There’s no need for the likes of the 911 GT3’s rear-wheel steering for the Cayman GT4, because the mid-engined car simply doesn’t need it, according to Preuninger. The result is a purer driving experience.
Stopping power is provided by standard steel brakes, or optional carbon-ceramics from the 911 GT3 that Preuninger describes as “slightly over-engineered and delightfully oversized” when fitted to the Cayman GT4. The forged 20in alloy wheels are new and are shod in Michelin Pilot Sport Cup 2 tyres. The rear 295/30 ZR20 tyres are bespoke, but the front 245/35 ZR20s are borrowed from the 911 GT3 as they were “a perfect match”, according to Preuninger.
The design is a classic case of form following function, says Preuninger. The goal was to create a “zero lift car”, but thanks to the extensive aerodynamic and cooling package on the car – which includes a front splitter, a larger front grille and increased frontal air intakes, side air intakes, not one but two rear spoilers and a fully functional diffuser – the Cayman GT4 produces as much downforce at speed (100kg) as the 911 GT3. Every single part on the Cayman GT4 has a functional use.
“It still has to be beautiful and have a 'want factor', though,” Preuninger adds, pointing to details such as the “cool” black glass on the front and rear lights, blackened twin central exhausts and quality stitching on the twin lightweight bucket seats, taken from the 918 Spyder, as small details adding to that 'want factor'.Despite all the extra equipment, the Cayman GT4 weighs no more than a Cayman GTS, tipping the scales at 1340kg dry.
You can delete items such as the sat-nav and air-con to save weight, but Preuninger expects only a small take-up for that. “Only 2% of 911 GT3 RS buyers took away the air-con,” he points out, saying that despite the car’s track intentions, owners still take them on the road and are concerned about deleting such items and harming resale values with such little tangible weight and performance gains.
Inside, the steering wheel is new for the GT4 and the sports seats are trimmed in both leather and Alcantara.
Standard equipment includes bi-xenon headlights, a sports exhaust system, a Sport Chrono Package with dynamic engine mounts, the Porsche Torque Vectoring system, a mechanical limited-slip differential at the rear and the Porsche Stability Management system.
On the options list are items such as carbonfibre-reinforced, plastic-backed seats for the two-seat interior. These weigh just 15kg each and are inspired by the 918 Spyder. A customised version of the Sport Chrono Package is offered, as is a Club Sport Package.
Interview with Andreas Preuninger, head of Porsche’s GT road car division
Preuninger on manual vs automatic
The manual vs dual-clutch PDK auto’ debate rages on between not only Porsche customers and enthusiasts, but also within the company’s own GT division.“We thought about both with this car and I wouldn’t rule out a PDK version in the future,” says Preuninger.
“There is a 50/50 happiness split between the two choices. There is no wrong or right answer. But as a company we have to have both,” a comment that reveals any report on the death of the manual gearbox as being greatly exaggerated.
Preuninger continues: “It is all about taste and how you use it. PDK has the edge performance-wise, but for pure motoring enjoyment on a Sunday afternoon, even I like the manual better. It gives me more to do; this is what a GT is all about. But you also have to appreciate that people enjoy both and the advantages. Many people reacted to the manual in the 911 GT3, but in this car it is just not right to have a manual. Still, so many people wanted a manual gearbox… this car proves we have listened.”