S Ome track days get washed out. I cherish driving in the downpour, however there's a major distinction between a soggy track and a full rainstorm. Something likened to the recent pushed through Georgia when donor Preston Lerner went to a Porsche track occasion at Road Atlanta late in 2015.
The Porsche 911 GT3 RS and Cayman GT4 both come furnished with dry climate centered tires - not the setup you'd need when temperatures are icy and waterways of water are streaming over the circuit. Fortunately for me, a Porsche-gathering companion as of late obtained a fresh out of the plastic new GT4 and GT3 RS, and he welcomed me to have a go in both autos at a dry and warm Grattan Raceway close Grand Rapids, Michigan.
The GT3 RS looks more like a race auto than a road auto. Slap a few numbers as an afterthought, and it's prepared for Le Mans. The titan back wing truly is over the top, however, regardless of the amount of a motorsports monstrosity you are. The broad 911 Turbo body shell and goliath compound haggles Spyder-sized elastic in back are definitely not inconspicuous. Both the Cayman GT4 and GT3 RS convey matte-dark outside points of interest and standard anthracite-dim wheels. The GT4 manages with traditional five-jolt haggles standard gold Porsche identification recessed into the hood, while the GT3 RS utilizes hustling determined focus lock wheels, trap vents on the highest point of every front bumper, and a grandly basic Porsche decal set up of the gold identification, on its carbon fiber hood. My companion included the $9,210 PCCB carbon-fired brake alternative to his RS, yet he stayed with the standard steel rotors on the GT4 for a less difficult, more engaged setup for the less-costly auto.
Ok yes, the cost. Both the GT4 and GT3 RS are street going track autos, yet with a major cost crevice between them. The mid-motor GT4 begins at $85,595, while the GT3 RS has a base cost of $178,195. For more than double the value, the GT3 RS has 115 more stallions, a nearby proportion seven-rate double grip PDK gearbox, back wheel guiding, and an electronic constrained slip differential (eLSD). In any case, the track-centered 911 is about 200 pounds heavier than the GT4. The GT3 RS would be wise to be exciting given the considerable premium.
Thankfully, it is. The 4.0-liter motor in GT3 RS is from the divine beings. Of course, its redline is 200 rpm lower than the standard 911 GT3's, yet its bigger powerplant includes an invited knock in midrange torque alongside a marginally edgier character. Part of that tenseness is the eminent admission sound. On the 911 Turbo, the vast opening in every back bumper bolsters an intercooler. On the 911 GT3 RS, the same openings support the 8800 rpm actually suctioned level six motor with greatly required oxygen. Squirm the exact throttle pedal with your right foot or auto-blip downshift the PDK gearbox, and you'll get heavenly, snarling admission music. Each one of those shifts, either up or down through the proportions, are rifle-trigger exact and quick. Porsche has taken the double grip gearbox to new levels with the GT3 RS. It's probably the best of its kind available today and superbly supplements the rev-cheerful motor, compensating the individuals who see how to ring the last piece out of the normally suctioned powerplant. My just wish is for bigger movement paddles. They're a tad little and too far inboard on the Alcantara-secured controlling wheel.
Be that as it may, Grattan isn't just about quickening rapidly in a straight line. There are corners, 12 of them in 2.0 miles, to be exact. The GT3 RS has twofold the downforce of the old and profoundly collectible 997 release of the 911 GT3 RS 4.0. You feel this air hold even on Grattan's moderately low-speed corners. The monster 325/30R-21 back tires and raise mounted motor likewise add to the crazy footing and impeccably conveyed strength control you feel in the RS when leaving corners. You can kill the PSM security and footing controls totally or leave only the wheelspin-constraining footing control dynamic, however I chose to regard my companion's new toy and leave the wellbeing frameworks turned on. After my first legitimate hot lap, I was happy I didn't play with the catches. I had been turning quick times in a 2013 Ford Mustang Boss 302S processing plant race auto just before driving the GT3 RS. Diving deep into corner two in the back motor RS, I felt a solid interference from the PSM as the backside popped out of line under substantial trail braking. It wasn't terrifying, yet it likewise wasn't what I had anticipated. Unless your aptitudes are completely up to spec and you have a decent measure of time in the driver's seat of the RS, keep the steadiness control dynamic. You've been cautioned.
Going from the GT3 RS and its Atari gearbox into the more simple Porsche Cayman GT4, the mid-motor auto right away felt littler and more deft. I felt more included, generally in view of its grasp pedal and consummately weighted six-rate manual gearbox, and the traditional mechanical LSD. You grope the diff locking under braking, and the move from deceleration adjustment to keep up while driving out of a low-speed corner isn't as dynamic as the eLSD setup in the other Porsche. You get more criticism through the directing wheel in the GT4, and there's more understeer at the breaking point. I never felt any understeer in the GT3 RS. I'd adoration to play around with the movable influence bars on the both the GT4 and GT3 RS and see why it would matter in the taking care of motion.
The GT3 RS is most likely the better, speedier track toy, yet the GT4 is regularly more fun. I could set out some truly fast laps and felt more agreeable right from the begin. Other than the likely fixable understeer, my just protests about the GT4 are that the adapting is too long, and the motor does not have the radiance and high-rpm draw of the GT3 RS. Both issues unquestionably need to do with the value purpose of the GT4. The gearbox conveys the same proportions as other Cayman models and the 3.8-liter motor is straight out of a 911 Carrera S. I'd adoration to drive a Cayman GT4 with shorter, closer-proportion adapting and check whether the person on foot for-a-Porsche motor wakes up.
My day at Grattan gave me a great deal to consider. Is the 911 GT3 RS double the auto of the Cayman GT4? No, it's most certainly not. Is the 911 GT3 RS worth about $200,000? Yes, it is. Having driven a plenty of top of the line autos on both the street and track, the GT3 RS is a standout amongst the most great autos I've ever experienced. The motor is stunning thus compensating to rev. Its track pace is essentially stunning. Contrasted and its Italian rivals, the GT3 RS is a take. Be that as it may, $200,000 is still a considerable measure of cash.
Which conveys me to my fantasy Frankenstein's beast of a Porsche. Take a Cayman GT4 and fit the 475-hp, 3.8-liter motor from the standard 911 GT3 and mate it to a nearby proportion six-pace manual. A few frame fiddling would deal with the taking care of, so we'll stay with the less expensive mechanical LSD.
What might this creature cost? The standard 911 GT3 is $131,395. The Cayman GT4 RS—appears like a fitting name—would do not have an eLSD, PDK, focus lock wheels, back wheel controlling and different additional items found on the GT3. I'm supposing the Cayman GT4 RS would be evaluated in the $100,000-$110,000 territory, and it would be a flat out mob on both the track and the street. With the right tires, it would even be fun on a downpour doused circuit. Gone ahead Porsche, fabricate the Cayman GT4 RS. We require a Porsche with a mid-mounted 9,000 rpm motor and a manual gearbox. Wouldn't you
