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    Re: Cayman GT4

    Do you have the link for the countdown?


    --

    2016 Porsche 991 Carrera GTS  Black with AeroKit Cup Package,  2017 Porsche Cayenne Platinum  Purpurite Metallic, New York


    Re: Cayman GT4

    It is out... 1.8l 4-cylinder TFSI from Audi indecision


    --

    2017 991.2 Carrera 4 GTS | GT Silver Metallic - The GT3 Killah!
    2013 Audi S3 | Glacier White


    Re: Cayman GT4

    1560802816702image.png

    Smiley



    Re: Cayman GT4

    Spring 2020 at dealers in the US...wow 


    Re: Cayman GT4

    Thanks!


    Re: Cayman GT4

    6-cylinder NA version of the 911 Carrera turbo-engine  So neither current GT3 nor previous 3.8l.


    --

    2017 991.2 Carrera 4 GTS | GT Silver Metallic - The GT3 Killah!
    2013 Audi S3 | Glacier White


    Re: Cayman GT4

    6 speed MT

    4.0 L

    6 cyl

    420 hp

    20"

    GT brakes and components

     

     

    111.PNG222.PNG777.PNG4444.PNG11111.PNG666.PNG99.PNG66.PNG


    Re: Cayman GT4

    Porsche Cayman GT4 with 4.0 flat-six...

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    Re: Cayman GT4

    kiss


    Re: Cayman GT4

    New 4.0-litre atmo boxer six for mid-engined coupe and roadster

    Porsche has confirmed a nearly all-new naturally-aspirated 4.0-litre six-cylinder boxer engine will power both the upcoming Porsche Cayman GT4 and Boxster Spyder.

    Due to be launched at the Goodwood Festival of Speed early next month, before arriving in Australia by the end of this year – when the Porsche Boxster Spyder should also be available here — the Porsche Cayman GT4 is effectively a road-going version of the race-ready Cayman GT4 Clubsport revealed in January.

    However, the first road-going 718 Cayman and Boxster to be available with a six-cylinder engine rather than a turbocharged four-cylinder won’t be fitted with the Clubsport’s normally-aspirated 3.8-litre boxer six — or the 4.0-litre atmo six in the 911 GT3 RS.

    “We found the sweet spot at the first run,” said the director of Porsche GT Road Cars, Andreas Preuninger, at a recent technical workshop for the new Cayman GT4 in Germany.

    “It’s got a 4.0-litre naturally-aspirated flat-six. It’s got roughly the same outline as a [911] GT3 engine, so it’s 81.5mm stroke and 102mm bore. So it’s the same dimensions but it’s bit of a derivative of the turbo engine, what we call the 9A2,” said Preuninger.

    Bespoke 4.0-litre flat-six

    It might be derived from the 911 Carrera’s turbocharged engine, but the powertrain engineers admit the Cayman GT4 and Boxster Spyder engine is at least 80 per cent new.

    There’s piezo injection, a dry sump and adaptive cylinder control, while the exhaust has the necessary petrol particulate filters to pass current and future emissions regulations.

    There’s also an idle-stop system — the first in a Porsche GT car — requiring a larger starter and battery. Power is rated at 309kW at 7600rpm, peak torque of 420Nm is delivered between 5000 and 6800rpm, and Preuninger says “it spins to 8,000rpm”.

    Simply slotting in a GT3 engine, which produces up to 383kW/470Nm in the RS, wasn’t feasible — not least because the race-focussed engine is expensive and difficult to manufacture, but because it would also have to be turned around for its mid-mounted location in the 718 platform.

    De-tuning it isn’t the work of a moment either because, as Preuninger admits, the GT3 4.0-litre is an engine that needs all its power to work properly.

     

    Preuninger said he could not deny hearing “the roar of the crowd” in favour of a flat-six in the latest Cayman GT4, and confirmed he was already looking in the direction of a normally-aspirated engine for the future — despite it flowing against the industry norm.

    “We needed a different platform for the GT4 and we are quite happy that everybody in the industry is giving up on normally-aspirated engines,” he said.

    This new 4.0-litre is the response. It is able to be built alongside the regular Carrera engines, meaning the GT4 and Spyder can run simultaneously alongside the GT department’s other models and, crucially, without limited production.

    Stick shifted

    The purists will be happy too, that Porsche has stuck with a manual transmission, fitted with selectable auto-blip should you want the electronics rather than your feet to rev-match downshifts.

    “We stick to the stick shift. Which is part of the equation that works so well in the customer’s view,” said Preuninger.

    “We think the package is quite about right for being the smaller brother of the GT3 with a little bit of a different positioning. The GT4 is a driver’s car. It welcomes any novice, but it satisfies all the purists, as well as the track guys.”

    Even so, being a GT product, inevitably track times will be discussed. But Preuninger says it’s not a car that’s as singularly focussed on track driving as the GT3 might be, but still hugely capable.

    The Porsche GT boss claims the Cayman GT4 will lap the Nurburgring at least 10 seconds quicker than its predecessor. That means it’s as fast as — if not faster than — the 991-series 911 GT3 around Germany’s most famous track.

    “It is quicker than the predecessor; it’s about a second [quicker] to 200km/h from a standstill. Tt will be substantially quicker around the ‘Ring because of all the new electronics, all the new damper technology, the aero, the whole package, the steering, everything … so it comes together as one whole.

    “You know from the generation that jumps in on the 911. We don’t change obviously so much and everybody gets out of the car and says ‘wow it’s a completely different car’. It’s similar here and you will really appreciate that when you drive it.”

    The official numbers state a 0-100km/h time of 4.4 seconds and a top speed of 304km/h (188mph).

    Aero gain

    Aerodynamics inevitably play a significant role in achieving the faster lap time. Visually the Cayman GT4 looks little similar to its predecessor, the adjustable front splitter and rear wing having only minor detail changes rather than wholesale revisions.

    Where it gains is underneath, with the addition of a large diffuser. For that GT4 owners can thank Spyder buyers, as it needed to achieve downforce without the old GT4’s fixed wing (the Spyder gets a pop-up wing).

    “We had to look elsewhere for making the downforce, which is the under body. The Spyder needs it more badly than the GT4 because it was quite OK as it was. But we can always live a little bit more,” said Preuninger.

    The result is a 50 per cent gain in downforce, which has been achieved without any penalty in drag. The aero changes in front of the front wheels help clean up the airflow down the side, and to vent pressure in the wheel wells.

    Collectively, Preuninger says that gives the Cayman GT4 the type of downforce that “is GT3 bandwidth at the moment.”

    GT3-derived suspension

    That aero pushes down on suspension that’s derived from its rear-engine GT relation, too, with ball-jointed upper mounts and manually adjustable toe, camber and anti-roll bar settings should you want them at the track, plus a pair of modes selectable via a button in the cabin for the PASM (Porsche Active Suspension Management) dampers.

    The sports chassis sits some 30mm lower than any regular 718 model’s, and both the GT4 and Spyder get the same chassis set-up.

    Indeed, unlike the previous Boxster Spyder, the open-top car is a proper GT product “like an open GT4”, in a similar vein to the recent 911 Speedster — a car the GT boss and self-confessed convertible fan personally pushed for.

    Tyre sizes remain the same as the previous GT4, so there’s Michelin Pilot Sport Cup 2 rubber measuring 245/35 ZR20 up front and 295/30 ZR20 at the rear, on newly designed lightweight alloy wheels.

    The wheels retain five lug bolts rather than the centre-lock wheels of its GT3 relatives, in another concession to keeping the price as accessible as possible.

    There’s the option of PCCB (Porsche Ceramic Composite Brakes) if you’ve deeper pockets and want to reduce the unsprung mass slightly.

    The climate control and infotainment system have been deleted and the options list contains to ability to remove more mass via the addition of lightweight carbon-fibre bucket seats.

    A Clubsport package — with the usual half cage, fire extinguisher, race harnesses and ignition kill switch — will be offered optionally too, depending on the market.

    Ratios remain, weight gain…

    If its predecessor was criticised in one area it was usually the gear ratios, which remain unchanged. Preuninger explained that the long ratios are necessary to allow it to pass global emissions standards.

    Overall, weight has increased to 1420kg, but Preuninger is quick to point out changes in the way homologation vehicle weights are legally measured.

    Cars must now be homologated without any weight-saving options ticked, so “this car nominally is about 60 or 80 kilos heavier on paper, but it’s only about 30 kilos heavier in real world if you compare apples to apples,” said Preuninger.

    Regulations also take their toll here, with the Cayman GT4 and Boxster Spyder now featuring necessary, and weighty, technologies to pass stricter emissions regulations.

    “I can absolutely assure you it doesn’t feel half gram heavier than the car before,” promises Preuninger.


    Re: Cayman GT4

    Enzo II:

    6 speed MT

    4.0 L

    6 cyl

    420 hp

    20"

    GT brakes and components

     

     

    111.PNG222.PNG777.PNG4444.PNG11111.PNG666.PNG99.PNG66.PNG

    1560809495460image.png

    Smiley


    Re: Cayman GT4

    8000 rpm limit indecision Same max torque as the previous engine, but wider torque band. 0-100km/h in 4.4 seconds (same as previous car). 10 seconds faster around the Ring too.

    ...and *drumroll* the engine shuts down one cylinder bank when cruising Smiley


    --

     

    2017 991.2 Carrera 4 GTS | GT Silver Metallic - The GT3 Killah!
    2013 Audi S3 | Glacier White

     


    Re: Cayman GT4

    Plus Stop-Start. The sign of the new times...


    --

    2016 Cayman GT4 - 1992 964 Carrera 2 - 2016 Macan S Diesel - 2018 Mini JCW


    Re: Cayman GT4

    The new Porsche 718 GT4...

    Video Link:  https://www.youtube.com/watch?v=VMxAW1nm2D0

    Smiley


    Re: Cayman GT4

    The new Porsche 718 Spyder...

    Video Link:  https://www.youtube.com/watch?v=573YaSAP5H0

    Smiley


    Re: Cayman GT4

    Very well done that the Spyder now is a GT car kiss 


    --

    2017 991.2 Carrera 4 GTS | GT Silver Metallic - The GT3 Killah!
    2013 Audi S3 | Glacier White


    Re: Cayman GT4

    Porsche 718 Cayman GT4 - the naturally aspirated flat six Cayman is here

    Porsche 718 Cayman GT4 - the naturally aspirated flat six Cayman is here

    ► New 2019 Porsche 718 Cayman GT4
    ► Pure-bred 414bhp flat six thrills are here
    ► Tin-top sibling to new 718 Spyder

    Here’s the Cayman for purists - the new 2019 Porsche 718 Cayman GT4. It’s a direct replacement for the first hardcore Cayman to come out of Porsche Motorsport, 2015’s GT4 which preceded the 911 R and the option of a manual ‘box on the 911 GT3.

    This time there’s a soft-top GT4, too - and we deal with the 718 Boxster Spyder in our separate story here.

    And, to get straight to the point and put an end to internet rumours and forum speculation that has had Porsche fans rapt for the past two years or more, the engine powering both of them is a 4.0-litre naturally aspirated flat-six with 414bhp.

    Is that 4.0-litre flat-six a real Porsche 911 GT3 motor?

    It’s not. Costs prohibit it, as Porsche GT boss Andreas Preuninger reckons the GT3/GT3 RS 4.0-litre flat-six is about the most expensive series production engine in the world – and that’s before you go through the re-engineering process to fit it into a mid-engined car. It might have been achievable, but even if the packaging were possible, such a feat would have sent the price well over £100k and into 911 GT3 territory.

    A 4.0-litre flat six for the new 2019 Porsche 718 Cayman GT4

    The 4.0-litre is not, though, simply an enlarged version of the naturally aspirated 3.8-litre Carrera S engine (from the Gen 1 991) that powered the first Cayman GT4 and last-gen Spyder. Instead it’s an enlarged but naturally aspirated version of Porsche’s latest turbocharged flat-six. Or for those of you into your engine codes, the old engine was from the ‘9A1’ family, the new one is a derivative of the ‘9A2 Evo’ (which is from the latest 992-generation 911). 

    Porsche hasn’t divulged the full technical details yet, but a large portion of the engine is new and specific to the 718 GT4 and Spyder. ‘It’s a new 4.0-litre, almost a blank sheet,’ Andreas Preuninger revealed to CAR magazine. ‘It has roughly the same stroke and bore as the GT3, but it is more a derivate of our turbo engine.

    'It spins to 8000rpm, so the redline is higher than before, and it’s got loads of torque because it’s a 4.0-litre. There’s an integrated dry sump. There are some similarities with the 9A2 Evo, like the plastic oil pan to reduce weight, but so much is new. It’s almost a completely new design. The crankcase, cylinder head, intake manifold – we really tried to design a unique engine.’ 

    What about the noise of the new 718 Cayman GT4? 

    You mean does it have a particulate filter? Well, it does, no other way around it, and we haven’t heard the new motor running yet so can’t comment on the sound. Though best prepare yourself for how it sounds on three cylinders too, as under part-load Porsche’s adaptive cylinder control temporarily interrupts the injection process in one of the cylinder banks to reduce consumption. There’s also start-stop, for the first time in a Porsche GT car.

    Front of the new Cayman GT4: the purest mid-engined Porsche yet?

    But every cloud has a silver lining. Says Preuninger: ‘It’s street-legal for years, as it has a particulate filter, one on each side – it has to have them. And it can be built on the 9A2 production line, unlike the GT3 engine. One thing we learned from the last GT4 is a lot of people couldn’t get one. Now we’re really proud enthusiasts can buy the car, rather than write letters. We’re not limited in a way, we will have a longer production run than before, and we wanted to keep it in the same price range.’

    UK prices

    In short, the new 718 GT4 might not sound as good as the last one, but Porsche can build more of them, for more years. As for the cost, prices start at £75,348 for the 718 Cayman GT4, while the 718 Boxster Spyder is £73,405. 

    That’s more than the bargains of £65k and £60k they were before, but not the rumoured £90k prospective owners were worried about.

    I want all the gossip – what about the rumours of a turbocharged engine in the new Porsche GT4?

    If you want further detail, the new motor hasn’t actually been engineered by the Porsche Motorsport team who create the high-revving GT3/GT3 RS engines, but by the main Porsche development hub. And before you scoff, that’s the same team that gave us the 691bhp twin-turbo engine in the GT2 RS, so they have pedigree. 

    Side profile: the new 2019 Porsche 718 Cayman GT4

    Alternatives? Not really. The old naturally aspirated 3.8 wouldn’t have met emissions regulations, so that was never going to be seen again (though it lives on in the 718 GT4 race car). As for turbo engines, a more powerful version of the 2.5 four-cylinder from the 718 Cayman wouldn’t have actually made the power needed, and dropping in the turbocharged 3.0 flat six from the 992 would have been overly complicated, not least because of all the heat that would have needed to be evacuated. 

    Crucially, Porsche wanted to keep the GT4 and Spyder free of turbos. ‘The GT4 and the Spyder were so successful, and one reason was the atmospheric engine,’ smiles Preuninger. ‘We love the purity and simplicity of normal aspiration. An atmospheric engine paints a grin on your face, we know how to do that. Our heart beats for high-revving, naturally aspirated engines. We’re doing it all the more.’

    There wasn’t much wrong with the first Cayman GT4, so what’s changed for 2019?

    ‘I read all the old press tests of the 981-generation GT4,’ says Preuninger. ‘And the only criticism was the gear rations. They’re the same for emissions homologation, we can’t change that, but we have a 4.0 with more torque to address that.’ 

    Side profile: the new 2019 Porsche 718 Cayman GT4

    The torque peak output is actually unchanged, remaining at 310lb ft, but it’s now delivered from 5000 to 6800rpm compared to the 4750-6000rpm of old – and hopefully with a lot more lower down the rev range too. 

    As for the rest of the 718 GT4 package, the suspension is still derived from the GT3’s – but this time from the 991 Gen 2 model rather than the 991 Gen 1 as before. PASM adaptive dampers are standard, the GT4 sits 30mm lower than a regular 718, and you can adjust the toe, camber and anti-roll bars. 

    Anything else?

    The rest is gentle evolution, rather than revolution, to ensure the Cayman GT4 still strikes a perfect balance on road and track, still stays true to the same philosophy of putting a smile on your face rather than being quickest at a track day. 

    Porsche Motorsport always seems only to tinker, yet their little changes add up to a lot. Case in point, the Nürburgring Nordschleife time is claimed to be reduced by more than 10 seconds, to a sub 7min 30sec lap.

    Porsche 718 Cayman GT4 interior

    Other stuff? The exhaust is switchable, the steering wheel is wrapped in Alcantara and measures a slinky 360mm in diameter, and there’s a button to engage (or disengage) the auto blip function. Options include the PCCB ceramic brake system, carbon bucket seats, and a Club Sport Package with a rear cage, fire extinguisher and six-point harnesses for the driver.

    What chance PDK, a Touring model or an RS?

    Given a manual box is standard, there’s not a lot of scope for differentiating a Touring model, and Preuninger isn’t interested in doing that just for the sake of it. ‘The GT4 does everything so good, so what would a Touring be? The same car without a wing? Does that justify a whole new model? The GT4 is already more like a Touring with a wing. I like to have credibly different products.’ 

    As for PDK though… ‘I would lie to you if I said we didn’t discuss this, and maybe later in the lifecycle we are bringing a variant with PDK.’

    Serious lightweight bucket seats for GT4

    Reckon on that being a GT4 RS, with more power too. Why? ‘We think with this engine we can do something more in the future as well…’

    Performance specs and downforce data?

    The aero package on the GT4 is pretty serious, designed to squash this Cayman into the tarmac for even stickier handling. Overall there is about 50% more downforce than before, which puts it in the GT3 bandwidth [circa 150kg at high speeds]. And if you’re not a fan of the diffuser, just keep in mind that’s where 30% of the downforce now comes from on this car. 

    The new Porsche 718 Cayman GT4 has a top speed of 188mph, sprints from 0-62mph in just 4.4 seconds and return 25.7mpg on the WTLP combined cycle. The kerbweight is up, from 1340kg to 1420kg, because Porsche, like all other manufacturers, now has to homologate its cars without any options selected. Meaning they don’t get weighed with carbon buckets or brakes. 

    Rear wing on new Porsche 718 Cayman GT4

    But while there is some actual extra weight in the car (the diffuser is about 6 or 7kg more, the new particulate filter around 11kg, and a bigger starter motor and a bigger battery are part and parcel of meeting the new emissions regulations) Preuninger promises it’s not as bad as it seem: ‘I can assure you, it doesn’t feel even half a gram heavier.’

    Link:  https://www.carmagazine.co.uk/car-news/first-official-pictures/porsche/718-cayman-gt4/

    Smiley


    Re: Cayman GT4

     

     

     

     


    Re: Cayman GT4

    Now if only they can put that 3.0LTurbo derived NA 4.0L engine back into the Carreras and dump the 3.0L turbo  ​​​​​​


    --

    ⇒ Carlos - Porsche 991 Carrera GTS


    Re: Cayman GT4

    Carlos from Spain:

    Now if only they can put that 3.0LTurbo derived NA 4.0L engine back into the Carreras and dump the 3.0L turbo  ​​​​​​

    A bit more horsepower and perfect for the 992 GTS. 


    Re: Cayman GT4

    Any hope of a PDK version?


    Re: Cayman GT4

    cookieguy:

    Any hope of a PDK version?

    Why?  Autoblip and rev matching make the manual not that dissimilar to using a PDK in manual mode with a bit more exercise for your left leg.  This is what roadable track cars are all about: A tactile delight.  


    Re: Cayman GT4

    cookieguy:

    Any hope of a PDK version?

    Yes, it’s coming.  Not sure if it comes with GT4 or GT4 RS though...


    --

     

    18 GT3 Manual, 73 Carrera RS 2.7 Carbon Fiber replica (1,890 lbs), 06 EVO9 with track mods. Former: 16 Cayman GT4, 73 911S, Two 951S's, 996 C2, 993 C2, 98 Ferrari 550, 79 635CSi

     


    Re: Cayman GT4

    reasonable price, na, manual, small and light, no other car company offers the same item, I think they are smart for not putting the car as limited edition.....  


    Re: Cayman GT4

    bluelines:

    Very well done that the Spyder now is a GT car kiss 

    speedster, spyder and the 992 GT3 Smiley


    --

    GT Lover, Porsche fan

    991.2 GT3 manual, 991 GT3 2014(sold)

    Cayenne GTS 2014


    Re: Cayman GT4

    Interesting but I will keep mine for now


    Re: Cayman GT4

    Got The Horses In The Back

    1560808270913image.png

    Update: A previous version of this post indicated that the Cayman GT4/718 Spider would offer a Clubsport package. However, this package will not be available in the U.S. market. The post has been updated accordingly. U.S. market pricing has also been added.

    Naturally aspirated. Six cylinders. Porsche’s GT boss, Andreas Preuninger, need not say more. We’re near Weissach, Porsche’s technical base, and getting a sneak peek at the new 718 Cayman GT4 and 718 Boxster Spyder. Yes, these are the official cars. Cease all internet-fueled rumors and speculations.

    Pure Porsche:

    Powering these sports cars is not a variant of the911 GT3’s high-revving 4.0-liter flat-six, the engine many expected Porsche to squeeze into its mid-engine models, but a new six-cylinder engine. Loosely based on the 9A2 flat-six from the 911 Carrera range, and built on the same production line, the engine that powers the high-performance 718 twins features kit such as cylinder deactivation and piezo fuel injectors.

    Redline is a sky-high 8,000 rpm, while the engine’s approximately 414 horsepower peak at a heady 7,600rpm and its 310 pound-feet of torque is available between 5,000-6,800 rpm. Those figures allow both the GT4 and Spyder to reach 62 miles per hour in 4.4 seconds and hit top speeds of 188 mph and 187 mph, respectively. Both models retain manual transmissions, although the gearboxes are saddled with lengthy gear ratios that allow the duo to pass various emissions regulations. Meanwhile, weight rises to more than 3100 pounds; an almost 200-pound gain over the previous models.

    Most of the extra fat is attributable to pesky things such as a pair of exhaust particulate filters, as well as the implementation of an automatic stop/start system, which requires the addition of a bigger starter and battery. Still, Preuninger reveals that the actual weight difference between these new cars and their predecessors is only about 66 pounds and that the aforementioned, three-figure difference is merely the result of changes to homologation standards and reporting. Whatever the number truly is, we believe Preuninger when he tells us drivers won’t notice the cars’ additional mass from behind the wheel.

    Preuninger says the GT4, in particular, is at least 10 seconds a lap quicker around the Nurburgring relative to its forebear. Helping the model achieve this feat are major aerodynamic advancements, including a large underbody diffuser that makes 50 percent more downforce than the last GT4’s. Wheels and tires carryover and the car's lightweight 20-inch alloys wear the latest Michelin Pilot Sport Cup 2 tires measuring 245/35 up front and 295/30 at the rear.

    Additional performance enhancements include the Porsche's latest torque vectoring setup, a mechanical limited-slip differential, new dampers, and more. The suspension includes active dampers and the ride heights for the GT4 and Spyder are some 30 millimeters lower than any other 718 model.

    The cars also pinch elements from the GT3 parts bin. Specifically, the top mounts’ solid, ball-mounted joints. Porsche’s GT department stuck with conventional suspension bushings elsewhere in order to maintain a good (i.e. smooth) on-road driving experience.

    Nevertheless, these are track-oriented vehicles first, and track rats will welcome the cars’ adjustable toe, camber, and roll bar rates. Most buyers will probably avoid breaking out the tool kit, though, and will instead simply press the Sport button to stiffen up the adaptive dampers. Additional dynamic tech includes an automatic rev-matching feature and access to the Porsche Track Precision App, which lets drivers geek out on lap times and the like.

    There's More To Porsche Than 911:

    Options include lighter and more fade resistant carbon-ceramic brakes, lighter bucket seats, and plenty of individual trim options. 

    The Spyder wears a price tag of $96,300, while the GT4 stickers for $99,200 (neither price includes a $1,250 destination charge). No, they aren't cheap. But given their six-cylinder engines and notable performance capabilities, the latest Cayman GT4 and Boxster Spyder strike us as relative bargains.

    https://www.motor1.com/news/355199/porsche-cayman-boxster-gt4-spyder/


    Re: Cayman GT4

    Porsche are getting serious about offering 6C driving at reasonable prices kiss

    A PDK option will complete these packages. I hope they will offer it.

    The Spyder looks like a top fun car.


    --

    "Porsche....and Nothing else matters"


    Re: Cayman GT4

    That Spyder looks gorgeous kiss


    --

    2018 White 911 GT3


     
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