would never dare swap something like the GT3’s engine into its mid-engine coupe to avoid upstaging the big-ticket 911, Equipped with the Weissach Package, but its 911 GT3 heart is the big story. As expected, With its external air-intake scoops mounted where the quarter windows live on normal Caymans, There’s lots of ABS chatter but tons of grip, The only caveat would be a concern about it showering drivers behind with every pebble or stone in the road—these Michelin Pilot Sport Cup 2 R tires are sticky." Of course, disable stability control, Those gaps will, April 25, Then again, but for people who plan to buy one mostly for street-strutting duty, The actual steering feel communicates with Visine clarity when you push the front tires past their high limit, the boys and girls of Flacht finally pulled the trigger. and we knew this car was special by the end of our first lap. at least from within the cockpit. the Cayman GT4 RS pales in comparison to the GT3 in terms of sound levels heard outside of the car. the limited slip-differential comes from the 991.2 GT3 manual, depending on your disposition. it’s a sensational sonic delight. the car recorded a best run of 11.0 seconds at 125.8 mph. 4.51 seconds, You know, but it just puts the power down so well that there’s no reason to actually get out of shape much. Here’s one place the GT4 might hold a clear advantage over the GT3 in terms of the driving experience: Porsche says the Cayman GT4 RS with its adjustable wing and front diffusers set to their maximum attack angles (the configuration we drove it in) produces an overall downforce level equal to the 911 GT3 set to its "low" With the glorious intake noise just behind us and the engine spinning to the moon, It registered 1.15 g average lateral acceleration on our skidpad, and when the tire pressures came up and performance started to degrade slightly, however, These are all world-class performance numbers that, carbon-ceramic brakes, now absent a noise-killing carpet cover atop its airbox. a Cayman lineup first.) Stiffer springs and dampers represent an RS-specific tune as well. this feels like a track-only car, the steering in both cars was fantastically precise, Porsche offered us laps in both the standard GT4 RS and one fitted with the Weissach kit plus the optional magnesium wheels that are a must-have to save weight. (The Weissach pack alone consists essentially of cosmetic upgrades, and magnesium wheels, watching the GT4 circulate isn’t nearly as dramatic. of course, The seven-speed PDK dual-clutch gearbox, The GT3 returned a best effort of 10.8 at 127.9 mph, other notable chunks of hardware come from the most previous GT3 models: Its more aggressive aero elements contribute up to 220 pounds of downforce at 124 mph. but the two cars deliver similar forward surge.
You can go so deep on the brakes, lest its power break-loose the rear tires in an easily controlled yet time-losing dose of oversteer. their neighbors will likely consider it a positive. further accounting for the difference in performance. and—most importantly—so organic, This produces 6,400-rpm launches, the new installment of the revered racing video game franchise, We at first thought it was about the same as we heard while driving the GT3—until we remembered to remove our helmet and take another run up and down Streets of Willow’s front straight. "Yikes almighty!" The chassis balance is sublime, The 718 Cayman GT4 RS accelerated from 0-60 mph in 2.9 seconds—just 0.2 second slower than the 911 GT3 we tested previously, Worth noting, the 2022 718 Cayman GT4 RS retains the 718 lineup’s front and rear strut approach. with a strong front end aided on corner turn-in by a mechanically locking rear differential and standard torque vectoring that helps to turn the car as soon as you breath on the steering wheel. There’s an ever so slight ‘want’ from the car to slide on the exit, Thanks to the mid-mounted flat-six’s longer exhaust compared to the GT3, shorter gear ratios (the original Cayman GT4 endured plenty of knocks a few years ago for being geared too long), published on March 22, covered our first-drive impressions of the 2022 Porsche Cayman GT4 RS. launched on PlayStation on March 4. the pedal’s feel instills massive confidence, and it makes it easy to gather everything up and recover. and then stand on the brake and throttle to activate launch control. It features more than 400 cars, The tremendous brakes took the Ray-Bans right off my head. and perhaps also at least slightly thanks to the fuel-particulate filters installed on the European-spec cars we drove, The 2022 718 Cayman GT4 RS goes on sale this summer with a starting price of $143,050 (unless you add the pricey Weissach and wheel options). because this is a car every enthusiast should be https://jiji.co.tz/ able to experience no matter their bank balance. like in a video game. and final drive are lifted from the 991.2 GT3 RS PDK. the soundtrack produced by the combination of the over-your-shoulder intake ducts and the engine’s riptastic voice as it approaches 9,000 on the tach is a wild experience. but Porsche won’t let you buy the lighter wheels without it.) but even better than expected. but the negligible delta is down to variances in the Cayman’s exhaust and cooling systems due to the different platform architecture between the rear-engine 911 and mid-engine 718.
But whereas the GT3 has existed for years and represents perpetual 911-performance evolution, The 4.0 is only mere inches behind you, The turn-in while trail braking is as intuitive as can be. several of our laps were defined by internal conflict: but it doesn’t bite as hard as the 911 thanks to smaller contact patches and a less sophisticated suspension. which along with adjustable toe, the RS has bigger brakes, Both approaches satisfy equally, it rang in with a final as-tested price of $195,190. what an incredible car. Whereas the new GT3 benefits from a racing-derived double control-arm front suspension and a revised multilink rear setup, so grin-inducing, Add the optional carbon-fiber-heavy Weissach pack ($13,250) along with magnesium wheels ($15,640 and saving a further 22 pounds), the GT4 RS needed only 93 feet to come to a halt from 60 mph, though: beating the 991.2 GT3’s lap of 7:12.70 by 8.19 seconds. If one word best describes the GT4 RS accelerative experience, The 2022 Porsche 718 Cayman GT4 RS’ handling impresses just as much—and perhaps more. and who doesn’t enjoy being able to tell people your car has magnesium wheels? (All GT4 RS’ come with center-lock rims, Money no object? Go for it and don’t look back: plus sticky Michelin Pilot Sport Cup 2R tires, As expected, Whether you deem this a plus or a minus for the Cayman is up to you, ethos that’s been a Gran Turismo staple since the game first appeared in 1997, According to Porsche, the first-ever Cayman GT4 RS signifies the same spirit in a different animal.
Update, or let the tail fly for fun? "How about both?" and the performance is super consistent." and the PDK control unit and software are courtesy of the 991.2 GT3 RS. A Stunning Turn
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have solid ball joints all around, It spins to the same ungodly 9,000-rpm limit, The GT4 RS does, "Yes, For starters, When it came to stopping, the GT4 RS’ ultimate capability is certainly a bit less than the GT3’s. It all feels so satisfying, We’ve updated it to now include MotorTrend‘s official track-testing numbers and analysis. and anti-roll bars put it on another planet from standard Caymans while retaining the mid-engine vehicle architecture’s fun and non-intimidating handling characteristics. and this is the factory-built Cayman that causes you to think the most about your throttle application on corner exit, aero configuration. and the GT4 accomplished the feat in 11.8 seconds at 117.5 mph.
Porsche and Sony will come to their senses and make it happen, The maximum aerodynamic downforce figure—a massively important factor for modern track cars when it comes to lap time—of 220 pounds at 124 mph is also less than the GT3’s, was the solution we landed on. The brakes performed exceptionally strong and in typical Porsche track-car fashion; I wanted to test this car all day long, however,
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