For some reason, this is actually my first time writing a test drive article on the GT4. This time, I drove the 718 Cayman GT4. I’ve driven the sibling 718 Spider several times, so I’d like to focus on the differences between the two in this review.

718 Cayman GT4

The GT4 is a grade developed by Porsche’s GT division, so its origins differ somewhat from the regular models.

Equipped with exclusive features like Adaptive GT Sports Suspension and GT brakes, it’s also armed with large front spoilers and rear diffusers designed with aerodynamics in mind. Even visually, it has a completely different, more intense presence than the regular Cayman.

This particular car is fitted with the Clubsport Package, which includes a roll cage in the rear.

With a top speed of 304 km/h and 0-100 km/h in 4.4 seconds, it completely surpasses the performance of the 996-generation GT3, and its Nürburgring Nordschleife lap time is 7 minutes 28 seconds—quite fast for this class.

Sliding into the bucket seat, I adjusted the seating position. I still really like how comfortable these seats are. The engine start-up sound, like other 718 models, is quite bold. The tachometer needle jumps up to around 2000 rpm—a classic Porsche starting ritual.

Engine & Shift Feel

Since this is a right-hand drive manual, I was a bit thrown off at first, but I pressed the clutch and shifted into first gear. The short-throw shifter feels very satisfying, engaging smoothly as if sucked in.

The shift feel is similar to the 991.2 GT3 Touring, but the GT4 feels a bit lighter to operate.

Starting off, there’s plenty of torque from low revs, so it’s effortless. Like with the GTS 4.0, I feel that recent Porsche manuals have become really easy and user-friendly. Even beginners should be able to handle it well.

Once underway, as expected from a GT model, mechanical noises are quite noticeable. It’s not as loud as the GT3, but definitely louder than a regular Cayman.

The engine noise, intake sound, and gear noise blend together, creating a racing atmosphere.

Pressing ‘AUTO BLIP’ activates automatic blipping on downshifts.

The blipping isn’t flashy; it prioritizes speed and efficiency over showmanship.

Here I noticed one difference from the Spider. Since the Spider has an open roof, noise hardly reverberates inside the cabin.

Instead, the exhaust sound is much more audible.

So when the exhaust valve closes after starting to drive, it feels suddenly quiet. But in the GT4, mechanical noise inside the cabin is more prominent, so you don’t really notice much change in volume. Of course, you can tell when the valve opens and closes, but you’re more likely distracted by the cabin noise, making the difference less obvious.

Therefore, there’s less awkwardness in the sound, and the noise changes appropriately with speed and revs, making driving more enjoyable.

The power feel is naturally not much different from the Spider. The 718’s naturally aspirated 6-cylinder engine has a firm rev feel but delivers solid power and strong revving—truly a well-crafted engine.

However, it doesn’t have the razor-sharp response or the terrifyingly wild high-revving surge of the GT3, so don’t expect the same feel as the GT3.

With a maximum output of 420 ps, it’s probably just about right for enjoying spirited driving on the road. The GT3’s 500 ps is honestly too much for Japanese public roads. You can enjoy revving it in first or second gear, but that makes the response and power overwhelming, resulting in jerky, difficult driving.

Compared to that, I think the GT4’s power is still manageable and usable.

Handling

Now, the handling is what really stands out.

The handling differs from the Spider. Actually, it’s quite different. First, the initial steering response is significantly different. It’s like the difference between the 991 and 992. The GT4’s nose starts to turn in relatively early after the initial steering input, with very little delay between turning the wheel and the car’s reaction.

In contrast, the Spider has a bit more delay and feels like it gradually leans into the corner.

Of course, the difference between an open and closed body plays a role, but I feel Porsche deliberately tuned them differently beyond that.

I personally really like this steering feel. It’s supple yet quick, with minimal disconnect from the driver’s sense. The GT3 feels even racier, making the driver feel more pressured, but the GT4’s handling feels like a blend of the Spider and GT3, taking the best of both.

This feeling reminded me of something—it’s close to the 981 Spider. I loved that chassis the most, and I think the 718 GT4 is quite similar.

As for ride comfort, I haven’t driven it much around town, so it’s hard to say, but on the usual winding roads, it was very good and comfortable. Owners say it’s perfectly drivable daily, and it certainly doesn’t have the harshness of the GT3.

The brakes feel firmer than the standard model and require more pedal force than stroke to modulate. This is almost the same as the Spider. They’re wonderfully controllable with no issues in stopping power.

Do You Need the GT4 RS?

Actually, I’ve already placed a reservation for the recently announced GT4 RS.

Whether I’ll get a production slot is uncertain, and if production numbers are too high, I might not buy it—that’s how undecided I was when I reserved it. But this test drive really piqued my interest in the GT4.

That’s how much fun and how good a car this GT4 is to drive. So I want to try the RS, which is tuned even further. On the other hand, realistically, this regular GT4 seems perfect for both daily use and sporty driving without getting boring.

That’s the impression this car gave me.