How much does a Porsche Spyder cost now
Test Porsche 718 Cayman GT4 and 718 Spyder
Probably the greatest gift that Porsche could give the real enthusiast. If you still know what a naturally aspirated engine is or that thing in the middle ... um, exactly ... a gearshift lever, if you still know what to do when three pedals hang around down there or what anarchic-mechanical thing is like If you hear 8,000-tour shouting behind your back, then it's perfectly fine if the saliva just oozes out of the corner of your mouth. Rejoice, dear purists, because the Cayman GT4 and Boxster Spyder are back.
When the first Cayman GT4 hit the market in 2015, it was an absolute surprise hit right from the start. 385 hp six-cylinder, manual six-speed box, chassis from the 911 GT3, no frills, relatively affordable. That had to go through the roof. When the 911 gets heavier, wider and more complex, there are obviously a lot of people who would like to be reduced to the essentials, a reflection on the good old virtues. Sure, you can throw half your fridge in the Thermomix and it'll come out halfway decent, but you can fucking go to the market, buy fresh stuff, sizzle your steak on a real fire and stir your sauce yourself. You have to plow a little more, but it will taste a lot better and it will make you a lot happier. This is the GT4.
Ultimately, Porsche was completely overwhelmed by the demand. Countless interested parties looked into the tube. But now they all get a second chance. And that - to stay in the picture - has the potential to taste even better. Not just because a lot more people will get either. The production is no longer strictly limited. Construction will take place until 2021.
I am excited. What's new?
Jeez, a lot. Every time Porsche GT boss Andreas Preuninger and his disciples start something new, no path seems too far, no effort too great to ultimately achieve the best possible result. First of all there is the engine. So far, the 718 Cayman and Boxster have only had four-cylinder turbos. Fast, efficient ... nothing you would tell your grandchildren about.
Now there is a new 4.0-liter six-cylinder boxer with no turbos to be seen anywhere. Strangely enough, this is not the unit from the 911 GT3, Speedster and Co. The elaborate masterpiece would have only fit in with the little 718. Plus, it would have been too expensive for cars starting at under 100 grand. Instead, a completely new development is planting behind your buttocks. It is a derivative of the 9A2Evo 3.0 liter biturbo from the 992. For the right motorsport mojo, a stiffer forged steel crankshaft, a plastic oil pan (36.5 percent lighter than the old cast iron Part) and hydraulic valves. There is also start-stop and cylinder shut-off.
The power is 420 hp at 7,600 tours and 420 Nm torque between 5,000 and 6,800 tours. The good piece rotates a maximum of 8,000 rpm. What remains is one of the best six-speed manual transmissions in the world. If you are a half-day ascetic: In 2020 Porsche will add a 7-speed PDK. It goes from 0-100 km / h in 4.4 seconds, from 0-200 in 13.8 seconds. The Boxster Spyder has a maximum of 301 km / h, the Cayman GT4 manages 304 km / h.
Both cars (this time also the Spyder) get the front axle from the 911 GT3, at the rear a reinforced lightweight axle has been developed (due to the different engine position of the 718, you cannot simply take over the GT3 parts here). The dampers, the transverse and trailing arms, the subframe and the stiffer Uniball bearings from the GT3 are used at the front and rear. The PASM chassis is adaptive and if you have a jack and a little time, you can do an excellent job of tinkering with it. Stabilizers and spring-damper units are adjustable. Just like the aerodynamics. Remove a few plastic parts from the front diffuser channels, then turn the rear wing down 3 degrees to compensate and hey presto - more downforce.
Photo gallery: Porsche 718 Spyder (2019) in the test
Speaking of downforce, there's a lot more of it now. The new rear wing of the GT4 may not look so different than before, but it delivers 20 percent more downforce. The new rear diffuser as the end piece of a fully clad underbody increases downforce by as much as 30 percent. So that it can develop its full effect, the exhaust system had to be placed around it. 50 percent more contact pressure at the rear requires appropriate compensation at the front end. The solution: a more massive spoiler sword and a so-called Gurney flap under the bonnet, which creates a kind of suction effect from the incoming air. At top speed, the GT4 generates 122 kilos of downforce. All of this happens without any negative impact on the drag coefficient. The Spyder naturally has to do without the fat wing on the trunk lid. The rest of the aero package is the same though. Compared to a 718 Boxster GTS, lift has been reduced by 50 percent. This is the first Boxster that actually creates downforce at the rear.
As before, the GT4 and Spyder are 30 mm lower, have fat GT3-style 20-inchers with 245 and 295 Michelin Cup2 tires, 380 mm brakes, thicker aprons and, in the case of the Cayman, of course, this glorious wing on its chic aluminum feet . There is also an Alcantara interior with a 360 mm steering wheel and, on request, a Clubsport package (3,927 euros) with a roll bar, six-point seat belt and fire extinguisher for the Cayman. This is top-quality racetrack material and, by the way, once again adorable attractive.
But where there is so much light, there is also a little shadow. The GT4 now weighs 1,420 kilograms empty, a whopping 80 kilograms more than before. Porsche doesn't really want to say why that is. A bit of an engine, a bit of a diffuser, probably, plus a heavier starter. Obviously it didn't hurt the Nordschleife time. There are now 7:28 minutes. 12 seconds faster than its predecessor. 4 seconds faster than a certain supercar called the Carrera GT 15 years ago. Gentlemen ...
How are you driving
If you will allow me, I would go into the Cayman GT4 first. We are at Knockhill Raceway, the most famous circuit in Scotland. At two kilometers, not particularly long, but a downright devious beast. With all kinds of compressions and blind knobs that are just waiting to kill material or even entire vehicles. Nothing for bad chassis ... or stomachs.
Once plumped deep into the glorious carbon bucket seats (5,355 euros, which you should definitely invest), briefly plucked the key on the left and with an angry scream of resentment, the four-liter vacuum cleaner opens its eyes. Phew, thank God - throaty, bass drums and really loud. Despite two particle filters, Porsche has inserted the absolutely correct cassette here.
Out on the track and after two or three maneuvers it becomes clear that a more polished car is on the way here. The old GT4 felt somehow rawer, more mechanical, a bit more uncouth. The new one looks a little softer, lies more loosely in the hand. It's not necessarily less charismatic, just less stressful to use. The clutch is much lighter, the shortened gear lever slips effortlessly through the alleys. Turning in, changing direction - felt a bit more jagged. With this smooth, positive, ultra-precise steering that is bursting with emotion.
On the road, this car looks quite tight, really tight. So at a more leisurely pace. But here it flies over knolls, dives into depressions, slams over Kurbs, eats up devious waves as if it were nothing. The cushioning is incredibly well composed. How this car has its movements under control even in the extreme, the balance with which it carries you through the entire curve - it should be damn hard to find something better at the moment. The GT4 chatters you permanently full of information. He communicates and communicates and communicates. You always know exactly when he is thinking of stopping the grip at the front and you always know exactly when he is going to start sliding at the back. You can drive it accurately and cleanly. Shift down very easily with two fingers. Braking. Only when you go all the way will it wobble a bit at the back. Give in now. Yep, it's so quick. You don't notice the extra weight. Not at all. On the brush. Enjoy how the GT4 inflates itself, builds up more and more cornering forces and dredges its way out of the curve with an impressive amount of grip. But you can also let it fly through it so wonderfully easily if you want. A bit faster, a bit less clean into the bend, this easy slide - balanced, harmonious, wonderful.
So, is it good to drive a naturally aspirated 718?
Oh yeah. This aggregate is a real beauty. Responsiveness, turning ability, sound - three things that ultimately chisel the biggest grin in your face. Even if the OPFs mean that it may not be as acoustically as it used to be, it still delivers plenty of sensations for the ear.
Otherwise it is so finely modeled that it can give you exactly what you ask of it at any time. How fine and precisely you can command him is no longer known nowadays because of all the turbochargers.
"The absolute playfulness, the ardor and the urge to go all the way up to 8,000 tours are once again a real pleasure with this new four-liter."
And before you ask: Yes, the GT4 is still too long. It doesn't really matter on the country road because the new engine already has a lot more punch. It's a bit of a problem at times on the racetrack. Between second, third and fourth gear there are often situations where you do not know exactly which is the better option. You tend to stick to the third one. Actually a shame, considering how sensational the gearbox is. It now also has a new auto-blip button for double-declutching when downshifting. The same is no longer tied to the sport mode, which means that you can decide for yourself at any time whether you want to use your heel-tip skills (or maybe even better not).
The absolute playfulness, the ardor and the urge to go all the way up to 8,000 tours are once again a real pleasure with this new four-liter. But the new GT4 / Spyder machine still comes up to the completely unleashed, brain-freezing greed of the 911 GT3 engine, to what happens to your own body when this perverse 500 PS part escalates to 9,000 rpm before not approaching.
Oh yes, the Spyder. Does he drive differently?
Now that it has exactly the same engine, exactly the same chassis and large parts of the aerodynamics on board, you have to have very meticulous sensors to detect any differences. Mainly because I only moved the Spyder on the country road. If you like a lot of fresh air, don't mind a little soft top fiddling and hate large rear wings, then buy the open version.
Should i buy him / her?
The Boxster Spyder has certainly benefited the most because there are now virtually no differences to the GT4. Sure, it costs at least 93,350 euros, but there is nothing for this money that even remotely combines such a wonderful chassis with a great suction motor and so much potential for destroying hairstyles. Other than that, it really isn't too much of a pain to drive it every day.
The same applies to the 718 Cayman GT4, which costs at least 96,206 euros. He must have become a little more meek and more accessible. On the other hand, it hasn't lost anything in terms of character and handling. Of course, it doesn't come close to the ultimate kick, this manic, feverish 911 GT3. Nonetheless, the new GT4 delivers better chassis and engine than ever before. An incredibly fun device. Brilliant down to the last screw. Certainly the best sports car you can buy in this price segment.
+ incredibly capable, perfectly balanced chassis; Outstanding, powerful, naturally aspirated engine with one of the best manual transmissions in the world; so easily accessible that it even works in everyday life
- Gear a bit long translated; meanwhile quite difficult (although you don't notice it); not quite as manic and engaging as a 911 GT3
Photo gallery: Porsche 718 Cayman GT4 (2019) in the test
Technical data and price Porsche 718 Cayman GT4
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