718 Boxster/Cayman (982) [Official] Porsche 718 Spyder and the 718 Cayman GT4
- Thread starter donkeykong
- Start date
The Porsche 982 is the internal designation of the fourth generation Boxster/Cayman (third generation Cayman) made by Porsche. The two models have been marketed as the Porsche 718 Boxster and Porsche 718 Cayman. Production: 2016–2025
donkeykong
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The rumor is 440 - 450 horses, PDK only.
donkeykong
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donkeykong
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Specifications
2020 Porsche 718 Spyder
VEHICLE TYPE
mid-engine, rear-wheel-drive, 2-passenger, 2-door convertible
PRICE AS TESTED
$120,530 (base price: $97,650)
ENGINE TYPE
DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection
Displacement
244 in3, 3996 cm3
Power
414 hp @ 7600 rpm
Torque
309 lb-ft @ 5000 rpm
TRANSMISSION
6-speed manual
CHASSIS
Suspension (F/R): struts/struts
Brakes (F/R): 16.1-in vented, cross-drilled ceramic disc/15.4-in vented, cross-drilled ceramic disc
Tires: Michelin Pilot Sport Cup 2, F: 245/35ZR-20 (95Y) N1 R: 295/30ZR-20 (101Y) N1
DIMENSIONS
Wheelbase: 97.8 in
Length: 174.5 in
Width: 71.0 in
Height: 49.6 in
Passenger volume: 49 ft3
Cargo volume (F/R): 5/4 ft3
Curb weight: 3136 lb
C/D TEST RESULTS
Rollout, 1 ft: 0.3 sec
60 mph: 3.8 sec
100 mph: 8.7 sec
130 mph: 14.7 sec
150 mph: 21.6 sec
Rolling start, 5–60 mph: 4.6 sec
Top gear, 30–50 mph: 6.3 sec
Top gear, 50–70 mph: 6.2 sec
¼-mile: 12.0 sec @ 118 mph
Top speed (mfr's claim): 187 mph
Braking, 70–0 mph: 150 ft
Roadholding, 300-ft-dia skidpad: 1.06 g
C/D FUEL ECONOMY
Observed: 19 mpg
EPA FUEL ECONOMY
Combined/city/highway: 22/19/26 mpg
donkeykong
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It does't have supercar looks, the 4C looks more supercar than this.
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- Name
- Martin
Each to their own. The 4C doesn't feature anywhere for me. Not in looks, not in value, not in driveability, not in desirability. Wouldn't ever give it a second glance - not when you can get one of these..
The 4C might look like a supercar but it's far from one, whereas these two are perilously close. Add PDK into the mix with a GT4 RS and it will be.
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That is all I said, it looks like a supercar, the Porsche not. What didn't you understand?
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- Name
- Martin
I said this:
As in to you (I showed already that it didn't to me) but let's take this further, why are you even bringing up the dead failure 4C in this thread?
Because I commented on how the 718 Spyder is a supercar for sports car money? It is. You should check it out - it's spectacular in the flesh with its spoilers, vents, buttresses and rear diffuser.
Add to that a big fat, 4.0 litre, naturally aspirated flat-six that revs to 8000 rpm... supercar stuff for sports car money. GT4 is no different.
hovabongZA
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Looks absolutely fantastic here!
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- Name
- Martin
Looks absolutely fantastic anywhere!
donkeykong
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Porsche 718 Cayman GT4 vs 911 Carrera
The Cayman was once the car you bought if you couldn't afford a 911. Now, not so much...
Your ideal Porsche 718 Cayman GT4 - how much does it cost? I've specced mine on the configurator and it comes to £85,326. I've gone with a fairly conservative specification, not bothering with the Clubsport Package or Carbon Ceramic Brakes. But I have got Crayon paint, a parking camera, bucket seats, an uprated stereo and a few other bits and pieces. My total options spend was a shade under £10,000, but you could so easily double that without really meaning to.
Meanwhile, my ideal 911 Carrera (and while we're at it, I would have the Carrera over the Carrera S every single time) would set me back £89,029. The basic price of the car is £82,795, on top of which I'd add Crayon paint (again), a sports exhaust, the Sport Chrono Package and Park Assist. All of which means my perfect 911 is only £3,703 more expensive than my perfect Cayman GT4. So with that in mind, shouldn't you forget the mid-engined arriviste altogether and just buy the car that everybody thinks of when they hear the word 'Porsche'; the one with the 57-year backstory?
That's exactly the question I set out to answer in the video below. The two cars are so similar in price (in real terms) that the comparison is irresistible. In fact, the Racing Yellow GT4 you see in the vid is a particularly highly-specified one, while the Aventurine Green Carrera is not. The Porsche Motorsport car is therefore more expensive by £3,615.
You get the point - there's not much in it. At least not in terms of price. When you see them side by side, close enough that the GT4's yellow flanks pop in the 911's grey-green paintwork, they look overwhelmingly different, though, both in character and intent. The 911 shape is so rounded and clean it's as though the car has spent a century tumbling back and forth on a pebble beach, the tide rushing in and out again in an endless loop, knocking off sharp edges and wearing the bodywork down to a smooth finish. On the other hand, with its towering rear wing and jutting front splitter the GT4 seems to have left a circuit at high speed, crashed straight through a tyre wall, landed on the public road and simply carried on.
The overlap between these two is far greater than appearances imply, however. Clearly the 911 is the more multi-faceted machine, the sports car, the grand tourer and the daily driver bundled into one. It has better ground clearance, a more luxurious and spacious cabin - including those small but useful rear seats - and it could go incognito where the GT4 screams 'look at me!'. Just as evidently, the Cayman is the far more focused road racer, with tougher suspension, more uncompromising tyres and less care for day-to-day usability.
And yet the Carrera is seriously entertaining to drive at speed, while the GT4 is surprisingly tolerable in normal use. It all means the two cars are not at all as unalike as their very different get-ups would have you believe - choosing between them becomes trickier still.
Even as the 911 grows larger and its interior feels more and more upmarket, there are certain things that feel familiar about it. The seating position, for instance, is just so, the seat dropping down to the floor, the steering wheel reaching out to greet you and the pedals inviting your legs to stretch out to meet them. From there you can just about see the crowns of the raised front wings, which are like gunsights that help you navigate a meandering road.
What is it that makes this very basic 992 not only the most interactive version I've driven yet, but also the one that means I'd have the less powerful Carrera over the faster Carrera S? Perhaps it's something to do with chassis settings that have been wound back a notch from the higher-powered model. Or maybe it's because there's no rear-wheel steering on this car, nor active anti-roll bars. Whatever it is, this is the first 992 I've driven that actually feels like a 911 - you're far more aware of its unusual weight distribution and you drive accordingly; you feel it roll slightly in corners and sense the grip along the side of the car; you revel in the pinpoint steering that helps you position it intuitively. All those things make this Carrera enjoyable to drive no matter how hard you push, whereas every 992-era Carrera S I've driven has felt more tied down, grippier, less expressive and with it far more aloof. The Carrera isn't as technically gifted as the Carrera S, which is precisely what makes it more fun to drive.
Meanwhile, the 3.0-litre twin-turbo engine is so sweet and responsive - and where the sports exhaust is fitted, so tuneful as well - that you almost forget it's turbocharged. It's just a wonderful power plant that builds to a climax and howls as it does so. With 385hp and 332lb ft it also makes the Carrera feel urgent and forcefully accelerative on the road. Not for a moment did I crave any more power or torque.
But I did crave a manual gearbox. The eight-speed PDK transmission is so good I can't fault it, except that it isn't a proper manual with a third pedal. We know a manual 'box is on its way to the Carrera S but as yet Porsche hasn't confirmed the Carrera will ever get one. That would be a huge mistake, in my view, because the more interactive chassis is crying out for the more interactive gearbox. Actually, I suspect the 992 I'm waiting for is a Carrera T. I'm picturing a flat colour finish, a 20mm drop in ride height, an LSD, a manual transmission and a fraction less weight. Here's hoping such a thing one day emerges.
But even as things stand, the basic Carrera is a wonderful sports car. It's also easy to drive slowly, comfortable in town, refined on the motorway (although that typical 911 tyre roar is very much still there) and surprisingly fuel efficient if you don't clog it too hard.
And what of the 718 Cayman GT4? The optional bucket seats, Alcantara-trimmed steering wheel, stubby gearlever and the third pedal in the footwell all lend it a much more single-minded vibe. Again, though, everything is so well positioned the cabin feels anatomically correct, like an extension of your body. It rides with an underlying firmness, although these GT cars have never been crashy or unyielding over corrugated road surfaces. It also comes loaded with comfort and safety kit, all of which means the GT4 does the day-to-day stuff pretty well. It's only the stroppy Michelin Cup 2 tyres that undermine its everyday credentials - on a cold, wet road they don't ever switch on, so you feel the car constantly skating and slipping beneath you, the chassis systems working overtime.
On a dry road, of course, the grip they claw out of the surface is staggering. In fact, a 718 Cayman GT4 and a quiet B-road, the sun shining brightly overhead, sounds to me like some kind of heaven. There's a sense of connection through the steering that not even the 911 can match, while body control is absolute despite compliance over bumps being top drawer. Nobody combines those two seemingly divergent attributes quite like Porsche Motorsport. The car is so well balanced you wonder if it needs two axles at all - one surely would do it, right across the middle...
Would you derive more pleasure from that sublime chassis or from the spectacular drivetrain? Not that it matters. There is a faint sense that the 420hp 4.0-litre, naturally-aspirated flat-six is struggling to exhale through its particulate filters, but by and large it's a wonderfully responsive engine that picks up beautifully in the upper reaches before ripping towards the redline at 8,000rpm. The manual gearshift is exquisite, too, and clutch pedal action so well matched it's as though it and the gearlever are directly connected. Shame the gear ratios are as long as they are, though.
So which is it to be? Given the choice between the two, I would drive home in the GT4. But the longer I think about it, the more I reckon that's down to its transmission. The moment a manual gearbox is made available in a basic Carrera, should that ever happen, or in the Carrera T I fantasised about earlier, I think the tables might turn. Until then, I'll get my kicks in a 718 Cayman GT4 - in Crayon, with bucket seats and the Bose stereo, please.
By Dan Prosser
The Cayman was once the car you bought if you couldn't afford a 911. Now, not so much...
Your ideal Porsche 718 Cayman GT4 - how much does it cost? I've specced mine on the configurator and it comes to £85,326. I've gone with a fairly conservative specification, not bothering with the Clubsport Package or Carbon Ceramic Brakes. But I have got Crayon paint, a parking camera, bucket seats, an uprated stereo and a few other bits and pieces. My total options spend was a shade under £10,000, but you could so easily double that without really meaning to.
Meanwhile, my ideal 911 Carrera (and while we're at it, I would have the Carrera over the Carrera S every single time) would set me back £89,029. The basic price of the car is £82,795, on top of which I'd add Crayon paint (again), a sports exhaust, the Sport Chrono Package and Park Assist. All of which means my perfect 911 is only £3,703 more expensive than my perfect Cayman GT4. So with that in mind, shouldn't you forget the mid-engined arriviste altogether and just buy the car that everybody thinks of when they hear the word 'Porsche'; the one with the 57-year backstory?
That's exactly the question I set out to answer in the video below. The two cars are so similar in price (in real terms) that the comparison is irresistible. In fact, the Racing Yellow GT4 you see in the vid is a particularly highly-specified one, while the Aventurine Green Carrera is not. The Porsche Motorsport car is therefore more expensive by £3,615.
You get the point - there's not much in it. At least not in terms of price. When you see them side by side, close enough that the GT4's yellow flanks pop in the 911's grey-green paintwork, they look overwhelmingly different, though, both in character and intent. The 911 shape is so rounded and clean it's as though the car has spent a century tumbling back and forth on a pebble beach, the tide rushing in and out again in an endless loop, knocking off sharp edges and wearing the bodywork down to a smooth finish. On the other hand, with its towering rear wing and jutting front splitter the GT4 seems to have left a circuit at high speed, crashed straight through a tyre wall, landed on the public road and simply carried on.
The overlap between these two is far greater than appearances imply, however. Clearly the 911 is the more multi-faceted machine, the sports car, the grand tourer and the daily driver bundled into one. It has better ground clearance, a more luxurious and spacious cabin - including those small but useful rear seats - and it could go incognito where the GT4 screams 'look at me!'. Just as evidently, the Cayman is the far more focused road racer, with tougher suspension, more uncompromising tyres and less care for day-to-day usability.
And yet the Carrera is seriously entertaining to drive at speed, while the GT4 is surprisingly tolerable in normal use. It all means the two cars are not at all as unalike as their very different get-ups would have you believe - choosing between them becomes trickier still.
Even as the 911 grows larger and its interior feels more and more upmarket, there are certain things that feel familiar about it. The seating position, for instance, is just so, the seat dropping down to the floor, the steering wheel reaching out to greet you and the pedals inviting your legs to stretch out to meet them. From there you can just about see the crowns of the raised front wings, which are like gunsights that help you navigate a meandering road.
What is it that makes this very basic 992 not only the most interactive version I've driven yet, but also the one that means I'd have the less powerful Carrera over the faster Carrera S? Perhaps it's something to do with chassis settings that have been wound back a notch from the higher-powered model. Or maybe it's because there's no rear-wheel steering on this car, nor active anti-roll bars. Whatever it is, this is the first 992 I've driven that actually feels like a 911 - you're far more aware of its unusual weight distribution and you drive accordingly; you feel it roll slightly in corners and sense the grip along the side of the car; you revel in the pinpoint steering that helps you position it intuitively. All those things make this Carrera enjoyable to drive no matter how hard you push, whereas every 992-era Carrera S I've driven has felt more tied down, grippier, less expressive and with it far more aloof. The Carrera isn't as technically gifted as the Carrera S, which is precisely what makes it more fun to drive.
Meanwhile, the 3.0-litre twin-turbo engine is so sweet and responsive - and where the sports exhaust is fitted, so tuneful as well - that you almost forget it's turbocharged. It's just a wonderful power plant that builds to a climax and howls as it does so. With 385hp and 332lb ft it also makes the Carrera feel urgent and forcefully accelerative on the road. Not for a moment did I crave any more power or torque.
But I did crave a manual gearbox. The eight-speed PDK transmission is so good I can't fault it, except that it isn't a proper manual with a third pedal. We know a manual 'box is on its way to the Carrera S but as yet Porsche hasn't confirmed the Carrera will ever get one. That would be a huge mistake, in my view, because the more interactive chassis is crying out for the more interactive gearbox. Actually, I suspect the 992 I'm waiting for is a Carrera T. I'm picturing a flat colour finish, a 20mm drop in ride height, an LSD, a manual transmission and a fraction less weight. Here's hoping such a thing one day emerges.
But even as things stand, the basic Carrera is a wonderful sports car. It's also easy to drive slowly, comfortable in town, refined on the motorway (although that typical 911 tyre roar is very much still there) and surprisingly fuel efficient if you don't clog it too hard.
And what of the 718 Cayman GT4? The optional bucket seats, Alcantara-trimmed steering wheel, stubby gearlever and the third pedal in the footwell all lend it a much more single-minded vibe. Again, though, everything is so well positioned the cabin feels anatomically correct, like an extension of your body. It rides with an underlying firmness, although these GT cars have never been crashy or unyielding over corrugated road surfaces. It also comes loaded with comfort and safety kit, all of which means the GT4 does the day-to-day stuff pretty well. It's only the stroppy Michelin Cup 2 tyres that undermine its everyday credentials - on a cold, wet road they don't ever switch on, so you feel the car constantly skating and slipping beneath you, the chassis systems working overtime.
On a dry road, of course, the grip they claw out of the surface is staggering. In fact, a 718 Cayman GT4 and a quiet B-road, the sun shining brightly overhead, sounds to me like some kind of heaven. There's a sense of connection through the steering that not even the 911 can match, while body control is absolute despite compliance over bumps being top drawer. Nobody combines those two seemingly divergent attributes quite like Porsche Motorsport. The car is so well balanced you wonder if it needs two axles at all - one surely would do it, right across the middle...
Would you derive more pleasure from that sublime chassis or from the spectacular drivetrain? Not that it matters. There is a faint sense that the 420hp 4.0-litre, naturally-aspirated flat-six is struggling to exhale through its particulate filters, but by and large it's a wonderfully responsive engine that picks up beautifully in the upper reaches before ripping towards the redline at 8,000rpm. The manual gearshift is exquisite, too, and clutch pedal action so well matched it's as though it and the gearlever are directly connected. Shame the gear ratios are as long as they are, though.
So which is it to be? Given the choice between the two, I would drive home in the GT4. But the longer I think about it, the more I reckon that's down to its transmission. The moment a manual gearbox is made available in a basic Carrera, should that ever happen, or in the Carrera T I fantasised about earlier, I think the tables might turn. Until then, I'll get my kicks in a 718 Cayman GT4 - in Crayon, with bucket seats and the Bose stereo, please.
By Dan Prosser
donkeykong
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Upcoming Porsche 718 Cayman GT4 RS Could Have 500 HP
Lighter, stiffer, and more powerful than the standard GT4, the RS will be even more track capable.
The upcoming Porsche 718 Cayman GT4 RS is a lighter, more powerful, and even more track-capable version of one of the great sports cars of the moment. It is set to arrive in late 2021 or early 2022, starting around $130,000, and here's what to expect.
The GT4 reintroduced Porsche's flat-six to the Cayman line after the latest redesign replaced it with a turbocharged flat-four. That 4.0-liter makes 414 horsepower. The RS's six will also displace 4.0 liters, but in the vein of the 690-hp 911 GT2 RS, figure on output approaching 500.
Chassis-wise, the RS will use a lower version of the GT4's underpinnings. That car already includes the entire front axle and many back-axle components from the 911 GT3, so we don't expect to see much change, just a stiffening here and a lightening there.
There's little direct competition for a two-seater at this price point, output, and focus, save maybe the forthcoming Corvette Z06. Other Porsches are close, but the company so successfully delineates its products that even those don't overlap.
If Porsche is too conservative with the powertrain and suspension calibrations, the RS could feel too similar to the GT4 to justify its pricing premium. But we're not worried. Porsche has plenty of experience thinly slicing its pies—and plenty of customers willing to pay for a taste.
Lighter, stiffer, and more powerful than the standard GT4, the RS will be even more track capable.
- Porsche is preparing a more hard-core version of the 718 Cayman GT4, to be called the GT4 RS.
- It will be lighter, stiffer, and more powerful than the standard GT4 model.
- The RS is slated to arrive sometime next year with a significant price premium compared to the GT4.
The upcoming Porsche 718 Cayman GT4 RS is a lighter, more powerful, and even more track-capable version of one of the great sports cars of the moment. It is set to arrive in late 2021 or early 2022, starting around $130,000, and here's what to expect.
The GT4 reintroduced Porsche's flat-six to the Cayman line after the latest redesign replaced it with a turbocharged flat-four. That 4.0-liter makes 414 horsepower. The RS's six will also displace 4.0 liters, but in the vein of the 690-hp 911 GT2 RS, figure on output approaching 500.
Chassis-wise, the RS will use a lower version of the GT4's underpinnings. That car already includes the entire front axle and many back-axle components from the 911 GT3, so we don't expect to see much change, just a stiffening here and a lightening there.
There's little direct competition for a two-seater at this price point, output, and focus, save maybe the forthcoming Corvette Z06. Other Porsches are close, but the company so successfully delineates its products that even those don't overlap.
If Porsche is too conservative with the powertrain and suspension calibrations, the RS could feel too similar to the GT4 to justify its pricing premium. But we're not worried. Porsche has plenty of experience thinly slicing its pies—and plenty of customers willing to pay for a taste.
donkeykong
Track Technician
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Not sure about those HP figures myself. I was anticipating this car to debut in a few months time. Now there's no telling when we might see it,bummer.
BTW its from Car And Driver,for those wondering.
BTW its from Car And Driver,for those wondering.
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Upcoming Porsche 718 Cayman GT4 RS Could Have 500 HP
Lighter, stiffer, and more powerful than the standard GT4, the RS will be even more track capable.
ILLUSTRATION BY CHRISTIAN SCHULTECAR AND DRIVER
The upcoming Porsche 718 Cayman GT4 RS is a lighter, more powerful, and even more track-capable version of one of the great sports cars of the moment. It is set to arrive in late 2021 or early 2022, starting around $130,000, and here's what to expect.
SEE MORE OF THE GT4 RS
Porsche Cayman GT4 RS Spied on Track
The GT4 reintroduced Porsche's flat-six to the Cayman line after the latest redesign replaced it with a turbocharged flat-four. That 4.0-liter makes 414 horsepower. The RS's six will also displace 4.0 liters, but in the vein of the 690-hp 911 GT2 RS, figure on output approaching 500.
Chassis-wise, the RS will use a lower version of the GT4's underpinnings. That car already includes the entire front axle and many back-axle components from the 911 GT3, so we don't expect to see much change, just a stiffening here and a lightening there.
There's little direct competition for a two-seater at this price point, output, and focus, save maybe the forthcoming Corvette Z06. Other Porsches are close, but the company so successfully delineates its products that even those don't overlap.
If Porsche is too conservative with the powertrain and suspension calibrations, the RS could feel too similar to the GT4 to justify its pricing premium. But we're not worried. Porsche has plenty of experience thinly slicing its pies—and plenty of customers willing to pay for a taste.
Lighter, stiffer, and more powerful than the standard GT4, the RS will be even more track capable.
ILLUSTRATION BY CHRISTIAN SCHULTECAR AND DRIVER
- Porsche is preparing a more hard-core version of the 718 Cayman GT4, to be called the GT4 RS.
- It will be lighter, stiffer, and more powerful than the standard GT4 model.
- The RS is slated to arrive sometime next year with a significant price premium compared to the GT4.
The upcoming Porsche 718 Cayman GT4 RS is a lighter, more powerful, and even more track-capable version of one of the great sports cars of the moment. It is set to arrive in late 2021 or early 2022, starting around $130,000, and here's what to expect.
SEE MORE OF THE GT4 RS
Porsche Cayman GT4 RS Spied on Track
The GT4 reintroduced Porsche's flat-six to the Cayman line after the latest redesign replaced it with a turbocharged flat-four. That 4.0-liter makes 414 horsepower. The RS's six will also displace 4.0 liters, but in the vein of the 690-hp 911 GT2 RS, figure on output approaching 500.
Chassis-wise, the RS will use a lower version of the GT4's underpinnings. That car already includes the entire front axle and many back-axle components from the 911 GT3, so we don't expect to see much change, just a stiffening here and a lightening there.
There's little direct competition for a two-seater at this price point, output, and focus, save maybe the forthcoming Corvette Z06. Other Porsches are close, but the company so successfully delineates its products that even those don't overlap.
If Porsche is too conservative with the powertrain and suspension calibrations, the RS could feel too similar to the GT4 to justify its pricing premium. But we're not worried. Porsche has plenty of experience thinly slicing its pies—and plenty of customers willing to pay for a taste.
donkeykong
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Similar threads
Porsche
Dr. Ing. h.c. F. Porsche AG, is a German automobile manufacturer
specializing in high-performance sports cars, SUVs, and sedans,
headquartered in Stuttgart, Baden-Württemberg, Germany. Owned by
Volkswagen AG, it was founded in 1931 by Ferdinand Porsche.
In its early days, Porsche was contracted by the German government
to create a vehicle for the masses, which later became the Volkswagen
Beetle. In the late 1940s, Ferdinand's son Ferry Porsche began
building his car, which would result in the Porsche 356.
Official website: Porsche
Official website: Porsche
