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Can Porsche’s 718 Cayman GTS Keep Up With Toyota’s New Supra?

In a word, sorta.

Thanks to this short video from the Carwow folks in the UK, we can see the comparative performance of a quartet of sporty performance cars. The two true Germans, Porsche’s 718 Cayman GTS and Audi’s TT RS Roadster stack up against the BMW with a Toyota hat, and a tuned version of the French Alpine. These cars are run through paces in quarter mile drag racing, a roll race, and a braking distance test.

I would argue that the wrong 718 was used for this test, as a base Cayman with 300 horsepower is priced almost identically ($56,900) to Toyota’s Launch Edition Supra ($55,250). By using the GTS model, which starts at $80,700, it’s not exactly a fair comparison. But I digress.

The GTS came in second in the quarter mile test, just a smidge after the much lighter Alpine. The roll race and the braking distance test were won outright by the incredible Cayman.

While the Supra didn’t quite pip the Cayman in any of these tests, it was within a margin of error to be certain. Any sports car that runs the quarter mile in around 12 seconds is properly quick. It’s clear that Toyota (and BMW) benchmarked the Cayman in the construction of the Supra. If the right priced base Cayman had been the one used, it likely would have been trounced by the Toyota.

It’s clear that Toyota has a good car in the fifth-generation Supra, but is it enough to drag you away from a Porsche?


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A Straightforward Take on the New 718 Cayman GT4 and Boxster Spyder

Smaller than a GT3, the GT4 is more easily placed on the road and track.

A motoring journalist worth their salt ought to verge on being salty. Fair judgement and an understanding of what a sports car should offer is what Dan Prosser brings to the table, and through his sharpened lens we learn how the quickest variants of the 718 lineup differ from their predecessors.

Since most YouTubers attention spans are limited and the cars are so similar, Prosser chose to drive the cars in the domains they’re better suited to, which revealed some interesting differences between the two. While Cayman GT4 showed more civility than its predecessor on the track, the Boxster Spyder was a harder, more focused machine for the country road. It seems the two are nearing a happy medium to keep the track rat pacified and the sunday driver excited.

Better for the Boulevards

The newest Cayman GT4 seems less of a skunkworks product this time around. Despite the rack losing some of its three-dimensional feel, it compensates with more composure and reassurance across cambers, pockmarks, and crests. At the end of the day, it’s still an incredibly accurate and intuitive car, but it pays for its poise with a loss in feel.

That is only one of the traits which helped this generation of the Cayman GT4 cover the Nurburgring twelve seconds faster than its forebear. Factor in less drag, more aerodynamic downforce, and a bit more power, it’s easy to see how a driver would feel confident pushing it hard on a varied and unforgiving track. It’s much friendlier at the edge of adhesion, thanks in part to a Porsche Torque Vectoring limited-slip differential which allows the driver to lean on the car. In short, it’s a more amenable car with better stats. For everyone but a hardened racing driver, that means its faster in most places.

Closer to the Right Compromise

Compromise might be the operative word with these two, since both still show a few shortcomings made in the name of everyday civility. Those frustratingly long gear ratios, a muted exhaust note, diminished steering feel, and a stowable top in the case of the Spyder mean that they’re not quite the hardcore motorsports product that they’re sometimes billed as.

Few cars allow its driver to soak in the scenery while driving quickly as this one.

This might seem harsh considering the beauty and craftsmanship of these two gems, but a discerning judge helps make the the avid driver more informed and less frustrated. Let’s just be thankful these two didn’t hold on to the four-cylinder turbo.

Despite their shortcomings, it’s hard to argue with the obvious purpose on display here. For those who want a little more from their mid-range Porsche without spending GT3 money, these are alluring alternatives. Plus, with their mid-engine balance and comparatively lower power, they’re much more approachable for the hobbyist than the hotter-blooded GT3 is.


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Essai Porsche 718 Spyder et GT4 420 ch : Prenez le manche !

ESSAI Porsche 718 Spyder et GT4 : Pour satisfaire les amoureux de son célèbre « flat six » atmosphérique en respectant les dernières normes antipollution, Porsche a conçu un tout nouveau six cylindres à plat de 4.0 l. Doté de deux filtres à particules et capable d’évoluer sur 3 cylindres à régime stabilisé, ce bloc à injection directe anime les versions les plus sportives des 718 Boxster et Cayman baptisés Spyder et GT4. Avec une puissance de 420 ch, le nouveau « boxer » revendique 35 ch de plus que celui de l’ancienne GT4. Cette nouvelle mouture s’avère cependant moins performante que la toute dernière Porsche 718 Cayman GTS. L’objectif des Porsche 718 Spyder et GT4 est donc avant tout de procurer des émotions avec une mécanique capable d’atteindre 8000 tr/mn sans s’essouffler. En attendant l’arrivée d’une boîte automatisée PDK, la transmission s’effectue manuellement via un petit levier au débattement court et à une pédale d’embrayage aussi consistante qu’éprouvante dans les embouteillages.


Les Porsche 718 Spyder et GT4 s’adressent aux puristes

Prendre le manche pour garder l’aiguille du compte-tours à plus de 5000 tr/mn contribue à l’immense plaisir distillé par cette Porsche de puriste. La sonorité est également plus plaisante que celle d’un 4 cylindres suralimenté. Les fans du « flat six atmo » regretteront toutefois que la musique reste cantonnée dans les graves à haut régime. La faute aux filtres à particules. Quand le moteur tourne sur 3 cylindres, son ronronnement et ses vibrations ne sont pas non plus très envoutants. Mais les Porsche 718 Spyder et GT4 ne sont pas des instruments à vent et leurs prestations dynamiques ont de quoi combler les plus exigeants. Rabaissés de 3 cm, le châssis à suspensions pilotées se montre très ferme aux allures légales, mais confère une précision chirurgicale et reste scotché au…


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Porsche’s 718 Spyder and Cayman GT4 Bring Flat-Six Power Back!

While the 718 Cayman GTS brought plenty to the party, something was missing. True, the turbo four was punchier than the previous generation’s six-cylinder atmospheric, but there was something amiss. Power and torque figures, as important as they are, need urgency and an appropriate soundtrack to power a truly memorable sports car.

Rejoice, Natural Aspiration Has Returned

The thirst for that flat-six scream is something that comes up in conversation when criticizing the latest generation of Caymans and Boxsters, and the gods have listened. Sitting behind the cabin in the new 718 Spyder and 718 Cayman GT4 is a new 4.0-liter flat six derived from the 991 Carrera’s turbomotor, sans turbocharger. With GT-appropriate levels of response, a six-speed manual, and a redline of 8,000 rpm, the new powerplant promises more excitement.

The 415 horsepower and 310 lb-ft of torque are nothing to sniff at, but the takeaway is that those figures will be produced in a more rewarding way. While the torque figure is almost identical to the 718 GTS models, the peak torque is produced between 5,000 and 6,800 rpm. Where the turbo motor made that from 1,900 rpm, natural aspiration means a motor that encourages the driver to spin the motor to the stratosphere.

Both cars share the same chassis.

To keep this new powerplant eco-friendly, it sports Piezo injectors for direct fuel injection—the first time ever in a high-revving engine. In addition, the motor uses adaptive cylinder control. In part-load operation, it temporarily interrupts the injection process in one of the two cylinder banks, thus reducing fuel consumption.

Downforce and a Sharpened Chassis

Fifty percent more downforce comes from a single-chamber arch rear silencer which creates space in the rear section for a functional diffuser. To maintain a usable balance, the front employs a spoiler lip, which is flanked by air curtains that calm the air flow along the front wheels. That new arrangement makes the Spyder the first of the Boxster family to generate real downforce at the rear axle.

The new Spyder is the first Boxster to enjoy real downforce at the rear.

Both cars share the same chassis. With ball joints, a ride height 30mm lower than before, and recalibrated PSM and PTV systems further sharpen the ride. That, in conjunction with new ultra-high-performance tires from Porsche amount to a reported ‘Ring time in the 7:30-range. For Porsche’s entry level GT car to best a 997 GT3, a car with the same power output, by roughly ten seconds speaks to the extent they’ve refined the chassis. This will be a world-beater.

The GT4 also comes with the option of a Clubsport package. This includes a rear steel roll bar, a hand-held fire extinguisher and a six-point seatbelt on the driver’s side.


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Road-show Porsche: test drive Porsche 718 Cayman

Nous avons été conviés dernièrement à une Drive Test Porsche par les centres Porsche Annecy et Grenoble en collaboration avec l’assurance Allianz au départ du Hub des Alpes, centre d’affaires à côté de Chambéry. Récit de notre essai. Lors de l’inscription, nous avions le choix entre la 992 (déjà essayée il y a peu, voir …


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