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Repair common Windows errors and clear accumulated junk for a smoother, more stable PC - no reinstall needed.Free scan · no reinstallChoose the GT4 RS track setup in this order: verify your car’s market-specific tire and brake hardware, decide how much wet-road and street use the car must retain, then select a tire whose size, load index and speed rating match the car. For dry-focused use, Michelin lists the Pilot Sport Cup 2 R for the Cayman GT4 RS, but Michelin warns that wet grip and hydroplaning resistance deteriorate, particularly as the tire wears. For pads, Manthey documents a racing pad set for the 718 Cayman GT4 RS (982); its temperature behavior and wear advantages are manufacturer claims, not independent comparative test results.
Start with the GT4 RS hardware on your car
Porsche’s 718 Cayman GT4 RS Technical Data (MY 2022, US-market specification) lists 20-inch wheels with 245/35 ZR 20 95Y XL sports tires at the front and 295/30 ZR 20 101Y XL tires at the rear. The front wheel is 8.5 J x 20 ET 61; the rear is 11.0 J x 20 ET 50. Porsche states that technical data can vary by country, so treat these figures as a baseline rather than a universal specification.
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| Axle | Wheel in Porsche US data | Published tire marking |
|---|---|---|
| Front | 8.5 J x 20 ET 61 | 245/35 ZR 20 95Y XL |
| Rear | 11.0 J x 20 ET 50 | 295/30 ZR 20 101Y XL |
Before ordering, read the tire placard on your car, the owner’s manual and the sidewall markings on the tires currently fitted. Confirm the market specification and any wheel changes. A tire that shares the nominal 20-inch diameter can still have the wrong width, load index, speed rating, construction or approved fitment.
Confirm the brake configuration, not just the model name
The same Porsche document describes a dual-circuit, axle-split brake system with six-piston aluminum monobloc fixed front calipers and four-piston aluminum monobloc fixed rear calipers. The front discs are 408 mm in diameter and 36 mm thick; the rear discs are 380 mm by 30 mm. They are dimpled, internally vented, grey cast-iron composite discs.
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Do not infer pad fitment solely from “718 Cayman GT4 RS.” Verify the actual caliper and disc arrangement, including whether the car has a different brake option or a market-specific configuration. Supply the vehicle identification number and brake details when asking a Porsche Centre or Manthey to confirm a pad set.
Decide what the car must do between track sessions
The right choice changes substantially according to road mileage, weather and track frequency. Write down these constraints before comparing products.
Street-and-track use
If the car will be driven to events, you need predictable behavior in cool conditions, standing water and ordinary road traffic. A dry-optimized track tire may be legal for road use yet still be a poor choice for a long wet drive. Plan the route, carry suitable equipment and avoid treating legal registration as proof of safe wet performance.
Dedicated dry-track use
A second wheel set and transport to the circuit let you prioritize warm-up behavior, dry grip and repeatability without exposing the track tire to rain, standing water or unnecessary heat cycles on the highway. This arrangement also makes it easier to preserve a road tire for commuting.
Climate and season
Frequent rain, cool mornings or a circuit with drainage problems favor a more road-oriented performance tire than a tire selected solely for peak dry-lap potential. A hot, dry calendar and a covered storage/transport plan make a dry-focused option more practical. No source here establishes a universal ranking or cost-per-lap advantage, so climate and logistics are real selection criteria rather than afterthoughts.
Track-day frequency
Occasional drivers should value availability, predictable break-in and the ability to drive home safely. Regular drivers can justify dedicated wheels, a pressure gauge, a compressor and a wear log. Whichever group you are in, replace tires as a matched axle pair and inspect them after every event.
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What is documented about GT4 RS track tires
Michelin Pilot Sport Cup 2 and Cup 2 R fitment
Michelin’s Cayman GT4 RS fitment listing includes Pilot Sport Cup 2 and Pilot Sport Cup 2 R options. Michelin’s US product guidance describes the Cup 2 R as “a DOT legal track tire optimized for DRY track use.” It also states that a warm-up phase is required for optimal performance.
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That description establishes intended use, not a guaranteed lap-time result for every driver or circuit. The available material does not provide an independent GT4 RS comparison of Cup 2 R against Cup 2, the factory tire or other compounds. Choose by verified size and markings first, then by the amount of dry-track specialization you actually need.
| Decision factor | What the documented guidance establishes | How to apply it |
|---|---|---|
| Fitment | Michelin lists the Cayman GT4 RS for Cup 2 and Cup 2 R. | Match the Porsche-listed axle sizes, load index and speed rating for your market. |
| Dry performance intent | Cup 2 R is described by Michelin as optimized for dry track use. | Use it when dry-circuit performance is the priority and you can manage warm-up and weather exposure. |
| Wet conditions | Michelin warns that track tires, especially when worn, can be highly affected by hydroplaning. | Do not plan wet-road travel around a worn Cup 2 R; postpone, transport the car or use a more wet-capable tire. |
| Pressure process | Michelin supplies a sequence and general ranges, not a GT4 RS-specific target. | Begin with Porsche road pressures, measure after steady laps and adjust from observed behavior. |
| Longevity and cost per lap | No independent longevity or cost-per-lap comparison is established here. | Keep your own tread-depth, heat-cycle and session log rather than relying on a universal mileage claim. |
Check the complete sidewall marking
For each axle, confirm width, aspect ratio, construction, diameter, load index and speed symbol. The “XL” designation in Porsche’s US data indicates the extra-load version specified there. A visually similar tire with a different load or speed marking is not automatically interchangeable.
Ask the seller to confirm the exact market fitment and current inventory. Tire availability and live listings were not established in the material used for this guide, so do not substitute an unverified size because it is easier to find.
Set Cup 2 R pressures by process, not by a copied number
Michelin’s Cup 2 R guidance does not publish a GT4 RS-specific pressure. Its method is more useful than copying a single value from another Porsche.
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Fix the driver behind crashes, sound loss and screen glitchesFind Drivers →Repair Windows errors before they cause bigger problemsFix Now →Scan for outdated or missing drivers - takes under a minuteDriver Scan →- Start at Porsche’s road inflation pressure. Use the pressure shown for your car and market on the placard or in the owner’s manual. Record ambient temperature and cold pressure.
- Warm the tires progressively. Drive the opening laps without abrupt steering, braking or throttle inputs. Michelin says a warm-up phase is required for optimal Cup 2 R performance.
- Run steady laps before measuring. After the tires reach consistent temperature, return to the pits and measure all four tires promptly with the same calibrated gauge.
- Compare behavior and readings. Note understeer, oversteer, shoulder loading, steering response and tire temperature if you have reliable equipment. Adjust in small increments and document the change.
- Use Michelin’s ranges only as general guidance. Michelin gives a best hot operating range of 2.3–2.7 bar (33–39 psi), depending on vehicle and track, and notes that some models may need more than 2.7 bar. This is not a Porsche GT4 RS target.
- Respect the cold minimums. Michelin says not to run below 1.9 bar (28 psi) cold and recommends 2.0–2.4 bar (29–35 psi) cold for track longevity. These are general Cup 2 R recommendations, not a replacement for the car maker’s settings or a track-specific setup process.
- Inspect the outer sidewalls. Michelin says loss of sidewall markings can indicate pressure or operating pressure is too low. If that occurs, it advises increasing pressure by at least 0.2 bar (3 psi), then reassessing wear and handling.
Measure again after cool-down and before the next session. Pressure changes with ambient temperature, sun exposure, pit-lane delay and fuel load, so a number copied from a different day may not reproduce the same contact patch or balance.
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Wet roads, worn tread and hydroplaning risk
Michelin specifically cautions that track tires can be highly affected by hydroplaning on wet roads or tracks, with the risk becoming more pronounced as the tire wears. Porsche’s brochure also warns that reduced tread depth raises aquaplaning risk. These warnings matter even when the tire is DOT legal.
- Check the forecast and radar before leaving for the circuit and before the return trip.
- Do not treat a damp racing line as equivalent to a wet public road; standing water and drainage vary dramatically.
- Inspect tread depth, cuts, cords, blisters and shoulder damage after every session.
- If rain arrives, reduce speed immediately and avoid relying on a dry-track tire’s previous grip level.
- Use a separate road-oriented tire or transport option when wet-road exposure is routine.
A tire’s legal status, tread pattern and approval do not guarantee safe hydroplaning resistance at the end of its life. Replace it when wear, damage or age makes its behavior uncertain.
Understand the GT4 RS brake hardware before choosing pads
The published Porsche dimensions—408 x 36 mm front discs with six-piston fixed calipers and 380 x 30 mm rear discs with four-piston fixed calipers—help identify the baseline system. They do not, by themselves, identify every optional configuration or every pad shape.
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|---|---|---|---|
| Front | Six-piston aluminum monobloc fixed | 408 mm diameter, 36 mm thick, composite iron | Confirm caliper and disc configuration before selecting a front pad. |
| Rear | Four-piston aluminum monobloc fixed | 380 mm diameter, 30 mm thick, composite iron | Confirm rear pad shape and brake option independently of the front. |
Track pads must be compatible with the caliper, backing plate, retaining hardware, wear sensors and disc material. Ask whether the proposed pad is intended for steel/composite-iron discs or a ceramic system; do not assume one material’s pad is suitable for another.
The documented Manthey racing-pad option
Manthey’s product page explicitly lists a racing pad set compatible with the 718 Cayman GT4 RS (982). Manthey says the pads were developed for circuit use and describes friction behavior over a wide temperature range, fade characteristics, responsiveness, control, wear behavior and low disc wear. Those are Manthey’s product claims; the available sources do not provide an independent comparison with the standard pads or another compound.
Porsche’s July 13, 2023 announcement for the GT4 RS Manthey kit says, “Brake pads designed for the track are available as an option.” A Porsche-hosted dealer page lists the brake-pad set among optional kit components and says components can be purchased separately.
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The exact part number, current regional stock and configuration-specific fit across steel and ceramic brake systems are not established by those pages. Confirm the part number, axle allocation, disc compatibility, sensor arrangement and availability with Manthey or a Porsche Centre using your VIN and brake equipment before purchasing.
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How to compare a track pad without overstating the evidence
| Criterion | Question to ask the supplier or installer | Why it matters |
|---|---|---|
| Compatibility | Does the pad match my exact caliper, disc material, wear sensor and retaining hardware? | A model-name match is not proof of physical fit. |
| Temperature range | What operating range is specified, and how does it behave during cold street driving? | A pad optimized for repeated hot laps may offer poor cold bite or noise on the road. |
| Fade resistance | What test method or data supports the fade claim? | Manufacturer descriptions are not the same as independent comparative testing. |
| Modulation | How progressive is the pedal at the temperatures you expect? | Control matters as much as peak friction when trail braking. |
| Wear | What pad and disc wear should I monitor, and are replacement rotors readily available? | Low disc wear claims still require inspection and measurement. |
| Road use | Is street use permitted and practical for this compound? | Noise, dust, corrosion and cold performance can make a race pad unsuitable for commuting. |
Build a tire-and-pad plan for your driving pattern
Mostly dry track, transported car
Use the Porsche-confirmed sizes and a dry-focused tire such as the Cup 2 R if the circuit is dry and you can manage warm-up. Pair it with a pad confirmed for your exact brake configuration. Keep a separate road setup for rain and commuting, and record pressures and wear after every event.
Drive to the circuit in mixed weather
Prioritize a tire with more forgiving wet behavior and reserve a dry-specialist tire for predictable conditions. A track pad may still be appropriate, but verify cold performance, noise and legality for the road portion. Carry a pressure gauge and allow time for a full inspection before the return journey.
Infrequent novice track days
Use the factory dimensions and a readily supported tire rather than chasing an unverified compound. Retain pads that provide confidence at the temperatures you actually reach, or change to the Manthey racing set only after confirming fitment and understanding its circuit-oriented behavior. Instruction, braking technique and consistent pressure checks usually produce more dependable progress than a speculative parts change.
Frequent, high-temperature events
Consider dedicated wheels, a documented pressure workflow, brake-temperature observations and a spare pad set. Ask the supplier about bedding procedure, minimum pad thickness, disc inspection limits and replacement lead times. A setup that is excellent at one circuit may need different pressures or a different pad choice at another.
Installation and bedding checklist
- Record the baseline. Photograph wheel markings, tire sidewalls, pad labels, disc surfaces and sensor wiring before disassembly.
- Verify parts by VIN and hardware. Confirm part numbers, axle position, disc material and any optional brake package with the supplier.
- Inspect supporting components. Check wheel studs or bolts, caliper fasteners, piston dust boots, brake hoses, disc thickness, cracks and wheel clearance.
- Install tires in the marked direction. Match rotation arrows and inside/outside markings, then torque wheel hardware to the vehicle manufacturer’s specification.
- Install pads with the correct hardware. Refit retaining pins, springs and wear sensors as applicable; ensure the pad can move freely without binding.
- Follow the pad maker’s bedding procedure. Do not invent a heat cycle. Use the procedure supplied for that exact compound and disc.
- Perform a low-speed check. Confirm pedal firmness, warning lights, wheel clearance, steering centering and the absence of rubbing or abnormal noise.
- Recheck after the first session. Inspect pad taper, disc deposits, tire shoulders, sidewall markings and wheel torque before continuing.
Symptoms that require a setup change or stop
- Outer shoulder rollover or erased sidewall lettering: measure hot pressures, inspect camber and raise pressure only within the manufacturer’s guidance; do not conceal a geometry problem with pressure alone.
- Pedal lengthening or a soft pedal: stop the session, inspect for fluid loss or overheating and bleed or repair the system before driving again.
- Judder or vibration: check wheel torque, disc deposits, disc runout, tire balance and tire damage rather than assuming the pad compound is at fault.
- Front lockup or excessive rear instability: verify pad friction balance, tire temperatures and pressures, ABS operation and brake condition. Do not change one axle’s pad without understanding the effect on balance.
- Cold-road squeal or weak initial bite: determine whether the pad’s operating range suits street use; a circuit pad may need a road pad or a dedicated transport plan.
- Rapid tread loss or blistering: reduce session length, check pressures and alignment, and inspect whether the tire is being used beyond its temperature or load range.
What is and is not established about performance
The documented sources establish Porsche’s US-market baseline dimensions, Michelin’s Cup 2 R dry-track intent and pressure process, and Manthey’s claimed characteristics for its GT4 RS racing pad. They do not establish a universal fastest tire, a guaranteed number of laps, a cost per lap, a GT4 RS-specific hot-pressure target or an independent ranking of pad compounds.
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Your log should therefore include circuit, ambient temperature, tire age, cold and hot pressures, fuel load, session length, alignment settings, pad thickness and driver comments. That record lets you compare changes on your own car without presenting one driver’s result as a rule for every GT4 RS.
Pre-event decision checklist
- Have the front 245/35 ZR 20 95Y XL and rear 295/30 ZR 20 101Y XL requirements been verified against your car’s placard and market?
- Are the tires new enough, undamaged and appropriate for the forecast?
- Do you have a calibrated gauge, compressor, tread-depth tool and a way to record readings?
- Has the brake pad part number been confirmed for your VIN, calipers, discs and sensors?
- Are discs above their minimum thickness and free of cracks or damaging heat checks?
- Do you know the pad bedding procedure and have a safe road to complete it?
- Will the car be driven home in weather that a dry-focused tire can safely handle?
- Have you planned spare consumables and a technical contact if a part fails?
FAQ
Are the Porsche tire sizes identical in every country?
No. The cited Porsche technical data is specifically US-market MY 2022 information and says specifications may vary by country. Verify the local placard, manual and homologation before ordering.
Does the TPMS provide a track pressure target?
Porsche says the GT4 RS Tire Pressure Monitoring system has a circuit mode that accounts for tire-pressure and temperature conditions. That feature does not publish a universal target pressure; use the documented measurement process and your car’s instructions.
Can I assume the Manthey racing pad fits every GT4 RS brake system?
No. Manthey lists compatibility with the 718 Cayman GT4 RS (982), but the exact part number, regional stock and configuration-specific fitment still require confirmation with the VIN and brake equipment.
Is a DOT-legal Cup 2 R automatically safe in heavy rain?
No. Michelin calls it a dry-track-optimized tire and warns that wet performance and hydroplaning resistance can be substantially affected, especially when the tire is worn.
Where can I find an independent lap-time comparison?
The cited material contains no independent comparative test of Cup 2 R versus other GT4 RS tires and no independent test of the Manthey pad against stock or rival compounds. Treat manufacturer descriptions as guidance about intended use and claimed behavior, not as a universal ranking.
Frequently Asked Questions
What should I verify before ordering GT4 RS track tires?
Verify the car’s market, placard, wheel dimensions, tire size, load index, speed symbol and current brake or wheel changes; the published US data is not universal worldwide.
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What equipment is most useful at a track day?
A calibrated pressure gauge, compressor, tread-depth tool, wheel-torque equipment and a written pressure and wear log provide the most actionable feedback.
Should I change pads on both axles?
Match the supplier’s axle-specific recommendation and confirm the complete brake configuration; changing only one axle can alter brake balance.
Quick Recap
Product prices and availability are accurate as of the date/time indicated and are subject to change. Any price and availability information displayed on Amazon at the time of purchase will apply.
