The Porsche 718 Cayman GT4 is going to make you sad
Could be the last car of its kind.
As my time with the 718 wound down, I found myself with an overwhelming feeling of disappointment. Not because I wouldn’t get to drive it anymore (though that was sad too), but because this car represents what driving still can be. Too bad it usually doesn’t match this experience.
There really aren’t any “bad” cars anymore. Even a Nissan Versa, the cheapest new car you can buy, comes with automatic climate control as standard. The appliances have raised the bar.
But how many good cars are there? Things that you aspire to own, that truly make a difference in your life? Those are much more rare to come across. The GT4 can turn any drive into an event. “Ugh, I need to go to my doctor’s appointment” becomes “I get to drive to my doctor’s appointment!” You focus on the positive things.
This car had me checking my bank account and seeing what G80s are going for on Cars & Bids. If only it were four doors. Maybe that would ruin it. This car isn’t really for the kids.
The Cayman and Cadillac CT-5 V Blackwing stand alone at the top of the Soul Score board. My advice: get one of these cars, because just like childhood, before you know it….yup.
2023 Porsche 718 Cayman GT4 Specifications
Vehicle Type: Mid-engine, two-door coupe.
EPA FUEL ECONOMY
Combined/city/highway: 19 / 17 / 23 MPG
Range: 388 miles
Thanks to Dave for bringing out his beautiful GT4!
I use Nikon camera bodies and lenses, a Westcott Ice Light 2, Manfrotto tripod, B + W filters and an iMac Pro to make the art you see here.
What’s New?
Porsche introduced a new tract-focused Cayman GT4 RS to scoop up the lineup. The GT4 RS comes with the thrilling 4.0-liter flat-6 engine that the 911 GT3 uses and is tuned to produce a hefty 493 hp. With an insane engine onboard, the GT4 RS offers a sporty tuned suspension, lowered chassis, and improved, and improved aerodynamics that improveslap time. The GT4 RS also offers a full-track version called the RS Clubsport that is built to provide the sheer racing thrill. The rest of the models offer no major changes for this year except that it offers two new exterior paint options such as Shark Blue and Frozenberry Metallic. The Cayman also gets customizable key fobs which the buyer can choose to match with their car’s exterior color.
What’s so great about the 2023 Porsche 718 Cayman GT4 RS?
To understand why this announcement has car enthusiasts salivating, we must look back at the original 2006 Porsche Cayman.
Fuelled by a favorable reception from critics, the original Cayman sold far more units than anyone was expecting and was praised for its exceptional performance on the road and track.
Motor Trend explains how Porsche jumped on this success, gradually upping the Cayman’s power and performance, first with the Cayman R, then the GTS, and finally the GT4.
Every new iteration was an improvement on the one that came before it, but fans were left wondering if the Cayman GT4 could be pushed even further by incorporating tech behind ultra-high performance 911 GT3.
It turns out Porsche were wondering this too, as the 2023 Porsche 718 Cayman GT4 RS retains the qualities that made the Cayman GT4 such a joy to drive, but is aided by upgrades previously reserved for the 911.
The result is an even more capable version of an already excellent sports car.
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Finally: What We’ve All Been Asking For
One of the things that I’ve always admired about Porsche is that every new generation of its cars has a whole host of incremental upgrades that make them better in almost every way from their predecessors. But as the GT4 RS has no predecessor, I was very interested to see what the mad scientists at Stuttgart had cooked up. And as good as Porsche’s engineers are, it turns out they didn’t actually have to cook up much; instead, they chose to take the best bits from other performance cars in the lineup to spice up the already-good Cayman GT4 to create the RS.
For literally decades, Cayman fanatics screamed that Porsche was intentionally disadvantaging the midship platform by equipping even the most powerful of Caymans with engines of lesser output than even the base 911’s. Internet conspiracy theorists claimed that Porsche didn’t want a more powerful Cayman to steal sales from the venerable 911.
The truth—at least for recent models—appears to be much less nefarious. It seems that the 991 911 GT3’s engine couldn’t easily fit into the Cayman without some major reworking of the platform due to its cast-aluminum dry-sump oil tank. However, the new 992 911 GT3’s engine was developed with a composite dry-sump tank that was specifically designed to fit the Cayman. That enabled Porsche to shut everybody up by dropping the naturally aspirated 4.0-liter straight-six from the GT3 right into the Cayman.
Making 493 horsepower, 331 pound-feet of torque, and revving to 9,000 rpm, the 4.0-liter is an absolute beast and the heart of the GT4 RS. (By the way, for all you conspiracy theorists still lurking around Reddit, that 10 hp difference between the rear-engined GT3 and mid-engined GT4 RS is primarily due to the different length and routing of the exhaust and cooling systems. It is NOT because Porsche wanted to thwart the Cayman’s challenge to GT3’s track supremacy.)
Robb Holland
Pairing the GT3’s 4.0-liter with the seven-speed dual-clutch PDK gearbox designed specifically for the GT4 RS (but with the even shorter gear ratios and control unit and software nipped from the 991.2 GT3 RS, along with a limited-slip taken from the 991.2 GT3 parts bin) allows the GT4 RS sprint from zero to 60 in 3.2 seconds with a top speed of 196 mph.
But engine power is only part of the equation here. The front clip, taken from the 991 Carrera 4, was integrated into the 982 GT4 RS chassis for the first time and means the GT4 RS’s entire chassis was specifically built for the RS. That integration has a number of benefits including the ability for Porsche to fit the front-axle lift system from the GT3. Additionally, the GT4 RS gets new specifically designed dampers and uses ball joints for both front and rear suspension points. Larger front brakes—a whopping 16 inches in diameter—and revised rear calipers improve braking performance, especially with trail braking, which is one of the regular GT4’s few weaknesses.
On the aerodynamics side of things, the GT4 RS has 25 percent more downforce than the regular GT4 at 125 mph. The list of what Porsche has added or upgraded to produce that much of an increase is long. A massive new rear wing with side plates and swan-neck supports, fender wheel well air vents, adjustable front diffusers, and a revised front and rear facia all contribute to the car’s newfound downforce.
But what does the addition of all those go-fast bits mean for weight? Well, the brakes, wing, spoiler, and facias add 23.5 pounds to the RS. But to counteract that increase, Porsche has managed to shave off 72 pounds by forming the front hood and fenders out of lightweight carbon-fiber-reinforced polymers, swapping out the rear windows for lighter air intakes, reducing the sound deadening materials used, changing out the standard seats for the carbon fiber ones, and using lighter-weight, forged aluminum wheels. Also, the 992 GT3 engine saves a fair bit of weight over the 4.0-liter found in the GT4.
All of that weight reduction allowed the Porsche engineers to meet their weight goals for the car, as the GT4 RS weighs in at a svelte 3,227 pounds. If you’re keeping track, that’s 49 pounds lighter than a standard GT4 with PDK.
If you want to save even more weight, the optional carbon-ceramic brakes and magnesium wheels (only available with the optional Weissach Package) save a massive 59.5 pounds. These savings are even more important than the standard weight reduction, as all of the weight that is being reduced is unsprung rotating mass that will have an exponential effect on acceleration, braking, and handling.
But enough of all the tech geek chatter. We can talk all day about specs and data, but it’s how all this stuff comes together that makes the GT4 RS so incredibly special.
Engine Specificaions & Performance
Similar to the 718 Boxster, Porsche offers a variety of powertrain options with models for the Cayman. The base Cayman starts with a 2.0-liter turbocharged flat-4 engine that makes 300 horsepower. The S variant offers a more refined 2.5-liter flat-4 engine that makes a good300 hp of power. The top-tier models come with a 4.0-liter flat-6 engine which makes 394 hp in GTS 4.0, 414 hp in GT4, and a thrilling 493 hp in the GT4 RS. All Caymans offer a 6-speed manual or a 7-speed dual-clutch automatic PDK gearbox. The Cayman offers a blazing fast top speed of 196 mph and can also accelerate from 0-60 mph in under 3.2 seconds.
- CarandDriver
While the base 4-cylinder engine offers good performance, they don’t sound as pleasing to the ear as other cars. Thanks to the expensive models that come with the naturally aspirated flat-6 which sounds more aggressive as well as delivers a mind-blowing performance. Regardless of which model you pick, the Cayman will not disregard you with its performance and deliver a crazy outlook of its capabilities, While the base models are suitable for most kinds of thrill, the upper-tier models are capable to take our breath away. The ride is more sporty and will make you happy with its accurate steering and precise gearshifts which makes the 718 Cayman a yes-for thrill car.
Dimensions, Space & Airbags
| 2023 Porsche 718 Cayman | |
| Length | 175.5 inches |
| Width | 71.9 inches |
| Height | 50.0 inches |
| Wheelbase | 97.8 inches |
| Passenger volume | 49 cubic feet |
| Cargo volume (F/R) | 5/10 cubic feet |
| Curb weight | 3251 lb. |
| Airbags | 4 airbags |
2023 Porsche 718 Cayman Specs
With a car like the 718 Cayman, one shouldn’t expect much practicality out of it. Although Porsche Cayman offers a small front and rear trunk that could be handy for your shopping bags. The cabin is high-tech and is focused on providing a sporty and relaxed feel to Cayman. The seats offer comfort and a hold of the body while keeping the option of having bucket seats that provide more sportiness.
A closer look at the Porsche 718 Cayman GT4 RS
Porsche hasn’t released all of the details yet, but the experts at Motor Trend have a good idea of what we can expect for the RS.
They explain that the Porsche 718 Cayman GT4 already has a spectacular platform and powertrain, but the RS will be lighter and more aerodynamic thanks to more aggressive bodywork.
The standard Cayman GT4 boasts 414 hp, but a new naturally aspirated six-cylinder could give it a boost of at least 20 hp. There’s a good chance the engine is a detuned version of that seen in the Porsche 911 GT3 RS.
The newest Cayman will benefit from upgraded suspension and more power, and if other RS models are any indication, it will also feature Porsche’s PDK dual-clutch gearbox.
Motor Trend calls the Porsche 718 Cayman GT4 RS «a brain-meltingly great sports car»—and it’s hard to disagree based on these specs.
The car will join Porsche’s line up for 2023, meaning it will be available to buy in fall 2022. The price tag will be around $132,000.
Utility Score: 5. Weekend warrior
Two spots to store.
It’s unlikely a Porsche 718 Cayman GT4 is your only car. But if it is…you’ll be fine!
A deep frunk is the perfect spot to hold a week’s worth of groceries, while the hatch in back will hold a duffel bag or small piece of luggage. It’s enough for your special someone to fit their wardrobe for a weekend getaway, maybe even more.
In the cabin, it is a little tight. I love the return of the disappearing dash cup holders – there’s no way they will hold a large iced coffee during high-G maneuvers (they mimic the E9X cup holders, and if you’ve ever had one, you’re smiling right now). But no need to worry about coffee in this thing. You’ll be plenty awake.
Going racing? I fit inside nicely with plenty of room for a helmet around my noggin. You sit low in the GT4, yet somehow the cabin provides excellent visibility.
The frunk is deep enough to fit a duffel bag or other soft luggage.
While the rear offers more space, along with access to engine liquids.
Performance Score: 10. Flawless victory
A big wing to keep it all down at the back.
Six speeds. Six cylinders. Four wheels. Two seats. The GT4 gives you a bit more than that, but not by much. It is perfection from a performance standpoint. No wonder why BMW drivers often leave the brand for Porsche. The cars are almost always just simply better. They should be, they cost more.
Still, cost doesn’t equal competence. Every part of this car works in harmony to produce a driving experience best described as nirvana.
Engine
Press this. Go Vroom.
Well, almost nirvana. The flat-six engine buried in the middle of the GT4 pumps out 414 horsepower and 309 lb-ft of torque. It’s a really special thing. Raucous and rowdy, rev it out to its 8,000 RPM redline and revel in a sound that new cars just don’t make any more.
Peep the power curve. Max power is available at 7,600 RPM, just before redline. Torque for this six-speed comes online at 5,000 – 6,800. That means you must drive this car, hard, to appreciate its ability and speed. It suits my driving style well, like my old E92 M3 did.
Funny I mention that car, because its S65 V-8 had nearly identical power figures (less torque, actually). Good on Porsche for continuing the tradition. But it’s ever so slightly buzzier and not as smooth as that special mill. Maybe it’s the large-for-a-six-cylinder 4-liter displacement, but it’s not that V-8, or even an inline-six. Whatever, I’m splitting hairs. I love you, engine. Please don’t go.
Transmission
No one does it better.
There are a lot of manual transmissions that are better than what BMW produces, but to compare the two wouldn’t be fair to the GT4.
It’s my job to describe to you how a car feels to drive, but I’m at a loss for words here. It’s the best manual transmission and clutch combination I’ve ever driven. Some snick-snick from a Honda. Some muscle from a Blackwing. An extremely predictable clutch that catches low off the floor.
Driving this car will make you tired after awhile, which I’m absolutely fine with. Each push and pull of the shifter makes you feel like Dominic Toretto. You might even find yourself making his shift face on the way to your family BBQ.
Ok, ok, I’ll compare them. In the M3, the shifter feels as if it’s connected to a black hole. Nothing there, no snick at all. This GT4 might as well have a perfectly counter-balanced weight underneath its Alcantara boot. Each gear has such a positive engagement.
Phew. I need a cold shower just writing about it.
Steering and Chassis
Wow, this is precise.
Sort of like the Kia EV6, the chassis in the Porsche 718 Cayman GT4 is set up for success with its powertrain configuration. The engine is mounted in the middle of the car, low to the ground, making the heaviest part of the GT4 just inches off the floor.
The spec sheet tells another part of the story. The 718 weighs in at just 3,200 pounds. It’s the lightest car I’ve driven since maybe a Nissan 350Z. But that was 20 years ago – you can buy a GT4 tomorrow (maybe).
Delicious ingredients don’t guarantee a tasty meal, but that’s not a concern here. Everything is perfect. There’s enough power to kick out the tail for a nice drift, but it’s not an M5, where you just tap the throttle and smoke ’em. The GT4 instead asks you “what’s the fastest way around the corner?”, and then allows you to answer it from the driver’s seat. Not a gram wasted, not a hair out of place. A short wheelbase means the ride can be a bit bouncy, but it’s barely worth mentioning. Put the shocks in “touring” mode, and the GT4 can serve the Grand Touring role just as well.
Part of what makes this chassis so confidence-inspiring is its perfect steering. Is this hydraulic? Might as well be. There’s no guessing as to how much grip you have left, or what the back of the car is doing. You feel it all. This is all on winter tires by the way. Stunning.
Don’t think the GT4 will rip the wheel out of your hands like a C7 Z06 might have – it’s much too civilized for that. But the car will challenge you. Put down the phone and drive this one.
Brakes
CCBs are optional.
More good things. A firm pedal inspires, without the need for a fancy Sport mode. This test car was equipped with standard discs, but Carbon Ceramics are optional.
I did not drive the car hard enough to find any fade, and I doubt you’d discover it on public roads (unless you’re being stupid). If you plan on tracking your GT4, I might option the CCBs if only to match the ability of the rest of the chassis. It’s so comfortable and easy to drive this car fast that you might find yourself going quicker than anticipated on track.
An M4 CSL is faster than this Cayman. It achieves its speed by beating the pavement (and you) into submission. There is no finesse. Drive a CSL as hard as this Cayman on track, and you are either the Stig or headed for a wall. Wouldn’t you rather trade three seconds a lap for an infinite amount of enjoyment?
Overview
Ever-stringent government fuel economy and CO2 emissions standards forced Porsche to downsize and turbocharge its entire range of engines. This meant that the marketing department leaned on the flat-four heritage of the 550 Spyder and 718 race cars, dubbing the internally-designated 982 Boxster and Cayman models as the 718. The MA2-based flat-fours of the base and S versions of the Cayman had more varied specifications than any of their predecessors. The 2.0-liter MA2/20 of the base model had a turbocharger with a conventional internal wastegate for boost control, while the 2.5-liter, 350-hp MA2/22 of the Cayman S had a variable turbine geometry turbocharger in addition to a conventional internal wastegate to reduce exhaust backpressure.
Porsche fans who missed the howl of a flat-six in a new mid-engined roadster collectively rejoiced with the introduction of the 718 Cayman GT4, which featured an MA2-derived, naturally aspirated 4.0-liter flat-six, which generated 414 hp and revved to 8,000 rpm. This drivetrain reverted to the three-point mounting system of previous six-cylinder Caymans. As expected the Cayman GT4 was an absolutely perfect track-focused car that could also do daily chores if needed. Perhaps the most exciting car in the 982 Cayman generation was the 718 Cayman GTS 4.0. The old GTS used a 2.5-liter turbocharged flat-4, and while it was a perfectly strong engine with lots of low-end torque, it lacked the personality and linear power delivery of a free-breathing flat-six. It didn’t sound half as good, either. The GTS 4.0 was built to offer more performance and more grunt as well as a more aggressive design and all the good options included as standard. The new 4.0-liter engine was borrowed from the 718 Spyder and Cayman GT4, detuned to produce 394 horsepower and 309 pound-feet of torque. A 6-speed manual is standard. The GTS 4.0 basically became the perfect daily sports car.
New for 2022 was the most exciting Cayman ever, the 718 Cayman GT4 RS. The GT4 RS is equipped with the same scintillating flat-six engine that powers the 911 GT3. It’s a 4.0-liter unit that makes 493 hp and 331 lb-ft of torque in the GT4 RS. Porschephiles will notice that those figures are not quite as high as in the 911 GT3, which packs 502 hp and 346 lb-ft. Big numbers for a small, lightweight car. It is only available with a seven-speed dual-clutch to optimize lap times further. They are hard to come by so if this is the 2023 Cayman variant you want, best be ready to spend a big way above sticker.
What does the new Cayman GT4 RS mean for Porsche?
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The announcement of the RS is welcome news for Porsche’s investors.
The company suffered a 3% drop in sales in 2020, and while this doesn’t sound terrible in light of the pandemic, most luxury car manufacturers reported record-breaking sales over the same period.
Porsche has bounced back well in 2022, announcing retail U.S. sales of 36,326 from January through June. This represents a 50.2% increase compared to the same period last year.
The excitement surrounding the release of the Porsche 718 Cayman GT4 RS should ensure strong sales continue through to year end.
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The 718 Cayman Might Be The Best Porsche Made Today
via Autobild
The 2023 718 Cayman is the epitome of sports car evolution. Power, balance, precision, luxury and a pure goal of providing a wonderful and predictable driving experience for anyone of any experience level. Some argue that the 718 Cayman is the best pure sports car on the market, and they have a lot of evidence to support that position. But there will always be a faction of 911 purists that will never accept the 718 even as an equal to their legendary icon, never mind the blasphemous thought that the Cayman might actually be a better all-around sports car. It is true that the Cayman does not have nearly six decades of history and nostalgia behind it, but we are fast approaching two decades with the Cayman, and as we’ve seen throughout history, over a long enough timeline, evolution usually wins out.
Driving the Beast
I got a chance to spend several hours at the freshly repaved Streets of Willows circuit at Willow Springs with Porsche’s new über Cayman, and at the end of the day, I came away thinking that everyone who takes driving seriously should have a chance behind the wheel of this car. Ed. note: I know, Robb. I know! — KL]
It’d been more than 10 years since I drove on Streets, so I planned on taking it easy the first session. But by Lap 2, I knew that I probably needn’t have bothered. I normally run these manufacturer launches with the electronic nannies on because these days, they are so good that they really don’t kick in unless you’re doing something very silly (and the last thing I want to do is wreck a launch car. That gets you permanently disinvited from other launches). But the GT4 RS is so good at telling the driver exactly what it’s up to that there is no reason to have them on.
I personally have never been in a car that was so incredibly easy to get up to speed in. The more comfortable a driver is in a car, the easier it is to push that car to the limit, and more importantly, the easier it is to keep it there. That confidence comes from a machine that transmits everything it’s doing to the driver at all times and you will never be surprised by it. You know what the car is going to do before it does it because it’s doing exactly what you’ve asked it to do. Racers call it being “ahead of the car.”
Mid-engine cars, with their 50/50 weight distribution, are naturally very well balanced. But the GT4 RS takes this to a whole new level. With spherical bushings throughout the suspension, you can feel so much more of what the car is doing that it feels substantially more balanced than the base GT4.
But the thing that jumps out is the power. It smacks you in the ass like a giant hand coming down from the heavens. Its the power that we all knew the Cayman needed but we never dared to dream that it would ever get it. All of that power is connected to a super responsive throttle that feels as if you could control the car in one-rpm increments if you wanted.
Hauling the über Cayman down from speed barely takes a thought. But more important than outright braking force is the control that the GT4 RS’s upgraded braking system gives you. On the regular GT4, the rear brakes have a habit of overpowering the fronts, which makes it very difficult to trail brake into a corner. The RS’s system suffers no such issues and allows you to trail brake all the way to the apex of a corner without upsetting the balance of the car.
All this adds up to a car the is supremely controllable and insanely fun to toss around the track.
There are a couple of corners around the top of the Streets circuit that have a bunch of runoff and allow a driver to get it a bit wrong but not risk damaging the car at the same time. I used this runoff to chuck the GT4 RS into the corners with a bit more speed and aggression to get a feel for what it would do beyond its expectedly prodigious limits.
And what did it do? Nothing. It just stuck to the track as if it was one of the Scalextric slot cars we used to play with as kids. So in the next corner, I pushed harder and more aggressively… only to be met with the exact same result. It was like that for the rest of my out lap. If I’m being honest, I was actually pretty pissed that I hadn’t been able to unsettle the car in the slightest. I wasn’t quite finished yet, though.
If you’ve ever been to Streets of Willow, you know that the end of the lap happens on a very large patch of asphalt that basically doubles as a huge skidpad. So I said, screw it, and threw the GT4 RS in at a speed where I knew there was no way in hell the car could stick. What was the worst that could happen? I’d spin and embarrass myself in front of Porsche’s PR department, a bunch of well-known automotive journalists, and Porsche hot shoes Mark Hotchkis and Pat Long?
Okay, well, clearly I didn’t really think that plan of attack out very well before I jumped in with both feet. But it turned out not to matter much—if at all. I turned in to the last corner while carrying an insane amount of speed, the car went into a very neutral, very controllable, four-wheel drift, and left me on the perfect line for getting into Turn 1—right on Hotchkis’ bumper.
Oh, it was on, Buttercup.
I haven’t had more fun in any car at any time than during those laps I spent at Willow, alternatively chasing Hotchkis and Long. I didn’t give a damn about lap times or perfecting my line. This was more about the pure joy of driving a car fast—flinging it into a turn and figuring out what it was going to do after the fact. I’m an awful musician, but I’ve got to imagine it was like being in a great jazz band, with everybody riffing off of everybody else and everything just flowing together as if all the musicians are in each others’ heads.
Just Two Downsides
The downsides to the RS? There are just two. It doesn’t come with a manual and it doesn’t have the GT3’s double-wishbone front suspension. Neither one of these omissions are dealbreakers, they’re just the only things I can think of that stop the GT4 RS from being the perfect sports car.
When loaded up in a corner, the GT4 RS has that slightly numb feedback that is inherent in a strut suspension. But because the car is so well-balanced, it doesn’t affect things the same way the last-gen 991.2 GT3’s setup did because that car’s rear-engine weight bias really demanded a front end with a lot of feedback. Conversely, the GT4 RS has such a wide window to work with that it can afford to provide a bit less feedback without it ever biting the driver.
As for the manual transmission, it would just be the cherry on top. Yes, the PDK is by far the better, faster gearbox, and shines when you’re behind the wheel of a car so demanding that taking your attention off the task at hand—even for the split second it takes to change gears—is detrimental to going fast. The GT4 RS is not that car. It imparts so much confidence that the driver doesn’t need to focus 100 percent on making sure the car’s doing what they want. Rather, the car affords them the pleasure of having to shift gears the way God intended—if only Porsche intended three pedals, too.
Cost, Fact & Features Of All New 2023 Porsche 718 Cayman
Very few cars hold the excitement as this and offer control like others by optimizing road and track performance. The 2023 Porsche 718 Cayman is one of the purest sports cars that offer an enthusiastic and engaging driving thrill unlike most cars with a big spec sheet. The Cayman features a gorgeous-looking sporty design and offers truly refined and playful handling. The car is offered with both a turbo-four and turbo-six engine which accounts for its vindictive driving the moment you step onto the throttle. Although the driver-focused Chevy Corvette and the Toyota Supra can deliver similar fun at a very low price compared to the Cayman. But an athletic driving combined with a racing heart inside this Porsche-badged mid-engined car justifies the price for its worth.
The Interior Of The Porsche 718 Cayman
Porsche
Inside, the Cayman continues the evolutionary theme with a very driver-centric cockpit that utilizes easy to find (and read) gauges, and comfortable, yet supportive adjustable bucket seats up front. Again, in pure sports car fashion, the biggest and easiest to see gauge is the mechanical tachometer that allows the driver to stay in the powerband easily. An intuitive infotainment touchscreen sits dead center of the dashboard and is only compatible with Apple CarPlay (sorry Android). A Bose stereo comes standard, while there is a 12-speaker 821-watt Burmester sound system is optional.
Although tiny, the Cayman does offer a somewhat useable trunk out back, and a versatile frunk up front to allow for a fun weekend getaway without sacrificing several outfits. To keep all that cargo safe, the Cayman comes available with adaptive cruise control, active blind-spot monitoring, as well as rain-sensing wipers and both front and rear parking assist.
Features and comfort: 7. Everything you need, nothing you don’t
Though the Porsche 718 Cayman GT4 is no penalty box, it suffers from the typical P-car treatment of spending more to get less. In a world of screens, digital dashes, Head-Up displays and other distracting elements, the GT4 is like a dose of palette-cleansing ginger inside. So refreshing. Your body is ready to receive.
Shut up and drive
Porsche does an excellent job of carrying their DNA through each generation of car. As a result, sitting in this 718 is a lot like sitting inside a 911 from 30 years ago. Everything is where you expect it to be. The chronograph-like dials are beautiful, precise and easy to read. A digital screen embedded in the right circle tells you ancillary information, but the tach is front and center. This GT4 was also equipped with the Chrono package, adding a little stop watch atop the dash
Everything you touch is either Alcantara or leather. Real metal (aluminum?) graces the shifter and steering wheel (it’s cool to the touch). Racy elements include a door pull from fabric as oppose to plastic, and seat belts in a color of your choice. Expect to pay for any and every little thing. And if you don’t, there’s an entire forest of blank buttons on the center console to constantly remind you.
The Chrono Package adds a stop watch atop the dash.
No keyless start here – insert the fob and turn. Oh yes, I remember how it works now, holding it against the backstop until the motor turns over. Smiling isn’t required to make it work, but happens as a natural byproduct.
Infotainment is typical Porsche, which is to say minimal and efficient, and a Bose stereo is merely adequate, typical of cars with small cabins. But you don’t even need a stereo in here. Just lower the windows.
How long has it been since you’ve needed to twist and turn?
Body-color seat belts are optional.
Just enough to make it feel special in here.
Again, optional, but the seat backs can be had with leather as oppose to plastic.
It’s functional in here, if a bit austere.
Racy pace
By moving the engine out of the butt, typical 911 proportions even themselves out. Porsche amps up the styling with a beautiful rear wing that looks like it came off a GT3, along with a front lip that’s actually meant to “break away” – it’s only a few hundred bucks to replace it if you scrape it. Well done. Graphics on the spoiler are an aftermarket accessory here, but they look terrific and Porsche should just make them an option.
The car looks the business in Shark Blue, a $3,540 option, but you can easily go nuts with a bespoke paint-to-sample color for $10,000, or even have Porsche paint your GT4 a color never before attempted for over $30,000. Treat yo’ self.
I’d be remiss if I did not mention the Porsche Experience Center Delivery. It works like the one at BMW’s Performance Center, and can make your day even more special. You can even do Euro delivery, something BMW killed off after COVID.
I loved the wing, which can sometimes feel tacked on in cars like this.