The best water-cooled Porsche I've ever driven | MODIFIED

Right in the midrange, where it really counts, this is making plenty of power with serious instant response. Porsche has a problem. You see that the highest performance cars in the world are all mid-engined, except within Porsche, where their highest performance cars are the 911 range. They have a rear engine, now they make a mid-engined car, the Cayman and its brother Boxster , but for reasons, its mid-engined car can n

ever

be as fast as the 911, its rear-engined car, the Cayman complex, is when a company builds two cars and because of Brand and positioning reasons: a car always has to be better than the other.

The thing is in Porscheland. The 911 always has to be above the Cayman. In theory, the mid-engined Cayman should have more potential than the 911, all things being equal. true, but it's not like that because

porsche

will n

ever

allow it, the 911 always has to be the

best

and that means that as good as the gt4 is, they will never make it better than the 911, so the stores are taking care of it to fix the problem. cayman complex enters the demand in motor sport now the demand is certainly not the first Porsche tuning workshop to modify the cayman gt4, but they have taken it further because they have created a four and a half liter drop in the crate engine, Wow, what they do is crazy.

If you give them your GT4, they take out the engine, bore it and install a crank for a longer stroke, amplifying the volume from 3.8 liters in the old car or 4 liters in the new car and boring it up to 4.5. liters, well, how much could half a liter really give you? Well, at Porsche Land, quite a bit, in fact, that modification combined with some other fast motorsports parts inside the engine is good for nearly 150 horsepower and a hundred pounds of torque at the wheels that motorsports demands. engine. He is not surprised by a man named Rick. The claim that he has been racing and tuning Porsches for over 25 years giving the Cayman the power it deserves has become a mission for Rick, as well as what seems like a good deal.

At what point did you do it? I found it was more efficient with these cars to simply replace the entire engine, as we were just trying to make more power with the typical bolt-on add-ons. It just wasn't enough. We finally got to the point of completely taking it apart to see if we can add things like stroking the crankshaft and boring it and we finally end up where we are, you are increasing the power by over 100 horsepower, you are increasing the torque by a proportional amount, what modifications of Support must be done to maintain that. type of power, the only thing necessary is a high performance clutch, something to keep the torque in the transmission, we like to put a free or flowing exhaust, something that can handle the amount of air that needs to pass through it and then, obviously the tuning, but that's it.

The rest of the car is fantastic. This is by far the largest six-cylinder Porsche engine per displacement. I have seen what the limit is. I'm on it. I feel comfortable with the mechanical components and the power. that's the limit for the engine right now for the engine room, did you wake up one morning and ask how big can I make this engine? Well, originally we started with a four-liter, so we developed it with the crankshaft, the connecting rods and the pistons and I continued the development and the tuning was really important to make it drive like a factory car.

We upgraded to a 4.25 liter 105 millimeter bore racing crankshaft, but I couldn't leave it alone again, so I cut one of them in half. to see how thick the cylinder walls were and study what would be good and we decided that 108 was the last thing we could use and they held up wonderfully, letting you know tremendous power over 510 at the wheels. I see most of the time, that's a lot, that's a lot, that's a lot of naturally aspirated six-cylinder, yeah, yeah, so I mean, what are some of the key features here because we get bored and caress right?

So right that space here becomes a problem, I know. There is still a lot of meat between the cylinders and the thickness of the cylinder wall is still quite good. I don't know when that would become a problem. The closer, about two millimeters more, he would be out of luck. Well, yeah, tell me about the gear. set that you use because I don't think it's the same set of gears that I've used in another car, right, so you do two to five, two to five, the second gear goes to what 83, the third goes to 114, right, so where are we? now we're at 74 and 102. and the gap between one and two is very nice and it's also been shortened and it really makes for a beautiful acceleration which is great because with the one two you could if you weren't on the red line. you would actually fall very far from the power bank and then you would be waiting for the power to correct itself, okay look that's right, it wasn't that important with a motor with as much torque as these, it just has to be so close. space so we went back a little further than we originally did at the beginning yeah just for the torque which is amazing the torque curve is really flat it jumps from 275 to 2500 rpm up to about 350 to 3000 right and then it goes keeps above 350 up to 7000 yen, yes, peaking at almost just under 400, that's very good, instant acceleration, its maximum power is 507 on the tires at 7,500 rpm, yes, super loud and screams in that section top, that should be very good in 2020. it's a new gt3 rs right and there you have it, the bottom line is the gt3, so even compared to a gt3 rs, I mean you're talking about a hundred pound-feet of torque more at 4000 rpm 100 100 more than a gt3 rs now I have a Cayman main engine that makes more power than the faster naturally aspirated model of the Porsche GT3 RS.

It's not just a dinosaur queen that makes power at the top of the powerband, where you can't even use it pumping. The displacement creates huge power differences across the entire powerband, starting from three grand and as high as the redline, in fact, right in the midrange where it really counts, this thing is making big power with great response. snapshot, wow, this engine! It keeps me very interested in the gt4. You're saying I can have a rally car gearbox and 510 horsepower at the wheels with the engine in the middle, doctor, yes, but they haven't just made the engine either.

Friends, listen to me, that's the close relationship. gear set and it's the other secret of this car oh my goodness the close ratio gear set is good with the manual or the pdk and shortens the ratios by about 10 so instead of dialing third gear at 113 like the original you're dialing third in 102 that's a big difference what it means is you can accelerate through those gears faster you free up and free up the engine giving it a gearing advantage it didn't have before and you improve performance without increase the stress on the engine, plus Porsche happens to make one of the

best

manual gearboxes on the planet, so why would you want to have a GT car where you just put it in third and leave it there for every sporting opportunity?

It's not how I like to roll if I'm going to buy it. One of the best balanced manual transmission sports cars on the planet. I wish I had some reasons to change what you know. The Cayman may be underperforming from the factory, but that doesn't mean it's beyond hope. No, fortunately, these motor sports. You guys know what you're doing and the demand has really honed this product not only from a performance standpoint but also from a usability standpoint. There is absolutely nothing about this car and I literally mean nothing that makes it any less usable than a standard Cayman GT4.

So what I'm saying here is that there is a way to make this car possibly the best car you can get from Porsche.