It’s a very loud car. The naturally aspirated flat-six engine sound, exhaust note, mechanical noises from the drivetrain, and brake squeal when stopped are just noise to bystanders, but to the driver, they’re exhilarating sounds.
Also, with sports mode and sports exhaust on, you feel like downshifting unnecessarily.
The engine delivers torque smoothly across the rev range, but up to about 7,000 rpm, it doesn’t have a sharp torque peak at higher revs.
I think the GT3 has that, so I’d love to experience the GT3’s special engine at high revs.
Still, the Cayman GT4 offers more than enough long-lasting acceleration. With its relatively large 3.8L displacement, it has strong low-end torque and can be in 6th gear even at 30 km/h. Also, it’s not peaky, so you can lazily drive 1st → 3rd → 5th in town.
Also, the dealer warned me, “PDK is fine, but don’t exceed 7,000 rpm with the manual.” So I consciously ease off the right foot. Apparently, hitting the rev limiter is recorded in five stages and may void the dealer warranty.
Comparing the basic manual 981 Boxster and the GT4, the smaller displacement means less power, but the 981 Boxster is still fast and a proper sports car. I actually liked its lightness.
It’s impressive how each grade has its own character—classic Porsche.
Also, comparing the loaner 718 and 981, the 718 felt overwhelmingly faster and more nimble even in the same basic grade. But its engine sound reminded me of Subaru’s flat-four from the era of equal-length unequal firing intervals, making me think of Subaru rather than Porsche.
For those unfamiliar with Subaru engines of that time, it’s a distinctive flat-four sound.
The ride is firm but much more supple than sports cars of the previous generation. Also, I’m insensitive because I can’t feel the difference between PASM on and off.
The GT4 sits low and has a dedicated front lip spoiler, and there’s no lifter, so the front scrapes often.
On normal roads and railroad crossings, it doesn’t scrape if you’re not careless. At convenience stores or gas stations with steep slopes, entering diagonally helps avoid scraping.
Also, narrow self-parking garages with tight diagonal entries are likely to cause scraping.
But even if it scrapes, it’s the bottom of the spoiler and not noticeable or seriously damaged. Also, as is common knowledge for this type of car, never stop against wheel stoppers.
Regarding visibility, when I first drove a 911 (997), I was impressed that despite being a sports car, it has excellent all-around visibility forward, diagonally behind, and to the rear. That makes it safe even for women.
However, the Cayman’s diagonal rear visibility is somewhat limited, though not critically. Personally, I like the low, cocooned seating position of the Cayman.
You don’t notice much in town, but on the highway, braking hard decelerates you so quickly it feels like you might be rear-ended. The more you press, the stronger it brakes.
The clutch is relatively heavy but not burdensome. The unique smooth engagement when starting is nice. As mentioned in previous articles, Porsche drivers consciously try to “not press the accelerator when starting,” which feels nerve-wracking as if the engine might stall. I’m not yet able to do it unconsciously.
I’ve never found shifting stiff, the pattern unclear, or gear changes difficult, but I wouldn’t call the shift feel “exquisite.”
The GT4 has a short shifter unlike other grades, but it’s not so direct that you can shift with just a wrist flick, and being mid-engine, it lacks the directness of a FR car. I recall the Cappuccino I used to drive was more crisp. (Though it’s a bit presumptuous to compare.)
On mountain roads, it feels like you’re turning around the axis of a spinning top, which is very satisfying. Where other cars require braking before corners, the GT4 can corner smoothly without braking. It has a very high limit.
When you turn the wheel and step on the gas roughly, the rear wheels briefly slip, and probably the PSM intervenes to correct the posture.
The intervention is not excessive; it respects the driver’s intent, feels natural, and is reassuring.
I don’t have the skill or experience to fully master the GT4, but I feel the design philosophy is at a very high level.
Highway: about 10 km/L, smooth rural roads: 11 km/L, city: 7–8 km/L.
It’s been almost two years since I owned it, with one inspection and one oil change, which was free as a service.
The first inspection cost is unknown, but there have been no troubles so far, and it doesn’t feel like it will break down, so I think it can be driven with the peace of mind of a Japanese car in the long run.
However, from online info, it seems there’s a service campaign (recall) for the GT4’s manual transmission. I haven’t received a notification yet, but it’s a bit concerning.
I haven’t gotten used to how to engage the parking brake and sometimes forget to apply it. I wish it were a handbrake or foot pedal, or at least a switch near the center console.
Not exactly an option, but manual transmission (MT) and right-hand drive. Nowadays, ATs are overwhelmingly faster, and PDK’s seamless shifts are attractive, but I want to feel the sense of controlling a sports car myself, so I can only enjoy it with a manual. I’m just an old-fashioned person (laughs).
Also, left-side driving suits right-hand drive better, and though I’m getting used to left-hand drive, it’s still inconvenient. The 981’s pedal layout doesn’t feel problematic. Many other options increase satisfaction, but even without them, you can still feel the Porsche essence.
It’s a car to experience the extraordinary and refresh yourself, like going on an overseas trip.
〘Blog Administrator’s Thoughts〙
I actually saw this GT4 at the Royu Driveway observatory, and it was very beautiful and cool. While many aspects have evolved from the 981 to the 718, I felt there are many unique charms to the 981 as well. I want to drive one someday! Akki-san, thank you very much for sharing!
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