A dream that never comes true, even though you might be able to fulfill it somehow – is that actually a lie? Or can you replace one dream with another? Do you have to hold on to a dream even if it changes? Heavens to Betsy, don’t you have anything better on your mind than a jumble of thoughts when someone hands you two Porsche keys in the morning? How about running to the underground parking garage and figuring out which one you want to drive first? 911 Carrera or Cayman GTS 4.0?
The 911: The guys who flattened their noses on the side window of the first 911 in 1963 are standing next to their grandchildren today when they flatten their noses on the current 992. Since the days of the economic miracle, a Beetle, Golf, and perhaps soon an ID.3 have been the promise of prosperity for society as a whole. The 911 is the dream of prosperity – over the continuity of almost six decades and the change of eight generations. At least until this morning. Because that’s when the 718 Cayman GTS 4.0 rolls into the underground garage behind the basic 911, the Carrera with 385 hp.
The Cayman’s naturally aspirated four-liter engine is based on the 911’s three-liter turbo and, with 400 hp at 7,000 rpm, is 15 hp better off than the 911.
The seven-eighteen-four seems to be a Porsche like the 911 in its best, most foolhardy days. That’s because it is: As it did with the GT4, Porsche clears the four-cylinder turbo boxer out of the mid-cab and leverages that in there: Boxer. Six-cylinder. Four-liter. Naturally aspirated. It’s actually the Carrera engine-and by that we don’t mean now (at least not only) that it’s the engine the 992 Carrera should have in the rear per se. But rather that the four-liter naturally aspirated engine is based on the 911’s three-liter turbo. In the GTS 4.0, the short-stroke engine produces 20 hp less than in the GT4. But with 400 hp, there’s still plenty of power available – at 7,000 rpm. Beyond that? The direct-injection engine keeps revving up to 7,800 rpm. It controls the camshafts and intake system variably and can shut down one cylinder bank for greater efficiency if you want to take it easy.
Not that it would come to that. The cockpit is furnished in a sparse, noble style, and in the test car they have installed bucket seats costing over 5,000 euros. The sports suspension with adaptive damping lowers the body by 20 mm. It is, as Porsche would have us understand, tuned for a more sociable ride-that is, in relation to the hard, stiff set-up of the GT4. The steering with the steering gear from the 911 Turbo has a variable ratio.
And then there’s the six-speed transmission. Although Porsche also offers the seven-speed dual-clutch transmission (PDK) for the GTS 4.0 for 3,173 euros, it comes to us as – how proud that sounds – a manual car. The transmission originates from a cooperation with Audi and was already coupled with the engines of the first Cayman. The fact that it has been further developed since then, but not replaced by a newer one, is due to the fact that the effort is not worth it. Firstly, because around 90 percent of customers order the PDK. And secondly because the other ten percent, whom we warmly congratulate, get a manual transmission that could hardly be better anyway. Which is another reason to say: What sports car, if not this Porsche, could challenge the sports car of sports cars, i.e. the 911?