Joint 2nd Place
2012 987.2 Porsche Cayman R 6-Speed Manual.
Much has already been written regarding this car’s superlative handling balance, having earned its place as an iconic Cayman sought after by collectors and driving enthusiasts alike. The CR is best when specced with the 6-speed manual gearbox and carbon bucket seats as specced on my car. Being a OPC Edinburgh ex-demo model, I had no hand in the specification of this car. The colour, Meteor Grey Metallic, was uncommon for the CR with most others being White, Black, or Peridot Green. With aluminium 997 GT3 doors, mechanical LSD, 19” lightweight alloy wheels, reduced sound insulation, and Alcantara interior trim, this car looked the business from the get-go. My car had the smaller 54 litre petrol tank which came as standard, with the larger 64 litre tank being a no-cost option. I recall complaining about this small tank choice to the sales team at Edinburgh, thinking it would compromise my touring plans. As it turned out, the small tank proved a real blessing. I’ll return to that aspect later.
My first two years with the CR was spent touring the UK as is my usual practice. In this regard it proved a comfortable and practical, driver’s car ideally suited to the winding A and B roads in my local Highland location. Even though the CR lacked door pockets, I never had any problems storing the usual touring bits and bobs on my journeys throughout the UK. The carbon bucket seats had folding backs where items could be stored behind the seats, and the central arm rest cubby hole, together with the passengers glove compartment, provided all the storage space I needed.
Since retiring from competitive motorsport in 1987 the realisation dawned that the CR was showing such potential that it prompted me to consider a serious return to motorsport competitions. My forte was in Sprints and Hill Climbs, and the CR with its inherent agility and decent power to weight ratio, seemed ideally suited to this category of motorsport. Having been away from competitive driving for 27 years, it was absolutely paramount that I receive the best sport driving tuition available before embarking upon motorsport activities with such a valuable car. To this end, I embarked upon a series of Precision Driving Courses at PEC with the purpose of reawakening and augmenting my existing motorsport driving skills. When enrolling on the three PEC courses, all of which included track time on the Silverstone GP circuit, I made the specific request that I be allocated a tutor with previous competitive motorsport experience.
This proved to be the correct decision, as I was privileged to have full day tutored sessions with Barry Horne, former Carrera Cup GB Champion, Jeremy Palmer, and Ben McLaughlin, both of whom were former champions in motorsport. To supplement the PEC courses I also enlisted several private one-to-one tutored driving sessions at Knockhill circuit with Carrera Cup GB, and current BTCC driver Rory Butcher. As well as using my own CR, the tutored driving sessions also included the PEC Cayman R manual, 997 GT3, 997 GT3RS, and the fabulous 997 GT3RS 4.0. I was pleased to “graduate” from all PEC courses with written reports on my willingness to listen and learn, and my application of the tutor’s instructions when driving such powerful cars at high speed in a variety of track conditions. I now considered myself ready to embark on competing against other competent drivers in my own road registered CR.
If the CR had a weakness it was in the braking department. The iron discs were small diameter and overheated easily at track racing speeds. The result was a soft pedal going too far to the floor to successfully conduct heel-and-toe gear changes at racing speeds. I consequently replaced the brake master cylinder with a 997 GT3 item, and fitted Aeroquip steel braided brake hoses. This modification together with competition brake pads transformed the braking performance more in keeping with a motorsport car. A K&N cotton air filter element and a selection of trial and error wheel spacers completed the modifications. Various tyres were tried and tested. I had already purchased a second set of 19” lightweight alloy wheels for track use. Dunlop Sport Maxx Race, Michelin Cup 2, and Toyo R888 tyres were all tried. Of these, the Toyos offered the best performance for track use, with the Cup 2’s a close second. The less said about the Dunlops the better, other than they were scarily inconsistent in wet track conditions. I soon sold them on to another competitor who came to the same conclusion.
The Cayman R thus mildly modified, was absolutely superb on the track. Having the standard suspension set-up I was confined to adjusting the geometry settings within the factory limitations. The only shortcoming that remained was the comparatively supple OE engine and transaxle mountings. When doing blitz standing starts as was required at hill climb events, the transaxle was prone to tramping. This could be mitigated by modulating revs on the throttle, but it remained a problem at hill climbs, particularly with the sticky Toyo tyres. Anyone considering this type of motorsport competition with a CR would be well advised to fit a more robust engine and transaxle mount. Returning to the topic of the small fuel tank fitted to my CR, this proved an unexpected blessing as I could carry minimum fuel for timed runs without experiencing fuel surging problems. Lightness is everything in hill climbing and sprinting events.
In conclusion, the CR is one of the best buys a keen driver can make in the current Porsche market. A good car with the right spec will cost up to £50,000. If any readers are tempted to look at a CR, please do not be put off by any sensible modifications. The CR is a car that is improved by modding the brakes, exhaust, and induction systems. It is one of the best value driver’s cars available today and fully deserves its joint second place in my opinion.
Brian
A few photos of my much missed Cayman R to follow.
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