2023 Porsche 718 Cayman GT4 RS review (video)

The 2023 Porsche 718 Cayman GT4 RS is clearly designed for one very specific job. To carve up racing circuits and take on motorsport events, and win doing it. But is it the ultimate track-day toy?

Its cousin, the 911 GT3, is not a big price leap above this but the 911 is arguably the more capable and more popular go-to for this type of stuff. And it packs an extensive heritage.

Like the GT3, the Cayman GT4 is developed by Porsche’s motorsport-derived GT division, with products tested and tuned by racing car drivers. And then the RS is an even more hardcore option reserved for serious driving enthusiasts that want the absolute maximum in capability and performance.

2023 Porsche 718 Cayman GT4 RS: Specifications

Engine: 4.0-litre flat-six
Output: 368kW@8400rpm / 450Nm@6750rpm
Gearbox: Seven-speed dual-clutch auto
Drive type: Rear-wheel drive with locking differential
Wheels: F: 20×8.5, 245/35 R: 20×10.5, 295/30
ANCAP: Five stars
Tare weight: 1477kg
Power-to-weight: 8.20:1 (kg:kW)
Official consumption: 12.7L/100km
Our consumption: 14L/100km

Fuel tank/Fuel type: 64L/98 RON
Power efficiency: 25.71kW:L/100km
0-60km/h: 1.95 seconds*
0-100km/h: 3.55 seconds*
60-110km/h: 2.09 seconds*
1/4 mile: 11.59 seconds at 200.1km/h*
Max acceleration: 0.962g*
100-0km/h braking: 36.77m at 2.78 seconds*
Max deceleration: -1.433g*
Decibel at idle (/sport mode): 59/63*
Peak decibel at 60-100km/h: 103*
Starting price: $336,800

*Figures as tested by Driving Enthusiast on the day. Manufacturers’ claims may be different

2023 Porsche 718 Cayman GT4 RS: How much does it cost?

It is the flagship model in the 718 range and so the price is quite high. Prices start from $336,800. That is expensive, obviously. An eye-opening $108,220 more than the regular GT4, in fact. But it does undercut the 992 911 GT3 by $51,800, featuring similar running gear.

Some driving fans say the Cayman is the better option because it uses a mid-engine layout as opposed to the 911’s famously-unbalanced rear-mounted configuration. With the engine mounted just behind the cabin, between to the two axles in the Cayman, there is some truth to that. At least in theory.

What other options do you have in the high-end track-ready market? Lotus offers the Emira V6 First Edition from $199,990, equipped with a 298kW V6. And BMW has the M4 Competition, priced from $176,900, although it offers more luxury and is less focused on hardcore track driving. Compared with the GT4 RS anyway.

As you can see, there are limited options in this field and it is becoming a rare segment. Even more so for powerful naturally aspirated vehicles. Honda, Hyundai, Toyota and VW do great hot hatches at the entry end, and there’s the BMW M2 at the intermediate level. (All prices exclude on-road costs.)

2023 Porsche 718 Cayman GT4 RS: Interior & packaging

Judging by the visuals alone, you could mistake this for an actual racing car that hasn’t yet had its sponsorship decals added on. Various parts are made from carbon fibre to reduce weight, including the bonnet, front guards, and massive rear wing, and the sheer number of vents and ducts in the bodywork are all textbook race car stuff.

Opting for the Weissach pack provides exposed carbon for the bonnet and wing, as well as racing bucket seats inside. It can also include a titanium roll cage, or not, with the pack priced from $23,820 or $29,890, respectively. This test car features the full package with the roll cage. It’s ready to race.

As a result of the carbon parts and other weight reduction measures the RS is 35kg lighter than the regular GT4. The tare weight is listed at 1376kg, which might not seem that light to old-school car lovers, but it is very light for a modern vehicle. It comes with various safety features to help pass modern regulations, and includes a touch-screen media interface and eight-speaker sound system.

On the dash you’ll find Porsche’s older touch-screen system offering digital radio and Apple CarPlay. The menu layout is pretty basic and the apps are presented in a fuss-free grid format. But this is fine in our view as it reduces distraction, especially considering this is a track-focused car.

The chunky racing seats provide limited adjustment, with power raise/lower and manual slide action. But they hold you in firmly thanks to huge side bolsters for the legs, waist, and up to the shoulders. They might look as comfy as a pile of rocks, but they are actually more supportive on longer drivers than you might expect. Padding is strategically positioned to optimise comfort while keeping weight to a minimum.

This example showcases a Race-Tex suede trim, extending to the dash, door trims and steering wheel, giving the cabin a proper racy atmosphere. The driving position is spot-on, as usual with Porsches, and the cabin feels spacious enough for what it is, offering an intimate and low-slung feel but with enough room to move about.

Storage is limited to a shallow centre arm rest box and thin door pockets. Pop-out cup holders from the dash add some convenience, but other than that, this office is designed for getting down to the business of driving.

Being mid-engined, you’ve got two boots to choose from, including a front compartment the presents 125L, which is big enough for at least one carry-on luggage case and some. And then behind the engine is another 136L compartment which could store another case with some volume left over.

2023 Porsche 718 Cayman GT4 RS: Powertrain & handling

Nestled between the boot and the cabin is Porsche’s glorious 4.0-litre flat-six engine. Naturally aspirated, it can rev to 9000rpm. At which point it sends goosebumps rippling down your spine. It feels like your bones are going to disintegrate from the overwhelming sensation of such high revs.

When you first drive it you might not expect the engine to rev quite so hard. It gives off a high-pitch scream that’s unlike any other sports car currently on the market. In some ways, it reminds me of the old Ferrari F355, which I was fortunate enough to drive back in the days. It has that same piercing schriek.

During lower revs it growls and barks, but this soon turns into a trademark Porsche howl. And then beyond 8000rpm, it’s a frenzied yelp that takes over not just any surrounding noises, but your thoughts as well. At 9000rpm, your brain is completely mesmerised and no longer thinking about anything.

I don’t know many cars on the market that are able to do this anymore. Not since turbocharging has taken over. And obviously no electric vehicle can tickle the human body’s receptors to noise and vibration quite like a naturally aspirated engine singing at full chat.

Out on the road it is more civilised than you might think. Or it can be, anyway. Sure, the suspension is firm but no firmer than some hardcore hot hatches. And the trade-off is absolutely outstanding handling. It is so flat and committed around corners, with no body roll at all and the purest steering you’ll find.

At lower speeds, around 80km/h, the steering seems to go through a very minor moment of lightness around particular types of corners. The front end feels slightly unweighted compared with all other conditions. We only felt it during certain conditions. Perhaps we weren’t braking hard enough to shift the weight during initial turn-in? If it’s on a track where downforce is better utilised, the downforce from the splitter would no doubt ensure maximum stability and feel.

The RS uses bespoke suspension with 30mm chopped from the ride height, so it really hugs the ground, and the enhanced aero work contributes to provide around 25 per cent more downforce than the GT4. At the back, that massive wing is similar to the one on the 911 GT3, with top-hanging mounts to provide cleaner airflow over the important bit.

Also helping with handling, the RS comes with 20-inch forged aluminium or magnesium wheels (your option), featuring centre-lock nuts like a racing car. These light wheels help to reduce unsprung mass, which in turn improves steering feel and response. The rims wear 245/35 front and 295/30 rear Pirelli P-Zero tyres. Uprated brakes sit behind.

2023 Porsche 718 Cayman GT4 RS: Key attractions/reasons to buy

It’s a perfect blend between the high-revving, naturally progressive engine and the superb chassis balance and steering. This combination provides one of the best driving experiences you’ll find, anywhere on the current market. It is such an awesome driver’s car.

The other big attraction is that you’re basically get a 911 GT3 and saving around $50k. As mentioned, some enthusiasts/buyers (according to owner forums) actually prefer the Cayman GT4 over the 911 GT3. However, this likely comes down to personal tastes and driving styles.

Being a Porsche GT car, this is engineered for serious track driving. So as long as you keep it well maintained, it is likely to outlast you on the track, taking in lap after lap of abuse and full attack driving without raising a sweat.

2023 Porsche 718 Cayman GT4 RS: Key considerations before you buy

Well, the main consideration is if you can actually buy one. Porsche usually sells out all of its GT cars before they even arrive in Aussie showrooms. So if you’re presented with the opportunity to buy one and you’re considering a GT4 RS in the first place, our recommendation is to just jump on it. You’ll probably get most of your money back if you wanted to sell it later anyway.

2023 Porsche 718 Cayman GT4 RS: Videos