Sitting in the Paddock lookin’ pretty. Picture by Graham MacNeil (Instagram @ns_streetscene) Driving cars fast is similar to playing and composing music. You can’t produce good music in all genres in the same way. You have to pay attention to scales, beats, appropriate tempo, chords, etc. In much the same way, different types of cars like to be driven differently to reward you. Depending on the handling balance of the car (understeer, neutral, or oversteer), weight distribution, polar moment, yaw axis location, driven wheels, etc. Luckily, I had a chance to find what the Cayman GT4 is like. I was asked to come for ride on track on a lapping day I went to ( lapping day post here ) to ride in a Porsche Cayman GT4. Needless to say, I took it. Although there is a lot you can’t tell about a car from the passenger seat, you can still judge quite a few things. Plus, I have been a passenger in a lot of cars on the track, stock, modified, and built, ranging from humble SRT4's and
I never thought I'd ever run Michelin Pilot Sport Cup 2's on my 2012 Boss 302. The cost is astronomical and they are supposed to last the least of anything comparable. So how did I end up with (nearly) fresh Sport Cup 2's? A complete fluke. I came across a lightly used set with only a few hundred miles and no track time; 305/30/19 takeoffs from a GT Performance Pack Level 2 (GT PPL2). I knew my 71R's were getting very worn before the season started and likely wouldn't last the whole season, even this short one. The price was far better than a new set of RE-71R's, a little more than half, and local Time Attack rules (Canadian Automobile Sport Clubs) recently made 180 and 200 TW tires equivalent, meaning no PAX or PIP point penalty for going with 180 TW tire like the Pilot Sport Cup 2's. I have been very curious about how PSC2's compare to RE 71R's but I stayed away due to their being painfully expensive and, up to last year, their 180 TW rating would