0-60 times don’t really matter, though. Outright speed is not what the 718 Cayman GT4 RS is about. It’s about losing track of time on your favorite bit of road and having your girlfriend call you, asking where you are. Of course, I had hooked up my phone to the Cayman’s Bluetooth, but the noise of the engine was so extreme that she couldn’t hear me even when I did finally answer her repeated calls. Like money, time is an easy commodity to lose track of in this car thanks to the GT4 RS’s wonderful steering, taut suspension and oodles of grip courtesy of the Michelin Pilot Sport Cup 2 tires fitted to my tester.
Andy Kalmowitz / Jalopnik
From the outside, this is an intimidating machine with its massive rear wing, stripes and bodykit, but it’s actually a bit of a breeze to drive. While the car does come with adjustable suspension, anyone from this area will tell you the roads aren’t good enough for the Sport suspension setting, so I left that off. Everything else, though? Full kill mode. It’s only right.
Andy Kalmowitz / Jalopnik
I really cannot think of any cars on sale today that offer more feedback from the front wheels than the 718 Cayman GT4 RS does. Every single pebble I drove over, I could tell what rock formation it had chipped away from in the Prehistoric Age. Cornering is, as you’d imagine, very flat, and since this is a mid-engine car, rather neutral. However, there is a slight push from the front end when you’re really cooking, but that can be easily dispelled by either adding in a bit more power or pulling back. Eventually, that rear end will want to come out and play. Obviously, I was driving on public roads, so there wasn’t really any 10/10ths driving to be had here.
Andy Kalmowitz / Jalopnik
Even if I got myself into trouble, I knew the safety net of my car’s brakes — while not the $8,250 carbon-ceramic units that are an option — would be more than enough to get me out of trouble. They may not be ceramics, but they were still squeaky as hell. And don’t worry, this car had plenty of options despite lacking the fancier brakes. With a base price of $164,200, adding things like the $13,250 Weissach Package, $15,640 forged magnesium wheels, $3,040 front-axle lift and $3,540 Race-Tex interior, among a million other little options, brought its as-tested price to $213,755, including destination. I’m not sure it’s the most expensive Cayman ever specced, but it’s probably close.
