The Legend of the Porsche Speedster

Did YOU know the story of the Porsche Speedster?

356 Speedster Cover
Photo Credit: HERE

As many of you know, Porsche will be releasing a production version of the 991.2 speedster next month at the Geneva International Motor Show. But what many of you don’t know, is the history of the speedster, the essence of it. We see the low cut windshield, signature five spoke wheels, and the flying buttresses, immediately realizing that we are not looking at an ordinary 911, rather, a speedster.

991.2 Speedster
Photo Credit: HERE

While Ferdinand Porsche was imprisoned in France, his son, Ferry Porsche kept the family business going to fulfill his dreams of building a sports car under the Porsche name. As a result, the Porsche 356 was born. A car built for handling, acceleration, and braking, many Porsche enthusiasts consider the 356 to be the first true Porsche ever built because it was the first to be fully built under the Porsche name. All other “Porsches” prior were built under the name, Volkswagen.

The 356 speedster however, owes its existence to Max Hoffman, the only importer of Porsche’s to the United States in 1950. Hoffman was achieving great sales success at the time because of Porsche, so he suggested that they should make a car based on the 356 to rival the popular British sports cars dominating the market. He suggested that the new 356 should resemble a Jaguar XK120 and be more affordable than the rest of the 356 line. From this, came the Porsche Type 540, a 356 based sports car. However the Type 540 was far too heavy to be considered a sports car, so Ferry Porsche commissioned popular coach-builder, Heuer-Glaser to build the car out of aluminum. This made the production costs skyrocket. As a result, Porsche had to sell every car for $4,600, at a loss. Even with this price, the Type 540 was still $300 more expensive than the XK120. $300 in today’s money would be $3,193.64, a deal breaker for many people.

Max Hoffman Porsche
Photo Credit: HERE

Porsche discussed this problem with Hoffman and they agreed that a 356 cabriolet would do a better job as a basis, decreasing production costs by being built on the same production line as the other 356s. By removing some trim and weather protection, they decreased the price and reduced the weight of the car. A low cut windshield was made specifically to be removed for race weekends. The most noticeable difference with the Speedster and the normal 356 were the thin chrome strips that ran down the side of the car. To keep the price low, only a speedometer and a temperature gauge were standard. A heater and a tachometer were optional extras in order to keep the base price under $3,000 (typical Porsche options). The car also featured fixed-back bucket seats to add to the race theme. This new Speedster was an instant hit, especially in sunny Southern California. Production peaked at 1,157 cars in 1957, and started declining after until eventually being replaced by the 356 D in 1958.

356 D
Photo Credit: HERE

Make sure to come back when the 991.2 911 Speedster debuts at the Geneva International Motor Show in March, we will be following up on how Porsche continued the Speedster legacy with its 911. As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

The Porsche 930 Turbo: Birth of an Icon

930 Turbo Cover.jpg

Photo Credit: HERE

Few words go together like Porsche and turbo. Tell anyone that you just bought a turbo, and they’re going to assume you’re referring to a top-the-line Porsche 911. With up to 580 hp on tap in today’s 911 Turbo S, you’re in for a wild ride. 0-60 happens in about 2.5 seconds (reading that line probably took you more time) and the 911 Turbo S keeps pulling all the way to 205 mph! That’s faster than the Ferrari 488 GTB, Lamborghini Huracan, and McLaren 570S. Despite being over 40 years old, the 911 Turbo’s legacy shows no signs of stopping and will likely carry over until the death of the 911.

991 Turbo S
Photo Credit: HERE

The legacy of the 911 Turbo, like any Porsche, started with racing. In the 1970s, turbocharging technology took off in the racing world; famous for its ability to turn a 600 hp engine into a 1600 hp engine. With F1 cars now making 1000+ hp and Le-Mann cars flying down the Mulsanne Straight at speeds close to 400 kph, Porsche decided to buy in to the new trend. Their first real success came with the development of the 917/30, a racecar designed to compete in the popular Can-Am racing series. With 1580 hp on tap thanks to its turbocharged flat 12, the 917/30 whooshed by the competition and outright dominated the Can-Am series.

917 30.jpg
Photo Credit: HERE

With turbocharging having achieved success throughout Porsche’s racing division, it was time for the 911 to get the turbo treatment, and Porsche began development in 1972, to meet FIA homologation requirements for the Porsche 935 racecar. Despite it being intended as a homologation car, the 1975 911 (930) Turbo became a real hit with automotive enthusiasts throughout the world. Like the 911 Turbos of today, the 930 turbo was famous for its mind-bending performance, making 256 hp back in 1975. However, it was also a bit of a handful to drive due to the hilarious amount of turbo lag present. In 1975, there was no such thing as variable-vain turbos or active engine mounts, heck, there wasn’t even traction control meaning that if the boost kicked in mid corner, you were bound to climb a tree at 100 mph.

There is no doubting that the 911 Turbo was a great car, but it did have one problem: it was too docile. Featuring all wheel drive, a nice, luxurious interior, the 911 Turbo was more of a grand tourer designed for places like the Autobahn rather than the Nurburgring. It was quite a shame too, because of the performance potential of turbocharged engines. It took Porsche about 20 years to realize this potential, and once they did, the 911 GT2 was born. To make the 911 GT2, Porsche took the 993 911 Turbo, and put it on a diet. The rear seats were ripped out and Porsche’s sophisticated all wheel drive system was thrown out the window, along with every other “luxury” feature to cut down on weight. As a result the newly created 911 GT2 weighed in at a feathery 2844 lbs, 467 lbs lighter than the current 911 turbo, and was a whole lot faster too. As its name suggested, the 911 GT2 was built to compete in the GT2 which it did very well, not to mention it was a killer road car.

GT2RS
Photo Credit: HERE

The 930 Turbo, was just the beginning. After it came the 911 GT2, after the GT2, there was the 911 GT1 that we wrote about last week, and after that, the 911 Turbo S and GT2RS, which are some of the fastest cars on the road today. Like I said, few words go together better than Porsche and turbo.

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

Porsche’s Legendary Era of GT1 Racing: Part II

 

98 GT1
Photo Credit to @instacar_enthusiast on Instagram

After the two disappointing seasons for the 911 GT1 and GT1 Evo, Porsche decided that they needed an all new GT1 car that resembled more of a sports prototype. They wanted to at least match the performance of their rivals, the Toyota GT-One, the new V8 Mercedes CLK GTR, and the BMW V12 LM. The new car was dubbed the 911 GT1-98. The ‘98’ represented the year in which the car competed in GT1, 1998.

There were 2 standards for Porsche to reach. They wanted the car to compete and to be competitive. In order for it to compete, Porsche had to make at least one street legal version, a Straßenversion. That was exactly what Porsche did, they made only one Straßenversion in a pure white livery. Information is very limited about this car. After all, only one was produced. Porsche only brings it out to major car events such as the Goodwood Festival of Speed. Estimated launch price was $900,000, just like the previous Straßenversion. You could buy ten 996 911 Carreras for that money.

GT1 98 Street
Photo Credit: HERE

For the GT1-98 to be competitive, Porsche fitted it with a 3.2 liter twin turbo flat 6 engine that produced 550 horsepower and 465 pound feet of torque. This monster of an engine was mated to all new sequential gearbox which allowed the car to shift significantly faster than before. The new double wishbone suspension helped the car corner at higher speeds and reduce body roll. It only weighed 2,095 lbs (950 kg) because all of the body panels were made out of carbon fiber. Even the chassis was made out of this wonderful material. It had a top speed of 193 mph with the high downforce setup. However, it reached 205 mph at Le Mans with a low downforce setup.

GT1 Speed
Photo Credit: HERE

Obviously this was no ordinary 996. The only parts shared with the 996 911 (the car that was supposedly the base of the GT1-98) were the headlights and taillights, just like previous generations of the 911 GT1s. Bob Wallek, a driver for Porsche, said “The GT1-98 has more grip, is easier to drive, conserves the tires, is faster and has a stiffer chassis.” Similarly, Porsche’s engineer, Herbert Ampferer, said,“The new GT1 was supposed to slim down by ten percent compared to the old one,” referring to the weight of the car.

Porsche knew that the GT1-98 was slower than its rivals, most noticeably the Mercedes CLK GTR. The air flow restrictions were unfavorable for Porsche because their engine was turbocharged, unlike the CLK GTR’s new naturally aspirated V8. However, luck was on their side at Le Mans in 1998. The Toyota GT-One was troubled with gearbox reliability, the BMW V12 LM was out of the race because of wheel bearing problems, and the Mercedes CLK GTR was troubled with the oil pumps for the new V8. Porsche had a clear opening for a win and they took a one-two finish at that year’s Le Mans, making it their 16th win, a new record. That’s Porsche reliability for you.

GT1 98
Photo Credit: HERE

Trouble struck at the Petite Le Mans race at Road Atlanta. Yannick Dalmas, the driver of one of the GT1-98s, was speeding through a crest as air caught the underbody. The force of the air acting on the underbody coupled with the mid mounted flat six caused the car to do an entire backflip in mid air and land on the rear bumper, causing the tank to crack and light the car on fire. After the backflip, the car veered into the side barriers. Yannick Dalmas came rough unscathed. In 1999 the CLK GTR had the same crash and in 2000 the BMW V12 LM had the same crash in the same race as the 911 GT1-98.

The golden era of GT1 was over that year, all manufacturers pulled out the series and only Mercedes remained. The new FIA GT championship was overridden with GT2 cars. Porsche could have competed, but they decided not to defend their lucky win at Le Mans in 1998. After that, only LMP prototypes won and recently Porsche raced their 919. Please leave a comment if you’d like to hear about the 919 next week!

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

Porsche’s Legendary Era of GT1 Racing: Part I

31c197a4-853e-4ba8-96b1-f70149b726f5

When I was a child, I was a massive fan of Hot Wheels. It fueled my car obsession before I had discovered Top Gear. I collected them for many years, but one car always stood out to me. It didn’t look like any other car I had seen before. The aggressive low cut front end, the vented hood and wheel arches, the roof scoop, the extended wheelbase, the massive ducktail and high rising wing kept me wondering what car it could have been. All I could recognize were the 2 “fried egg” headlights from the 996 911. But as I peered underneath the car to discover the plastic under tray with the make and model I discovered that, yes, it was in fact, a 996 911. But the three characters in front of 996 911 were the ones that confused me. What could GT1 possibly mean? Why did the car look completely different just because GT1 was added to its name?

337a42e4-c983-4ee5-bab9-0576f8b54664
Photo Credit: HERE

GT1 was a form of FIA Championships in the 1990s. Porsche made 3 GT1 based cars during this era of legendary racing. The first GT1 car was based on the 993, the second was based on the first one with minor revisions, and the third was based on the 996. These 911s would have to race against some of the most important names in Le Mans history, such as the McLaren F1 GTR, the Mercedes CLK GTR, and the Toyota GT-One. These cars were the pinnacle of the automobile, the absolute extreme of what the manufacturers could achieve. The reason behind these three new GT1 cars being produced was the disappointing season for the 962. It was too outdated and could not keep up with the competition. The F1 GTRs were dominating in the Le Mans endurance race and Porsche could not endure being on the losing side. The 993 911 GT1 was born.

58cea73d-67e5-4519-9abb-df9e72ebb2b3

The 993 911 GT1 was introduced in 1996. Nobert Singer, who had been responsible for every Porsche that had competed in Le Mans, was given the 993 911 and the objective to make it a Le Mans monster. He took the front end of a 993, attached it to a custom built tubular frame and a monocoque chassis. Then he attached it to the rear of a 962 to produce this Frankenstein of the car world. It had a watercooled twin turbo 3.2 liter flat six that made 590 horsepower and 479 pound feet of torque. The flat six was mounted longitudinally and was connected to a 6 speed manual transmission. It reached 100 kph (62 mph) in 3.7 seconds and hit a top speed of 307 kph (191 mph), however during Le Mans the car achieved 320 kph (205 mph) on the La Sarthe straight. To help achieve this, all of the body panels on this car were changed; the only parts shared with the original car were the headlights and taillights.

 

Even the staple of the 911-its rear mounted engine-was moved to become mid engined in order to aid weight distribution and aerodynamics. The 993 911 GT1 was revealed to the public at the 4 Hours of Brands Hatch endurance race and took a 1-2 finish. It finished 5th overall, and third in its class.

During this era of FIA regulations, manufacturers were forced produce at least one production car for the race car to be based on. Instead of Porsche wasting their time producing the next generation of 911 and not focusing enough on the GT1 car, they decided to produce a “Homologation Special” called the 911 GT1 Straßenversion (which translates to street version).

6e256b28-dda5-4d4f-9f80-43c993efbc72
Photo Credit: HERE

The Straßenversion had the same twin turbo 3.2 liter flat six, however it was detuned to 532 horsepower , mainly because of emissions regulations in Europe at the time. The ground clearance was increased, the suspension was softened and the car was given a more comfortable interior. The difference in the 0-100 kph (62 mph) time was 0.2 seconds; from 3.7 seconds to 3.9 seconds. Even though regulations called for 25 cars, Porsche produced 23 units of the Straßenversion; all were sold to the public with one being delivered to the German government. As for the price, a clean $912,000 out of your bank account.

7e39d175-a6b7-4452-a913-98f48cc1a67c
Photo Credit: HERE

The new GT1 car was mechanically identical to the previous GT1 car. Minor revisions led to the name 911 GT1 Evo (Evolution). The biggest difference between the old GT1 and the GT1 Evo were the new headlights and taillights, which previewed the next generation 911 lights, also referred to as the “fried egg headlights.” The aerodynamics were revised in order to increase downforce and reduce drag. The wing was adjustable based on top speed or handling preferences and it weighed only 1,050 kg (2,310 lb).

c001ca31-2440-4df5-9590-2c976e4a0105
Photo Credit: HERE

Unfortunately, the car was plagued with reliability problems and did not cover the full race distance. This motivated Porsche to work harder and smarter for the next season of the FIA World Endurance Championship and boy, did they deliver with the successor of the GT1 Evo, the 996 based GT1-98. Make sure to come back next week to hear the exhilarating story behind it, including nearly fatal crashes and increasing competitiveness between the manufacturers participating.

3800cc27-3e14-4cb7-88b7-b8ff8fd2d9f2
Photo Credit: HERE

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

The Porsche 997 GT2RS: Supercar Slayer

997 gt2rs cover
Photo Link HERE

A few days ago, I was watching some videos about the new 911 GT2RS, and what a car. With a 3.8 liter twin turbocharged flat 6 making 700 ps (690 hp) and 553 lb/ft of torque, the new GT2RS skyrockets to 60 mph in 2.7 seconds…and it’s rear wheel drive! 100 mph comes in 5.5 seconds and before you know it, you’re bouncing off the rev limiter at an ELECTRONICALLY LIMITED top speed of 211 mph, mindbogglingly fast. That’s just in a straight line with a massive rear wing slowing you down. It’s even faster on the track. The GT2RS has set the Nurburgring lap record twice (6:47.3 and then 6:40.3). However, it’s not all that surprising. It seems that every supercar nowadays has 700+ hp-you can buy a 707 hp Dodge for $50,000. These straight line figures would have been biblical 5 years ago, but now are just a part of the norm. Competitors like the McLaren 720S and the Ferrari 488 Pista can easily give the GT2RS a run for its money, and sometimes even pass it, if conditions are right. We are now at a stalemate in the supercar world, I’m afraid to say it but I think this new generation of supercars are too fast, and they’ve all lost their “zing” compared to their predecessors.

gt2rs and 720s
Photo Link HERE

Back in 2011, there were the big 4 that determined the gold standard of what a supercar should be. There was the Ferrari 458 Italia, an emotional, passionate, and strikingly beautiful beast, a classic. Then, there was the Lamborghini Gallardo, the little brother, the Ferrari’s evil all wheel drive twin. Next to the Italians were the British in the then called McLaren MP4-12C, a computer on wheels. The McLaren was the poster child of the future, an engineering masterpiece, stuffed with electronic witchcraft and wizardry. The McLaren wasn’t as loud or as fun as its Italian rivals, but it was no less special in its own regard. And last but not least, zooming past them all, was the Porsche 997 GT2RS, a true monster.

big 4
Photo Link HERE

The new 991 GT2RS is no slouch in any way, it can easily keep up with and beat all its rivals, including the big 4. But it was nothing compared to what the 997 GT2RS did back in its heyday. It was only a few days ago that I realized just how fast it really was. Back then, the 458 had 570 hp, the gallardo packed an impressive 552 hp, and the McLaren was pushing an impressive 600 hp. The Porsche however, had 620 hp AND weighed significantly less than all of them. Power came from, a then new, 3.6 liter turbocharged flat 6 engine mated to an old school 6 speed manual which enabled the Porsche to demolish the competition, with twice the fun.

The prime of the 991 GT2RS is living on borrowed time. It’s only a matter of time before Ferrari, McLaren, Lamborghini, or even Porsche themselves make something faster. It is VERY fast, but it’s sadly not an icon. With the 997 however, it’s a completely different story. Not only did it dominate the competition back then, it continues to do so to this day. I was thinking about this a few days ago and decided to do some calculations. From these calculations, I realized that the 997 GT2RS has a lower weight to power ratio than: a Lamborghini Huracan, a Lamborghini Huracan Performante, a Lamborghini Aventador, a Lamborghini Aventador SV, a Ferrari 488 GTB, a McLaren 570 S, and it’s within 0.03 lb/horsepower of a McLaren 650 S. For those of you that don’t know, a lower weight to power ratio means a faster car. In terms of handling, the 997’s 7:18 Nurburgring time is faster than: a Ferrari 488 GTB, a Lamborghini Huracan, a Lamborghini Aventador, the list goes on and on. And the one thing all these cars have in common besides being slower than the 997 GT2RS, they are also ALL newer than it.

997 gt2rs back
Photo Link HERE

Point proven, the 997 GT2RS is a “good old-fashioned beast,” the Space Captain as Porsche calls it. Like the Porsche 959, it was truly ahead of its time. With only 500 of these monsters ever having been made, values are climbing through the stratosphere. If you think about it, it’s kind of a shame how fast supercar technology is progressing due to the fact that beasts like the 997 GT2RS will likely never be seen again.

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to follow us on WordPress and share this article with your friends! Follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

Porsche 992 Drops its Top for More fun in the Sun

992 cab cover
Photo Credit: https://www.google.com/url?sa=i&source=images&cd=&cad=rja&uact=8&ved=2ahUKEwjhlN7D3evfAhUjwYMKHX5eCI0QjRx6BAgBEAU&url=https%3A%2F%2Fwww.carmagazine.co.uk%2Fcar-news%2Ffirst-official-pictures%2Fporsche%2F911-992%2F&psig=AOvVaw3A7q6CcTziBotWJho3kSZV&ust=1547502314090617

About two months after unveiling the brand new 992 911 to the world in stunning fashion, Porsche recently unveiled the Carrera S and 4S’ cabriolet counterparts, finally expanding the 992 range. Like the Carrera S and 4S coupes, the new cabriolets come powered by Porsche’s brand new 3.0 liter twin turbocharged flat six engine making 443 horsepower and 390 lb/ft of torque. Also, like their coupe counterparts, both the S and 4S cabriolets’ engines are mated to Porsche’s brand new 8 speed PDK gearbox with the mysterious hole in the middle, suggesting the introduction of a hybrid powertrain in the future. (Read more about the 992 coupes HERE-their interiors and features are the same as the cabriolets)

992 cab back.jpg
Photo Credit: https://www.google.com/url?sa=i&source=images&cd=&cad=rja&uact=8&ved=2ahUKEwjNteXz3uvfAhWC64MKHV-zBcgQjRx6BAgBEAU&url=https%3A%2F%2Fwww.edmunds.com%2Fporsche%2F911%2F2020%2F&psig=AOvVaw2q4nAI3G1_YXWM0MOou9OY&ust=1547502582530067

The problem with cabriolets is that they tend to add a bit of weight and are slightly less rigid than their coupe counterparts. Although these effects have been minimized, not even the mighty 992 is exempt from these flaws. The cabriolets weigh about 155 lb more than the coupes. As a result they are about 0.2 seconds slower to 60 mph and their top speeds are an entire mph slower. However rigidity seems to not be a problem anymore since the Porsche is offering the new cabriolets with PASM sports suspension for the first time. They didn’t in previous generations due to them being less rigid. The new convertible top also raises and lowers in 12 seconds which is a HUGE improvement from the 991 which took 30 seconds.

992 cab interior
Photo Credit: https://www.google.com/url?sa=i&source=images&cd=&cad=rja&uact=8&ved=2ahUKEwjrmrCa3-vfAhWDy4MKHRaIDBoQjRx6BAgBEAU&url=https%3A%2F%2Fnewsroom.porsche.com%2Fen%2Fproducts%2Fporsche-911-carrera-s-4s-cabriolet-first-model-derivative-new-eighth-generation-992-timeless-machine-16764.html&psig=AOvVaw2y7ZSz55MhFsUe4M29XA_L&ust=1547502730154589

The main downside however, is the pricing. The Carrera S cabriolet starts at $126,100 and the Carrera 4S cabriolet starts at $133,400; this is without options. With options, you can up the price to over $200,000! For $200,000 you can buy almost any 911, including GT3s and even GT2s. As good as it is, is the new 992 cabriolet worth this much? I’ll let you be the judge of that.

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to like and share this article with your friends and follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!

 

 

 

The Porsche 718 Cayman GT4 Clubsport: Back for Round 2

gt4 cs cover
Photo Credit: https://cdn.motor1.com/images/mgl/OjJlM/s3/new-porsche-718-cayman-gt4-clubsport.jpg

It’s safe to say that the 981 generation Porsche Cayman GT4 was an excellent road car. It had good power, brakes, suspension, sound, and most importantly a 6 speed manual transmission. It’s no wonder everyone loved it. It was pretty fast too. Thanks to its low curb weight and 385 hp 3.8 liter flat 6 engine from the 911 Carrera S, the GT4 made the 0-60 sprint in 4.1 seconds and topped out at 183 mph; certainly no slouch. Thanks to its mid engine layout, handling was exceptional too.

gt4 and gt4 cs
Photo Credit: https://www.google.com/url?sa=i&source=images&cd=&cad=rja&uact=8&ved=2ahUKEwii1ZHfrNrfAhVh4oMKHb8lBd4QjRx6BAgBEAU&url=http%3A%2F%2Fgtspirit.com%2F2016%2F09%2F28%2Fporsche-cayman-gt4-clubsport-clubsport-mr-review%2F&psig=AOvVaw2CaqJRnB86esg1sz5pgHal&ust=1546904589425158

But it didn’t stop there because just after the GT4 was unveiled, Porsche Motorsport got their hands on one and voila, the Cayman GT4 Clubsport was born. Much like the newer GT2RS Clubsport, the GT4 Clubsport was a track only racecar version of the Cayman GT4. With a stripped out interior, race ready gearbox, and other little racy bits here and there, the Cayman GT4 Clubsport was ready to put an instant smile on any track day enthusiast’s face. Porsche sold 421 of these racecars before production ended, a pretty large number.

gt4 cs
Photo Credit:  https://cnet1.cbsistatic.com/img/8YmZmhuSSXbi_CIzSgQXF9KcF68=/1600×900/2019/01/03/6be96de1-9eab-46c1-a972-185a16403a17/porsche-718-cayman-gt4-clubsport-14.jpg

For the 718 Cayman Porsche is doing things a bit backwards this generation with its revealing of the new 718 Cayman GT4 Clubsport first; the road car is yet to be seen. For the second time around, the 718 Clubsport uses the now discontinued 3.8 liter engine from the previous generation GT4, except now with a revised intake manifold that brings a 40 hp increase (385 hp-425 hp). Like the previous generation, the new 718 Clubsport features a stripped out interior, a FIA spec roll cage, bucket seat, and a six point racing harness to keep the driver in place during hard corners. The 718 GT4 Clubsport also features the same light weight spring strut front suspension used in the 911 GT3 Cup Car.The new 718 GT4 Clubsport is also the first production racecar to use body parts made from natural fiber composite materials like flax and hemp fibers. With properties comparable to that of carbon fiber, these new natural fiber composite materials have been used to construct both the wing and doors of the new 718 Clubsport. Because of this and other weight saving features, the new 718  GT4 Clubsport tips the scales at just 2,910 lbs.

718 gt4 cs
Photo Credit: https://files1.porsche.com/filestore/galleryimagerwd/multimedia/none/motorsport-racingcars-982-718-c7-gt4-cs-gallery-03/zoom2/9b5a1888-feeb-11e8-8373-0019999cd470;sK/porsche-motorsport-image.jpg

Also available this time around is the choice of two different variants for the 718 Cayman GT4 Clubsport. Amateur track day enthusiasts can opt for the $154,743 Trackday variant with fixed shock absorbers, air conditioning, electronic stability control, and traction control. For more experienced and even professional racing drivers, Porsche has the Competition version with 3 way adjustable shocks, and a more adjustable brake system. The Competition also features a massive 30.3 gallon fuel tank to cope with long distance events. Both variants are built to race with FIA certified parts.

718 gt4
Photo Credit: https://car-images.bauersecure.com/pagefiles/72654/5_porsche-718-cayman-gt4.jpg

But let’s be honest, most of us here aren’t looking to buy a full-fledged racecar, we’re more into street cars (i.e. the 718 Cayman GT4). If that’s the case, the Clubsport offers us lots of insight into what the GT4 roadcar will be like, except for one thing…the engine. Porsche has stated that the engine used in the Clubsport will not be the engine used in the roadcar. But Porsche has also stated it won’t be a turbocharged 4 cylinder like all the other 718 cars. By process of elimination, we can infer that the new 718 Cayman GT4 will feature a likely detuned version of the 4.0 liter naturally aspirated flat 6 engine found in the 911 GT3. I can’t wait!

As always, THANK YOU FOR READING and come back next Sunday for a brand new article. Don’t forget to like and share this article with your friends and follow us on Instagram at rsreportblog and check out our Facebook Group, Porsche Enthusiasts United. Feel free to suggest new topics in the Contact page. Newly added on the contact page is a link to the Porsche Club of America website which you should definitely check out HERE! Thank you for reading and don’t forget to come back next Sunday!