Brian_Innes
Member
It's been rubbish weather here in the north of Scotland so far this month, so I've not been doing much in the way of touring. I only managed a day trip the Black Isle last weekend in between heavy rain showers and local thunderstorms. A photo below taken at the Cromarty Firth.
To help pass the time I ventured into the PCGB forum thread on the subject of the 718 Cayman-6. It became very apparent very quickly that I was in a minority of one in supporting the case for developing the flat-4 turbo engine. The topic of the 718 4t versus the nat asp F6 is proving every bit as divisive as Brexit and equally as tiresome in its mind-numbing repetitiveness. When I questioned the logic of why Porsche should even consider developing a new n/a flat-6 for the Cayman when there already exists a perfectly good flat-4t, I was, to coin a phrase, shot down in flames. To use a WW2 analogy, I was like a lone Luftwaffe Dornier aeroplane straying into hostile allied territory and set upon by a swarming squadron of Mustangs and Spitfires intent on teaching me a lesson. Under a hail of cannon fire I was despatched to the ground in a ball of fire shedding burning wings and blazing engine pods before ending up as a mushroom cloud following the inevitable final impact.
I am now acutely aware that I am in a distinct minority. I have the temerity in believing that the flat-4 turbo engine is a superb piece of automotive engineering with considerable undeveloped potential as yet untapped. In my younger day I also used to consider the sound of an engine to be very high in my priorities regarding both driving pleasure and attributing to the overall emotive experience. I completely understand why the vast majority of Porsche owners place engine sound at, or very near, the top of the list of what constitutes a proper sports car.
With that very much in mind, I shall now aim to temper my enthusiasm for the 2.5 flat-4t so as not to unleash the Mustangs and Spitfire pilots into trigger-happy action. Life is too short as it is. If the rumoured Cayman-6 comes to fruition, and the USA market is a distinct possibility in that respect, I shall reserve my opinions on the new flat-6 for another time. In my present circumstances, the engine of my current 718 CGTS is a but a superb facilitator of propulsion connected to one of the best driver's chassis available, if not THE best under £75,000. I shall leave it at that.
Finally, it is with considerable astonishment to read in the motoring press that I currently own the fastest accelerating Cayman in the model range. The Cayman GTS PDK out-performs the new 982 GT4 and Spyder in standing start acceleration times. A very odd state of affairs. Porsche could have saved a heap of money if they had slotted-in a 420bhp/500Nm version of the 2.5 F4t into the 982 GT4. But alas, by doing so they they would be flying in the face of marketing research opinion by not listening to the customer and giving them what they want. The customer is King, and as such, demanded a 4.0 nat asp engine and a manual gearbox. Ah well, such is progress.......
Brian
To help pass the time I ventured into the PCGB forum thread on the subject of the 718 Cayman-6. It became very apparent very quickly that I was in a minority of one in supporting the case for developing the flat-4 turbo engine. The topic of the 718 4t versus the nat asp F6 is proving every bit as divisive as Brexit and equally as tiresome in its mind-numbing repetitiveness. When I questioned the logic of why Porsche should even consider developing a new n/a flat-6 for the Cayman when there already exists a perfectly good flat-4t, I was, to coin a phrase, shot down in flames. To use a WW2 analogy, I was like a lone Luftwaffe Dornier aeroplane straying into hostile allied territory and set upon by a swarming squadron of Mustangs and Spitfires intent on teaching me a lesson. Under a hail of cannon fire I was despatched to the ground in a ball of fire shedding burning wings and blazing engine pods before ending up as a mushroom cloud following the inevitable final impact.
I am now acutely aware that I am in a distinct minority. I have the temerity in believing that the flat-4 turbo engine is a superb piece of automotive engineering with considerable undeveloped potential as yet untapped. In my younger day I also used to consider the sound of an engine to be very high in my priorities regarding both driving pleasure and attributing to the overall emotive experience. I completely understand why the vast majority of Porsche owners place engine sound at, or very near, the top of the list of what constitutes a proper sports car.
With that very much in mind, I shall now aim to temper my enthusiasm for the 2.5 flat-4t so as not to unleash the Mustangs and Spitfire pilots into trigger-happy action. Life is too short as it is. If the rumoured Cayman-6 comes to fruition, and the USA market is a distinct possibility in that respect, I shall reserve my opinions on the new flat-6 for another time. In my present circumstances, the engine of my current 718 CGTS is a but a superb facilitator of propulsion connected to one of the best driver's chassis available, if not THE best under £75,000. I shall leave it at that.
Finally, it is with considerable astonishment to read in the motoring press that I currently own the fastest accelerating Cayman in the model range. The Cayman GTS PDK out-performs the new 982 GT4 and Spyder in standing start acceleration times. A very odd state of affairs. Porsche could have saved a heap of money if they had slotted-in a 420bhp/500Nm version of the 2.5 F4t into the 982 GT4. But alas, by doing so they they would be flying in the face of marketing research opinion by not listening to the customer and giving them what they want. The customer is King, and as such, demanded a 4.0 nat asp engine and a manual gearbox. Ah well, such is progress.......
Brian
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