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Porsche Cayman (981) 2012/13 (Cayman GT3 sob consideração)
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2015 Porsche Cayman GT4 review | Autocar
Porsche's mid-engined sports car receives the 'GT' treatment for the first time in its history
What is it?:
It's “old school, but not outdated.” That’s how Andreas Preuninger, gaffer of Porsche’s GT cars, thinks the new Porsche Cayman GT4 feels. And, as we’ll discover, he’s not wrong.
I suspect Preuninger is a man unaccustomed to being wrong, but nonetheless he and his Porsche colleagues felt they took a risk launching this car. They genuinely weren’t certain there was a market for a £64,451 Cayman that had received the ‘GT’ treatment: the specialism of Porsche’s Weissach-based team.
But the fact that, if you left it until the GT4 was officially announced to try and order one, you were too late by the order of months, suggests that there was quite a demand for it after all.
As well there might be. The Cayman GT4 is the first Cayman to have been gifted more power than a contemporary 911. In short, it has a current 911 Carrera S engine; a 3.8-litre unit, making 380bhp.
The powerplant has been spun through 180 degrees from its rear-mounted 911 home to sit in the middle of the car and drive the back wheels through a standard Cayman GTS six-speed manual gearbox. It has a 1.4kg lighter flywheel and some ancillaries have been relocated, but internally it is precisely the same as when it left a Carrera S. And there’s no PDK dual-clutch option.
The rest of the GT4’s hardware changes are somewhat more bespoke. We’ll take it from the front backwards. The GT4 is 34mm longer than a standard Cayman, because the nose is bigger. That engine demands more cooling and re-profiling the front end has allowed the GT4 to be the first Cayman to generate genuine downforce both front and rear.
The front suspension comes from the current 911 GT3, sits 30mm lower than a standard Cayman’s and has a 13mm wider track. Thus lowered, and adorned with 20in alloys, to my eyes the GT4 is the best looking Cayman in the car’s history.
Inside, quite a lot of weight has been removed and quite a lot of Alcantara has been added. These are both fine ideas, by my reckoning, as is the shortening of the gearlever by 20mm.
Then comes the engine and gearbox; and rear suspension, which can’t be taken from a 911 because that’s a multi-link rear suspension rather than the Cayman’s all-round MacPherson struts. However, the GT4’s gubbins is ball-jointed for additional precision and wears a lower arm from the GT3’s front suspension. Finishing it all are the largest rear wing ever to adorn a Cayman and a freer flowing exhaust. All done, the weight is virtually the same as a Cayman GTS, at 1340kg unladen.
There aren’t many options, but our test car was fitted with the most significant: a £2670 Clubsport pack which brings a roll hoop, six-point harnesses and a fire extinguisher. Specify it and you also have to specify £1907 seats that first saw service in the 918 Spyder.
What's it like?:
Old-school but not outdated rather neatly sums it up. The tremendously supportive seats and bags of Alcantara hint at that; the fierce exhaust bark when you twist the key completes the effect. The gearshift is precise, positive; the engine response sharp. Not as sharp as a 911 GT3’s, but sharp nonetheless. And you’re rolling.
Rolling with some firmness, you’ll note, but not harshness. The tyres are 245/35 ZR30s Michelin Pilot Sport Cup 2s at the front and the same, but with dimensions of 295/30 ZR 20, at the rear.
Even on the softer of two adaptive dampers settings, then, the body is impeccably controlled, but that’s not surprising. Porsche says the softer setting was developed for the Nurburgring Nordschleife. The firmer is for more modern, smooth racetracks.
This, then, is a track-focused car, but don’t by any means think it fails to reward on the road. For one, it’s impressively fast; not just because of the engine’s 380bhp at 7400rpm, but also because of the 310lb ft it generates from 4750rpm. The gearing is the same as the Cayman GTS’s but because of the extra torque, the GT4 always feels more urgent, and never feels so leggy.
Then there’s the engine and gearbox response, which are both slick. And then there’s the chassis and steering. The GT4 is the kind of car that communicates so well on each of these levels, that it’s simple to break its facets down and consider them separately. Analysing the GT4 is like listening to a great talker on technical subjects; someone who can make something astonishingly complicated actually seem extraordinarily simple.
The GT4 is so coherent, so capable, so communicative, that it’s ridiculously easy to assess its constituent parts. The steering, gearbox, brake response, throttle response are all so precise, predictable and linear, that the GT4 is a tremendously rewarding car at any speed. Not as raw as you might expect for a car with a GT badge, but a significant enough leap over the £10,000 cheaper Cayman GTS.
But Porsche says the GT4 is a track car. So we took it to a race track.
And what do you know, Porsche was right. This is one of those cars that, within a few minutes on a circuit, has you wondering just how high it would come on your list of best driver’s cars. It corners with extraordinary agility and tremendous lateral grip. Its brakes – carbon ceramic by option – offer tremendous stopping power and feedback.
On the standard suspension setup there’s a touch of understeer early in corners, and a touch of oversteer later on, but by and large this is an extremely neutral car. Any front-end push can be quelled with a throttle-lift or a trailed brake; and while serious tail-out antics are reserved for first or second gear corners, and only then with brutal applications of throttle, the standard mechanical limited-slip differential and enhanced power means that the Cayman straightens its line under power quite happily.
The handling balance can be altered by adjusting the anti-roll bars front and rear through three stages, which is a 10-minute job. Even more adjustment can be had than that, but is mostly reserved for those who want to fit slick tyres.
That’ll be quite a few people: like any GT 911, the Cayman GT4 will spawn a racing car. But for those of us content to have one of the finest road and track compromised driver’s cars in existence, it’ll do just fine as it is.
Should I buy one?:
Solely a theoretical question, I’m afraid, unless you’re prepared to source one from a broker and pay what I suspect will be a hefty premium.
But if you have the wherewithal and you do that, I doubt very much you’ll be disappointed, unless you were expecting the GT4 to feel like a mid-engined version of a GT3. It won’t do that, quite, because a GT3 feels half a yard sharper again in both engine and chassis response.
I suspect the GT4 could have been made to feel like that, but then it would have cost rather more than £64,451 and Porsche would have been even more worried about whether people wanted one. As it is, I think the balance is where it ought to be. It’s a traditional-feeling sports car of the absolute highest order. The finest Cayman ever made.
Porsche Cayman GT4
Location: Portimao, Portugal; On sale: Now; Price £64,451; Engine 6 cyls horizontally opposed, 3800cc, petrol; Power 380bhp at 7400rpm; Torque 310lb ft at 4750-6000rpm; Gearbox 6-spd manual; Kerb weight 1340kg; Top speed 180mph; 0-62mph 4.4sec; Economy 27.4mpg (combined); CO2/tax band 238g/km / 37 per cent
Editado pela última vez por reckoner00; 09 March 2015, 18:50.
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Originalmente Colocado por v7 Ver PostAs coisas não são assim tão simples, a diferenciação vai para lá dos motores.
De qualquer forma, mais de 50 anos depois do aparecimento do 911 a minha dúvida é se a sua arquitectura é "errada" ou a ideal ......
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têm os dois razão.
É caro quando vamos comparar com os preços nos EUA. Ridículo a quantidade de impostos que pagamos cá. O carro é feito na Europa, atravessa o atlântico, leva com câmbio e ainda fica a um preço bem inferior ao nosso.
É barato quando comparado com veículos idênticos, cá em PT.
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Originalmente Colocado por topspeedPT Ver PostSalário mínimo | preço GT4 | salário min : preço GT4
Alemanha: *** | 85.776€ | ***
Espanha: 757€ | 99.094€ | 131x
E. U. A: 1176€+ | 77.962€ | 66x
França: 1458€ | 88.310€ | 61x
Inglaterra: 1389€ | 89.861€ | 65x
Itália: *** | 89.062€ | ***
Portugal: 505€ | 118.847€ | 235x
E isto em comparação com uma selecção de países a dedo. Metam aí a Austrália, Brasil e um punhado dos países nórdico que odeiam carros e o nosso preço até parece saldos.
O grande problema é os nossos salários que estão ao nível do terceiro mundo. 500 euros nem dá para sobreviver em algumas das nossas cidades.
Basta ver que mesmo que o GT4 custasse 90.000 euros continuava absurdamente caro para a nossa realidade.
As coisas não são caras, o nosso poder de comprar é que é completamente risível para o resto da Europa.
Basta viver uns meses no estrangeiro para perceber isso.Editado pela última vez por TripleT; 10 March 2015, 11:24.
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Depois de ver o video do CH o aspecto que me salta mais à vista é a enorme abertura e disponibilidade desta apresentação do carro.
Ter o responsável do projecto a explicar alguns aspectos técnicos, num carro levantado e sem rodas, para o efeito, que antes esteve a dar umas voltas na pista, além da pequena frota e da aparente grande disponibilidade para deixarem os jornalistas fazer o que querem, mostra uma enorme confiança no produto e uma enorme transparência.
O carro parece unânimemente brilhante, eventualmente muito radical para algum tipo de utilização em estrada.
Face aos argumentos técnicos, mas principalmente de condução, em relação ao que é o nosso mercado não me parece desenquadrado em termos de preço.
A pergunta é, haverá alguma coisa mais barata melhor como driver's car ?
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Originalmente Colocado por v7 Ver PostDepois de ver o video do CH o aspecto que me salta mais à vista é a enorme abertura e disponibilidade desta apresentação do carro.
Ter o responsável do projecto a explicar alguns aspectos técnicos, num carro levantado e sem rodas, para o efeito, que antes esteve a dar umas voltas na pista, além da pequena frota e da aparente grande disponibilidade para deixarem os jornalistas fazer o que querem, mostra uma enorme confiança no produto e uma enorme transparência.
O carro parece unânimemente brilhante, eventualmente muito radical para algum tipo de utilização em estrada.
Face aos argumentos técnicos, mas principalmente de condução, em relação ao que é o nosso mercado não me parece desenquadrado em termos de preço.
A pergunta é, haverá alguma coisa mais barata melhor como driver's car ?
Há pois, 22000€ mais barato entre as versões base e a Lotus já disse que o motor do Evora 400 em princípio vai para dentro deste, o que ainda o vai tornar mais especial:
EDIT - Melhor será difícil de dizer, diferente e mais barato é certamente, vamos ver se há testes de comparação a sair nos próximos temposEditado pela última vez por OrDoS; 10 March 2015, 13:14.
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Originalmente Colocado por v7 Ver PostEspero que os comparem, mas não será fácil ser melhor que o Cayman
Lotus Exige V6 Cup: Spotted | PistonHeads
E aqui a diferença principal entre o Cup normal e o Cup R (só para pista):
Editado pela última vez por OrDoS; 10 March 2015, 19:09.
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É um carro que admiro bastante!
Performances e design excelentes.
O Cup devia ganhar vs o GT4. Tem uma spec superior no papel pelo menos.
supercharged vs NA
345hp vs 400hp
1014kg vs 1340kg
0.34hp/kg vs 0.29hp/kgEditado pela última vez por topspeedPT; 11 March 2015, 13:20.
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Originalmente Colocado por topspeedPT Ver PostÉ um carro que admiro bastante!
Performances e design excelentes.
O Cup devia ganhar vs o GT4. Tem uma spec superior no papel pelo menos.
supercharged vs NA
345hp vs 400hp
1014kg vs 1340kg
0.34hp/kg vs 0.29hp/kg
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Originalmente Colocado por bg2 Ver Post275km/h num lotus?
e não perde peças?
eu andei a 220km/h num e os faróis da frente saltaram do carro e ficaram suspensos pelos cabos...
A construcção dos Lotus actuais tem melhorado bastante desde esse re-styling e desde fins de 2007, quando fizeram o restyling do interior.
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Originalmente Colocado por topspeedPT Ver PostÉ um carro que admiro bastante!
Performances e design excelentes.
O Cup devia ganhar vs o GT4. Tem uma spec superior no papel pelo menos.
supercharged vs NA
345hp vs 400hp
1014kg vs 1340kg
0.34hp/kg vs 0.29hp/kg
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Originalmente Colocado por v7 Ver PostO Cayman tem só 385 cv, que serão menos hp
Dá 0.29hp/kg na mesma.
Hp para CV também é um diferença insignificativa.Editado pela última vez por topspeedPT; 11 March 2015, 13:21.
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