Porsche 718


Debut: 2016
Maker: Porsche
Predecessor: Boxster (981) / Cayman (981)



 Published on 29 May 2016
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718 Boxster

Porsche finally corrects its wrongs with the new 718, but by doing so it introduces another wrong...


Time flies. The original Boxster was born exactly 20 years ago. People said it saved Porsche from bankruptcy and laid the foundation for the company’s rebound. It was also the first Porsche to break the tradition of triple-digit model numbers. Since then, you get Cayenne, Cayman, Panamera and Macan. To me, these names sound silly rather than romantic. I would rather have the good old numeric codenames, because they are not only more relevant to tradition but also give you a sense of progress, such as from 924 to 944 to 968. If you talk about “Boxster”, pardon, which one? In the end, you still need the internal codenames 986, 987 and 981 to distinguish different iterations. Only non-enthusiasts would prefer the marketing names.

Another confusing thing about the old car was its relationship with Cayman. You know, both cars were practically the same except the roof, but Porsche marketed them as separate models and, even more confusingly, positioned the hardtop coupe higher on the price list than the soft top, which is the contrary to common sense – see what if Volkswagen priced the Golf hatchback higher than Golf Cabriolet. To justify the higher prices, it had to claim slightly more power for all Cayman models, even though we know their engines were practically the same as Boxster’s.

So we are glad to see Porsche finally corrects its wrongs with the new 718 Boxster and Cayman. Now the 718 name sits rationally below 911 (although its internal codename is actually 982), while the Boxster and Cayman labels are relegated to represent the different roofs. Everything else between Boxster and Cayman is exactly the same, no matter power, performance figures or even kerb weight (see spec. table below). And the roadster finally charges more than the coupe, although the gap is small.


Wendelin Wiedeking decided to equip the original Boxster with flat-six just because he had a tight budget...


This is actually the second 718 created by Porsche. The first was a flyweight race car built between 1957 and 1962 as the successor of 550 Spyder. It was good-looking. It had racing glories – 3 Targa Florio laurels and a Sebring 12 hours trophy. But most important to Porsche, it shared a common feature with the new 718 Boxster and Cayman: a four-cylinder boxer engine. And that is also what separates it from the flat-six-powered 981 / 987 / 986. The relegation from 6 to 4-cylinder might raise some eyebrows, but to me it seems to be a rational movement to add further breathing space to the 911. In fact, traditionally the smaller Porsches (924, 944 and 968, also the majority of 914) were powered by 4-cylinder engines to keep cost down. Wendelin Wiedeking decided to equip the original Boxster with flat-six just because he had a tight budget to develop both the Boxster and 996. From this perspective, the reversion to 4-cylinder engine is also a correction.

It goes without saying the downsized engine is supplemented with turbocharging, so it actually gets more power (and even more torque), higher performance yet drinks less fuel, just as you would expect for a “modern” engine. Unsurprisingly, this flat-4 shares many basic design features with the 3.0-liter turbocharged flat-six of new 911 Carrera and Carrera S so that about 40 percent parts are shared. Like the latter, it has a 118 mm bore center. The version employed by the base Boxster and Cayman displaces 1988 c.c., employs the same 91 mm bore and 76.4 mm stroke so that you might see it as the cut-down version of the 911 engine (no, it is not, as you will see the differences later). The more powerful Boxster S and Cayman S engine has its bore enlarged to 102 mm while keeping the short stroke unchanged, so the combustion chambers are very oversquared. Its capacity is increased to 2497 c.c. Sounds like a 944 Turbo engine. The big flat-four needs no balance shafts, of course.


The flat-4 shares many basic design features with flat-six of 911 so that 40 percent parts are shared.


If it was not a horizontally-opposed engine, you might think the base 2.0-liter turbo comes from Volkswagen Golf R (after all, Macan employs mostly Volkswagen and Audi engines), since it offers identical power and torque: 300 horsepower and 280 pound-foot. Yes, the Porsche flat-four is no superior to VW’s inline-four! Nor its delivery more flexible. Its maximum torque is delivered from 1950 to 4500 rpm, completely overshadowed by the Volkswagen’s 1800-5500 rpm. The only thing to applause is its 7500 rpm redline, which is quite high for a turbocharged motor, but then you are unlikely to visit it often, since peak power arrives at 6500 rpm.

The same can be said to the 2.5-liter version. It produces 350 horsepower at 6500 rpm and 310 pound-foot from 1900 to 4500 rpm. Its specific power is actually lower than the 2.0-liter unit because it employs lower turbo boost pressure, i.e. 1.1 bar instead of the smaller engine’s 1.4 bar. For sure it leaves enough space for the future GTS or GT4 derivatives. Both new motors enjoy a 35 horsepower boost from the old car’s 2.7- and 3.4-liter flat-six, while their torque deliveries are massively stronger, especially at lower revs. Meanwhile, their EU fuel consumption is reduced by 13 and 11 percent respectively, now averaging 40.9 mpg and 38.6 mpg.

Thanks to the new engines, the base 718 duo tops 171 mph, an increase of 7 mph. Moreover, with PDK gearbox and sports chrono pack (launch control) selected, 0-60 mph acceleration is slashed from the old car's 5.2 seconds to 4.5 seconds, i.e. a night and day difference! Meanwhile, 718 S can sprint from rest to 60 mph in 4.0 seconds, down six-tenths, and flat out at 177 mph. In Nurburgring Nordschleife, the 718 Boxster S managed a best lap time of 7 min 42 sec, 16 seconds faster than the old car and only 2 seconds behind the outgoing Cayman GT4, although the new turbocharged 911 Carrera S is still comfortably ahead at 7 min 30 sec.


The Porsche flat-four is no superior to VW’s inline-four!


From engineering point of view, the flat-four turbo is not as perfect as the 911’s flat-six turbo. While the 911 engine employs a pair of small turbos, one for each bank in a straightforward layout, the flat-four employs a single turbocharger located at the front of the engine, practically taking the space left by the deleted cylinders. Why not twin-turbo? Because the firing order of flat-four is 1-3-2-4, which means the 2 cylinders in each bank fire in succession, then rest for some time and fire in succession again. If they were connected to the same turbo, the uneven exhaust pulse train would seriously reduce the efficiency of turbo. The only solution is to connect all 4 cylinders to a single turbo, then it will get evenly spaced exhaust pulses, one every 180 degrees of crank revolution. Alternatively, you can connect cylinder 1-2 to a turbo and 3-4 to another turbo, but that would require cumbersome piping, which is a nightmare to packaging as well as cooling. Moreover, whether the 2 or 2.5-liter displacement can feed 2 turbos with enough gas is questionable. Therefore, Porsche opted for the single-turbo solution.

However, collecting all exhaust gas from both banks of cylinder to a single turbo requires long exhaust manifolds running under the engine sump (the exhaust ports located at the underside). This also needs extra care to shield the heat from the lubrication system. More worrying, the longer exhaust manifolds result in more turbo lag. Moreover, the fresh air pumped out from the single turbo also needs longer pipes to reach the cylinders, which causes further turbo lag and delay of throttle response. Therefore, the flat-four turbo is not going to be as responsive as the 911’s flat-six twin-turbo. Neither can it match the straight-4 turbo engines commonly found on the market, unfortunately. This explains the aformentioned comparison with Golf R engine. In fact, the only other engine with a similar layout, Subaru's flat-4 turbo, is also notorious for turbo lag.

So why does Porsche opt for flat-4 instead of inline-4? Flat-4 enables the 718 to have lower center of gravity as well as an inherently smoother operation hence the higher (7500 rpm) redline. But for the most part, I would say because of tradition and image reasons. Just like a 911 will always keep its engine at the wrong side.


More worrying, the longer exhaust manifolds result in more turbo lag...


Naturally, the 2.5-liter engine needs a larger turbo, which would have worsened turbo lag further. Fortunately, it employs VTG (variable turbine geometry) technology as seen on the 911 Turbo. Its vanes can be adjusted according to rev to optimize turbine response and output. It’s quite costly, so the base 2.0 engine uses a regular turbocharger. To lessen the turbo lag shortcoming, both engines employ “dynamic boost” function. When the driver lifts off throttle briefly, it halts ignition and fuel injection but keeps the throttle butterfly open for up to 2 seconds so to keep the turbine spinning. Once the driver reapplies throttle, boost can be built up quickly.

The engine shares most reciprocating parts with 911 (though the 2.5 employs larger pistons and valves) as well as direct injection and iron-plasma-sprayed cylinder coating, though its compression ratio is half a point lower at 9.5:1. VarioCam Plus serves both intake and exhaust valves, which means the exhaust side gets variable valve lift for the first time. Porsche did not explain why, but it is believed it uses the low-lift setting at low rpm to reduce the effect of exhaust gas drawing back to adjacent cylinder during intake stroke, again due to the successive firing order of flat-4 layout. The flat-6 of 911 has no such problems, so it doesn’t need VVL at exhaust side.

As seen in the picture above, the intercooler system mounted atop the engine is quite cumbersome. While the 911 engine has 2 air-to-air intercoolers mounted either sides of the engine and are cooled directly by the side intakes, the single intercooler of 718 is a 2-stage air-to-water system. The water circuit is cooled by the 2 side-mounted radiators, then it cools the air circuit through a heat exchanger. It has to be packaged tightly beside the intake manifolds.


Engine aside, it is still very much the same car as 981.


As seen, the new boxer-4 turbo has to overcome a lot of technical difficulties not found on a flat-6 or inline-4. This inevitably added some weight and costs. Is it worthwhile?

On the Road

Observing from outside, the 718 is not a big departure from 981. In fact, engine aside it is still very much the same car as 981. The styling is naturally evolved as in every iteration of Porsche. Is it better looking? The answer is negative. A squarer nose and flatter body panels around the tail means it loses a little bit aesthetic of the old car. The Porsche name is now relocated to the black stripe under the fixed rear spoiler. Unfortunately, this pushes up the rear deck thus diminishes the sense of sleekness. Inside, the cabin is the same as before except the semi-circular air vents, updated infotainment system and a new driving mode switch on the steering wheel. In other words, the driving position and visibility remain excellent, while build quality has nothing to complain about. The power hood of Boxster continues to offer good sealing and quick operation.

Press the start button, the 2.5-liter four-cylinder boxer fires up with a subdued noise. It is rougher, bassier and much less dramatic than the spine-tingling bark of the last naturally aspirated flat-six. Yes, it sounds more Subaru Impreza than a Porsche. The disappointment grows further once you engage 1st and ask the engine to deliver. Our technical analysis is unfortunately correct. Below 2000 rpm, the engine shows considerable turbo lag – not to the extent of 944 Turbo, of course, but noticeably more than most modern turbocharged engines we saw in the last couple of years. Give it 3000 rpm, however, the turbine is fully spooled up and the throttle response is crisped. Yet the sound quality doesn’t improve. As rev rises, the Subaru off-beat burbles morph into a smooth drone, which is hardly engaging. Comparatively, Jaguar F-Type V6 does a far better job in sound tuning.


The rougher, bassier exhaust note sounds more Subaru than Porsche...


In the mid-range, the turbo four feels a lot stronger than the old flat-six. Undoubtedly, its real-world performance is elevated to a higher league. However, as I always think, modern sports cars become too powerful to be enjoyable on normal roads. The case of 718 is especially obvious when you compare the driving experience with what we remembered for its predecessor. Because the engine delivers its best in the mid-range, you are not encouraged to rev it beyond 6500 rpm, even though it is free to spin to 7500 rpm. Neither does the droney exhaust note encourage you to do so. In the old car, you always wanted to engage a lower gear, stretching the engine all the way to 7800 rpm to get maximum power and aural rewards, or prod the throttle just to enjoy its sharp response, wondering how fast its rev rises and falls. On the new car, you spend half the effort yet returns faster acceleration. Any more commitment would just overwhelm the road conditions and risk your license. Losing a large part of the old car's emotion and character, it is a more effective tool but not a better companion.

The base 2.0-liter engine has a smoother power delivery while its exhaust is less gruff, but it is similarly characterless. That said, it is now effectively faster than the old Boxster S, so with prices taken into account (£42,000 vs £51,000) it is actually a better option than the 2.5-liter.

As before, the car has 6-speed manual fitted as standard while 7-speed PDK is optional. A taller final-drive ratio takes advantage of the increased torque to allow fewer gearchanges in real-world usage. The clutch and gearchange of the manual are just as light and accurate as before, which is a pity as you are not going to engage them as often.


Unfortunately, a great deal of emotion and sense of engagement is lost in the new turbocharged flat-four...


The chassis is largely carried over from the last generation, but it gets a 10 percent faster steering rack and stronger brakes from the company’s vast parts pool. Springs, dampers and roll bars get slightly stiffer together with a reinforced rear subframe. A sportier version of PASM adaptive damping is available, which lowers ride height by 20 mm. The rear suspension gets components from the Cayman GT4 to increase lateral stability.

With these enhancements, the 718 feels more agile than ever. Its balance is spot on, more incisive than 911 and matches the very best Lotus Exige. Body control is remarkably tight. The Pirelli P-Zero tires offer bags of grip and dependable traction. Its brakes are more than a match for its performance. The electrical power steering is not as tactile as the early Boxsters with hydraulic assistance, but it is highly accurate, quick and well weighted. Other controls are just as well tuned to give you a great sense of connection to the car. Push it really hard and lift off mid-corner, the tail kicks out, but it is progressive and easy to catch. This chassis forms a solid foundation for the next Cayman GT4.

Most important, this car remains an everyday sports car, unlike Lotus Exige or Alfa 4C. In all but the stiffest PASM modes, the suspension leaves enough compliance for country roads. The body structure feels rigid despite the open roof. The cabin sacrifices no creature comfort for performance. It is one of the few sports cars that is truly usable on daily basis yet being fast, fun to drive and reasonably affordable. In fact, that is always the case of Boxster. Unfortunately, while the 718 is certainly faster, a great deal of emotion and sense of engagement has been lost in the new turbocharged flat-four. Had we been born in the new turbocharged era, we might be easier to appreciate it. Once you have tasted the immense thrill of the old motor, there is no way not to be disappointed with the new one, especially when it is not quite as accomplished as its 911 brother. Let’s hope the next Spyder and GT4 to keep the atmospheric flat-6.
Verdict:
 Published on 14 Jul 2016
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718 Cayman

Cayman is made cheaper than the equivalent Boxster for the first time.


As mentioned before, the new Cayman is now officially the hardtop version of Boxster and both are sold under the 718 moniker. It is also made cheaper than the equivalent Boxster for the first time, although the gap is less than 5 percent. With the exception of roof, both cars are virtually identical, including engine, steering and suspension tuning, so their difference is smaller than ever. Porsche even quotes identical kerb weight and performance figures for them.

In order not to disgrace the Boxster, Porsche does not reveal how much torsional rigidity the Cayman gains this time around. However, you might remember that Weissach said the last generation 981 Cayman was nearly twice as rigid as 981 Boxster. Since the 718 keeps the chassis largely unchanged, we assume the same can be said to the new car. That said, on the road the Cayman shows little advantage to Boxster, because the aluminum and high-strength-steel structure of Boxster is already very stiff, without any creaks and scuttle shakes to speak of. Both cars steer, ride and handle exceptionally good. You need a Lotus Exige Sport 350 to beat them.


It shares the same disappointment with its soft-top sibling: the uninspiring engine.


Predictably, the 718 Cayman shares the same disappointment with its soft-top sibling: the uninspiring engine. Losing 2 cylinders and gaining a single turbocharger result in an uninspiring exhaust note and a lazier tachometer needle. The turbine-smooth manner and razor-sharp throttle response of the old naturally aspirated motor are gone. Turbo lag is noticeable below 2800 rpm. Its 7500 rpm redline is high for a turbocharged four-cylinder, but you are no longer encouraged to access the very top end of the power band, blame to the thick mid-range torque as well as the droney exhaust. The car is a lot faster than before without question, but driving thrill actually takes a dip. With a hard top, you hear less of the boring exhaust note, which is no regret. But then again, having no regret to hear less the engine sound is exactly what makes the new car so regrettable!

That’s why the 718 Cayman loses the top rating like its Boxster sibling. If you are not after open-air motoring, it should be a better option than the Boxster, thanks to its slightly keener prices and better looks – I always think a true Porsche should have a swoopy fastback. It is still the most sensible sports cars in its price range, but some of the magic of the old car has been lost.
Verdict:
 Published on 1 Dec 2017
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718 GTS


If you are deaf, 718 GTS is still the perfect sports car...


I will try to write this review as short as possible, because the GTS doesn’t deserve a lot of words. Basically, it is the 718 S fitted with all the performance options, i.e. PASM dampers (which also lowers ride height by 10mm), 20-inch wheels, mechanical LSD, Sport Chrono pack with launch control (in case of PDK car) and sport exhaust. Then, tune its engine to produce slightly more punch, and add 15 percent to the price tag. It doesn’t even look prettier than the lesser cars. Its front bumper remains too square, while the revised intakes look a bit aftermarket.

Porsche revised the intake duct and the VTG turbo on the 2.5-liter boxer, lifting its boost pressure from 1.1 to 1.3 bar. Even so, its output merely inches up by 15 ponies and 7 pound-foot – and that’s only for the PDK car. With manual, peak torque is unchanged from the 718 S, because the gearbox refuses to take more. As a result, the GTS is barely quicker in PDK form. 0-60 and 0-100 mph are only one and two-tenths quicker, respectively.

Can you feel that difference? Of course not! What you do feel is the coarse, bassy exhaust drone gets even more annoying through the sport exhaust. Every prod of throttle reminds you how disastrous Porsche has turned the car from six to four cylinders. If you can live without cupholders and bullet-proof reliability, buy Lotus Exige.

However, if you are deaf, 718 GTS is still the perfect sports car, because its performance and chassis are both outstanding, not to mention its everyday practicality. It is not necessarily better than a 718 S fitted with performance options, but it costs almost the same, while the GTS badge makes you prouder.

Verdict:
 Published on 31 Jan 2020
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718 Cayman GT4 and 718 Spyder


Thanks to Taycan, Porsche is able to build more hardcore sports car again.


The new 718 Cayman GT4 and 718 Spyder are so familiar yet so different. Familiar is because they do not deviate from the formula of the last cars: naturally aspirated 6-cylinder engine, manual gearbox and a pure driving pleasure. However, if you see them from the perspective of 718 series, you will find them so different. Until the arrival of the duo, all 718 models are powered by 4-cylinder turbo engines. They lose the keen sound and response of the flat-six engines traditionally associated with the Boxster/Cayman. Had the 718 came right after 944 or 968, we might be happy to accept a 4-cylinder turbo on an entry-level Porsche. Once you have tasted the joy of flat-six power, there is no way to return. The 718 series is very unfortunate that it falls victim to stringent emission laws.

What drives Porsche to revive 6-cylinder naturally aspirated power on the 718? The call of keen drivers? Might be, but I suspect it has more to do with the arrival of Taycan. That zero-emission model helps lowering the fleet emission of Porsche (which is added to the pool of Volkswagen group), freeing Stuttgart from limiting the availability of enthusiast models. As a result, the new GT4 and Spyder can get an even larger engine – up from 3.8 to 4.0 liters like the 911 GT3. Moreover, they are no longer limited editions. Porsche will sell as many as they can until they phase out in 2022. Good news to keen drivers.



The production-derived 4.0 engine is smooth, free-revving and most important, makes proper noises for a Porsche.


The 4-liter engine might sound like a detuned version of the GT3 engine, but it is not. Despite sharing identical bore and stroke dimensions, it is actually derived from the 9A2 Evo unit of the 911 Carrera. This means it is more road-friendly and less motorsport inspired. Bore is enlarged from 91 to 102 mm, while stroke is lengthened from 76.4 to 81.5 mm. It is served with high-pressure piezo fuel injection (which allows up to 5 injections in each combustion cycle) and particulate filters for cleaner emission, cylinder deactivation system (which shuts down one of the cylinder banks at lighter loads) for reduced fuel consumption and carbon footprint, while a resonance-type variable intake manifold enables broader spread of torque. Stripped of turbochargers, it is capable to rev to 8000 rpm, no match for the 9000 rpm of GT3, but 500 rpm higher than the regular 911. The way it delivers power is very different from its turbocharged cousin, of course. Its peak power and torque are produced at 7600 rpm and 5000-6800 rpm, respectively, giving the driver plenty of fun to chase for revs and acoustic pleasure. Maximum output is 420hp, up 35hp from the last GT4, but curiously, maximum torque is unchanged at 310 lbft.

Although revving the 4-liter boxer is not quite as thrilling as that of the GT3, it is still a great pleasure to enjoy its free-revving manner, quick throttle response and linear delivery. Compared with the old 3.8 engine, its exhaust note is a bit muffled by the particulate filters, but the sound is still much richer than its 4-cylinder siblings. It loves to rev, rewards you with a small boost in the mid-range, but the best is reserved for the last 2000 rpm. It reminds us the good old days when great sports car engines should encourage drivers to access the very top end.



No other sports cars on the market balance so well, so confidence inspiring, no matter at any prices.


Lacking weight saving efforts to offset the heavier 718 chassis and additional emission equipment, both the new GT4 and Spyder weigh 1420 kg, a substantial 80 kg and 105 kg more than their predecessors. If you compare with the original 987 Cayman R and Boxster Spyder, the differences are even more substantial. Consequently, the new cars are only marginally faster in straight line. They sprint to 60 and 100 mph in 4.2 and 9.0 seconds respectively, not particularly fast these days. Part of the reason is the lack of PDK gearbox. As before, 6-speed manual gearbox is the only option. Its gearshift quality is flawless, being slick and short, while new automatic throttle blipping helps smoothening downshift. On the downside, its ratios are too tall, particularly the first 2 gears. This is perhaps the car’s only obvious weakness.

However, the best of the car remains to be its handling. Changes to the chassis are quite extensive. The front suspension comes straight from the GT3. Ride height is lowered by 30mm, rubber bushings are replaced by rigid ball joints, while inverted dampers are used at the rear to enhance rigidity. The GT3-spec 380mm steel brakes might be oversized for the smaller car, yet you may opt for ceramics brakes. The front and rear wheels are shod with 245/35ZR20 and 295/30ZR20 Michelin PS Cup 2 rubbers. Meanwhile, aerodynamics is improved. The GT4 gains 50 percent more downforce, thanks in part to the big rear spoiler and a functional diffuser, so that now it generates 122 kg at top speed. The Spyder keeps a cleaner rear end, but it gets a retractable spoiler to achieve a slight positive downforce. In addition to the increased power, the GT4 can lap Nurburgring at 7:30, 12 seconds less than the old car. Spyder won’t be much slower, because it is practically the same as the coupe, bar inferior aerodynamics and a slight loss of chassis rigidity.



The Spyder is almost as good as the GT4, especially on road.


The old GT4 was already known for first class handling. The new car carries on this merit. It combines exceptional roadholding, body control and balance. The steering is impossibly feelsome and intuitive for an electrical rack. Turn-in is pin-sharp. In corners, it rotates at your will, breaks out progressively and settles at the knife edge easily. The old car’s slight nervousness at the very limit has all gone. No other sports cars on the market balance so well, so confidence inspiring, no matter at any prices. If not the self-imposed product hierarchy, this chassis could have accepted another 100 horsepower.

The Spyder is almost as good. Drive hard on a track you might sense a slight loss of rigidity and downforce, but on the road it doesn’t make any differences. The lack of roof means in the Spyder you can hear more of the engine noise, which is welcomed. Both cars ride smoother than before, so they are perfectly acceptable for everyday driving. At £75,000 and £73,000 respectively, the GT4 and Spyder are considerably more expensive than the old cars, but still a bargain considering the driving excitement they offer. If you want an alternative offering nearly as much fun, you need to look down to Alpine A110 or up to McLaren 600LT. The Porsche duo occupies the sweet spot of the market. Neither too slow nor too fast, neither too cheap nor too pricey, and immense fun is guaranteed. That is also what makes Porsche so famous over the decades.
Verdict:
 Published on 29 Feb 2020
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718 GTS 4.0


The last piece of puzzle is finally filled: a great six-cylinder engine.


The last 718 GTS lived only 2 years, unusually brief for a production Porsche. Motoring journalists are quite harsh on the aural experience of its four-cylinder boxer turbo. They might forgive that on a base 718, less so the S model, but when it comes to a range-topping GTS costing north of £60K, its coarse exhaust note is simply intolerable. No matter how sweet its chassis is, it is hard to love. No wonder Porsche decides to cut its lifespan short and implement plan B: the return of 6-cylinder power, Voilà !

The new 718 GTS, dubbed 4.0 to distinguish from its 2.5-liter predecessor, is not difficult to develop. Its chassis is virtually unchanged because the naturally aspirated 6-cyliner engine is not that much heavier than the 4-cylinder unit with the associated turbo and cooling system. The flat-six is not a new development either, as it comes straight from the recent GT4 / Spyder. You might remember, despite displacing the same 3996 c.c., that motor is not derived from the motorsport unit serving the 911 GT3, but it is enlarged from the 9A2 unit serving the production 911 Carrera and Carrera S. Porsche has already done enough work to lift its efficiency, giving it high-pressure piezo injection, cylinder deactivation, resonance variable intake manifolds and a particulate filter so that it is future-proofed. If not destined to the new GTS as well, I suppose Porsche would not have invested so much.

The 4.0 motor is physically the same as the one serving the GT4 and Spyder, just has its ECU remapped to limit its high-end delivery. This means fuel is cut off at 7800 rpm instead of 8000. Maximum output loses 20 horsepower to 400, and it is released at 7000 rpm, 600 lower than that engine. Compared with the last GTS 2.5 turbo, it gains 35 horses, but maximum torque stays at 310 lbft, and it arrives much later at 5000-6500 rpm. No wonder the quoted performance is just marginally improved.

The GTS also shares its 6-speed manual gearbox with the GT4 and Spyder, although the throw of its shifter is made longer for ease of use. No PDK is offered now, but will arrive later this year.

On the road, the new motor is far more exciting. Smoother, more rev-hungry, way more responsive to throttle and, most important, sounds good. The howls towards 7800 rpm is addictive. There is less mid-range torque for sure, but the new-found linearity and enthusiasm for rev are far more encouraging. From 5000 rpm onward it punches harder and harder, rewards you with angrier sound and goes mad at the last 1000 rpm. The manual gearbox enhances the experience with its sweet gearshift and a well-modulated clutch. The GTS 4.0 returns to form not because of quantity but quality.

What stops the GTS from matching the GT4 and Spyder is the chassis. As an everyday road car, it lacks the GT3-derived front axle, ball-joint suspensions, inverted dampers and the larger brakes of its more hardcore siblings. It lacks the GT4’s big wing and diffusers, too, and it uses narrower and non-Cup tires, so cornering prowess, precision and turn-in are all less remarkable. That said, as a road car the 718 always shine in ride and handling, especially the GTS has adaptive dampers and active engine mounts fitted standard. The lightweight Alpine is still more agile and involving to drive, but the 718 GTS is arguably more rounded, especially now it gets one of the best motors in the industry. 

Verdict:
 Published on 25 Oct 2022
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718 Cayman GT4 RS


The GT department takes the last chance to realize something they - and us - have been wishing for many years.


Porsche made no secret that the next generation 718 Cayman and Boxster will be transformed to a pure electric sports car. It will be faster, of course, but it will lose the sound, the enthusiasm for revs and the thrills associated with every Porsche sports car since the very beginning, unfortunately. To many petrolheads, that will be the end of the world. However, to Andreas Preuninger, the head of Porsche’s GT department, it means the last chance to create something he wanted for years, but has always been refused due to fears that such a car could threaten the mighty status of 911. By installing the GT3’s 9000 rpm motor into the lighter and better balanced Cayman chassis, it must be a dream to drive. Probably better than the 911 GT3 even. So why is he given the greenlight this time? There is no official answer, but not difficult to understand if you consider the ultimate version of 718 will be shortlived and strictly a one-off, because its much heavier and electric-powered successor will not be fit for the same purpose. In other words, it will do little harm to the 911 GT3.

To keep harms to the minimum, the ultimate Cayman is named not GT3 but GT4 RS, suggesting a less exotic but more track-oriented character than the GT3. That is misleading, of course, as the GT4 RS is every bit as exotic as the GT3. The motorsport-derived 4.0-liter flat-six is transplanted straight from the GT3. Still revs to the magical 9000 rpm, gifted with incredibly sharp throttle response, it produces 500 horsepower at 8400 rpm and 332 pound-foot of torque at 6750 rpm. Few road-going engines could be as willing and thrilling as this one. You might ask why it loses 10 horsepower and 15 pound-foot from the GT3 engine. The answer is the mid-engined machine requires longer exhaust pipes, and has them routed across the rear axle increases back-pressure. But in the real world, I suppose you won’t be able to tell the difference, especially when this one produces a deafening soundtrack at full throttle. Yes, it is louder than even the GT3, not least because its cockpit is nearly uninsulated, but the new engine intakes opened at the rear quarter windows pump induction noise straight into the cockpit (the usual side intakes are left to purely engine cooling). From the driver seat, it is very possibly the loudest road car you can buy today, overwhelming any Lamborghinis, Ferraris or McLarens.



A Cayman with 500 hp, 9000 rpm engine has to be great, especially with so much noise.


Then comes the mandatory PDK gearbox. While the GT4 and lesser 718s are criticized for having too long gearing, the GT4 RS gets a set of closer ratios and shorter final drive from the last 991.2 GT3 RS. Top speed is now reached at 7th, while other ratios are evenly spread. Not only easier to find the right gear for cornering, engine response and acceleration are significantly improved.

When equipped with the super-sticky Michelin Pilot Sport Cup 2 R rubbers (Cup 2 is recommended for road use), the GT4 RS is capable to hit 60 mph from rest in merely 3.2 seconds, 100 mph in 7.1 seconds and 124 mph in 10.9 seconds, virtually the same as the 911 GT3. Top speed is equally impressive at 196 mph. There are faster cars, of course, but remember, this kind of performance comes from a naturally aspirated six-cylinder engine.

The racing-inspired aerodynamic package includes a larger front splitter, louvered vents on front fenders, a pair of NACA ducts on front bonnet (for cooling the brakes) and a larger rear wing suspended by swan-necked brackets. The latter’s smooth underside improves downforce. The front splitter and rear wing are manually adjustable. At maximum angle, the aero generates 100 kg of downforce at 124 mph, or 25 percent more than that of the regular GT4. It fails to match the GT3’s 385 kg though.

At 1415 kg in standard specifications, the GT4 RS is 35 kg lighter than the equivalent GT4, or 20 kg less than the 911 GT3. Weight reduction is achieved with carbon-fiber bonnet, front fenders, rear wing and racing buckets, lighter rear glass screen, reduced sound insulation, lightweight carpets, fabric door pulls and single-lock alloy wheels. Optional Weissach package adds titanium exhaust and roll cage, but PCCB brakes and magnesium wheels (which cut 10 kg) are very expensive options. The standard brakes are composites (steel discs with aluminum bells). Compared with GT4, the front brakes have been enlarged from 380 to 408 mm, clamped with 6-piston calipers.

The suspension of GT4 already got 30 mm lower than the base 718 and rigid ball joints for some attachment points, but the RS spec. suspension turns all attachment points to ball joints and adds helper springs front and rear for even higher precision. Its ride height, camber, track width and anti-roll bars are all adjustable for track use. Springs are 40-66 percent stiffer than those of the GT4. PASM adaptive dampers are standard. Limited-slip differential remains to be a mechanical type, as there is no space to fit an active differential, unlike the 911 GT3. Torque vectoring is still managed by brakes.



A chassis balance so outstanding that neither trailing throttle nor sudden braking could shake its mid-corner stability.


Overall speaking, this car has a power-to-weight ratio matching the mighty GT3, but loses to its senior brother in terms of downforce, traction and grip. The GT3’s active differential and more rear-biased weight distribution give it an advantage in traction. Its double-wishbone and multi-link suspensions are also better than the 718’s all-strut suspensions for keeping the wheels perpendicular to the road and maximize tire contact patches. Moreover, it wears 10 mm wider front and 20 mm wider rear tires than the GT4 RS. These explains why the latter trails its senior brother by 9 seconds in Nürburgring, lapping the old 20.6km course in 7:04.5. Still, it is a massive 23.6 seconds quicker than the lesser GT4.

However, lap time is not everything. The GT4 RS might not be as grippy or as swiss-watch accurate to corner as the GT3, but it feels better balanced and more agile. Although it also rides very hard, it feels narrower and easier to maneuver on a narrow country road. Its steering is beautifully weighted and honest about the grip level up front. It is willing to change direction and has enough power to oversteer, although it takes some serious effort to slide on a dry road. When it breaks away, it is less forgiving than the GT3 due to the lack of active diff. It isn’t an inherent tire-burner like BMW M-cars or big AMGs, but a more serious track weapon. Razor sharp turn-in, rock steady body control, jaw-dropping braking and a chassis balance so outstanding that neither trailing throttle nor sudden braking could shake its mid-corner stability. Supported with sharp throttle response, linear power delivery and quick gearshift, it is immense fun to exploit the deep reserves of the GT4 RS on track. Not as quick as the GT3, but more fun to have.

Starting at £108,000, this is the first entry-level Porsche sports car associated with a 6-figure price tag, though it is £20K.less than a new GT3. Not many cars can rival it for the same or less money. Lotus no longer builds comparable road and track cars. A new Corvette Z06 might be as quick on straight, but lacks the track appeal of the Porsche. The new BMW M4 CSL is even more expensive without guaranteeing more thrills. The GT4 RS delivers everything we suspected Porsche could achieve with it for so many years. It will be shortlived, but definitely be remembered fondly.
Verdict:
 Published on 10 Aug 2023
All rights reserved. 
718 Spyder RS


Porsche saves the best for the last.


We thought Cayman GT4 RS to be the ultimate combustion mid-engined Porsche, but it turns out to be Spyder RS.

Priced at the same £123,000 as the GT4 RS – which has dramatically increased from the debut price of £108K – the Spyder RS is practically the open-top version of the latter. It shares the same “GT3” engine, i.e. a 4.0-liter flat-six good for 500 horsepower and 9000 rpm redline, the same 7-speed PDK transmission, the same ball-jointed suspension with adjustable ride height, camber, track width and anti-roll bars, the same brakes, the same wheels and tires, the same carbon-fiber bonnet and fenders. However, the Spyder RS lacks the aggressive aero of its coupe sibling. Gone is the huge rear wing as well as the adjustable vanes in the front underbody. The front splitter is also shortened to keep the same aero balance. Obviously, it is not quite as track-oriented as the GT4 RS.

In fact, Porsche deliberately makes it more friendly for road use. In particular, the front and rear suspension springs have been softened by 55 and 43 percent, respectively, while dampers have been retuned accordingly. Ride height is set 5 mm higher than the coupe. On the road, it is really more forgiving. While the GT4 RS rides so stiff that only hardcore drivers will appreciate, the Spyder RS absorbs bumps and broken surfaces much better. Traction is also improved, as it is no longer easily deflected by sharp bumps. Not just more comfortable to cruise, it is actually easier and more confidence inspiring to drive quickly on back roads.

Surprisingly, despite the lack tin top, cruising refinement on highway is also improved, because engine noise no longer resonates in the cabin. You still get the delicious induction note from the intakes located at the top of rear fenders, just behind your head, but noise level is reduced a little, which is good news because the GT4 RS is way too loud for everyday driving.

Thanks to a bespoke 2-piece manual fabric roof, which is 8 kg lighter than even the simple stuff used by the regular Spyder, this car is actually a tad lighter than its coupe sibling. Porsche quotes exactly the same performance figures bar top speed, which is 5 mph down. With softer suspension and reduced downforce, the Spyder RS is not as quick on track, of course, but it is a better car on most roads. Better noise, better comfort and better manner, with no reduction in driving excitement.

Verdict:

Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque

Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)

0-100 mph (sec)

718 Boxster (Cayman)
2016
Mid-engined, RWD
Steel+aluminum monocoque
Steel+aluminum
4379 / 1801 / 1281 (1295) mm
2475 mm
Flat-4
1988 cc
DOHC 16 valves, DVVT, VVL
Turbo
DI
300 hp / 6500 rpm
280 lbft / 1950-4500 rpm

6-spd manual or 7-spd twin-clutch
All struts
Adaptive damping
F: 235/45ZR18; R: 265/45ZR18
6M: 1335 kg; PDK: 1365 kg
171 mph (c)
6M: 4.9 (c) / 4.4* (4.3*)
PDK: 4.5 (c) / 4.0* (3.9*)
6M: 11.3 (c) / 10.6* (10.5*)
PDK: 10.8 (c) / 9.9* (9.6*)
718 Boxster (Cayman) S
2016
Mid-engined, RWD
Steel+aluminum monocoque
Steel+aluminum
4379 / 1801 / 1281 (1295) mm
2475 mm
Flat-4
2497 cc
DOHC 16 valves, DVVT, VVL
VTG turbo
DI
350 hp / 6500 rpm
310 lbft / 1900-4500 rpm

6-spd manual or 7-spd twin-clutch
All struts
Adaptive damping
F: 235/40ZR19; R: 265/40ZR19
6M: 1355 kg; PDK: 1385 kg
177 mph (c)
6M: 4.4 (c) / 4.3* (4.1*)
PDK: 4.0 (c) / 3.5* / 3.7** (3.6*)
6M: 9.7 (c) / 9.8* (9.3*)
PDK: 9.2 (c) / 8.5* / 9.3** (8.7*)
718 Boxster (Cayman) GTS
2017
Mid-engined, RWD
Steel+aluminum monocoque
Steel+aluminum
4379 (4393) / 1801 / 1272 (1286) mm
2475 mm
Flat-4
2497 cc
DOHC 16 valves, DVVT, VVL
VTG turbo
DI
365 hp / 6500 rpm
6M: 310 lbft / 1900-5500 rpm
PDK: 317 lbft / 1900-5000 rpm
6-spd manual or 7-spd twin-clutch
All struts
Adaptive damping
F: 235/35ZR20; R: 265/35ZR20
6M: 1375 kg; PDK: 1405 kg
180 mph (c)
6M: 4.4 (c) (4.1*)
PDK: 3.9 (c) / 3.6*
6M: 9.6 (c) (9.2*)
PDK: 9.0 (c) / 8.6*




Performance tested by: *C&D, **MT





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)

0-100 mph (sec)

718 Cayman GT4
2019 (2021)
Mid-engined, RWD
Steel+aluminum monocoque
Steel+aluminum
4456 / 1801 / 1269 mm
2484 mm
Flat-6
3996 cc
DOHC 16 valves, DVVT+VVL
VIM
DI
420 hp / 7600 rpm
310 lbft / 5000-6800 rpm
6-speed manual (7-speed twin-clutch)
All struts
Adaptive damping
F: 245/35ZR20; R: 295/30ZR20
1420 (1450) kg
189 (188) mph (c)
6M: 4.2 (c) / 3.7*
PDK: 3.8 (c) / 3.3*
6M: 9.0 (c) / 8.3*
PDK: 8.5 (c) / 7.8*
718 Spyder
2019
Mid-engined, RWD
Steel+aluminum monocoque
Steel+aluminum
4430 / 1801 / 1258 mm
2484 mm
Flat-6
3996 cc
DOHC 16 valves, DVVT+VVL
VIM
DI
420 hp / 7600 rpm
310 lbft / 5000-6800 rpm
6-speed manual (7-speed twin-clutch)
All struts
Adaptive damping
F: 245/35ZR20; R: 295/30ZR20
1420 (1450) kg
187 (186) mph (c)
6M: 4.2 (c) / 3.8*
PDK: 3.8 (c) / 3.4*
6M: 9.0 (c) / 8.7*
PDK: 8.5 (c) / 8.2*
718 Boxster (Cayman) GTS 4.0
2020
Mid-engined, RWD
Steel+aluminum monocoque
Steel+aluminum
4391 (4405) / 1801 / 1276 (1286) mm
2484 mm
Flat-6
3996 cc
DOHC 16 valves, DVVT+VVL
VIM
DI
400 hp / 7000 rpm
310 lbft / 5000-6500 rpm
6-speed manual or 7-speed twin-clutch
All struts
Adaptive damping
F: 235/35ZR20; R: 265/35ZR20
6M: 1405 kg; PDK: 1435 kg
6M: 182 mph (c); PDK: 179 mph (c)
6M: 4.3 (c) / 3.8*
PDK: 3.9 (c) / 3.4* (3.4*)
6M: 9.2 (c) / 8.7*
PDK: 8.7 (c) / 8.2* (7.9*)




Performance tested by: *C&D





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
0-124 mph (sec)
0-150 mph (sec)
718 Cayman GT4 RS
2022
Mid-engined, RWD
Steel+aluminum monocoque
Steel, aluminum, carbon-fiber
4456 / 1822 / 1267 mm
2482 mm
Flat-6
3996 cc
DOHC 16 valves, DVVT+VVL
VIM
DI
500 hp / 8400 rpm
332 lbft / 6750 rpm
7-speed twin-clutch
All struts
Adaptive damping
F: 245/35ZR20; R: 295/30ZR20
1415 kg
196 mph (c)
3.3 (c) / 2.8* / 2.9**
7.1 (c) / 6.7* / 6.8**
10.9 (c)
16.8*
718 Spyder RS
2023
Mid-engined, RWD
Steel+aluminum monocoque
Steel, aluminum, carbon-fiber
4418 / 1822 / 1252 mm
2482 mm
Flat-6
3996 cc
DOHC 16 valves, DVVT+VVL
VIM
DI
500 hp / 8400 rpm
332 lbft / 6750 rpm
7-speed twin-clutch
All struts
Adaptive damping
F: 245/35ZR20; R: 295/30ZR20
1410 kg
191 mph (c)
3.3 (c)
7.1 (c)
10.9 (c)
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Performance tested by: *C&D, **MT





AutoZine Rating

718

S / GTS

GT4 RS

Spyder RS


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