Porsche Cayman GT4 Review

Porsche Cayman GT4 Review

Ownership Review written by JP O’Brien

My following of the Porsche brand over the decades can be pretty much described as religious, especially when it comes to the GT models like the 911 GT3. I’ve hankered after some form of the GT3 for years, most recently the 997.2 GT3, which in my mind was the last great GT3 model, being the final manual transmission, track orientated 911. I love the race-car-for-the-road philosophy that the GT3 represents. The purity of the driving experience is perfection, as a driver connected to the car and then straight to the tarmac. When word got out that there was to be a Cayman GT car, the GT4, I knew it would be a special piece of kit. Porsche delivered on my expectations. The GT4 ticked all the boxes; exclusivity, performance and looks that could kill.

Unfortunately all the build slots in the UK were either allocated before the GT4 was officially announced or reserved for the most loyal Porsche customers at each dealership, so I almost gave up hope of securing one.

In what seemed like a whirlwind couple of days I was tipped off by M R Sportscars about a vacant build slot in Ireland, I called the dealership within minutes and sure enough they had been given two additional slots, one of which had already been taken. I took no chances, I secured the last slot on the phone. It wasn’t time to celebrate yet, as I had to pay a deposit as soon as possible, otherwise someone else could have potentially taken my slot off me. The next few days were a blur, getting together the money to show I was serious. Once this was done I could relax, a GT4 at the factory would have my name beside it. Now all I had to do was confirm my specification and pay the balance of a 10% deposit. I had a couple of weeks to do this so I spent the time poring over the online configurator, speaking to other GT4 owners, quizzing petrolhead friends and researching on forums like PistonHeads about what the consensus was regarding ‘the dream specification’. The result? Clubsport Package (roll cage, harnesses, fire extinguisher, battery master switch), 918 carbon fibre bucket seats with embossed Porsche crests, Sport Chrono Package, 64 litre fuel tank, Satin Black wheels along with some creature comforts; Porsche Communication Management with satnav, auto dimming mirrors, Bi-Xenon Headlights and lastly, floor mats.

The other big decision to make was what colour I should get the GT4 painted in. There were twelve colours in total, standard no cost options were White, Racing Yellow, Guards Red and Black. Since the GT4 is a track focussed car I wanted to get it in White, as this is the colour that the Porsche factory delivered cars to race teams. As soon as I saw the optional Carrara White Metallic Paint I knew it had to be that, the way it shines with specks of gold in the sunshine really give it a depth of colour you wouldn’t expect. It turns out very few GT4s were actually delivered in this colour, so I am very happy with my choice. I still get a GT4 that looks like a track refugee, with an added something.

It’s now been two months since I received my car and a good measure of how great it is, is that I am driving it much more than I planned to. 4,300 miles so far. Over the Winter time I’ll stop using it, especially when there is salt on the roads. Big road trips will be where most of the miles will rack up. I am not going to be one of those owners that will use it minimally. I’ve invested in getting the paintwork protected, with paint protection film and ceramic coating. This will keep the car stone chip free despite the road miles. I use it occasionally for the drive to work, if the sun is out and I feel in the mood for a blast. The GT4 currently competes with a third generation M3 for road time.

The stance and proportions of the GT4 are startling, watching countless videos and reading reviews about the car before I took delivery failed to prepare me for the visual onslaught of the GT4 in the flesh, it looks exciting and fast when stationary.

Even though I have the Clubsport Package with the fixed back carbon fibre seats (which are borrowed from the 918 Spyder supercar), I sometimes forget that I am in a really special car. Only when you spot the world around you going nuts, camera phones filming you pass by and other drivers trying to keep up with you to have a proper look do you realise just how much of a big deal the GT4 is.

When I park up the GT4, the thought that always enters my mind is that Porsche really nailed it with this car. The low and wide front lip, the rear end aero and the overall race car stance is simply awesome.

The theatre around the GT4 begins right from getting into it. Actually, preparation starts from the end of the previous drive. I like to make sure that the Schroth harnesses are loosened off and laid out of the seat, resting flat so when I get in to the car on the next trip I can just slide into the seat and pick grab them. They easily click into place in the central clasp. I tighten them up so that they are firm yet comfortable on the road. To get the engine going I insert the key and twist to position two, press the exhaust valve button as I love the sound of a cold start with the valves wide open. Next I press the clutch and brake pedals simultaneously and turn the key to wake the starter motor.

The engine catches quickly with a hollow bark from the exhaust, a sound I am utterly addicted to. I sit there for around thirty seconds and let the idle settle before leaving the garage and wait for another minute or so on the driveway just to let it wake up a bit more from the cold start. Once on the move, the GT4 from cold has a slightly stiff throw, which isn’t a bad thing. The notchiness reminds you that this is a mechanical instrument, not an electronic gadget. It requires sympathy and warm oil, like a luxury watch it demands care and will reward you with precision changes for years. The same goes for the limited slip differential, which when first going forwards while cold will lock and push the front wheels wide at very low manoeuvring speeds. The Dunlop Sportmaxx Race tyres must be respected, only once they have warmed up can you lean on them. While they are cold they are lethal.

The sound of the GT4 is intoxicating, not just from the exhaust either, at around 3,500 rpm you hear the engine note change, and also the induction sound through the sidepods multiplies.

When the back end does step out, it happens in a very predictable and linear way, making it instinctive to catch – given you are familiar with handling high performance cars on the limit. This is where the mid engine natural balance outshines all 911 GT3 models from Porsche, which have their engines mounted at the rear.

The brakes are great, even when cold – which isn’t a surprise given that they are borrowed from the 991 GT3. The same goes for the front suspension, which has pretty much been lifted straight out of the 991 GT3 and bolted to the front of the Cayman chassis.

The only slight criticism I have for Porsche regarding the GT4 is the initial setup, which is very conservative. There is a hint of understeer on initial turn in, with the aim to keep new GT4 drivers on the black stuff. This can be dialed out by raising the front roll bar up to the medium setting. Before I do this though I’d like to get the GT4 out on track, then make the change to see how it transforms the handling.

B-Roads are where the GT4 truly shines. I’ve taken the GT4 to the EVO triangle in Wales. In normal PASM mode the suspension absorbs all bumps and holes you’d typically find on our roads. The torque vectoring is very noticeable at low speed, high g corners, which keeps you bang on line. High speed corners are also dealt with effortlessly, the front splitter, flat floor, diffuser and rear wing all work in harmony with the high grip Dunlop tyres to keep you on the road and overflowing with adrenalin.

I’ve had a play with the suspension settings, out of the box with PASM in Normal mode the GT4 is set up for the Nürburgring. PASM in Sport model is suited to flat tracks as everything stiffens up so you can push it harder into corners. The transmission has dynamic mounts which adjust based on how aggressively you drive, the GT4 works out if you really want to play and then adjusts accordingly.

Even though my car isn’t luxuriously specced, the interior still feels every bit the premium product it is. The switches all click with a uniform feel and have real weight behind it. I’d go as far to say that the feel is not dissimilar to a trigger brake on a gun… The air conditioning control LED panel looks very high end too, with its white and black LCD display.

On the outside I love the aggressive look of the car, with its low stance, extended front lip spoiler and likeness to a GT race car. The big brakes and wheels with their wide tyres complete the package.

Owning the GT4 can be summed up pretty simply, before I had the keys in my hand I had some friends trying to convince me to sell it immediately and put the proceeds straight into a Lamborghini Gallardo Superleggera. Within twenty minutes of driving the GT4 I knew there was no chance I’d be letting go of it, even for a Italian V10. I just can’t wait to get the GT4 on track, I know that it will out-drive many cars including ultra high powered stuff. I feel very lucky to have got one, it is my dream car. It hasn’t changed me, I feel a bit embarrassed to own it when people really go nuts over it.

I’ve always bought cars that were function over form, right from Honda Type R’s to Land Rover Defenders – it is very clear what their purpose is. The GT4 has nailed this way of thinking on the head. I have considered more ‘watered down’ and compromised cars in the past but now there is no doubt that I was right to go with my instincts and stick to the cars that prioritise the drivers connection to the road.

I’d read that the lightweight bucket seats that I specced would be harsh for long journeys, but since driving the GT4 to Le Mans 24 Hours in June, I find that they suit me just fine. The angle of the backs are not too upright, they are supportive yet well shaped.

I’m going to leave the GT4 as is, at least while it is under warranty, more than likely it will stay stock after that too, I know that to extract the quickest lap time isn’t down to limitations of the car – it is me as the driver. So I am focussing on honing my skills behind the wheel.

I think prices are going to remain stable for the foreseeable future around the £100,000 mark. This is the purest Porsche GT car of recent times and from now on cars will only get more synthesised and electronic.


written by Raj Hunjan

The GT4 version of the Cayman is the car that Porsche should have built from the outset. Unlike the 991 GT3 RS, the GT4 is equipped with a six speed manual gearbox, leaving the driver in ultimate control of the car at all times. The GT4 also has a limited slip differential, an item that was deliberately left off some other Cayman models, to hold it back when compared to 911 models since launch. The crowning glory though is the bolting of the GT3 front end to the mid engined chassis.

Lowered by 30mm with dynamic transmission mounts, mid mounted 3.8-litre flat-six with no PDK transmission in sight make it a refreshing antidote to the latest GT3 RS. The Cayman has always been well-balanced and playful, but the GT4 kicks it up a notch and with it’s limited numbers and strong demand even before leaving the factory has ensured it was an instant collectors car.


  • Motorsport inspired design and mechanical enhancements make the GT4 truly special on the road and track.
  • Focussed driving tool that many see as the successor to the 997 GT3.
  • 6 speed manual transmission is now a rare feature on high performance cars.
  • Limited numbers worldwide have led to premiums over the Porsche list price.
  • The GT4 is one of those cars that will be sought after for decades to come.


The Cayman GT4 comes very well equipped as standard with adaptive dampers (PASM), traction control (PSM), torque vectoring (PVT), active transmission mounts, air conditioning, electric mirrors, electric windows, sports seats. Key options that should be specced from new include Clubsport Package (£2,670), Lightweight Carbon Bucket Seats (£1,907), Porsche Ceramic Composite Brakes (£4,997) and the Sport Chrono Package (£1,085). These items will significantly increase the desirability and closeness to the original GT4 philosophy.

There were twelve exterior colours for the GT4. The four solid colours were available at no extra cost.

White (solid colour), Racing Yellow (solid colour), Guards Red (solid colour), Black (solid colour), Carrara White (metallic), Rhodium Silver (metallic), Sapphire Blue (metallic), Dark Blue (metallic), Agate Grey (metallic), Jet Black (metallic), GT Silver (special order metallic), Carmine Red (special order metallic).

There were three choices of seats, Sports Seats (standard), Adaptive Sports Seats Plus and Full Bucket Seats. These could be specced with Red or Yellow stitching at extra cost. The seat belts could also be specified in Guards Red, Silver Grey or Racing Yellow.


No issues have occurred and been publicly reported. Many cars are under a comprehensive Porsche warranty. Speaking to Cayman GT4 owners and dealers, it is clear that the car is thoroughly engineered and very little should go wrong. However this does not mean that you should buy without care, if you are going to invest in a Porsche Cayman GT4 it is recommended to get a full inspection carried out at your choice of Official Porsche Centre.


Providing all the necessary regular maintenance and checks have been carried out, the engine should provide no issues during ownership. Check that there is no smoke on cold start or under heavy acceleration.

Suspension & Steering

No reported issues with any of the suspension or steering components. The front suspension components are taken from the 911 GT3.

Clutch & Gearbox

No reported issues with either the clutch or manual gearbox.


Check the wear on the Porsche Ceramic Composite Brake discs and pads.

Wheels & Tyres

Check that the original alloy wheels are fitted and tyres are in perfect condition. Make sure the tread is even across all four tyres.

Bodywork & General

Check panels thoroughly for any damage and make sure that all the original equipment is present.


The recommended service interval is 12,000 miles or annual, whichever comes first.


The GT4 is one of those cars that just feels ‘right’. Its control weights are spot on, the gearshift precise and the brake feel exemplary. After a time, it really doesn’t matter that you’re not getting near the GT4’s limits on a good road. The engine is so punchy, the steering so sweet and the gearshift so delectable that it’s easy to get into a delicious rhythm and flow. And on a track? As ‘On the Limit’ explains, it’s better still.

Autocar, 2015

The Porsche Cayman GT4 is simultaneously hugely desirable and hugely frustrating. Desirable, because it’s the Cayman we’ve been waiting for since Porsche first released its mid-engined, closed-roof sports car in 2005 – one developed by Porsche Motorsport.And frustrating because so few will ever get to experience it, their efforts curtailed by limited production, and market forces that are sure to push prices up for the foreseeable future.

EVO Magazine, 2016

With its race-bred suspension, snarling engine, and aggressive aero add-ons, the Cayman GT4 is the track-day toy we always hoped Porsche would build. Lowered by 1.2 inches with dynamic transmission mounts, the 385-hp 3.8-liter flat-six is offered only with an enthusiast-pleasing six-speed manual. The GT4 kicks it up a notch with Porsche’s components pilfered from the 911 GT3 parts bin.

Car and Driver, 2015


2005 – The Cayman S was unveiled at the September 2005 Frankfurt Motor Show. The S suffix (for Sport) indicated that this was a higher performance version of a then unreleased normal model. That model, the Cayman, went on sale in July 2006. The Cayman and the second generation Boxster roadster shared the same mid-engined platform and many components, including the front fenders and trunk lid, side doors, headlights, taillights, and forward portion of the interior.

2009 – A facelifted version of the Porsche Cayman was introduced in February 2009. The engine’s displacement was increased from 2.7 litre to 2.9 litre. The Porsche Tiptronic S automatic gearbox was replaced by the 7-speed PDK dual clutch transmission for the new model. A limited slip differential is now a factory option.

2012 – The second generation Cayman was unveiled at the 2012 Geneva Motor Show. The new car was available in both standard Cayman with a 2.7 litre engine, and as Cayman S with a 3.4 litre engine. Both versions are available with either a 6-speed manual or a dual-clutch 7-speed PDK transmission. Upgrades included a new body, a longer wheelbase, a wider front track, and a redesigned interior that matches the firm’s contemporary 911 models.

2015 – The Cayman GT4 was introduced, using a revised and slightly de-tuned version of the 3.8-liter flat-six engine from the 911 (991) Carrera S. The GT4 is available only with a 6 speed manual transmission and weighs 1340 kg. It has a vented front bumper to improve cooling for the additional radiator, with a lower lip as well as a fixed rear wing for providing downforce. Compared to the standard Cayman, it features a 30mm lower ride height, upgraded brakes from the 991 GT3, a limited slip differential combined with Porsche Torque Vectoring, and Porsche Active Suspension Management with dampers derived from the 991 GT3. A Club Sport Package is also available, featuring a rear half roll cage, preparation for a battery cut off switch, a fire extinguisher and a six point racing harness.


Below are the parts prices for the Porsche Cayman GT4 sourced from Genuine Autoparts UK, with the exception of the tyre prices which are sourced from Blackcircles. All prices should be used as a guide only. Prices from Official Porsche Centres and specialists may be different to those quoted.

Parts will be readily available for a long time and while the GT4 is still in warranty owners will just have to pay for wear items. Areas where costs are high include the clutch, dampers, springs, brake discs, exhaust, rear tyres, alloy wheels, alternator, lights and starter motor. The brake components listed below are based on the the steel brake option, ceramic brake discs and pads are around ten times those quoted. It is recommended that you get a full inspection carried out before buying.


Clutch Kit £582

Front Wheel Bearings (each) £89

Rear Wheel Bearings (each) £89


Front Dampers (pair) £1,090

Rear Dampers (pair) £1,010

Front Springs (pair) £410

Rear Springs (pair) £428


Front Brake Pads (pair) £126

Rear Brake Pads (pair) £137

Front Brake Discs (pair) £440

Rear Brake Discs (pair) £315


Manifold (each) £1,160

Silencer (each) £1,350

Tailpipes £655


Front Tyres – Michelin Pilot Sport Cup 2 (pair) £565

Rear Tyres – Michelin Pilot Sport Cup 2 (pair) £812

Front Wheels – 20” Alloy Wheels (each) £780

Rear Wheels – 20” Alloy Wheels (each) £920

Other Parts

Alternator £1,288

Oil Filter £35

Headlight unit (each) £1,191

Rear light unit (each) £731

Starter Motor £686


Prices for non Clubsport Package cars start at around £90,000 and go up to £110,000 for un-registered Clubsport Package cars (July 2016). Most cars on the market are non Clubsport cars, which is keeping the market buoyant for those rarer, more desirable cars. Our advice is to buy a Clubsport Package GT4 as these will likely appreciate the most and remain sought after.



cylinders / capacity

6 / 3800

Carbon Emissions

CO2g / km



bhp / rpm

380 / 7400

Miles Per Gallon



lb ft / rpm

310 / 4750

Wheel & Tyres

Width / Sidewall / Diameter

245 / 35 / 20

295 / 30 / 20

Max Speed



Weight Distribution

Front : Rear

45 : 55

0 – 60mph



Track width

Front / Rear

1539 / 1533

0 – 100mph









6 speed manual

Power to Weight




Engine position / Driven wheels

Mid / Rear


Length / Width / Height

4438 / 1817 / 1266

Price New



Years Produced

2015 – 2016

Number Produced


2,500 (approx)

Buy MotorStars Magazine #30 which contains our full 16 page article about all aspects of buying, owning, the factory options, available colours, technical specification, part prices for the Porsche Cayman GT4: click here

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We are a Porsche Specialist based in rural Hertfordshire. We are located in a small village called Codicote, which is close to Knebworth, Welwyn Garden City & Stevenage. Our closest train station is Stevenage, we would happily pick you up from there to view a car. We are close to the A1M, M1 and M11 motorways. Our closest airports are Stansted and Luton if you are flying to come and view one of our cars. M R Sportscars is a trading name of Revival Sports Cars Limited, a company registered in England and Wales, registered number: 07624585 | VAT number: 264 5239 94 With regards to finance, we are a credit broker and not a lender. If requested, we can introduce you to a number of credit providers who may be able to offer you finance for your vehicle. Revival Sports Cars Limited (trading as M R Sportscars) are authorised and regulated by the Financial Conduct Authority.

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