Recently, among Porsche’s new models, the one that has caught my personal attention is the 718 Cayman GT4 RS. I’ve put in an order, but with production slots being quite limited, I’ve almost given up hope (laughs).

This time, I had the opportunity to test drive the 718 Cayman GT4 RS, so I’d like to share my test drive report.

718 Cayman GT4 RS

This is the top-tier grade of the Cayman, enhancing the performance of the renowned GT4.

It stands apart from the half-hearted sporty models found in other brands. At its core is not the 4-liter engine found in the GTS4.0 or GT4, but rather the 4-liter racing engine from the GT3, directly transplanted and mid-mounted.

The bonnet is genuine carbon

The engine boasts an output of 500ps. The suspension setup, including spring rates and damping system, follows the design philosophy of the 911 GT3 RS (991.2). The PASM is 30mm lower than the standard specification, with NACA air intakes on the front lid for brake cooling, a swan-neck wing at the rear, and the engine’s air intake box relocated inside the cabin, featuring a newly developed air filter that creates a distinctive deep, resonant interior sound.

Even though the GT4 is already equipped to perform as a racing car, the GT4 RS adds features that make you think, ‘They really went all out’, making it truly a racing car that can be driven on public roads.

Once You Start Driving

When you start the engine, a deep sound resonates throughout the cabin. The startup sound is almost identical to the GT3, thanks to the same engine. The difference is that with the engine positioned right behind you, the sense of power is even more pronounced.

Switching the PDK selector, which resembles a manual transmission shift lever, to D mode, you start moving. However, the GT4 RS won’t move forward just like that. The PDK, like in the GT3, is designed without a creeping function. Therefore, you need to give it a little throttle to get going.

GT3-derived suspension peeking through the tire house gap

As you drive out of the parking lot, the initial feeling is surprisingly ordinary. Unlike the intense tire grip of the 992 Carrera or 992 GT3, the GT4 RS feels somewhat milder as it picks up speed.

Cruising at town speeds of around 30 to 50 km/h, my first impression is, ‘This is surprisingly easy to drive normally‘.

While the suspension feels slightly firmer than the GT4, it doesn’t feel drastically different. On flat roads, it’s quite comfortable.

The engine sound at low RPMs resonates well inside the cabin, and unlike recent noise regulations that make cars suddenly quiet after starting, this car maintains its presence. In fact, with the windows closed, the sound is even more pronounced and powerful, likely because the engine and intake are inside the cabin.

How’s the Handling?

Once accustomed to the car, I increased the pace a bit to test the cornering performance while keeping the PASM in normal mode.

The initial steering response is surprisingly gentle. It’s sharper than the standard Cayman, but compared to the 991 or 992 GT3, it’s almost underwhelming. This might be due to the engine placement, but even the 992 Carrera S Cabriolet with PASM sports suspension felt sharper on the same test day.

In a good way, it’s easy to drive. It’s like a high-performance extension of the regular Cayman, allowing for relaxed driving on winding roads without feeling tense.

That said, the RS badge is not just for show. The stability and grip during cornering are astounding. It’s impossible to test its limits on public roads, as it effortlessly handles any corner with ease.

Its true potential likely shines at ultra-high speeds where downforce is more effective.

On Japan’s so-called ‘mountain passes’, it feels like the car is cornering purely on suspension settings and capabilities, without fully unleashing its potential.

Switching the PASM to sport mode makes it noticeably firmer. You can clearly feel the road’s bumps, and the responsiveness and agility increase significantly. While many Porsche models show little difference between normal and sport modes, the GT4 RS exhibits a substantial difference.

Frankly, in Japan, unless you take it to a circuit, its performance is wasted. It’s truly a treasure left unused. This isn’t an exaggeration; it’s genuinely how I feel. If you’re lucky enough to own a GT4 RS, I urge you to take it to a track. That’s where this car will truly be in its element.

Lightning-Fast PDK

One of the standout features of this car is the exceptional performance of the PDK.

Porsche’s PDK transmission is already known for its quick shifts and minimal shift shock. Having experienced various cars, I can confidently say it’s the best transmission in the world.

In the GT4 RS, the PDK has been further refined.

In automatic mode, it feels like the car anticipates upcoming curves, downshifting at the perfect moment and switching gears with incredible precision. The rapid gear changes are akin to a racing game.

Switching to manual mode and using the paddle shifters amplifies this sensation. The GT4 RS’s PDK has been further smoothed for downshifts, and the speed of these shifts is truly impressive.

Pulling the left paddle twice quickly from 4th to 3rd to 2nd gear, the flat-six engine roars with a “Vroom! Vroom!” in rapid succession, completing the downshift with lightning speed. This speed is unparalleled in my experience. No matter how expensive the supercar, none can match this level of control.

The PDK is so impressive that it could be described as ‘worth three bowls of rice’. While some lament the lack of a manual transmission option for the GT4 RS, I urge them to experience this. Manual operation simply cannot extract the full potential of this car.

Next Page → GT4 RS Engine and Sound, Final Thoughts?