A race car made from flax and hemp? Count on Porsche to pull that off. The second generation Porsche 718 Cayman GT4 Clubsport is built with the typical handling and speed capabilities you would expect, with one very different component鈥攂ody parts derived from natural composite materials. A first in the racing world, Porsche has sourced natural fibers from agricultural byproducts such as flax and hemp fibers to create the doors and rear wing on the cars. With sustainability in mind, the Porsche company set out to find a substitute for standard carbon-fiber frames while ensuring similar performance, weight and control. But don鈥檛 think for a minute that a sustainable design can鈥檛 whip past the competition. In addition to decreasing the car鈥檚 carbon tireprint, the goal was to increase performance over the original design. The new 718 Cayman GT4 Clubsport brings with it a 40 hp increase over the predecessor as well a redesigned driver鈥檚 cockpit that includes a welded-in safety cage, racing bucket seat and six-point harness. The 718 Cayman GT4 Clubsport comes equipped with a 3.8-liter flat-six, 425 hp engine. Even with upgrades, the newer design is a lightweight at around 2,900 pounds. Two models are available.
Presumably the differences are more fundamental inside? If you鈥檙e up to speed on air vent placement, then yes. We鈥檙e not joking, because Porsche has upped the size of the central touchscreen to such an extent (from 7.2 to 10.9 inches) that it鈥檚 had to reposition the HVAC system to make room. It鈥檚 the same system first seen in the Mk2 Panamera, and most recently the Mk3 Cayenne, which means slick graphics, real-time traffic info and improved voice control. But for the touchscreen-averse, there鈥檚 still also a plethora of buttons festooned around the gearstick, a la the Cayman and Boxster, rather than the haptic feedback panels in the Cayenne and Panamera which necessitate taking your eyes off the road. Interior dimensions remain unchanged, which means just enough room for one tall bloke to sit behind another, plus a reasonable-sized 500-litre boot. Equally untouched is the low-set driving position, and high-rise dash, so while you still sit above saloon and hatchback drivers, you feel more like you鈥檙e in rather than atop the Macan.
Quality, fit and finish is top notch. New options include a heated windscreen, an ioniser to improve cabin air quality, and adaptive cruise control to improve life in traffic jams. What鈥檚 under the bonnet? Alas not, but hardcore Porschephiles will rejoice in the fact that, at least in Stuttgart, diesel is dead. 2.9-litre twin-turbo V6, destined for the Macan Turbo, and usurping the old 3.6 twin-turbo V6. A hybrid would be the obvious replacement for the now defunct diesel, especially when 60% of Panameras sold in Europe are electrified. But the Macan鈥檚 platform (related to the Audi Q5) was never designed for it, and despite accounting for 40% of sales in Europe, diesel power only made up 15% of worldwide Macans. Instead, the four-pot petrol (which had a 40% share in Europe but also 40% worldwide, in no small part because of China鈥檚 tax system) is now set to grow in popularity. What about the chassis?
You can have your Macan in three flavours, with standard steel springs, with PASM adaptive dampers (a 拢816 extra), or with air suspension and PASM (拢1860). We tried a Macan with adaptive dampers, and a Macan S with both the optional suspension systems. How does the new Macan drive? There are myriad changes that Porsche has hardly acknowledged, instead concentrating on the stuff it knows will appeal to the public (like the new infotainment system). As for the engines, the 2.0-litre needs winding up to give its best but never feels like its letting the side down - and sounds better than the 349bhp V6 to boot. Which, by contrast, demands less throttle to pull off the same overtaking manoeuvres or progress out of tight bends, so your driving style is more relaxed, more effortless. If the latter is your powertrain of choice, then you鈥檒l probably want the optional switchable sports exhaust, which emits a proper sonorous howl under load but is quiet enough at a cruise to always leave on. On the one hand, deep down, the Macan鈥檚 related to an Audi Q5 (which is still a fine thing) and now you鈥檙e most likely to buy it with a 1984cc engine. On the other its dynamic abilities are way beyond your expectations of an SUV - and continue to set a standard none can match. Add in the badge, the refinement, the comfort, the top-notch interior, and with good reason it鈥檒l continue to be Porsche鈥檚 best-selling model.
A little back-story, I bought a 2004 Cayenne S new and put 86,000 trouble free miles on it. I had always planned on buying another Cayenne (Turbo this time), but Porsche was a little slow with the redesign (particularly the interior) and the wife wanted something bigger. We chose the Diesel because I found it interesting, wanted better fuel economy, and I wanted to show the hybrid lovers an alternative. THE DRIVE: The X5 is very nice to drive, the ride is more compliant then the Cayenne (both on 19鈥?wheels, Cayenne S had PASM) even set to 鈥楥omfort鈥?the Cayenne was firmer. The X5 soaks up the bumps better and it is very relaxing to drive. The other side to this coin is that the Cayenne is a sportier vehicle. The X5 suspension is not as able to manage mid corner bumps and not as sure footed when hustled through a corner.
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