Porsche Cayman GT4 Undisguised!

Yep, fair enough: the 718 Cayman GT4 is the worst kept secret in all of automotive, and has been strutting its stuff in front of any lens it can find for what feels like years. On track, on snow and on road, there aren't many places it hasn't been seen. But the extensive testing, and fervent following of that testing, has been for good reason: the 981 GT4 was sensational, and this version needs to be at least the car that was. We want it to be good, Porsches needs it be good - hence the constant papping. Seeing the car as it will look in the showroom has revealed no great surprises, though the opportunity to look at a car blemished only by tape and bugs remains an exciting one. Points of note here are the chunky rear wing, a noticeably different front end to a 718 - see the vents on the trailing edges, the chunkier intakes and the more aggressive front diffuser - plus new daytime running lights. This particular car is also sporting the ceramic brakes and what could be a Clubsport-spec half cage, this one potentially tasked with setting a Nordschleife lap time.

The last car recorded a 7:40, a time Porsche will expect to beat at some point. Given the work that has gone into making the 4.0-litre flat-six in the 911 Speedster Euro6d compliant, it would have to be assumed that that engine will power the GT4 and upcoming Boxster Spyder. Using a bit of logic - first time for everything on PistonHeads - we'd expect the GT4 to have 410hp. There or thereabouts. The GT3 gained 25hp in the swap from 3.8-litres (albeit a different engine) to 4.0-litres, and applying that to the old GT4's 385hp gives a figure comfortably beyond 400hp and a nice, round 100hp less than the Speedster engine. Otherwise, there really is nothing else left to say. Honest. The speculation, conjecture and guesswork has been exhausted - all that's left now is to see the car. Sources suggest it'll be at the Festival of Speed in July, which isn't far off now.

A splitter made of carbon-fiber reinforced polymer (CFRP) stretches toward the front to round off the front end at the bottom and increase the downforce on the front axle. The silhouette of the Audi TT quattro sport concept - which features a paint finish entirely in Crystal White - is athletic and dynamic from every angle. Typical for a TT, the wheel arches form the classic semicircles. They extend 30 millimeters (1.18 in) further than on the series-production car on every side, giving the car鈥檚 stance on the road a decidedly confident air. They are connected by powerfully accentuated sill trims. Their lower segments are made of CFRP. Together with the splitter and the rear diffuser, which stretch all the way to the wheel arches, they form an aerodynamically effective contour. On the rear, the wide CFRP diffuser that extends beyond the vehicle silhouette underlines the show car鈥檚 racing character. Delineated by vertical edges, the diffuser surrounds two large, fully circular tailpipes that are located further outward than on the series-production car; large air outlets are positioned on the sides beneath the taillights.

A large, fixed wing increases the downforce on the rear of the Audi TT quattro sport concept. The show car interior has been reduced to the essentials, doing away with numerous components that are dispensable on the race circuit. The door panels have been stripped of armrests and speakers - the interior is characterized by Alcantara. A dominant diagonal strip of Alcantara acts as a door pull handle, the door openers feature a filigree design. Low-set racing buckets serve as seats, featuring black four-point seat belts with white accentuating stripes. The luggage compartment offers space for two racing helmets. The same as in the series-production TT, the controls are designed purely for the driver. The Audi TT quattro sport concept鈥檚 pilot has his hands on a compact steering wheel with a pronounced rim that flattens out at the bottom. The steering wheel鈥檚 spokes house the red start/stop button alongside the keys and rotary buttons for operating the Audi virtual cockpit. Depending on what the driver sets, the fully digital instrument cluster鈥檚 12.3-inch display shows different views.

The 2019 Porsche 718 Cayman may be the brand's entry-level option, but few can handle corners with the same aplomb. With a mid-engine design, the 718 Cayman is quick, agile, and incredibly balanced. In typical Porsche fashion, feedback is excellent and the suspension is perfectly damped for spirited driving. The most potent model, the 718 Cayman GTS has a turbocharged 2.0-liter four-cylinder engine that pumps out 365 horsepower. With that much power in a small package, the model can get to 60 mph in just 4.4 seconds. Those figures are far from entry-level in any sense of the word. Exotic design. The 718 Cayman is a gorgeous vehicle from any angle. Sculpted lines replace the old model's softer edges, while a sharper overall design gives the sports car a more aggressive feel. For such a small vehicle, the sports car comes off as being muscular. On the inside, the 718 Cayman has enough buttons to make you feel like you're working at NASA.