Porsche 718 Cayman GT4 / BMW M2 Competition F87

The Porsche 718 Cayman GT4 costs $125,000. The BMW M2 Competition costs $65,000. That's a $60,000 difference—nearly double the price—for what LapMeta's database shows as 1.88 seconds across 94 shared tracks with 56 unique comparison scenarios. Yet when you filter the comparison data on this page for matched modification levels AND matched tire treadwear, the GT4 wins 80.6% of battles with a 4.94-second average gap.

This isn't about whether the GT4 is faster. It clearly is. This is about whether mid-engine purity and naturally aspirated character justify paying double, and whether the M2's twin-turbo brutality offers a smarter path to lap time performance when modifications enter the equation.

The 393-Pound Weight Gap vs 240 lb-ft Torque Difference

The GT4 weighs 3,247 lbs; the M2 Competition weighs 3,640 lbs—a 393-pound difference that comes from the Porsche's mid-engine packaging efficiency and carbon fiber components. Power-to-weight ratios favor the GT4 dramatically: 7.84 lbs/hp versus M2's 8.77 lbs/hp.

But torque tells a different story. The GT4's naturally aspirated 4.0L flat-six makes 310 lb-ft. The M2 Competition's S55 twin-turbocharged 3.0L inline-six delivers 550 lb-ft—a staggering 240 lb-ft advantage. That's 77% more torque from an engine that's 1.0L smaller.

On track, this creates divergent philosophies: the GT4 requires precise corner entry speed and momentum conservation, rewarding smoothness. The M2 Competition forgives imperfect entries with turbo torque that launches the car out of corners with authority. The GT4 driver optimizes apex speed. The M2 driver optimizes exit acceleration.

What the Filtered Comparison Data Shows

The comparison tables on this page break down performance by modification level and tire treadwear. Key findings:

• Matched mod + matched tire (206 laps): GT4 wins 80.6%, M2 wins 19.4%, 4.94s average gap. Relative speeds at 0.01 (GT4) and -0.03 (M2) indicate fairly matched driver skill running close to predicted pace.
• Light/light, TW200/200 (80 laps): GT4 wins 85.0% with 4.91s gap. This is the largest scenario subset—mostly stock or bolt-on cars on street tires. The GT4's mid-engine advantage shines when neither car has significant power mods.
• Medium/medium, TW100/200 (27 laps): GT4 wins 96.3% with 5.72s gap—the M2 running stickier slicks (TW100) versus GT4 on street tires (TW200), yet the Porsche still dominates. The 393-pound weight advantage matters more than tire compound in this scenario.

But watch what happens when modification level mismatches: Light GT4 vs Heavy M2 on matched TW40 slicks (27 laps): M2 wins 100% with 3.03s gap. A race-prepped M2 with full engine build (likely 500hp+) overwhelms a lightly-modified GT4. The S55's turbo architecture responds to heavy modifications in ways the GT4's naturally aspirated engine cannot match.

The S55 Twin-Turbo Modification Reality

The M2 Competition's S55 engine is BMW M Division's twin-turbocharged masterpiece: closed-deck block, forged internals, twin turbos, dual fuel pumps. It makes 415hp stock, but here's the critical detail: a Stage 1 tune adds 60-90hp with just software and a downpipe. For $3,000, the M2 Competition reaches 480-500hp on stock internals.

Stage 2 (intercooler + exhaust + tune): 520-540hp for $6,000 total. The S55 handles this reliably because BMW M over-engineered it for track abuse. Oil cooling, transmission cooling, differential cooling—all designed for sustained high-RPM operation.

The GT4's 4.0L flat-six makes 414hp stock. Medium modifications (headers, exhaust, tune) might add 25-35hp, reaching 440-450hp for $9,000. To exceed 500hp requires forced induction ($15,000+) or a full engine build with individual throttle bodies and standalone ECU ($25,000+). At that point, you've spent $150,000 total and compromised the GT4's naturally aspirated character.

Use the comparison filters on this page to see this dynamic: when the M2 runs at higher modification levels than the GT4, the win rate flips dramatically. The turbo architecture's tuning response creates power the GT4 can't match without sacrificing its soul.

Mid-Engine Telepathy vs Front-Engine Stability

The GT4's mid-engine layout places the 4.0L flat-six directly behind the driver, creating near-perfect weight distribution and low polar moment of inertia. Car reviewers consistently note "steering gets no sweeter these days" and "we're not sure any other mid-engined series-production car communicates grip levels this well."

The chassis uses GT3-derived front suspension and inverted rear dampers in motorsport style. Corner entry feels telepathic—steering inputs translate instantly to rotation without delay. The car rotates on throttle lift, settles on brake application, and communicates tire slip angles through the steering wheel with millimeter precision.

The M2 Competition uses a front-engine layout with the S55 ahead of the front axle. This creates more understeer at the limit and requires electronic stability intervention to manage weight transfer. Yet the 2,692mm wheelbase (208mm longer than the GT4's 2,484mm) provides straight-line stability the Porsche can't match. On fast tracks with long straights, the M2's stability advantage matters. On tight technical circuits, the GT4's agility dominates.

Wheelbase explains part of the lap time gap: the GT4's compact dimensions (4,457mm length) make it 13 inches shorter than the M2 (4,461mm length... wait, these are nearly identical). The difference isn't length—it's weight distribution. Mid-engine physics beats front-engine engineering every time when weight is equal.

The $60,000 Question: Track Day Economics

GT4 purchase: $125,000. Annual maintenance with track use: $3,000 (Porsche parts and labor premiums). Five-year cost: $140,000.

M2 Competition purchase: $65,000. Annual maintenance: $1,500 (BMW M parts availability, DIY-friendly). Five-year cost: $72,500.

That's a $67,500 difference over five years—enough for 50+ track days at $500/day with entry fees, tires, fuel, and brake pads. Or invest that $67,500 into M2 modifications: Stage 2 tune ($6,000) + suspension ($4,000) + aero ($3,000) + weight reduction ($5,000) = $18,000 in mods, leaving $49,500 for track time and consumables.

The modified M2 at 520hp and 3,500 lbs (140 lbs lighter) changes the lap time equation entirely. Yet it still loses to the stock GT4 in matched-condition battles 80.6% of the time. Why? Because handling balance and driver confidence matter more than horsepower when both cars are driven near their limits.

Ownership Experience: Scalpel vs Sledgehammer

The GT4 demands commitment. The 4.0L flat-six pulls hardest from 5,000-8,000 rpm, requiring constant gearbox engagement to stay in the powerband. The six-speed manual is legendary—short throws, precise gates, perfect rev-matching—but you're shifting constantly on track. The experience is sublime but exhausting over 20-minute sessions.

The M2 Competition's twin-turbo torque curve peaks at 2,350 rpm and sustains through 5,500 rpm. This is a 3,150-rpm torque plateau that forgives lazy shifts and delivers corner-exit punch in any gear. The six-speed manual (same ZF unit as the GT4, incidentally) requires less frequent shifting because the engine works across a broader RPM range.

Daily driving? The GT4's firm suspension and loud exhaust make it punishing in traffic. The M2 Competition offers comfort mode, softer spring rates, and livable NVH. If you're using this car for anything beyond track days, the BMW makes sense. If it's a dedicated weekend toy, the Porsche's uncompromising nature becomes an asset.

The Verdict

Choose the Porsche 718 Cayman GT4 if you value mid-engine handling purity, naturally aspirated engine character, and the finest steering feel available in any production car. You're paying $60,000 more for an 80.6% win rate when modifications and tires match—that's a 61-percentage-point advantage that translates to 4.94 seconds per lap. For purists who demand the absolute best and have the budget, the GT4 represents perfection that can't be replicated through tuning or modification.

Choose the BMW M2 Competition if you value twin-turbo torque, massive tuning potential, and performance-per-dollar. At $65,000 with $6,000 in Stage 2 mods, you're at 520hp and still paying half the GT4's price. The data shows the M2 winning 19.4% of matched battles—not 50%, but not zero either. More critically, when the M2 runs at higher modification levels, it dominates through sheer turbo power.

Use the comparison filters on this page to explore how modification levels transform the battle. The GT4 is faster when everything is equal. But "equal" rarely exists in track day reality, and the M2's tuning headroom means $10,000 in mods creates a completely different fight.

LapMeta's data favors the GT4 by 1.88 seconds overall, and 4.94 seconds when matched. The $60,000 question is whether that advantage—built on mid-engine physics, GT3-derived suspension, and naturally aspirated purity—matters more than the M2's twin-turbo accessibility, lower running costs, and modification potential that rewrites the rulebook when boost pressure increases.

For most track day drivers, the M2 Competition delivers 90% of the GT4's performance for 52% of the cost. But for the driver who wants the other 10% and has the budget to afford it, the GT4's 80.6% win rate in matched conditions proves that mid-engine magic can't be bought through turbo tuning alone.