2020 Porsche 718 Cayman GT4 Reviews

2020 Porsche 718 Cayman GT4 Reviews

This car is a masterpiece, the ultimate Cayman with the correct amount of cylinders is just so stirringly balanced, forgiving, and well, fun, that it’s the car you would most want if the sole purpose at hand was to go fast on a track or winding road. Like every 718, the 2020 Porsche 718 Cayman GT4’s mid-mounted 4.0-liter flat-six gives it an inherent balance. It rotates as freely as a compass needle, with you at its center. But the GT4’s suspension adds to the 718’s inherent talents. Up front is the same setup as the 2018 GT3 RS, which also donates certain elements (subframe, control arms, shocks) to an otherwise unique suspension design. The ride height is also reduced by 1.8 inches, and the PASM adaptive dampers were specially tuned for the GT4.

The fixed rear wing which is unique to the GT4, provides 20% more downforce than the one fitted to the old GT4. That corresponds to an extra 26.5 pounds at 124 mph (200 km/h). However, the new GT4 actually generates 50% extra downforce in general compared to its predecessor thanks to a substantial diffuser that sucks the car to the pavement. It’s refreshingly subtle in appearance, and it’s pretty cool that Porsche engineered the twin-port exhaust system’s silencer in a saddle shape so that it could arch over the diffuser’s massive central channel.

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2020 Porsche 718 Cayman GT4

There’s also the center aero duct forward of the frunk lid, long a trait of Porsche GT cars, plus channels that guide air around the front wheels, and an enlarged front splitter that features a golfball-like surface to reduce drag. That speaks to the efforts made to make sure drag in general remained virtually unchanged despite the dramatic increase in downforce.

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2020 Porsche 718 Cayman GT4

On a rollercoaster like track, the brakes are going to get a workout, and to that end the GT4 and Spyder inherit those of the GT3. The standard cast iron rotors are 14.96 inches front and rear, and feature aluminum Monobloc fixed calipers (six-piston front, four-piston rear) painted a standard red finish. The optional ceramic composite brakes are 16.1 inches front, 15.35 inches rear, and can be identified by their yellow calipers (six-piston front, four-piston rear). They’re 50% lighter than the standard iron rotors, which does as much for reducing unsprung mass and further improving agility as it does improving stopping power and reducing fade. Both braking systems are enveloped in 20-inch wheels with ultra-high-performance Michelin tires.

2020 Porsche 718 Cayman GT4

The engine, derived from the 911’s turbocharged flat-six family, produces 414 horsepower (versus 365 in the 718 Cayman GTS) and even matches the turbo cars’ torque at 309 pound-feet. That it achieves at 5,000 rpm versus 1,900-4,500 results in a profoundly different, more linear power delivery better suited to such a balanced, forgiving car as the 718. It also sounds sensational, with a raw, mechanical wail that doesn’t need to rely on that dual-port exhaust for any extraneous audible histrionics. In fact, the difference between the sport exhaust’s normal and loud settings is difficult to detect.

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The 2020 Porsche 718 Cayman GT4 is wildly capable, wickedly fast, and perhaps best of all, couldn’t be easier and more forgiving. Porsche’s other GT cars are obviously capable of greater speed, but they also start at $43,000 more than the Cayman GT4 at $100,450. That GT3 RS hits the register at $187,500. Breaking the six-digit mark for a 718 may seem shocking, but given what it can do on and off a track, it really isn’t.

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