The other day, my husband had the opportunity to test-drive a 718 Cayman GTS 4.0 and wrote up his impressions. We hope you enjoy reading them.

Test-Driving the Porsche 718 Cayman GTS 4.0

The other day, I took my GT3 to the dealership for an oil change and was told they had a 718 Cayman GTS 4.0 available for a test drive. I jumped at the chance. My drive was brief, but here are my first impressions.

Until now, the 718 lineup had consisted exclusively of turbocharged four-cylinder models. Now, following the launch of the Spyder and GT4, the GTS has also gained a naturally aspirated six-cylinder model: the GTS 4.0.

This 4.0-liter naturally aspirated engine shares its bore and stroke with the 4.0-liter NA engine in the GT3, but the two appear to come from different lineages. The GTS 4.0 unit is reportedly based on the 9A2 Evo engine used in the 911 (992 generation). It also features cylinder deactivation to meet recent emissions standards. The Japanese-market version does not currently have a GPF, but the engine is still designed to deliver better emissions and fuel efficiency.

The test car was a 718 Cayman GTS 4.0 finished in Aventurine Green. It was my first time seeing that color on a 718, and it looks fantastic. The optional Satin Aurum wheels also complement the body color beautifully.

The cockpit felt familiar, with the same interior lineage as the 991 and 981. Everything was easy to operate, with no awkward surprises. When I started the engine, it gave a deep, throaty “vroom.” With four liters of displacement, it has a lower exhaust note than the 981-generation GTS, but a slightly higher pitch than the four-cylinder turbo 718 GTS.

The clutch felt just right—not too heavy, not too light. It’s a little lighter than the 981’s, but slightly heavier than the 991 GT3’s. The bite point is easy to read, making it simple to operate. Ease the clutch up slowly, and the car automatically raises the idle speed to help you pull away. Even new manual-transmission drivers should find it much easier to avoid stalling.

Pulling away, the GTS 4.0 has far more low-end torque than either the 981 GTS or the 991 GT3. That makes it incredibly easy to drive. It’s so effortless that it almost feels like driving an automatic, letting you flow freely through the city.

Even if you suddenly lift off the throttle in first or second gear, there’s little noticeable engine braking or driveline backlash. Situations that can make a manual GT3 feel jerky are handled smoothly here. Passengers should find the ride more comfortable, too.

718 Cayman GTS 4.0: Sport Mode and More

I spent some time driving in Normal mode, and the cylinder deactivation was almost impossible to detect. It was much the same in the Panamera Turbo. There’s no specific indicator, so you might suspect the system is working when the engine note changes slightly. Either way, I doubt drivers will notice anything as they go about their drive.

As for the engine sound, it’s fairly loud at startup and idle, and reminds me a lot of the 992. Once you’re moving, though, the exhaust note becomes less prominent. When the engine is cold, the whine of the gears is more noticeable in the cabin.

Around 3,000 to 4,000 rpm, the engine and exhaust make their presence felt. But in the 2,000-rpm range—where you’re likely to spend much of your time—the exhaust sounds a little subdued compared with the 981 GTS.

Switch to Sport or Sport Plus and give the throttle a good push, and the naturally aspirated 4.0-liter flat-six wakes up with razor-sharp response. I’d say it feels 10 to 20 percent sharper than the 981 GTS.

The rev-counter needle quickly sweeps through the midrange and charges toward the redline. The acceleration and the G-forces are substantial, delivering a seriously fast, thrilling surge. The engine and exhaust sound fantastic at this point—just what you’d expect from a naturally aspirated flat-six. “This is what it’s all about!” will surely be the reaction for many drivers.

The brakes feel excellent, too. A little pressure on the pedal smoothly sheds speed, setting you up for a downshift. The automatic rev-matching in Sport mode is a joy: the engine gives a quick “vroom” and the revs line up beautifully. The rev-matching blips and afterfire sounds are restrained, without the dramatic theatrics of the 981 generation. Drivers who prefer a more refined, natural exhaust note are likely to appreciate that character.