Porsche 718 Cayman GT4 RS Review: A Record-Setting Farewell to the Flat Six

Introduction

Even the name sounds quick. The Porsche 718 Cayman GT4 RS arrived with most of its headline numbers already known: a 4.0-litre flat six engine that revs all the way to 9,000 RPM, just a whisker less than 500 BHP, and a weight that sits not much above 1,400 kilograms. It rolls on sticky Michelin Pilot Sport Cup 2 tires as standard, and its all-round wishbone suspension is fully adjustable.

What was less known was exactly how quick it would be on a demanding coastal circuit. Put simply, this is one of the most focused road-going Porsches ever built, and possibly one of the last chances to enjoy a naturally aspirated flat six mounted behind the seats. Here is what it is like to drive hard, and who it makes sense for.

Who This Product Is For

The GT4 RS is for drivers who genuinely value chassis response over straight-line bragging rights. On a twisty circuit, its smaller footprint and agility matter more than raw power, and that is precisely the sort of buyer it rewards. If your ideal weekend involves a track day, a helmet bag in the boot, and a car you can still drive home, this is squarely your kind of machine.

It also suits drivers who appreciate clever drivetrain technology. The dual-clutch gearbox here is remarkably capable of working things out on its own, yet still rewards manual shifting when you want full control.

Main Strengths

The engine is the headline act. That 4.0-litre flat six pulls with real intent and the noise at full throttle is enough to make your ears ring. It revs freely to 9,000 RPM and delivers nearly 500 BHP, but the car’s real secret is how little it weighs to carry all that performance.

The PDK gearbox deserves special mention. With paddles on the wheel and beautifully crisp manual shifts, you might assume you need to work it yourself. You do not. Left in its automatic sport mode, the gearbox senses braking, reads road speed, and drops down through the gears into exactly the right gear for the corner you are attacking. It is remarkably clever, though many drivers will still prefer to shift manually for full control, particularly on places like the start-finish straight where short-shifting can be an advantage.

Straight-line braking is equally impressive, with the gearbox happy to assist mid-corner exits, and the car rotates beautifully when you ask it to. It will go sideways very, very sideways in second, third, fourth, even fifth gear if you really want it to.

Track Settings: Small Buttons, Big Differences

There is a fair bit to play with in the cockpit, and the settings genuinely change the pace. With the dampers in their stiffest sport setting, the car is measurably quicker around a circuit. Switching off the electronic stability control and traction control unlocks more of the chassis, and pressing the sport mode on the gearbox transforms the shift strategy.

None of this requires deep technical knowledge. A few well-placed buttons, a couple of laps to adjust, and the car simply comes to you.

Chassis and Grip: Pointy by Design

The all-round wishbone suspension is fully adjustable, and in this case it has been deliberately dialled in to minimise understeer and make the front end as sharp as possible. That setup philosophy matters: on a tight, twisty track, you want the front end to turn in exactly where you point it, rather than washing wide.

The trade-off is a livelier rear, and a touch of oversteer to manage. Many drivers will happily accept that bargain. Running over the curbs is actually faster, though the car does bounce around a bit when you do. It never feels out of its depth, just busy and honest. Note that a helmet is a good idea for track use, as the cabin is properly loud when you are working hard.

Things to Consider Before Buying

Focus this extreme comes with compromises. The ride in its stiffest damper mode is uncompromising, and on public roads you will feel it. The Cup 2 tires deliver huge grip on a dry track but are fair-weather rubber by design. Managing a rear end tuned to rotate freely demands respect, even if the electronics can be left on when you prefer a safety net.

If you want maximum ease and everyday civility, a lesser Cayman or a 911 variant will serve you better. But if your priority is lap time per pound of weight, nothing in this class answers quite the same way.

Buying Advice

Lap timing tells the real story here. The GT4 RS lapped a demanding coastal circuit quicker than a far more powerful 911 GT3 with a dual-clutch gearbox, purely because it is smaller, more agile, and better suited to fast twists and turns. It dips below the kind of lap times most would assume require massive horsepower, which is the clearest possible endorsement of the formula: moderate weight, huge responsiveness, and a superb engine.

If a version with even more power and grip arrives in the future, the numbers could go lower still. For now, the GT4 RS stands as a fitting send-off for the mighty flat six in the back of a mid-engined Porsche. Buy it if you want the sharpest driver’s car of its kind and can live with the firmness. Skip it if comfort and daily practicality top your list.

Conclusion

The Porsche 718 Cayman GT4 RS is a rare thing: a car where fewer horsepower than you would expect delivers more lap time than you would believe. With a spine-tingling 4.0-litre flat six, an intelligently aggressive chassis, and a gearbox that is almost clever enough to drive itself, it earns its place at the sharp end of any performance car shortlist. As a farewell to the naturally aspirated flat six, it could hardly be a better one.