OVERVIEW

FARO, Portugal — It is the flaw that makes the jewel, the marred franking that makes a stamp the philatelist’s dream. We are drawn to imperfection, and this new little monster from Porsche is not quite perfect – but that makes it excellent.

The Cayman is already the most likeable car in the Porsche range, particularly in GTS trim. To this willing spirit, Stuttgart has spliced in elements of the 911 GT3 and worked the Carrera S’s 3.8L flat six into an already tight engine bay; it is less a replacement for the old Cayman R than an entry-level model to complement the 911 GT3 and GT3 RS.

In order to essentially cram a 911’s engine into the middle of a Cayman, some compromises have been made. The block is reversed compared to the 911’s layout, and some machining was required to make it fit. Further, the intake manifold from the 911 doesn’t fit, so the GT4 uses Cayman pieces that restrict horsepower.

As a result, the GT4 makes 385 horsepower and 310 pound-feet of torque, but happily, it makes it in approximately the same way that the muscle cars of the 1970s posted their power ratings. Which is to say: it actually produces quite a bit more. Official dyno figures are very conservative, and the ram-air effect of those flared side blades, said to increase power around 10%, isn’t taken into account. Heading into the front straight during the morning’s track session, the GT4 pulled with what felt like more ferocity than a standard Carrera S.

Along with the intakes, the GT4 has a front end taken directly from the GT3 and a huge rear wing and small duckbill spoiler. Both provide real downforce, assisting 245 millimetre front and 295 millimetre rear Michelin Pilot Sport Cup tires in keeping the GT4 planted.

Inside, there are some seats and a steering wheel, and for this one at least, that’s about it. The first car we clamber into has few options apart from the no-credit delete of both navigation and radio – make your own infotainment.

Some of the usual Porsche array of add-ons is available for the GT4, but it can’t really be turned into a luxury vehicle. Instead, options extend to fixed-back racing buckets and ceramic brakes.

The rocky hills of Portugal are dotted with widely-spaced towns, houses built right up to the edge of the road and backyards filled with heavily-laden citrus trees. Between them is nothing but gnarled trees and twisting tarmac, and it’s here that we encounter Walter Röhrl leading the way in his silver-grey GT4.

Röhrl is a rallying champion and Porsche’s senior test driver, and I am not. Thus, when Herr Röhrl spots us blitzing along in his rearview mirror, he simply picks up the pace and flickers out of view along the twisting tarmac.

And yet, for the mere mortal, the GT4 is a willing dance partner. The six-speed manual gearbox requires perhaps a larger percentage of your attention than Porsche’s telepathic PDK, but that merely increases the level of involvement for the driver. A stick is an imperfect way of changing gears, but with the friendly and gruff little GT4’s quick and accurate shifter, it’s the exchange of a few accelerative tenths of a second for a lifetime of delight.

Unlike cars equipped with Porsche’s Sport Chrono throttle management system, the GT4’s throttle-response is fixed and the rev-matching downshifting must be activated. You can crank up the decibels on the exhaust and firm up the suspension while still relying entirely on your brain to handle heel-toe downshifts – nicely-spaced pedals and an engine that loves to rev at a touch make doing so easy.

Grip is flat-out phenomenal, more than enough for any public road. The added grunt from the larger engine comes with a broad torque curve, making the car easy to drive and brilliantly quick at the top end of the rev range.

Let the GT4 loose at a track and things get even better. The circuit at Portimao is a knot of blind crests, off-camber sweepers and second-gear hairpins, but the Cayman’s front end bites like its crocodilian namesake and the car snaps through the turns with easily managed fury. Every little nuance of what’s happening comes up through the chassis and the enlarged flat-six has such hearty torque from 4,500 rpm and up, it’s easy to carry speed without wringing out the engine.

With all this performance comes a few annoyances. The Cayman GT4 is still as practical as the standard car, with reasonable front luggage space and a useful rear hatch. It’s also relatively easy to get in and out of, assuming you’ve remembered to slide the fixed back seats to the rear position (leave ’em too close to the steering wheel and it’s full-on Cirque du Soleil).

However, it’s noisier and less comfortable than a well-equipped GTS would be. Even without activating its stiffer mode, the 30-millimetre lower suspension makes for a jouncy ride. At one point we turned off at a roundabout and encountered driving nirvana on a glass-smooth ribbon of fresh tarmac. Ten minutes after that, the GT4 was sloshing internal organs around over pavement with the surface quality of a rippled potato chip.

Further, the cabin of this little car fills with a persistent transmission whine and a noticeable roar from those ultra-sticky tires. Conversation at speed is a pain. The giant wing bisecting your rearview mirror is more boy-racer Subaru STI than gentleman’s sportscar.

But you know what? I couldn’t care less. The GT4 is a little rough around the edges in places and demands a little something from its driver at real-world speeds, but it also somehow manages to flatter and fill you with confidence at the track. It’s fast enough to delight an experienced driver, yet forgiving enough to be a gateway into the highest-performance Porsches in not just price but driving experience.

Most of all, it’s just plain fun. Snarling, pebble-flinging, hip-wriggling-through-the-turns fun.

Expect a sibling or two for the GT4 before too long. Andreas Preuninger, manager for Porsche’s motorsport and high performance car division, hinted heavily that another manual GT-style car would be coming soon, and also indicated that a full race version was at least in the planning stages.

“A proper GT car needs a race-going version,” he said. “Not for the marketing side of things, but for the performance potential.”

Were it a bowl of porridge, the GT4 might see Goldilocks pushing it away with a scalded mouth. Too hot! The GTS and S versions of the Cayman are a more perfect blend of track and street.

But the GT4 is still great. Priced at $96,500 in Canada, Porsche will sell every one they choose to build, and each one will be a complete delight – 95% of the time.