911 Porsche World - - Cayman Csr Drive -

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

Taken as an over­all pack­age, the price for the RPM Cayman CSR could be seen as some­what daunt­ing. How­ever, you can pick and choose what good­ies you want to go for. Per­haps the big­gest change in driv­ing dy­nam­ics comes from the shorter fi­nal drive and light

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