The 2019 Porsche 718 Cayman GT4 Clubsport is a model full of secrets

Although the latest mid-engined Porsche 718 cars debuted only with turbocharged four-cylinder engines, the secret work on the 718 Cayman GT4 with an N/A engine was going strong somewhere in the bowels of the Stuttgart car giant. The first, track-focused and NOT road-going 718 Cayman GT4, dubbed the Clubsport, only recently released the howl of its 3.8-liter N/A engine to the world.

And it is an epic moment.

We got ourselves a first look at the one of the most stunning racing cars that ever were. In two guises - the 718 Cayman GT4 Clubsport Trackday for amateur racers, and the 718 Cayman GT4 Clubsport Competition for pros.

Both of them adopted the glorious racing pedigree of the Porsche 911 GT3 cars and basically took over some of its technology. Then, Porsche gifted them with a whole set of additions that considerably changed their nature compared with to the standard 718 Cayman. Finally, the718 GT4 Clubsportgives us a glimpse into what the real, road-going 718 Cayman GT4 will be like. Yup, it’s coming. Probably not with the naturally aspirated six-cylinder, though. Disappointed?

Now, I will sink deep into the intricacies of the latest 718 Cayman GT4 Clubsport and reveal some facts you probably did not know at all.

The 2019 Porsche 718 Cayman GT4 Clubsport has a 3.8-liter Naturally Aspirated Six-Cylinder

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Why N/A in this day and age?

Well, according to Porsche’s head of GT Customer Motorsports, Matthias Scholz, the 3.8-liter from the previous-gen Cayman GT4 and the 911 Carrera S is still very potent. Installing this unit into an all-new Cayman GT4 did require some modifications. Not many, though. The power output has been improved by 40 horsepower with the use of an all-new intake manifold and the packaging is a tad different compared to before.

You can’t argue with 419 horsepower and 313 pound-feet of torque.

This engine will be used only for the track-only 718 Cayman GT4 Clubsport version.

Unfortunately, no roadgoing 718 will get this N/A machine. First of all, Porsche ceased production of the 3.8-liter N/A with the introduction of the 3.0-liter turbocharged engine for the 911. Secondly, this 3.8-liter N/A definitely cannot meet emission requirements of today. But, it does sound glorious.

2019 Porsche 718 Cayman GT4 Clubsport drivetrain specifications

Engine Aluminum six-cylinder mid-mounted boxer engine, rigid mounting
Displacement 3,800cc
Stroke 77.5mm
Bore 102mm
Max. power 425 HP @ 7,500 RPM
Max. torque 313 LB-FT @ 6,600 RPM
Compression ratio 12.5 : 1
Transmission Rigidly mounted performance-based 6-speed PDK-gearbox (DCT, dual clutch transmission)
Weight 1,320 kg (2,910 lbs)

The 2019 Porsche 718 Cayman GT4 Clubsport Has a Six-Speed PDK Transmission

11 Little-Known Facts About the 2019 Porsche 718 Cayman GT4 Clubsport Exterior
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Expectedly, Porsche did include its best gear for the 718 GT4 Clubsport. The racing-spec, six-speed PDK transmission comes with a reinforced dual mass flywheel that sends power to the rear wheels. It is suspended on Porsche rigid mounts eliminating any movement and ensuring perfect weight balance. Its electronic unit is precisely calibrated for racing purposes, while the transmission also boasts internal pressure oil lubrication with active oil cooling. It’s a small work of art this transmission really. Crafted to work for extended periods of time and to provide seamless and strikingly fast shifts. It sends the power to the rear wheels via a specially crafted limited slip differential tailored for racing applications.

Transmission Rigidly mounted performance-based 6-speed PDK-gearbox (DCT, dual clutch transmission)
Dual mass flywheel
Internal pressure-oil lubrication with active oil cooling
Mechanical differential lock optimized for motorsports

The 2019 Porsche 718 Cayman GT4 Clubsport Has Some Components Made from Flax And Hemp Fibers

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I am not joking about this. Some components of the Porsche 718 Cayman GT4 Clubsport were made out of Flax and Hemp. Ok, flax and hemp fibers that were arranged to compose a similar pattern that one would find in components built from carbon fiber. Agricultural byproducts flax and hemp can achieve nearly the same rigidity as carbon fiber with only a slight weight penalty. However, they are dramatically cheaper to use, produce, and cultivate. This only proves Porsche’s commitment to the production of sustainable motorsport vehicles - something not many companies are actually utilizing to their full capacity.

Hemp and flax fibers were even used for the creation of the GT4 Clubsport doors and that cool rear wing.

Natural-fiber composites, “sourced primarily from agricultural by-products such as flax or hemp fibers”, provide eco solutions for the creation of lightweight parts. Some of the major environmental advantages include biodegradability. Don’t get it twisted - the flax and hemp fibers are a big deal in the industry.

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“By establishing its European Scientific Council, the European Confederation of Flax and Hemp [CELC] has been able to lay the foundation for a long-term R&D strategy, helped along by the remarkable properties of flax (of which Europe is the world’s leading producer) and guided by an industrialization process in which open innovation plays a prominent role. The result has been a set of solutions that are adapted to new applications, as dictated by market imperatives. This new reality has provided the opportunity to demonstrate that flax and hemp fibers are not limited to the role of a substitute for fossil resources. They can capitalize on their combined environmental benefits and exclusive mechanical properties” said Marc Depestele, President of the CELC Technical Section.

I will list some of the most important advantages over the glass fibers:
- * Low density (1.5 vs. 2.54 for glass fiber)
- * Higher specific stiffness than for glass fiber
- * Better vibration damping than for carbon or glass fiber
- * Better thermal insulation than for carbon fiber
- * Better acoustic insulation than for carbon or glass fiber
- * Impact response
- * Fatigue behavior
- * Biodegradability
- * Radiowave transparency
- * Hybridization
- * Recyclability

This may well be the next major change in the industry and Porsche is already on board.
Wouldn’t it be awesome to have some parts of the road going Cayman GT4 built from it?

The Porsche 718 Cayman GT4 Clubsport Tips The Scales At 2,910 Pounds

11 Little-Known Facts About the 2019 Porsche 718 Cayman GT4 Clubsport Exterior
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Thanks in part to those flax and hemp doors and rear wing, the Cayman GT4 Clubsport is light.

Sure, it could be even lighter, but the 3.8-liter engine is pretty heavy as well. Nevertheless, saving weight was a big deal for Porsche. The company contracted a number of different solutions to keep the weight down. Some of them include:

- * Lightweight body in aluminum-steel composite construction
- * Integration of the lightweight lithium-ion (LiFePo) battery
- * Installation of one-piece light-alloy forged wheels in new weight-optimized rim design
- * Installation of the lightweight spring-strut front suspension (basically the same as on the 911 GT3 Cup)
- * Lightweight racing bucket seats
- * Deletion of most of the standard interior pieces
Obviously, this is a pure, raw racing car without any of the amenities usually associated with the coupes of this sporting magnitude.

The 2019 Porsche 718 Cayman GT4 Clubsport Has Special Racing Equipment

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As I’ve noted, the lightweight spring-strut front suspension comes from the 911 GT3 Cup, but it is not the only thing making this particular 718 Cayman GT4 Clubsport exceptional in its racing endeavors. No, no, no.

The mechanical locking rear differential is another important feature completely differentiating the 718 Cayman GT4 Clubsport from the standard model.

Furthermore, Porsche included four 15-inch steel brake discs in the package that dramatically improve braking performance. Then, we have McPherson struts in the back with a special blade-type anti-roll bar.

Obviously, many of the suspension features are completely configurable - for the Trackday and for the Competition version alike. After all, this is a racing car and different tracks require different setups.

2019 Porsche 718 Cayman GT4 Clubsport Braking system

Front axle Aluminum, mono-bloc six-piston racing calipers with ‘Anti knock off’ piston springs
Multi-piece steel 380mm brake discs, internally vented and slotted
Motorsport brake pads
Brake balance system with balance beam system (‘Competition’)
Brake booster (‘Trackday’)
Rear axle Aluminum, mono-bloc four-piston racing calipers with ‘Anti knock off’ piston springs
Multi-piece steel 380mm brake discs, internally vented and slotted
Motorsport brake pads
Brake balance system with balance beam system (‘Competition’)
Brake booster (‘Trackday’)

The 2019 Porsche 718 Cayman GT4 Clubsport is Angled Tailored for Amateur Drivers.

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The most important features of the 718 Cayman GT4 Clubsport show its timid character, tailored for amateur drivers. Some of the quirks include:
- * anti-lock brakes
- * electronic stability control
- * traction control
- * air conditioning
- * an 80-liter (21.13-gallon) fuel cell
- * service available at any Porsche repair center

While this version seems to be a tad softer, I am sure that with a bit of work, one could make it as competent as the Competition version.

The 2019 Porsche 718 Cayman GT4 Clubsport Competition Model is for Professional Drivers

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The Competition, on the other hand, comes to the track as hard as possible:

- * It has three-stage adjustable shocks (single-setting units for Trackday)
- * a front-rear adjustable brake
- * a removable steering wheel (from the 911 GT3 R)
- * an onboard air jack system (for quicker pit stops)
- * a massive 115-liter (30.38-gallon) fuel cell (for a lot of laps)

The 2019 Porsche 718 Cayman GT4 Clubsport Meets FIA Specifications

11 Little-Known Facts About the 2019 Porsche 718 Cayman GT4 Clubsport Interior
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Making the car compliant to all of FIA’s (Federation Internationale de l’Automobile) regulations meant that the Porsche 718 Cayman GT4 Clubsport has to have an FIA-spec welded-in roll cage, escape hatch in the roof, a six-point harness for the driver, and a standard extinguisher. On the other hand, the Competition version had to have a full-on integrated fire extinguishing system and a Cosworth digital instrument display. This one gives you access to all the telemetry and can actually log the data acquired with numerous sensors for later analysis. A nifty thing for sure.
Actually, aside from the Cosworth digital instrument thingy, the 718 GT4 Clubsport features:

- * Upgraded fault diagnosis with PIWIS motorsport tester
- * Porsche Track Precision Race App
- * Integrated lap trigger via GPS signal

2019 Porsche 718 Cayman GT4 Clubsport Pricing

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While the price has not been fully disclosed yet, I do know that the Competition version, slated for the U.S., will fetch a price of $209,000. That is kinda a lot, but then again, this is a lot of a car, isn’t it!?

Interestingly enough, Porsche will not sell the Trackday version of the 718 Cayman GT4 Clubsport in U.K. at all. Only the Competition for the Brits. On the other hand, we will get both versions, and if I am to believe prices Porsche revealed for the cars available in Germany, the Competition will be more expensive.

In Germany, Porsche already disclosed the price for both versions. The 718 Cayman GT4 Clubsport “Trackday” price comes at 134,000 Euro ($153,440) and the 718 Cayman GT4 Clubsport “Competition” is priced at 157,000 Euro ($180,000)

Porsche Will Start Delivering the 2019 Porsche 718 Cayman GT4 Clubsport in February

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That fast? Yes, that fast, because Porsche is that awesome. And because it has probably built enough of them over the past couple of months to satisfy the demand.

Will There Be a Road Going Version Of The 2019 Porsche 718 Cayman GT4?

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Yes, it is happening, but as I was saying in the intro of this article, the road going Porsche 718 Cayman GT4 will not sport the 3.8-liter, six-cylinder engine like the Clubsport. If we exclude the 3.8-liter, six cylinder, two options remain for the road going version of the 718 Cayman GT4 - the 3.0-liter turbocharged engine from the latest line of 911s, and the 4.0-liter flat-six from the 911 GT3. I’d like to see an N/A engine inside, but the 4.0-liter, flat-six from the 911 GT3 develops 500 horsepower which means that it would need to be considerably detuned for the 718 Cayman GT4.

However, as Car and Driver stated a long time ago (in 2017), after their talk with Andreas Preuninger, Head of GT road cars at Porsche Motorsport, Porsche isn’t looking to put the turbocharged engine in the Cayman. If this philosophy hasn’t changed, the 4.0-liter may really be on the table for the 718 Cayman GT4.

Further reading

11 Little-Known Facts About the 2019 Porsche 718 Cayman GT4 Clubsport Exterior
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Read our full review on the 2019 Porsche Cayamn GT4 Clubsport.

2017 Porsche 718 Cayman High Resolution Exterior Wallpaper quality
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Read our full review on the 2017 Porsche 718 Cayman.

2018 Porsche 718 Cayman GTS Exterior Wallpaper quality
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317 pound-feet of torque

Read our full review on the 2018 Porsche 718 Cayman GTS.

2016 Porsche Cayman GT4 High Resolution Exterior
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Read our full review on the 2016 Porsche Cayman GT4.

2016 Porsche Cayman GT4 Clubsport High Resolution Exterior
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Read our full review on the 2016 Porsche Cayman GT4 Clubsport.

2020 Porsche 718 Cayman GT4 RS Exterior Exclusive Renderings Computer Renderings and Photoshop
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Read our full speculative review on the 2020 Porsche 718 Cayman GT4 RS.

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