From the class of 2022, Callum selects the standout car that captivated him the most
The 718 models in the Porsche range have typically been regarded as minions when compared to the 911, and when you consider the differentiating factors, that perception is perhaps understandable. The Cayman and Boxter don’t have illustrious histories spanning nearly six decades, and neither have the mythical aura that envelops the 911. But the crux of the matter is that they are fundamentally different cars engineered around contrasting concepts. They both share Porsche DNA, it’s just that the genetic coding has been changed slightly.
This alteration has everything to do with the engine layout. The 718 models have the more conventional mid-engine arrangement that is considered optimal for dynamic driving. Whereas, the 911 models are famous for having the rear-engine layout, which comes with considerable performance advantages. But the biggest differentiator is that they are designed and developed for different categories that target different markets. The 718 models are sportscars, whereas the 911 models are supercars, and that status quo is set in stone.
That established order is not to be challenged under any circumstances. You can tell that in the past Porsche have internally made sure not to develop Cayman and Boxter too extensively for fear of usurping the 911. Yet in holding them back to preserve the hierarchy, Porsche have perhaps inhibited what potential they have had, possibly to the detriment of themselves. Nevertheless, this third generation of 718 models are coming towards the end of their lifecycle, and there are aspects about them that are showing that time has caught up with them.
The interior is the most notable example exemplifying this point. There aren’t many weaknesses that detract from the Cayman and Boxster, they are both exceptional sportscars in isolation, however this aspect would make me prevaricate. And then there are the cynics who would say that the 718 models are pretenders to the 911, and that the only reason you would have a Cayman or Boxster is because you can’t attain a 911. That argument does hold water to an extent and is harder to dispute. But when the 718 Cayman GT4 is in the equation, it’s a different proposition entirely.
"the combination of natural aspiration and manual transmission is now so scarce that you rarely find it"
It features a selection of updates derived from Porsche motorsport that sharpen performance. This includes aerodynamic and design adjustments that make it lighter and faster, but the most distinctive difference is the naturally aspirated 4.0-litre, six-cylinder engine. With the car industry transitioning towards electrification, this manifestation is becoming increasingly infrequent. Nevertheless, that distinguishes it on the automotive landscape, and makes it something unique. The GT4 puts the 718 Cayman on the radar of the 911, as it encroaches on 911 territory.
However, the GT division at Porsche had other plans in the works. They applied the RS formula to the GT4. That means the further reduction in weight and greater increase in power makes the GT4 RS the most hardcore 718 Cayman ever produced. It has the same engine as in the standard GT4, although it has been uprated with more power and higher rev range. The result is 493bhp – that's 79bhp more than the GT4 – and 9000rpm (the same amount as the 992 GT3). Though the weight saving measures might seem insignificant, there’s an accumulative effect.
For the exterior, there’s thinner glass for the rear window, carbon-fibre reinforced plastic for the front bonnet and wings. On the interior, there’s thinner carpets, fabric pulls to open the doors and less sound deadening insulation. These changes mean it weighs 35kg less than the GT4 with PDK and 20kg less than the GT3 with PDK – the GT4 RS itself weighs just 1415kg. That places it in an intriguing position compared to the other GT products, and the commonalities don’t stop there.
Like all RS examples, the only transmission choice is PDK, there’s no manual option available. That means the GT4 RS will zoom from 0-62mph in only 3.4 seconds (0.5 seconds quicker than the GT4 with PDK) and reach a 195mph top speed. Porsche put the GT4 RS through its paces at the Nürburgring. It set a lap time of 7 minutes 4.511 seconds, which is over twenty-three seconds faster than a GT4, and making it fast enough to trouble the 992 GT3 – the delta is only six seconds.
That’s made possible by the option to remove the infotainment system and air conditioning. You can also manually adjust the swan-neck rear wing, as well as the enlarged front splitter to increase downforce by twenty five percent over the GT4. Other modifications include elements on the underside that help keep the car planted on asphalt surfaces, and vents that allow air to escape from the wheel wells. There’s also the Weissach pack that comes with a load of largely cosmetic changes too.
The GT department insist though that despite the inherent performance orientation, squeezing every last tenth from the GT4 RS was not the motive behind the project. Notwithstanding the impressive bona fides, the fixation on absolute performance was less relevant, as the intention was about something more intangible. The gratification from driving that engages and interacts with your emotions and feelings is often an overlooked aspect, but it’s something that Porsche encapsulates the essence of with the GT product line.
When I contemplate my favourite GT car from the range, I always reach the same conclusion. The 992 GT3 Touring personifies the Porsche 911 in its purest form. It walks the tightrope between road and track perfectly, the combination of natural aspiration and manual transmission is now so scarce that you rarely find it, and the 510bhp it produces is something of a real sweet spot. It’s the contemporary choice that has the broadest bandwidth. The GT4 and RS versions of the 718 Cayman are the only Porsches that make me seriously think twice about my preference.
As electric cars become more mainstream, the GT4 RS represents not just the peak of what Porsche are capable of, but captures the best of combustion engines too. The 4.0-litre, six-cylinder unit screams so loud that you are subjected to sensory overload. That’s because this naturally aspirated masterpiece has a party piece. There are air induction intakes in the rear side windows that create a cacophony of noise which fosters a deep emotional connection between you and the car.
That attachment is special and hard to find. With the 718 Cayman and Boxster replacements set to have an electric platform when it gets launched in 2025, you have the sense that Porsche was partly confronted by a choice about whether to produce the GT4 RS. Do it now whilst they could, or not do it, and never get the chance again. This is what really separates the GT4 RS. As the car industry enters the twilight phase of the combustion engine, that makes it one of the last cars of its kind.
Callum's Car of the Year 2022
Porsche 718 Cayman GT4 RS
Photos: Porsche
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