Tim Pitt By Tim Pitt 5 days ago

Porsche 981 Cayman GT4 expert buying guide

The first Porsche Cayman GT4 presents a genuine GT package for Carrera GTS money… but there are pitfalls if you buy a bad example. The experts at RPM Technik and Paragon reveal what to look for

Why should you buy one?

An original Cayman GT4 is probably the cheapest way into a genuine GT-badged Porsche, but the driving experience won’t leave you feeling short-changed. It’s the ultimate iteration of the 981, with a 3.8-litre naturally aspirated flat-six and a manual gearbox, plus GT3-derived suspension and brakes. 

 

Porsche Cayman GT4 (981): the key facts

The second-generation ‘981’ Cayman debuted in 2012, but it was a further three years before Porsche would unveil the GT4. Priced at £64,451 in the UK, the brochure for this hottest Cayman described it as ‘the hero of weekends and the rebel of the racetrack’.

Developed by Porsche Motorsport in Weissach – under the keen eye of Andreas Preuninger – this blend of road and track ability was key to the GT4’s character. It had more power, added downforce, stiffer suspension and better brakes, plus chassis technology such as adaptive dampers (PASM) and torque vectoring (PTV). However, the fitment of a manual gearbox proved this factory hot rod wasn’t all about lap times.

The GT4 borrowed its 3,800cc DFI engine from the 991.1 Carrera S. Here, it was mid-mounted and rotated through 180 degrees, with outputs pared back to 385hp and 310lb ft of torque (versus 400hp and 325lb ft in the 911). The headline stats are 0-62mph in 4.4 seconds, a top speed of 183mph and a Nordschleife lap in 7min 40sec. 

Unlike its 718 Cayman successor, this first GT4 wasn’t offered with Porsche’s paddle-shift PDK transmission. The manual ’box has six speeds and drives the rear wheels via a mechanical limited-slip differential with a 27 percent locking ratio. A rev-matching function spares your blushes if your heel-and-toe technique isn’t quite up to Walter Röhrl standards, or indeed you can switch it off – along with the traction and stability control (PSM) if you feel brave enough.

The GT4 also looks suitably aggressive. A vent in front of its bonnet expels air upwards to boost downforce, supported by a fixed spoiler and secondary ducktail at the rear. Side scoops behind the doors provide a ram-air effect for the hungry flat-six, while 20-inch alloy rims with ‘road-legal sport tyres’ (typically Michelin Pilot Sport 4S, although Cup 2s were an option) fill out the wheel arches. 

Much of the GT4’s chassis hardware is borrowed or adapted from its big-brother GT3, including the camber-adjustable front wishbones, rear ‘helper springs’, larger wheel bearings and 380mm front/rear brake discs (410/390mm PCCB carbon-ceramics were optional). The car sits 30mm closer to the ground than a stock Cayman without PASM suspension.

Like other Caymans (or should that be Caymen?), the GT4 is impressively practical, with 162 litres of luggage space in the front, plus a further 150 litres above/behind the engine. The PCM media system looks dated now, but many owners have upgraded to an aftermarket unit with smartphone connectivity. The most desirable option when new (yours for £1,907) were the lightweight, fixed-back CFRP seats from the 918 Spyder.  

The 981 Cayman GT4 wasn’t a limited edition, although it was only sold between 2015 and 2016. Some estimates put total production at around 2,500 cars. Today, prices range from around £50,000 to £75,000, and you can find several examples for sale with 9WERKS approved specialist dealers via the 9WERKS Marketplace.

Don’t pick up the phone just yet, though. First, read the rest of our comprehensive Porsche Cayman GT4 (981) buying guide, including need-to-know advice from Greig Daly at RPM Technik and Jason Shepherd at Paragon Porsche.

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    How does the Porsche Cayman GT4 (981) drive?

    If you love driving, you have rocked up in the right place. The Cayman GT4 has all the poise and performance you’d expect from a car with Porsche GT pedigree. It wowed the critics when new and still has a devoted following today. So, what do the experts think?

    “I love them,” says Paragon’s Jason. “They represent a fantastic entrée into the Porsche GT world: more civilised than a 911 GT3, yet still amazingly capable – just a tremendously well-sorted sports car. With the practicality of two boots and a relatively pliant ride, you really could drive a GT4 every day. Also, they are incredible value for money: £65,000 buys you one of the best.”

    Greig from RPM Technik echoes this point: “A 981 GT4 is probably the best value GT Porsche of them all. They are much easier to insure for track days than a GT3 as well – and not much slower around a circuit. You don’t have as much traction as the rear-engined 911, but mid-corner speeds are similar. And while it lacks the 9,000rpm theatre of a GT3, this engine still sounds fantastic.”

    Porsche Cayman GT4 (981): evolution of tech

    Rather like the original 996.1 GT3, the 981 GT4 has the whiff of a skunkworks special – a car that cherry-picked the choice bits from Porsche’s parts store. 

    The largest of these was the 9A1 flat-six, introduced on the second-generation 997 from 2008 onwards and held in place here by PADM active engine mounts. The Variocam system gives it a second wind above 5,500rpm, maximum power of 385hp arrives at 7,400rpm, then it hits the limiter at 7,800rpm. Unlike the M96 six-cylinder engine found in the previous (987) Cayman and Boxster, the 9A1 doesn’t have an intermediate shaft – and thus doesn’t suffer the M96’s well-documented IMS bearing issues. 

    With aluminium used for many of its body panels, including the doors, bonnet and engine cover, the GT4 weighs in at 1,340kg – a useful 55kg lighter than a 991.1 Carrera S. Weight distribution is 45 percent over the front axle and 55 percent at the rear. 

    The GT4’s front track is 13mm wider than a Cayman S. All cars came with PASM adaptive dampers, but a nose lift kit wasn’t on the options list. Watch that vulnerable front splitter! The rose-jointed suspension can also be adjusted manually if you have several spanners to hand, including three stiffness settings for the front and rear anti-roll bars. You can even tweak the aero balance by removing trim panels that cover the front diffuser channels and increasing the rear wing’s angle of attack.

    Not everyone welcomed the 981’s switch to electric power steering (also introduced on the 991-generation 911), but the GT4’s EPAS system is one of the best. It’s supported by Porsche Torque Vectoring (PTV), which can lightly – and imperceptibly – brake an inside wheel to sharpen turn-in and increase cornering speeds. 

    The standard CDR audio system has a 7.0-inch colour screen, CD player (remember those?), AUX input and four speakers. However, most buyers opted for the Porsche Communication Management (PCM) module with satellite navigation, a USB socket and a 40GB internal hard drive for storing music. A nine-speaker audio upgrade was offered, too.

    Another interesting option was the Sport Chrono Package, newly linked for the GT4 with the Porsche Track Precision app. It can record lap times to one hundredth of a second using GPS, then store and visualise the data on your smartphone. Additionally, a lap trigger from Porsche’s Tequipment range can be placed next to the start/finish line for even more accurate timings.

    With such a short production life, there were no significant changes to the 981 GT4 during its time on sale. However, it’s worth mentioning the racing Cayman GT4 Clubsport, which came with a six-speed PDK gearbox, welded-in roll cage and uprated brakes with adjustable ABS. Porsche also offered the 981 Boxster Spyder, which combined the GT4’s drivetrain (detuned very slightly to 375hp) with softer suspension and a rudimentary fabric roof.

      What to look for when buying a Porsche Cayman GT4 (981)

      The good news is that 981 GT4s are very robust cars, with no obvious Achilles’ heel that could send buyers scurrying for cover. “They have proven to be very durable,” says Greig from RPM Technik. “Mileages also tend to be relatively low and they are too young for any corrosion issues.” If you do spot rust, it’s likely to be due to a poor accident repair.

      That brings us onto the bad news. “Most GT4s will have been driven on-track at some point – it goes with the territory,” adds Greig. And while the car is certainly strong enough to cope with circuit use, it does increase the risk of over-revved engines (especially given the possibility of missing a shift with the manual gearbox) and crash damage. 

      “These cars aren’t all as cherished as you’d think,” says Jason from Paragon Porsche. “Enthusiasts who can afford a 911 GT3 RS might run a GT4 as their ‘budget’ track car. Examine the paint and shut lines carefully for imperfections, then look underneath at the condition of the splitter, brake scoops, suspension bushes and so on. They could reveal signs of a hard life.”

      Jason says road-damaged GT4s aren’t unknown, either. “They can be a bit frisky, particularly if you hit standing water on Cup 2 tyres. I’d recommend an all-round option, such as the Michelin Pilot Sport 4, for road use.” Officially, tyres should also carry a Porsche N-rating on the sidewall. 

      Other areas to check include the air condensers and radiators behind the front bumper. Signs of impact damage or a build-up or leaf mulch and other road debris point to a car that hasn’t been properly cared for. If the car has optional PCCB carbon-ceramic brakes, inspect the discs carefully for cracks and chips – replacements will be fearsomely expensive. The butterfly valve in the switchable sports exhaust can also corrode and get stuck. You can test it while driving by listening out for a clear change in volume when the ‘tailpipe’ button is pressed.  

      Inside the 981 GT4, a heavily matted Alcantara steering wheel rim may suggest a high mileage – or perhaps plenty of energetic track use. Check its condition tallies with the mileage displayed. Heater fans can also seize if not used for a while, although the problem is a DIY fix – as explained by this video on the RPM Technik blog.

      Above all, our advice is to buy from a recognised Porsche specialist, such as those advertising in the 9WERKS Marketplace. They will have the correct Porsche PIWIS equipment to check for fault codes, over-revs and any mileage discrepancy. You’ll also have the peace of mind that comes from a professional inspection and used car warranty. With so many Porsche Motorsport parts, a ‘cheap’ Cayman GT4 could cost you dear in the long run.

        Porsche Cayman GT4 (981): the options worth having

        “By all means have your wish-list, but ultimately it’s about buying the best car you can afford,” says Greig Daly. Quite so, but what should be on that wish-list? Here are the 981 Cayman GT4 options to consider.

        Sport Chrono Package – As well as the usual stopwatch on the dashboard, the GT4’s Sport Chrono Package works with the Porsche Track Precision smartphone app to measure lap times.

        918 Spyder seats – These skeletal and very stylish CFRP buckets are coveted by GT4 buyers, even if there is little wrong with the basic or mid-spec (18-way adjustable) sports seats. 

        PCCB brakes – Better suited to a GT4 than any other 981, carbon-ceramics are arguably overkill for road use, but come into their own on a track.

        Clubsport package – Harness belts, a plumbed-in extinguisher and a rear roll cage give your 981 GT4 maximum track kudos.

        Extended leather – Purely cosmetic, but the 981’s dashboard looks much smarter with leather trim rather than acres of exposed plastic.

        Cool colours – Bold paint colours such as Guards Red and Speed Yellow work well on the extroverted GT4. Greig Daly says black cars were rare and are sought-after today, too.  

         

        Porsche Cayman GT4 (981): technical spec

        Years produced: 2015-2016

        Engine: Flat-six, 3,800cc, naturally aspirated

        Power: 385hp @ 7,400rpm

        Torque: 420Nm @ 4,700-6,000rpm

        Compression ratio: 12.5:1

        Transmission: 6-speed manual 

        Suspension 

        Front: MacPherson struts with ball joints, anti-roll bar

        Rear: Independent with ball joints, anti-roll bar

        Wheels and tyres

        Front: 8.5×20-inch 245/35/ZR20

        Rear: 11×20-inch 295/30/ZR20

        Length: 4,437mm

        Width: 1,979mm

        Weight: 1,340kg

        0-62mph: 4.4 sec

        Top speed: 183mph

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