for a more proactive response but that the Wavetrac’s torque-biasing design makes it both friendlier and more resilient to prolonged use on track.
Arguably the GT4’S 911 Gt3-donated front axle does give it a bit more front end than the CSR, and even the RPM car’s upgraded dampers and modified suspension components can’t match the bite this provides. Here, it seems, is one area the GT4 benefits from its status as a true Motorsport-developed model and no amount of tuning can compensate. Saying that, though, in its stock set-up the GT4 is still conservative in its approach and will understeer if you’re greedy with your approach speeds to corners.
And by adapting GT4 anti-roll bars and fabricating equivalent three-position drop links to make them fit stock uprights RPM has given CSR owners a fair degree of tweakability to set the car up as they choose. Certainly a GT4 can be made to feel much more pointy with a simple stiffening of the rear and there’s no reason to doubt the same can’t be done with this car, should your tastes or the conditions dictate. This is an enthusiast’s car built by enthusiasts, the modifications simply providing the foundations onto which you can fine-tune the car as your skills and experience improve.
So as a driving machine the case is easy to make, the CSR package significantly improving on the base Cayman’s range of abilities on both road and track. It’s not ultimately as sharp as a GT4 and that car’s position in the Porsche hierarchy remains assured, despite the cost of a from-scratch CSR build appearing dangerously close on paper. RPM has been smart, though, making sure the CSR serves a subtly different need and has a character of its own rather than attempt to build a cut-price GT4.
Rather it’s better to look at the CSR as a welcome new option for those looking to progress beyond a stock Cayman S. Currently that would mean either the marginal gains of a six-cylinder GTS or trading it against a well-specced 718 S. Both options would mean spending a fair chunk of money, the latter swapping cylinder count for turbocharging and all that comes with it. For those not convinced by the turbocharged four-cylinders – and there are plenty – the money could well be better spent on well-developed upgrades such as this, the shorter gearing and improved response of the powertrain answering one of the few complaints with the naturallyaspirated engine while the chassis upgrades help you exploit the best of its reach and character. For lovers of sixcylinder Caymans, that’s basically having your cake and eating it. PW
RPM has given CSR owners a fair degree of tweakability