AUTONEWS

Supertest--Alpine A110 R vs. Porsche 718 Cayman GT4 RS: Which is the best pure sports car right now?

Arguably the best sports cars of the last two years, or at least the ones I liked the most, are these two models we're comparing today. And, interestingly, both share a common destiny: to be the last of their kind for their respective brands and eventually become electric cars. Or at least, that was the intention of the medium-term industrial plans outlined with the electrification phenomenon that Europe imposed five years ago. But as this process is proving to be a failure and brands seem to be backing away a bit, perhaps some models like the ones we're discussing here will be saved.

The original intention was for Alpine to be an exclusively electric brand and for the 718 to also be an exclusively battery-powered model.

I won't go into too much detail about the cars, as we've already done in our individual tests. Both the Alpine A110 R and the Porsche 718 Cayman GT4 RS are top-of-the-line models and, why not say, the best. And not because they're the most expensive or exclusive, but because they offer what buyers of a car like this seek: thrills and sensations. Speaking of price, since we tested these cars individually, their cost has increased by approximately 10%.

But in any case, it seems to me that the buyer of this type of sports car has no cash flow problems and knows that the price will likely increase. And although there is a considerable difference between them in price and power (€56,000 and 200 hp), it must be admitted that they are kindred spirits. And not only because they share the cruel fate of electrification (which we'll see), but because there are no better two-seaters on the market at "reasonable" prices.

The secret lies in the weight...But where does the secret lie in this balance of power? Well, in the weight. According to our scales, there's a difference of 344 kilos in favor of the French model. If the Alpine was already light at birth, in this R version, they've worked hard to make it even lighter. And this despite the fact that the interior isn't as austere as its intentions and weight might suggest. The suede interior, good equipment, and even a central digital screen (in addition to the instrumentation behind the steering wheel, which is also digital). In short, it's not as austere as it might seem when you see the doors with a red canvas handle and no storage spaces. Its bucket seats are simply spectacular and padded enough to avoid discomfort, but you truly feel like you're in a race car.

But most surprising of all is that you never feel uncomfortable in this A110 R. At first glance, it looks like a torture rack, but nothing could be further from the truth. It's much more comfortable than the GT4 RS. The Porsche's bucket seats are equally spectacular, even with much more padding, but the GT4 RS's chassis is much more responsive, making it more uncomfortable. Everything is aimed at achieving good performance on the track. And while we'll see that it inherits the engine and many other features from the 911 GT3, what it doesn't inherit is the deformable parallelogram front axle.

This is the Porsche 718 Cayman GT4 RS...The Porsche 718 Cayman GT4 RS retains the McPherson strut system, but has been tuned like never before in a Cayman. The two axles have been so well balanced that they resemble the stability of a 911. To support the front axle, they use the same fender vents we first saw on the 991 GT3 RS. These vents are called "louvers" and originate from motorsport. They aren't for ventilation, but rather for stability, especially at high speeds, as they reduce the excess pressure that occurs when the tire rotates in the wheel arch. This effectively reduces upforce on the front axle. 

Axle balance is now near-perfect, and you don't get the feeling that the rear axle is trying to escape when you turn the wheel quickly with the quickest available steering (it's variable with a ratio of 16.9:1 to 12.25:1), or that the front axle feels unreliable when you're accelerating hard, hoping it will support you without understeering and forcing you into lift. Spring rates have been increased from 45 N/mm to 100 N/mm at the front axle and from 80 N/mm to 140 N/mm at the rear axle in the GT4 RS. Additionally, the front axle track is six millimeters wider and the rear axle track is eight millimeters wider than in the 718 Cayman GT4.

And so the Alpine A110 R...The Alpine chassis transformation is different. Compared to the A110 S, the A110 R's ride height is already 10 mm lower thanks to the new chassis. For racetrack use, the ride height can be reduced by another 10 mm, something we used on the Nordschleife and Hockenheim. The rebound and compression stages cannot be adjusted independently, but are adjusted together using a dial at the top end of the piston rod with 20 different adjustment options. The springs are ten percent stiffer than those of the A110 S. Like the springs, the stabilizer bars have also been reinforced.

Compared to the A110 S, the stabilizer bars of the A110 R are 10% stiffer at the front and 25% stiffer at the rear. The coil-over suspension with adjustable ZF Racing shock absorbers and Eibach dampers also contributes to greater driving stability. 

Aerodynamics come into play...But where both the 718 GT4 RS and the A110 R truly differentiate themselves from their production siblings is in aerodynamics. With a longer rear diffuser and a taller swan-neck rear wing, the A110 R reaches 275 km/h (175 mph) and 138 kg (308 lb) of total downforce (A110 S with aerodynamic package: 60 kg (140 lb) front downforce, 81 kg (180 lb) rear downforce; A110 R: 30 kg (77 lb) front downforce, 108 kg (230 lb) rear downforce). This shift in aerodynamic balance toward the rear is particularly noticeable in the fast corners of the Nordschleife. Here, the A110 R shines with significantly greater steering stability at the rear axle, which helps achieve consistently higher cornering speeds, especially in fast corners (Hatzenbachbogen: A110 S 147 km/h, A110 R 156 km/h, Fuchsrohr: A110 S 240 km/h, A110 R 255 km/h, Metzgesfeld: A110 S 154 km/h, A110 R 167 km/h).

In the Porsche, aerodynamics come into play in such a way that it completely changes the model's appearance. First, there's the massive rear spoiler, anchored by swan-neck struts and capable of carrying a load of 100 kg at 200 km/h. The NACA intakes on the carbon fiber front hood also provide high-tech sealing, as they are used to cool the brakes without compromising aerodynamic efficiency. Other NACA intakes are located at the bottom of the car to cool the gasoline particulate filter and avoid affecting the airflow exiting the rear diffuser.

While the main difference is the side air intakes in the rear window area, which have been replaced by vents that channel air to the engine, they are not only necessary for air volume but also aesthetically stunning, as can be seen under the rear window. The engine is a work of art, and unlike the 911, in the 718 Cayman, you can see it. And hear it, because, being centrally located, the driver has it literally right next to their ear. Although the main difference is the side air intakes in the rear window area, which have been replaced by vents that channel air to the engine, they are not only necessary for air volume, but also aesthetically spectacular, as can be seen under the rear window. The engine is a work of art, and unlike the 911, in the 718 Cayman you can see it. And hear it, because, being centrally located, the driver has it literally next to his ear.

The engines of both sports cars, two jewels...And the engine is one of the stars of this version. Of course, it remains naturally aspirated, a hallmark of its design from the beginning. But for the RS, it goes from the 4.0-liter flat engine, codenamed MA223 and producing 420 hp, to the MA275 used in the 911 GT3, but with 10 hp less, as this RS "only" has 500 hp. During the development of the 992 GT3, the dry sump tank for the oil supply system was designed for installation in the mid-engine sports car. The air intakes in the side windows were also considered. From left to right, the intake air flows unobstructed into a centrally located airbox behind the passengers. This allows us to enjoy a fully amplified wind concert from privileged seats. Therefore, while the sound is beautiful and exciting, the noise inside the cabin is extremely loud. You can barely hear the radio or talk to your passenger. But what a difference it makes!

We asked Porsche engineers why it had 10 hp less: "The 10 hp loss is due to the longer exhaust pipes. Especially in the curve above the driveshafts. A naturally aspirated engine reacts sensitively to the slight increase in exhaust backpressure. If we could have avoided this, we would have delivered the full 510 hp. We even borrowed the exhaust flap from the GT2 RS to get a larger diameter than the GT4's. So there really wasn't any artificial restriction, no downchipping or anything like that. The 911's rear engine has it easier because it just 'pushes' the exhaust gases through short, straight pipes," engine engineer Flacht tells us.

However, where the Porsche is unbeatable is in the sensations of its naturally aspirated engine. As the revs climb to 9,000 rpm, you feel your heart race. It goes faster all the time, and with each rpm rise, you feel the thrust even more. It never stops. It's incredible. Only when it reaches the cutoff does it stop moving. And it reaches the cutoff while the PDK shifts without letting you drop a single turn. The performance is so good that you can let it shift on its own and you'll get very good performance. You don't even need to pull the left lever to downshift under hard braking to take advantage of engine braking.

The fact is that we're looking at a car that, thanks to its lightness, achieves a power-to-weight ratio of 3.76 kg/hp, while the Porsche's ratio is 2.87 kg/hp. Obviously, the GT4 RS has no rival in the Dieppe model, but it had to work hard to beat it in certain tests. On our circuit, for example, the time difference isn't as great as one might assume, given the power difference between the two. There's a real difference of 209 hp between the Porsche's naturally aspirated engine and the Alpine's supercharged engine. This time, we were able to measure them on our dynamometer, and both yielded good results, although in the case of the A110 R, it fell slightly short of the declared value. It's only 10 hp, but when you need all of them to push and be able to compete with a rival the size of the GT4 RS, you'll miss them.

Better sensations in the Alpine...From a feel standpoint, I'd almost say you're better off with the Alpine, because the lightness is appreciated when you're at the limit of the track. Inertia is lower and braking is more controlled. This translates into agility when entering a corner. It gains speed quickly, aided by the car's roll. Since it's a mid-engine car, the inertia when braking and turning is noticeable, disengaging the car, but not radically; it does so progressively. And when you do accelerate, since it's not a tremendously powerful car or with huge torque, you can accelerate without the car spinning. Traction is excellent, aided by the semi-slick tires. 

With everything disconnected, you only need to worry about making sure the car doesn't break free from the rear when you start to turn. But if you control it, it helps turn the car and get it into the position you need to accelerate as quickly as possible. The result: a stratospheric time and one of the most thrilling sports cars I've ever driven. The dual-clutch transmission is also a marvel, and its metal paddles are always available for gear changes at any time. The shifts are quick, although I wish they were a little quicker on downshifts, but that would cause a lot of jerking under braking, and stability is better than quick shifts. Because in the end, the downshift is just right, and nothing happens. The brakes are also wonderful. You can tell they're a Brembo project, and all you need are simple ventilated steel discs to get the most out of the car.

The Alpine's engine may seem much more modest (and it is), but you have to give it credit. It has a mid-mounted engine of just 1.8 liters and "only" 300 hp. But, weighing just 1,000 kilograms, this power truly shines. And although our unit wasn't in great shape and lacked a few horsepower, its performance leaves no one indifferent. And this despite not meeting the official figures, but it certainly doesn't need to. The real challenge lies in its handling and track performance. It more than delivers, especially since its weight-loss regimen is exemplary. This weight loss is about 40 kg less than the A110S. And it comes from the use of carbon wheels (12.5 kg less), carbon seats (5 kg less), a carbon trunk lid (4 kg less), a carbon front hood (2.6 kg less), six-point seatbelts (1.5 kg less), and an exhaust system (0.7 kg less). Removing the partition between the passenger compartment and the engine compartment, the engine cover and insulation, as well as the exhaust port and rearview mirror, saves another 8.9 kg. The new coil suspension, on the other hand, adds a slight weight gain of 1.2 kg.

The Porsche, less agile but more efficient...The same cannot be said for the GT4 RS, where I recommend installing the optional ceramic discs. After checking their performance and the car's performance level, I consider them mandatory. The base car is already so expensive that adding another €9,000 won't be a problem. Although, as I mentioned in the individual test, if we really want to complete it, we'll have to install the Weissach package, which includes, among other things, titanium stabilizer bars. Therefore, if we start configuring a GT4 RS, we'll typically end up spending over €200,000.

The Porsche is less agile than the Alpine, but it's obviously more efficient because it has more ammunition. Of course, it also runs on semi-slick tires, which are essential to get the most out of these machines. We always compare it to a 911 GT3, but it can't be equipped with the rear-wheel steering its bigger brother has. This would give it the extra agility needed to be unbeatable on all terrains, but it would likely make the car undriveable. With this steering system, the cars become much more unstable, and a high level of driving experience is essential, especially with short-wheelbase cars like this Cayman. This is already very well achieved in 911s, and it's impossible to imagine a supercar in this Porsche lineup without rear-wheel steering assistance.

In short, despite the differences, I like both cars equally. Interestingly, the Alpine, despite its appearance, is more of an everyday car. It's difficult to get into (but so is the Porsche), but once inside, the cabin is spacious and comfortable. It's also fuel-efficient (my average is 5 liters/100 km), another advantage of being lightweight.

The Porsche, in turn, is the best of the best. The 718 Cayman has always been the younger, marginalized sibling of the 911 family. But the GT4 RS can hold its own against any 911. It has nothing to envy the vast majority of 911s and, above all, delivers spectacular sensations. It's not as extreme as the original 2015 GT4 (981 generation), so it's more civilized for everyday use, although it should be clear that it's still a true sports car, without compromise. Exactly how we like it. And perhaps they'll reconsider their electrification plans, as with the A110. We'll see.

Our final opinion: a tie in terms of emotions...With the numbers in hand, it's clear that the Porsche is number one. But the advantage isn't as great as it should be, given the difference in power and price. The A110 R has been a very pleasant surprise, with a radical and uncontrollable appearance, and it's exactly the opposite: a wonderful, efficient, exciting, and everyday car... if you don't need luggage.

Reporter: Juan Ignacio Eguiara, Spain