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2021 Alfa Romeo Stelvio Quadrifoglio Road Test

2021 Alfa Romeo Stelvio Quadrifoglio
In this tranquil setting, Alfa Romeo’s Stelvio Quadrifoglio doesn’t appear so outrageously quick.

If you’re considering a performance SUV, I have four words of advice: Alfa Romeo Stelvio Quadrifoglio. Despite being compact in size, or maybe because of it, the feisty Italian is one of the fastest production utilities ever created.

How fast is it? It’s evenly matched against Mercedes-AMG’s similarly sized GLC 63 S off the line, both holding title to quickest in their compact luxury SUV class, while it edges out the segment’s second-fastest BMW X3 M Competition by 3 km/h at 283 km/h (176 mph) compared to 280 (174). Possibly more important from an all-round performance perspective, the Stelvio Quadrifoglio has earned more fastest lap records than any SUV available new today.

2021 Alfa Romeo Stelvio Quadrifoglio
Only one SUV can outgun the Stelvio Quadrifoglio, another Italian that goes by the name of Urus.

It doesn’t hurt that it shares racing pedigree limelight with the aforementioned three-pointed star brand, even if Alfa Romeo Racing ORLEN is no Mercedes-AMG Petronas Formula One Team. Afla’s just older, wiser and cooler than Merc, the Italian brand having been formed in 1915 compared to Mercedes’ 1922 (a technicality, but it’s F1 and I’m running with it). Likewise, I’d rather hang out with Alfa’s older, wiser and cooler driver and F1 champion Kimi Räikkönen than seven-times world champ Lewis Hamilton too. Kimi’s chill and hilarious, while Lewis is always so serious, and so political… but I digress.

2021 Alfa Romeo Stelvio Quadrifoglio
Do you need to ask? Of course the hood louvres are functional.

Or did I? After all, when we buy a premium branded car, especially a performance model with awesome street cred, most of us buy into the company that builds it as much as the vehicle itself. Whether we want to admit it or not, branding sells, and while Alfa Romeo doesn’t reach as many luxury buyers are Mercedes-Benz, I’m willing to wager a bet the majority of those who buy into Alfa do so with more enthusiasm. Maybe it’s an Italian thing. Alfa is all about red-blooded passion.

2021 Alfa Romeo Stelvio Quadrifoglio
Sticky Pirelli performance rubber helps keep the 2021 Quadrifoglio on the straight and narrow, or at least between the lines on a curving backroad.

That Alfa Romeo is infused with more racing pedigree than most of its competitors doesn’t hurt matters either, the brand even fielding a Formula One team, which can’t be said for all of its key competitors except Mercedes-AMG—Aston Martin’s larger and much pricier DBX isn’t a direct competitor. You don’t buy one of these things because you’re being practical. Sure, a Stelvio is easier to stow things inside than a Giulia or any other premium sedan, and it seats four large adults in comfort or five in a pinch, but you can do that in a RAV4, and go pretty quick to boot, if it’s the new plug-in hybrid.

2021 Alfa Romeo Stelvio Quadrifoglio
A quad of tailpipes seems fitting given this Alfa’s name.

Pretty quick is one thing, but the Stelvio Quadrifoglio’s top track speed is only beaten by Aston Martin’s new DBX amongst SUVs, the little Alfa managing 283 km/h (176 mph), as noted earlier, with the Aston whisking past at a heady 291 km/h (181 mph). The Quad is actually quicker from standstill to 100 km/h, leaving the exotic super-SUV behind as if it’s standing still, the two brands’ official 0-100 km/h times claimed to be 3.8 seconds to 4.5. That’s not even in the same ballpark, let alone on the same track (although the DBX looked fabulous pulling up behind the Merc, Red Bull, McLaren, Ferrari, AlphaTauri, Alfa, Alpine, Williams, Haas, and yes, Aston F1 cars as the official medical car at the Bahrain GP last weekend).

2021 Alfa Romeo Stelvio Quadrifoglio
The Stelvio Quadrifoglio’s cabin is downright exotic.

Aston will likely follow up the current DBX with a stronger performing version at some point, just like Porsche does with its various Cayenne trims. The German brand’s Turbo S E-Hybrid is monstrous, while Bentley’s massive Bentayga Speed completely defies physics, but at least for now we can’t deny the hard numbers. The Stelvio Quadrifoglio is even quicker from zero to 100 km/h than those just-noted uber utes. It’s not the quickest of all, mind you, this honour going to Lamborghini’s phenomenal Urus, which is capable of jettisoning from standstill to 100 km/h in a ferocious 3.4 seconds, while independent testers have claimed even quicker times.

2021 Alfa Romeo Stelvio Quadrifoglio
The amount of leather, pseude, carbon fibre, aluminum, and other top-tier materials makes the little Alfa SUV feel like it’s worth tens of thousands more.

Of course, I haven’t even mentioned a host of super-fast SUVs, like the Dodge Durango SRT that’s good for a 4.6-second zero to 100km/h time and 250 km/h (155mph) of top speed, or the Mercedes-AMG GLA 45 that can sprint to 100 km/h in 4.5 seconds and also gets limited to 250 km/h (155 mph). Rolls-Royce’s Cullinan Black Badge also hits 100 km/h in a scant 4.5 seconds and tops out at 250 (155), while the Porsche Macan Turbo (4.5 and 269/167), Range Rover Velar SV Autobiography Dynamic Edition (4.5 and 273/170), and Range Rover Sport SVR (4.5s and 291/181 respectively) have similar performance numbers.

2021 Alfa Romeo Stelvio Quadrifoglio
The Stelvio Quadrifoglio’s cockpit is comfortable, luxurious, and most importantly fully capable of holding driver in place during hard charging.

Jaguar’s F-Pace SVR is a bit quicker off the line (4.3 and 250/155), while Mercedes-AMG’s GLE 63 S is faster still (3.9 and 280/174), as is BMW’s X5 M Competition (3.9 and 285/177), Maserati’s Levante Trofeo (3.9 and 301/187), the Audi’s RS Q8 (3.9 and 306/190). Ford’s Mustang Mach-E GT SUV is even quicker (3.7 and 209/130), as is the Durango SRT Hellcat (3.7 and 289/180), Jeep’s Grand Cherokee Trackhawk (3.7 and 289/180), while Tesla’s Model X P100D (2.8 and 262/163) leaves everything in electric dust. BMW’s X3 M Competition zips to 100 km/h in 4.2 seconds, incidentally, while the Bentayga Speed and Cayenne Turbo S E-Hybrid require 4.0 seconds and 3.8 seconds respectively.

2021 Alfa Romeo Stelvio Quadrifoglio
Disappointed the Quadrifoglio’s gauges aren’t fully digital? We weren’t.

I’ve driven some of the above and each were crazy fun, but all said there’s something extraordinarily special about the Stelvio Quadrifoglio. It feels lighter and nimbler than most, and the music made from its snarling sextet of pistons and rambunctious quartet of tailpipes is like nothing else this side of the fabulous Giulia Quadrifoglio. Combined with accompanying G forces bashing my backside into a perfectly formed leather- and Alcantara-covered driver’s seat, not to mention similar forces trying to expel me beyond that seat’s sizeable side bolsters when pushing the envelope through twisting backroads, this SUV is shockingly good.

2021 Alfa Romeo Stelvio Quadrifoglio
The red engine start/stop button on the steering wheel is fabulous!

Trust me, I did my best to drive slowly. I truly did. In fact, I more or less succeeded in maintaining posted limits around the city and along rural highways, especially where joy-sucking regulation enforcers have been known to drink coffee and eat donuts while poking radar guns out windows of less inspirational Ford Explorers, but I failed miserably when beyond my city’s outer perimeter, where ideal strips of perfectly aligned pavement stretched diagonally across farmland to connect minuscule communities with circuitous secondary backroads and even quicker-paced byways. This is where Alfa’s Quadrifoglios were designed to run freely, and where I quickly learned how otherworldly this little utility is to drive.

2021 Alfa Romeo Stelvio Quadrifoglio
Alfa has made big improvements with its infotainment system.

Spin its DNA drive selector to the “d” position for sportier Dynamic mode, or turn it one position farther for “RACE”, which results in even more intense performance, and prepare for ridiculous levels of speed, not to mention one of the most enticingly exhaustive snap, crackle and pop cacophonies to ever emanate from the rear of a vehicle.

Alfa Romeo wraps a beautiful set of 20-inch alloys in 255/45R20 front and 285/40R20 rear Pirelli P Zero performance rubber, which can cling to most any kind of road surface. The specially-chosen tires combine ideally with a smartly sorted chassis that feels as if it could run rings around any competitor.

2021 Alfa Romeo Stelvio Quadrifoglio
This is where you’ll find “RACE” mode.

My driving position was excellent. Alfa slightly squared-off the Quad’s leather-wrapped sport steering wheel, which was just large enough to feel substantive without being cumbersome. It features nicely formed thumb spats for a good grip, these just ahead of long alloy paddle shifters that are attached to the steering column instead of the wheel. This means they’re always where they’re supposed to be, even when the wheel’s rotated in a given direction multiple times. The steering column’s tilt and reach adjustability is generous as well, with the latter matching excellent seat adjustment. My long-legged, short-torso frame fit in well, not always the case with some rivals, which resulted in good control and much-appreciated comfort.

2021 Alfa Romeo Stelvio Quadrifoglio
Few production vehicles have better seats.

No wonder Alfa Romeo’s team of professional drivers have had no issue setting global track lap records. The Stelvio Quadrifoglio leads every SUV made at Britain’s famed Silverstone (2:31.6) racetrack, not to mention Donington Park (1:21.1), and the Indy Circuit at Brands Hatch (55.9), but to be fair I must admit its record-setting 7:51.7-minute lap around the Nürburgring Nordschleife was recently broken by the aforementioned GLC 63 S, the hyper-Merc laying down a wickedly quick lap time of 7.49.369 minutes.

2021 Alfa Romeo Stelvio Quadrifoglio
A panoramic sunroof is always appreciated.

Both are faster in one lap of the 20.832-km mountainside racetrack than the next-best Porsche Cayenne Turbo S, however, which did the deed in 7:59.7 minutes, while the Range Rover Sport SVR could only manage the course in 8:14 minutes. Until one of the previously mentioned super-SUVs chooses to take these two little compacts on at the ‘Ring, they’ll likely remain top of the “Green Hell” podium.

Back to my need for fairness, the Urus nabbed the title from this Stelvio Q at one of my favourite racecourses, California’s Laguna Seca. It makes sense for the 641-horsepower super-ute to beat the little Alfa, especially when factoring in the latter SUV’s comparatively bargain-basement price, but its 1:40.9-minute record lap wasn’t all that much better than the Stelvio’s 1:43.5-minute trip around the ultra-challenging track.

2021 Alfa Romeo Stelvio Quadrifoglio
The second-row is amply large for this class, while it’s finished just as nicely as the passenger compartment up front.

You can get into a 2021 Alfa Romeo Stelvio Quadrifoglio for just $98,995, by the way, which is merely a fraction of the Urus’ $285,000 price tag. The top-tier Merc-AMG GLC starts at $94,900, by the way, while a W12-enhanced Bentayga is even pricier than the Lambo. The super-quick Audi is a happy medium at $126,500, but that’s still a lot of extra moola for its slower straight-line speed and only slightly higher terminal velocity. There’s a lot more to any of these SUVs than only performance, mind you, but despite not being a Lamborghini or Bentley, the top-line Stelvio won’t exactly leave you feeling like you’re down and out.

2021 Alfa Romeo Stelvio Quadrifoglio
The Stelvio’s 40/20/40-split rear seatbacks make for optimal cargo/passenger flexibility, while the track system is great for tying down cargo.

It doesn’t matter which premium branded super SUV you opt for, its interior will come stuffed full of contrast-stitched leather with ultra-suede accents, brushed and polished metals, plus glossy carbon-fibre trim, and more, while high-grade pliable composite surfaces are used where one of the above coverings won’t work. The Stelvio Quadrifoglio is no exception. That said, at just under $100k it’s not going to blow away a Bentayga owner, but its interior design is nevertheless alluring, quality of workmanship excellent, and overall sense of luxury impressive.

2021 Alfa Romeo Stelvio Quadrifoglio
Release levers on the cargo area sidewalls will drop the second-row seatbacks.

I was happy to learn of its updated infotainment system too, the interface more user-friendly and graphically inspiring than a four-cylinder Stelvio I drove before. Its drag and drop tile/widget design made it more customizable too, while it can do most anything its competitors can, plus compile performance statistics via various “pages” showing boost, torque, lateral Gs, etcetera.

I was surprised, but not disappointed that a fully-digital gauge cluster wasn’t included, being that the analogue dials and sporty circular shrouds looked fabulous and worked well. A large speedo and tach bookended a big high-definition multi-information display in the middle, this screen complete with the usual functions.

2021 Alfa Romeo Stelvio Quadrifoglio
The Stelvio Quadrifoglio’s V6 is a real thing of beauty.

Along with the impeccably finished cabin and outrageous performance, the Stelvio Quadrifoglio is plenty practical too. It’s an SUV after all, and therefore came with a comfortable, sizeable second row with three seatbelts across, as well as three-way outboard seat heaters, two USB-A charge ports on the backside of the front console, great rear ventilation, and overall refinement as nicely finished as the front seating area.

The cargo compartment was similarly impressive, and roomy enough for the majority of peoples’ requirements. An especially useful 40/20/40 split-folding rear seatback expanded on its cargo carrying capacity further, while Alfa also included an smartly engineered aluminum track system for strapping down items that might otherwise fly about (for those moments when you temporarily forget you’re supposed to be carting cargo and start driving like Mario).

2021 Alfa Romeo Stelvio Quadrifoglio
A closer look shows the green four-leaf clover that has adorned top models for decades.

Alfa Romeo is currently offering factory leasing and financing rates from zero-percent, by the way, so be sure to check out our 2021 Alfa Romeo Stelvio Canada Prices page where you can also configure your Stelvio with every available colour and option. A CarCostCanada membership will also provide information about available manufacturer rebates when available, plus dealer invoice pricing that can make sure you pay the lowest price possible during negotiations. Learn how the CarCostCanada system saves you money, and remember to download our free app from the Google Play Store or Apple Store so you can have all of this critical info immediately available.

2021 Alfa Romeo Stelvio Quadrifoglio
Alfa Romeo’s Stelvio Quadrifoglio is a great way to wake up every morning.

To reiterate, the Stelvio Quadrifoglio is up against some very worthy premium competitors, but the fact that you’ll need to spend more than $250k in order to get something capable of outrunning it says everything you need to know. Mercedes’ fastest GLC is a more direct match and should be up for consideration, but its twin-turbo V8 doesn’t provide the same kind of high-strung audio track as Alfa’s 2.9-litre twin-turbo V6, making the Italian more like watching (and listening to) classic F1, and the Merc more akin to today’s fast yet dull sounding hybrid machinery.

We also need to consider standard features and options. The Stelvio Quadrifoglio comes mostly loaded up with features, other than approximately $4k worth of add-ons, whereas the AMG GLC 63 S can be had for slightly less in base form, but the German model needs to be optioned up with more than $26k of extras to come in line with the Italian SUV. This probably makes the Stelvio Quadrifoglio the wiser choice financially, even though you probably won’t care what it costs once behind the wheel.

Review and photos by Trevor Hofmann

CarCostCanada

Porsche develops special 3D-printed seats for 911 and 718 race customers

Porsche 3D-printed bodyform full-bucket seat
Porsche’s new 3D-printed bodyform full-bucket seat can potentially provide custom-fitted seating for road-going cars.

Using a 3D printer for parts production in the auto industry is hardly novel these days, but 3D printing exactly fitted customizable car seats is quite innovative, or will be as soon as they’re being done for Porsche road cars.

The automaker’s Porsche Tequipment division will be producing 40 prototype examples of its new “3D-printed bodyform full-bucket seat” for some of its Europe-based series-production 911 and 718 race car clients to be delivered in May of this year, and after that it could very well transition into a new road car personalization program.

Porsche 3D-printed bodyform full-bucket seat
The new seats provide a wholly unique look that also provides natural backside ventilation.

The prototype seats will be six-point seatbelt equipped race buckets the automaker refers to as “bodyform” seats, and after incorporating design changes brought about by its racecar clients’ feedback, will be making custom-fitted road car variants via its Porsche Exclusive Manufaktur division from the mid-point of 2021.

The road-going seats will be available in soft, medium and hard firmness levels as well as various colours, the latter allowing customers to match their cars’ interior to Porsche’s currently available “Special” colour schemes as well as their clients’ “Custom Colour” requests.

Porsche 3D-printed bodyform full-bucket seat
The 3D-printed material can be made in any colour imaginable.

Colour aside, the new 3D-printed bodyform driver’s seat will also add a new design element inside, plus it will reduce the car’s curb weight, and even provide “passive climate control,” the latter feature thanks to the seat’s unique sandwich construction method.

The base support is made from expanded polypropylene (EPP), and this gets bonded to a “breathable comfort layer consisting of a mixture of polyurethane-based materials,” says Porsche. The outer skin is made out of “Racetex,” and boasts a perforation pattern that provides inherent climate control, while window panels expose the coloured lattice structure for a thoroughly new appearance.

Porsche 3D-printed bodyform full-bucket seat
This closeup shot makes it easy to understand why these seats are breathable.

“The seat is the interface between the human and the vehicle, and is thus important for precise, sporty handling,” said Michael Steiner, Member of the Executive Board for Research and Development at Porsche. “That’s why personalized seat shells customized for the driver have been standard in race cars for a long time now. With the ‘3D-printed bodyform full-bucket seat’, we’re once again giving series-production customers the opportunity to experience technology carried over from motor sports.”

If you want custom-formed front seats for your Porsche, stay tuned to CarCostCanada, as we’ll have an update when they’re ready for personal road use.

Story credits: Trevor Hofmann

Photo credits: Porsche

CarCostCanada

Porsche smashes Road America and Road Atlanta lap records with 911 GT2 RS

2019 Porsche 911 GT2 RS
The 2019 Porsche 911 GT2 RS blasted past the previous Road America track record by nearly 2 seconds. (Photo: Porsche)

Only last fall the brilliant Porsche 911 GT2 RS MR set a street-legal lap record at the renowned Nürburgring Norschleife race track in Germany, which only remains bested by a modified version of the Stuttgart brand’s own 919 Hybrid EVO World Endurance Championship (WEC) racer, but now the globe’s winningest sports car manufacturer claims a new production car record-setting time on Elkhart Lake, Wisconsin’s ultra-challenging Road America track. 

2019 Porsche 911 GT2 RS
The GT2 RS, shown here on Road America, boosts the 911 into supercar territory. (Photo: Porsche)

The 14-turn, 6.5-km racetrack combines long high-speed straight-ways, tight turns and a bevy of undulations, making it easy taking for most any Porsche 911, although when that 911 is a 2019 GT2 RS it’s game over for any competitors. As it is, Road America has yet to become popular for attempting track records, with the current title-holder being a GT2 RS privateer that managed an ultra-quick 2:17.04 lap time last year, so Porsche was really trying to beat itself, but when competition seems so scarce what’s there left to do? How about carving 1.87 seconds off the just noted lap time for a new record of 2:15.17 minutes? Not too shabby, and it only took 24 Hours of Daytona and Le Mans class winner David Donohue two laps to do it. 

2019 Porsche 911 GT3 RS
The GT3 RS can rev to 9,000 rpm, therefore delivering an entirely different kind of sports car experience than the GT2 RS. (Photo: Porsche)

As if that wasn’t good enough, Porsche doubled down on its RS track time with another outing, but this time with the less formidable 911 GT3 RS. Even though engine output is 200 horsepower less convincing, Donohue managed a surprisingly quick best-of-three 2:18.57-minute charge, the high-revving flat-six engine often passing right by its lofty 8,800-rpm redline during the process. The fact that the 911 GT3 RS’ track time remained so close to the GT2 RS record is a testament to its impressive handling, especially when factoring in Road America’s long high-speed straights and plentiful sharp corners. 

2019 Porsche 911 GT2 RS
The 911 GT2 RS pushing hard on the even more curvaceous Road Atlanta race course. (Photo: Porsche)

Both GT2 and GT3 RS models wore road-legal Michelin Pilot Sport Cup 2 R N0 production rubber, these optional for Canadian RS owners, while it should also be noted that the Road Atlanta event’s lap times and vehicle telemetry were recorded and validated by Racelogic. 

Not to be satisfied with just two racetrack lap records, Porsche took this 911 GT2 RS to Road Atlanta in Braselton, Georgia only last month, and with Randy Pobst in the driver’s seat managed another record-setting time of just 1:24.88 minutes, which incidentally trumped the outgoing record-holding Corvette ZR1 by nearly two seconds, not to mention the previously mentioned Porsche 911 GT3 RS by 1.36 seconds. 

So why is Porsche taking its RS models to all of these tracks to break records? Possibly it’s due to a new 2020 911 arriving later this year, and the need to make hay while the sun shines, so to speak. This said it’s not like a redesigned GT2 RS will be available immediately upon the new 911’s arrival, which means we’ll likely see plenty of additional racetrack records smashed soon. 

Until that happens, enjoy some record-breaking videos below:
 

 
Porsche 911 GT2 RS sets production car lap record at Road America – David Donohue onboard camera (2:25):
 

 
911 GT3 RS completes Road America lap in just 2:18,57 minutes (2:28):
 

 
Porsche 911 GT2 RS Record Lap at Road Atlanta – Highlight Film with Randy Pobst Onboard Camera (2:18):
 

 
Porsche 911 GT2 RS sets production car lap record at Michelin Raceway Road Atlanta (1:39):
 

 
Onboard video of the 911 GT3 RS at the Michelin Raceway Road Atlanta (1:36):
 

 
Story credits: Trevor Hofmann

Photo credits: Porsche
 

CarCostCanada

Porsche wows CIAS attendees with new 718 Cayman GT4 Clubsport

2019 Porsche 718 Cayman GT4 Clubsport
Lighter and more potent thanks to a 425-hp H6, the new 718 Cayman GT4 Clubsport is a formidable track weapon. (Photo: Porsche)

A significant coup for last month’s Canadian International Auto Show was the introduction of the new Porsche 718 Cayman GT4 Clubsport, a car rooted in the legendary brand’s racing heritage. The track-only Cayman, which was revealed in January at the Daytona International Speedway, made its first official motor show appearance at the Toronto event. 

The updated 718 Cayman GT4 Clubsport is now in its second generation, the first arriving on the motorsport scene in 2016 sans “718” script on the rear deck lid. Unlike the previous version, the new GT4 Clubsport can be had in two forms: first as a “Trackday” car set up for “ambitious amateur racing drivers,” and second as “a ‘Competition’ variant for national and international motor racing,” the latter to notably be used for this year’s GT3 Cup Challenge Canada series. 

Ahead of pointing out differences, both 718 Cayman GT4 Clubsport models receive an updated version of the old 3.8-litre flat-six “boxer” engine, now good for 425 horsepower at 7,800 rpm, a 40-horsepower improvement over the previous 2016 car, while torque is now 4 lb-ft greater, to 313 lb-ft at 6,600 rpm. 

2019 Porsche 718 Cayman GT4 Clubsport
The GT4 Clubsport comes standard with some impressive aero hardware. (Photo: Porsche)

Of note, this is the first six-cylinder 718 Cayman application since the car’s 2017 model year debut, due to the current 982-generation only using a turbocharged four-cylinder in various states of tune, causing some pundits to question whether a road-worthy Cayman with a horizontally opposed six-cylinder positioned just ahead of its rear axle will bolster the 718 Cayman ranks. 

That new GT4 Clubsport flat-six, which feeds on 98 octane Super Plus unleaded gasoline, packs a 12.5:1 compression ratio, integrated dry sump lubrication, racing-optimized engine and transmission water cooling with thermal management, four-valve technology with adjustable camshaft phasing and VarioCam Plus variable valve timing, a racing-optimized Continental SDI 9 electronic engine management system, plus more. 

Where the previous GT4 Clubsport shifted gears through a short-throw six-speed manual transmission, the new 718 version will solely utilize Porsche’s dual-clutch PDK automated gearbox, albeit with only six forward gears instead of the usual seven. The new model also features a reinforced dual mass flywheel, a racing-optimized electronic control unit, a racing-optimized mechanical rear axle differential lock, plus an internal pressure oil lubrication system boasting active oil cooling. 

2019 Porsche 718 Cayman GT4 Clubsport
The GT4 Clubsport requires a trailer for transporting it to the track. (Photo: Porsche)

Additional modifications over road-going 718 Caymans include implementation of the 911 GT3 Cup car’s lightweight spring-strut front suspension; front and rear height, camber and track adjustable dampers; fixed shock absorbers with the Trackday car, or three-way racing shocks with rebound and two-stage high- and low-speed compression adjustment for the Competition; front and rear forged suspension links with optimized stiffness, double shear mountings, and high-performance spherical bearings; a three-hole design anti-roll bar up front; an adjustable blade-type anti-roll bar in the back; and five-bolt wheel hubs. 

The new rims are single-piece forged light alloy wheels wearing a new “weight-optimized” design, and rolling on 25/64 front and 27/68 rear Michelin transportation rubber, while Michelin also supplies the slick/wet tires that measure 25/64-18 and 27/68-18 front and rear, too. 

What’s more, behind those wheels and tires are racing-spec brakes that feature four multi-piece, ventilated and grooved steel discs measuring 380 millimetres in diameter, plus racing brake pads, aluminum mono-bloc six-piston front and four-piston rear racing calipers with “Anti Knock Back” piston springs, plus a brake booster with the Trackday version or brake balance adjustment via a balance bar system with the Competition model. 

2019 Porsche 718 Cayman GT4 Clubsport
A closeup of the rear wing shows an intricate weave of organic fibres that are apparently sourced from agricultural by-products. (Photo: Porsche)

Despite the GT4 Clubsport’s factory-installed (FIA Art. 277 certified) safety cage, plus its 911 GT3-inspired front spoiler and sizeable fixed rear wing, which appear mostly carryover from the previous Clubsport, the race-spec Cayman weighs in at just 1,320 kilos, making it lighter than the outgoing model. 

Mass in mind, the GT4 Clubsport’s body structure is comprised of aluminum-steel composite and therefore light in weight; while additional features include a hood and rear deck lid fastened in place via quick-release latches; an (FIA Art. 275a certified) escape hatch in the roof; an FT3 fuel safety cell that measures 80 litres with the Trackday or 115 litres with the Competition model, both featuring an FIA-compliant “Fuel Cut Off” safety valve; pre-installed mounting points for a three-piston air jack system for the Trackday, or a factory-installed three-piston air jack system with the Competition; and FIA-certified towing loops front and rear. 

Also, a motorsport centre console with “enhanced functionality and adapted usability” gets added to the instrument panel, a six-point safety harness is included with its single Recaro race bucket driver’s seat, which also includes two-way fore and aft adjustments as well as an adjustable padding system, and lastly provisions are made for a safety net. 

2019 Porsche 718 Cayman GT4 Clubsport
I think we all want to get our hands on this race-spec steering wheel. (Photo: Porsche)

While safety is critical, and improving performance paramount for any new racing car, with Porsche having clearly claimed that its new 718 Cayman GT4 Clubsport improves overall drivability and therefore should provide faster lap times than its predecessor, it’s surprising that Porsche also put time and effort into its environmental initiatives, not normally a key issue in this class of sports car. The end result is a production-first racecar technology that could potentially find more widespread use: natural-fibre composite body parts. 

The 718 Cayman GT4 Clubsport’s door skins and rear wing (specifically the wing flap, sideblades, and “swan neck” mounts) are actually formed from an organic fibre mix that’s sourced from agricultural by-products such as hemp or flax fibres. Porsche says the new age components weigh approximately the same as if made from carbon-fibre, while their strength is also similar. 

Specific to each model, the 718 Cayman GT4 Clubsport Trackday gets fixed shock absorbers, plus ABS, ESC, and traction control assistance systems for easier control at high speeds, the latter of which can all be deactivated. Improving comfort and safety respectively, the Trackday also includes air-conditioning and a handheld fire extinguisher, while it can be serviced at Porsche Centres throughout Canada. 

2019 Porsche 718 Cayman GT4 Clubsport
No PCM touchscreen here, the 718 Cayman GT4 Clubsport’s centre stack is all business. (Photo: Porsche)

You’ll need your own team of mechanics for the Competition model, however, and one of them will need to be well versed in three-stage shock adjustment, while you’ll need to figure out how to adjust the front/rear bias of the brake balance system yourself. Additionally, your pit stop team will be able to change the tires quickly thanks to its aforementioned integrated air jacks, and the larger safety fuel cell will make sure time off the track will be kept to a minimum. 

Safety features not yet mentioned include an automated fire extinguishing system, and a quick release race steering wheel pulled from the 911 GT3 R. 

Priced considerably higher than a street legal 718 Cayman, which starts at just $63,700, the 718 Cayman GT4 Clubsport Trackday model can be had for $216,500, whereas the same car with the Competition package starts at $242,000. 

Interested parties should contact Porsche Motorsport North America in Carson, California, or alternatively your local Porsche retailer, which no doubt would be happy to put you in touch. 

Story credits: Trevor Hofmann, Canadian Auto Press 

Photo credits: Porsche 

Copyright: Canadian Auto Press Inc.