2019 Porsche 718 Cayman GT4 & Boxster Spyder
Porsche has spent the better part of this year reconstituting some of their most prominent platforms, bringing enhanced power plants, different packages, plans, and liveries, and modern peripherals to their already-legendary lineup. Now, the German manufacturer is setting its sights on the 718 Cayman GT4 and Boxster Spyder 鈥?giving purists a reason to look forward to the vehicles鈥?impending 2020 release. While both of the company鈥檚 adored platforms are obviously very different from one another, Porsche has opted to give them the same upgrade package. The mid-engined Cayman GT4 and Boxster Spyder will receive the manufacturer鈥檚 four-liter, naturally aspirated flat-six engine, capable of 414 horsepower and 309 lb-ft of torque. This re-engineered power plant is based on a similar system utilized in the new 911 but without the inclusion of a turbocharger. Aside from improved suspension components, adaptive dampers, a lower ride height, and the company鈥檚 performance-oriented Ceramic Composite brake rotors, each variant will be outfitted with a six-speed manual transmission for enthusiast drivers. 97,550 Boxster Spyder are available right now for pre-order.
Porsche's 718 lineup is getting two more models for 2020 鈥?the GT4 coupe and Spyder. While the 911 has grown and gotten more comfortable over the years, the 718 is rapidly creeping up on Porsche's most identifiable model as the true enthusiast's choice. The GT4 and Spyder both feature a 4-liter naturally-aspirated boxer six making 414 horsepower and 310 lb-ft of torque 鈥?all in a flyweight mid-engine chassis weighing just 3100 pounds. This is enough to push the GT4 from 0-60 in 4.2 seconds and on to a top speed of 187 MPH. The chassis has Porsche's PASM active suspension system, and astoundingly, a real six-speed manual transmission 鈥?the kind with a third pedal and lever. If all that wasn't enough to make get the purists excited, the Spyder is arguably one of Porsche's best-looking cars ever, with everything mentioned on the GT4 and style reminiscent of the 911 Speedster. Both cars are available for order now.
Cayman is utterly brilliant. Apologies for killing the suspense, but I suspect that鈥檚 not going to be a particularly surprising verdict for anyone familiar with Porsche鈥檚 engineering expertise. No, the truly vexing question is, is this new Cayman a more desirable car than its predecessor? A highly subjective criterion, but an important one, as desirability is a key attribute when deciding on a sports car - no one buys one because they need one. Let鈥檚 start with the case for the defence. The 718 Cayman may have lost two cylinders, but it鈥檚 gained a turbocharger and in 鈥楽鈥?guise that means 257kW/420Nm from the 2.5-litre flat-four. As a result, acceleration claims have been slashed to just 4.2sec from 0-100km/h and 9.2sec from 0-160km/h, at least when fitted with the optional seven-speed PDK 鈥檅ox and Sport Chrono package. Even so, a standard manual is no slouch at 4.6sec and 9.7sec respectively.
The Cayman is now very nearly supercar fast, with enough punch to pin you back in the seat without having to rev it to the heavens. The very long gearing of the previous car remains, but is much less of an issue as there is now neither the need nor the inclination to chase a 7500rpm redline. This extra urge also allows the engine to influence the chassis to a greater extent than in previous naturally aspirated Caymans. When optioned with the torque-vectoring limited-slip differential, in tight corners a healthy dose of throttle is all that鈥檚 needed to help rotate the car, while in slippery conditions care is now needed to avoid wheelspin in the lower gears. Thankfully, the new Sports ESP setting is beautifully calibrated, letting the car move around while subtly intervening when it deems necessary. In terms of chassis dynamics, the Cayman is one of the finest cars around.
The steering is pin-sharp accurate and beautifully weighted, there鈥檚 masses of grip yet the chassis can still be subtly manipulated and despite rubber-band tyres, 20-inch rims and next to no travel, the ride is firm, yet rarely troubling. The 718 is a car you could cover long distances in very easily, especially as the smaller engine has improved cruising economy to a claimed 6.3L/100km for PDK-equipped cars. So far, so good, but now the case for the prosecution. The new turbo flat-four may be frugal on the highway, but use the performance and it loves a drink. This is slightly troubling given economy and emissions are the reasons the old atmo flat-six was phased out. There鈥檚 also noticeable turbo lag at low-rpm, but by far the most contentious issue is the noise. Of course, noise is a subjective issue, but Porsche has replaced an engine that was almost universally loved with one that鈥檚 going to be a lot more of an acquired taste. 33,040 worth of options and, worryingly, few were what you鈥檇 call indulgent. Make no mistake, the 718 Cayman is an amazing car, bordering on driving nirvana, but more desirable than its brilliant predecessor? We鈥檇 be driving a 981 Cayman GTS back-to-back prior to purchase just to make sure.