In your post #112 you commented on the 991 manual gearbox which most testers have felt was not normal Porsche standard, the tweet was to link to a possible improvement. The Cayman/Boxster uses a different 6 speed manual box - GT4 race series regs would not allow a 7 speed box.ORIGINAL: spyderwhiteIs this the manual gearbox of the gt4 and future manual porsche models?ORIGINAL: ralphmusic It seems the 7 speed manual has been improved in the Carerra GTS according to Andrew Frankel https://twitter.com/andrew_frankel/status/532598731745411072
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Cayman GT4: Where are we up to now?
- Thread starter Motorhead
- Start date
spyderwhite
Member
Yes I am aware of the different boxes but what if porsche use the new and improved 7 speed manual in all road cars but cars built for racing have something else!ORIGINAL: ralphmusicIn your post #112 you commented on the 991 manual gearbox which most testers have felt was not normal Porsche standard, the tweet was to link to a possible improvement. The Cayman/Boxster uses a different 6 speed manual box - GT4 race series regs would not allow a 7 speed box.ORIGINAL: spyderwhiteIs this the manual gearbox of the gt4 and future manual porsche models?ORIGINAL: ralphmusic It seems the 7 speed manual has been improved in the Carerra GTS according to Andrew Frankel https://twitter.com/andrew_frankel/status/532598731745411072
Dunno, I am more concerned about them introducing VW's 10-speed auto [ORIGINAL: spyderwhite Yes I am aware of the different boxes but what if porsche use the new and improved 7 speed manual in all road cars but cars built for racing have something else!
I think that the Cayman's 6-speed manual 'box is of Getrag manufacture whereas the PDK transmission is supplied by ZF, so it would be more cost-effective to have a single supplier across the whole Porsche range. Plus, the 7-speed PDK produces better fuel consumption and lower emissions than the manual 'box, so another reason perhaps for choosing it for the road cars. Relatively straightforward to re-engineer a manual PDK for the Cayman I would have thought. The downside is that the auto-PDK is about 25kg heavier than the 6-speed manual 'box but I suppose that the manual-PDK will weigh less than it's auto counterpart since the manual clutch will be lighter than the oil-filled muti-plate item used in the auto. Yes Ralph, I saw that VW are working on a 10-speed auto. I wonder if it's a 5-speed 'box with a a splitter, something like those used in trucks? That would make an interesting manual 'box..! Because of commonality between the 981 and 991 front ends, Porsche could possibly raid the GT3 parts bin for the GT4 front suspension which would allow more camber adjustability, as described in my previous Post #119. Taking that a stage further, I suppose that the whole GT3 suspension, hub and 6-piston brake assembly could be used. Similarly, more adjustability could also be provided in the rear suspension camber by using a two-position strut mount top plate and adjustable-for-length lower transverse links. It's all down to costs. From the pics, it looks as though the car has been lowered significantly and is running on 20" wheels, so there'll definitely be a bespoke spring/damper/ARB set-up. The GT3 runs on 9J/12J 20" wheels whereas the Cayman GTS runs on 8J/9.5J 20" wheels. I suppose that there's sufficient clearance at the front of the Cayman to run on 9J rims but I'm not sure that there's clearance at the rear to allow much wider wheels. JeffORIGINAL: ralphmusicDunno, I am more concerned about them introducing VW's 10-speed auto [ORIGINAL: spyderwhite Yes I am aware of the different boxes but what if porsche use the new and improved 7 speed manual in all road cars but cars built for racing have something else!] Any thoughts on the suspension/tyres for a GT4?
Chris_in_the_UK
New member
TBH, sadly, I am sure this will technically be a very capable machine and will showcase the Cayman, but unless it gets the lungs it deserves it will be more of the same.
fbr
New member
Jeff Another disadvantage of the mid-engined layout on the 981 appears to be engine compartment cooling. Note the additional venting and the electric fans on the 981. How far do you think this limits the development of the 981 using high capacity power units in favour of smaller capacity blown engines? FBRORIGINAL: Motorhead ....A disadvantage of the mid-engined layout in the Cayman compared with that of the 911 is that with its rearward weight bias, the latter has superior traction. I can't really see how stiffening the Cayman's rear suspension would provide significantly more mechanical grip..... Jeff
A good point Frank. Engine compartment cooling management is always going to be challenging in mid and rear-engined cars but, like the majority of mid-engined supercar manufacturers, Porsche has a lot of experience in this field [think too of the additional challenges posed by air-cooling rather than water-cooling]. The boxer engine has the advantage of having a significant heat source [the exhaust system] close to the air flow when the car's moving, and positive venting of the engine compartment keeps control of the temperature when the vehicle is stationary. Because of Porsche's marketing policies, I don't think that we're ever going to see N/A engine power outputs in excess of 400bhp in the 981-series road cars, so I'm sure that the existing arrangements will be more than adequate. I can't see additional slots and NACA ducts appearing in the rear haunches just yet..! Actually, I'm more interested in seeing how Porsche has tackled the issues of thermal management and intercooling of the flat-4 turbo engines in the 981. Unlike the 991 Turbo where the intercooler is positioned below the engine cover, there's no equivalent location for the mid-engined cars. Granted, the engine is smaller than the flat-6 [which will free up some space] but ducting air to and from the intercooler and arranging sufficient airflow around the turbo will have been a challenging exercise for the heat management team. Perhaps they're using an air-to-coolant heat exchanger instead. Incidentally, on the 987 the R/H side vent is used exclusively to vent the engine compartment, the L/H intake feeding the airbox. However, I believe that on the 981 both side vents feed the airbox, so where is the engine compartment vented? Jeff
Does this lead to any conclusions on turbo arrangement, albeit on 987 versions? http://www.tpcracing.com/tpcracing-987-stg1-turbo.html http://www.tpcracing.com/tpc-racing-stage-2-cayman-turbo.html
And another thread on Planet9 http://www.planet-9.com/tpc-turbo-kits/44928-new-installer-accumoto-takes-their-turbo-cayman-incredible-level.html
Yes, I've been aware of TPC's very neat approach to the intercooling problem for some time Ralph; hence my reference to the air-to-coolant heat exchanger. But doesn't the PDK transmission also require a front centre mounted radiator or was that only necessary for the Tiptronic 'box? Jeff
Mine has no front centre mounted radiator.
MrDemon
PCGB Member
I run -2 for road and -2.5 for track with adjustable LCA, solid rear toe links and engine mount insert to stop that moving, cars very direct with no extra bad noises. This is on my Spyder btw but I run my R road only at -1.2 at the front. def worth doing on the R if you ever go near a track or are a fast road driver esp the rear toe links and engine mount for road only.ORIGINAL: TrackfanR I would love to see Porsche provide an increased provision for camber adjustment on the GT4. Like most track driving owners, I have maxed out the front slotted top mount adjustment on my CR and still only get a smidgen over 1 degree of negative camber. It's not enough! Longer lower track control arms would help achieve more front negative camber, as is fitted to the GT3. Anyone tried fitting GT3 track control arms on a CR? Porsche Motorsport Dept have plenty of experience of tweaking camber angles and ride heights, let's hope they get a go at the GT4.
Another one, this with 596hp and PDK - discusses PDK cooling at 3:21. https://www.youtube.com/watch?v=_-KcqXDmnrg Off to put my car away for a few months...I'll see where this gets to this evening.
I have a couple of the engine mount inserts for sale [ORIGINAL: MrDemonI run -2 for road and -2.5 for track with adjustable LCA, solid rear toe links and engine mount insert to stop that moving, cars very direct with no extra bad noises. This is on my Spyder btw but I run my R road only at -1.2 at the front. def worth doing on the R if you ever go near a track or are a fast road driver esp the rear toe links and engine mount for road only.ORIGINAL: TrackfanR I would love to see Porsche provide an increased provision for camber adjustment on the GT4. Like most track driving owners, I have maxed out the front slotted top mount adjustment on my CR and still only get a smidgen over 1 degree of negative camber. It's not enough! Longer lower track control arms would help achieve more front negative camber, as is fitted to the GT3. Anyone tried fitting GT3 track control arms on a CR? Porsche Motorsport Dept have plenty of experience of tweaking camber angles and ride heights, let's hope they get a go at the GT4.
By solid, do you mean non-adjustable MrD? Discuss... JeffORIGINAL: MrDemon I run -2 for road and -2.5 for track with adjustable LCA, solid rear toe links and engine mount insert to stop that moving, cars very direct with no extra bad noises. This is on my Spyder btw but I run my R road only at -1.2 at the front.
MrDemon
PCGB Member
I have monoball RSS rear toe links (fully adjustable for toe) to stop rear brake steer and help reduce rear wheel hop the 987 seems to have I also have RSS front LCA to allow camber ajustments more than top mounts, Doing the LCA also gives you wider front track which helps turn in. Also fitted are the RSS locking bolts at the engine side of the toe link. I fitted the boots to help keep the crap out as well.ORIGINAL: MotorheadBy solid, do you mean non-adjustable MrD? Discuss... JeffORIGINAL: MrDemon I run -2 for road and -2.5 for track with adjustable LCA, solid rear toe links and engine mount insert to stop that moving, cars very direct with no extra bad noises. This is on my Spyder btw but I run my R road only at -1.2 at the front.
![rsstoe1.jpg](http://www.clubspyder.co.uk/spyder/rsstoe1.jpg)
![toelink.jpg](http://www.clubspyder.co.uk/spyder/toelink.jpg)
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