The Final, Flawed, Perfect Goodbye.
Should you buy this car?
The answer is binary.
Buy it if you are a collector of mechanical signatures; if you believe the internal combustion engine’s peak is defined not by silent, instantaneous torque but by a screaming, mechanical crescendo you must earn with gears; if you view a car not as a transport appliance but as a kinetic sculpture whose value is etched in throttle lift-off oversteer and the smell of hot oil and spent tires. This is the last purely analog soul Porsche will ever forge from petrol, air, and ambition. It is an uncompromising homage to a dying art, signed with a 9,000 rpm redline.
Do not buy it if you seek daily comfort, digital immersion, or pragmatic performance. If your dream sports car is defined by its 0-60 time while playing Netflix, look elsewhere. This car will punish poor roads, deafen you on highways, and offer less practicality than a base hatchback. It is raw, intense, and emotionally draining. It is not a fast car; it is a driver’s car. For the wrong owner, it will be a costly, uncomfortable mistake.
This is not merely a review. It is a forensic audit of the last pure ICE Porsche sports car—the 718 Cayman GT4 RS. We dissect its mechanical truth, deconstruct its purpose, and deliver the ultimate authority.
B. Technical Deep Dive: The Engineer’s Perspective
This is a recitation of a spec sheet transformed into a symphony. Every component is interrogated for its contribution to the singular goal: transcendent driver engagement.
1. Powertrain & Performance: The Dynamometer of Reality
Architectural Analysis:
Porsche’s parting masterstroke is an act of glorious defiance: the naturally aspirated 4.0-liter flat-six from the 992 GT3, transplanted midship. In an era of turbo homogenization and hybridization, this is engineering heresy. The M97/74 engine is a study in focused evolution. It features forged pistons, titanium connecting rods, a rigid aluminum block with Nikasil-coated cylinders, and a rigid valvetrain with Formula 1-derived shaft-driven rocker arms. Unlike its turbocharged counterparts or the hybrid-assisted V8s of rivals like the upcoming C8 Z06, this engine breathes freely. Its power is not forced; it is inhaled, a linear, addictively responsive build that ties output directly to your right foot’s courage. Compared to its predecessor, the 718 GT4, this is not an iteration. It is a transplantation of a higher-order heart, a 40-hp increase being the least significant part of the story.
Authority Figures:
- Power: 518 hp @ 8,400 rpm (SAE Certified). The peak is 600 rpm higher than the GT4, a critical detail.
- Torque: 309 lb-ft @ 6,750 rpm. A modest figure by forced-induction standards, but one that tells a lie of omission.
- Mass: Curb weight of 3,227 lbs / 1,464 kg (Distributed 42.7% front / 57.3% rear). The RS diet—carbon fiber-reinforced plastic (CFRP) hood, fenders, and rear wing; thinner glass; reduced sound deadening—shaves crucial pounds.
- Acceleration: Instrumented-test 0-60 mph: 3.2 seconds. 1/4-mile: 11.3 seconds @ 124 mph. 0-100 km/h: 3.4 seconds.
- Top Speed: 196 mph / 315 km/h (with Clubsport package).
Real-World Propulsion Impression:
Theoretical horsepower is meaningless. Exploitable character is everything. Below 4,000 rpm, the GT4 RS is tractable but tame, a gentle purr. Cross 5,000 rpm, and the induction roar from the roof-mounted intakes behind your head begins to dominate. At 6,500 rpm, the Porsche Doppelkupplung (PDK) transmission—the only offering—holds gears with vicious intent. But it is from 7,500 rpm to its 9,000 rpm redline that the engine transcends. It doesn’t run out of breath; it climbs, velocity and decibels merging into a metallic, howling crescendo that vibrates through the carbon-fiber tub into your sternum. The powerband is not just exploitable; it is the entire point. You must work for its genius, and the reward is a purity of connection no turbo motor can replicate.
2. Transmission & Drivetrain: The Conduit of Power
Gearbox Behavioral Profile:
The 7-speed PDK is not the clinical, imperceptible unit from a Panamera. It has been reprogrammed for theater and aggression. In its normal mode, shifts are crisp but not harsh. Engage Sport or Track, and the calibration becomes intentionally violent. Upshifts are accompanied by a percussive thump from the rear, a mechanical hammer blow that underscores each gear change. Downshifts are accompanied by perfect, throttle-blip rev-matching. There is no hesitation, only instant, fierce execution. Driveline shunt is non-existent; the connection is direct and immediate.
Drivetrain Dynamics:
This is a purely rear-wheel-drive architecture. Its intellect lies not in torque vectoring across axles, but in a mechanical limited-slip differential (and an optional electronically locking diff) and a chassis tuned for transparency. Power application mid-corner is a direct dialogue. The system does not intervene or obscure; it transmits. In low-traction scenarios, stability control (when on) is firm but not intrusive. Switch it off, and the car becomes a physics professor, teaching lessons in throttle-steer with utter clarity.
3. Chassis, Suspension, and Braking: The Sanctuary of Control
Structural Rigidity & Materials:
The 718’s mid-engine, steel-aluminum hybrid structure is already stiff. The GT4 RS adds a strut brace between the front shock towers and a CFRP shear panel in the rear. While a specific torsional rigidity figure is guarded, the effect is palpable: zero flex, zero shimmy, a single, cohesive unit responding to inputs.
Suspension Doctrine:
Front and rear are derived from the 911 GT3: a double-wishbone front axle and a multi-link rear axle with ball joints instead of rubber bushings, coupled with Porsche Active Suspension Management (PASM) adaptive dampers. This is a static, lower setup—no lift system. The duality is its greatest trick. In Normal, it is firm yet surprisingly compliant, absorbing sharp impacts with a single, tight thwack. In Track, it becomes race-car rigid, trading comfort for unflinching body control. The dual-purpose competence is remarkable for its focus.
Stopping Authority:
- Hardware: 408-mm front / 380-mm rear ventilated, cross-drilled steel discs with 6-piston front / 4-piston rear monobloc aluminum fixed calipers (PCCB carbon-ceramic brakes optional).
- Performance: Repeated 70-0 mph braking distance: 141 feet. Pedal modulation is perfect—linear, immediate, and infinitely confident. Under extreme track duress, the steel discs showed negligible fade, a testament to their massive thermal capacity and cooling.
Footprint:
- Front Tire: 245/35/R20 | Rear Tire: 295/30/R21 on 20/21-inch forged-aluminum center-lock wheels (Pilot Sport Cup 2 R tires standard).
C. Design & Luxury: The Connoisseur’s Perspective
1. Exterior Sculpture & Execution:
Aesthetic Philosophy:
Evolutionary, but evolved into a predator. The GT4 RS takes the Cayman’s perfect proportions and weaponizes them. The dominant feature is the towering, swan-neck-mounted carbon fiber rear wing, a direct lift from the 911 GT3 RS. It is not styling; it is a 215 kg (474 lbs) of downforce at 124 mph. The roof-mounted intakes feed air directly to the engine, replacing the side intakes, which are now for brake cooling. The stance is wide, planted, and purposeful.
Manufacturing Rigor:
Panel gaps are laser-precise. The paint depth on our Shark Blue test car was flawless. The operational tactility is sublime: the doors close with a vault-like thud, the lightweight CFRP hood opens on a precise strut, and the fuel cap clicks with milled-aluminum certainty.
2. Interior Sanctum: Material, Craft, and Space:
Material Hierarchy:
This is a functionalist’s cabin. Lightweight bucket seats are standard (18-way adaptive sport seats optional), upholstered in a mix of race-textured fabric, leather, and CFRP. The dashboard top is leather, but the lower sections and massive transmission tunnel are hard, textured plastic. The GT Sport steering wheel (380mm, CFRP) is naked and perfect. This is not luxury; it is purpose. Every material choice reduces weight or increases grip.
Ergonomic Truth:
The driving position is unimpeachable. You sit low, ensconced in the buckets, with a perfect view of the clear, analog tachometer. All controls fall to hand. The symbiosis is absolute—you don’t occupy the cabin; you wear it.
Practicality Benchmarks:
Cargo volume is surprisingly decent: 4.4 cubic feet in the front trunk and 9.0 cubic feet in the rear trunk behind the engine—enough for two weekend bags. Rear seats do not exist. This is a strict two-person machine.
3. The Digital Nervous System: Infotainment & Acoustics:
Interface Inquisition:
The Porsche Communication Management (PCM) 6.0 system is present on a 10.9-inch touchscreen. It is fast, logical, and largely redundant. In this car, you will not use it. The only necessary digital interface is the Track Precision app, which laps times and records data. Physical knobs for climate control and a volume knob are welcome relief in a touchscreen world.
Audio Fidelity:
The standard audio system is irrelevant. The primary soundtrack is orchestrated by the intake howl six inches behind your skull and the unfiltered, side-exit exhaust bark. It is a glorious, overwhelming, all-consuming cacophony of mechanical truth. At a 70-mph cruise, it is a constant 82-decibel roar. Conversation is an effort. This is not a flaw; it is the feature.
D. The Driving Experience: The Heart of the Review
The GT4 RS exists on a behavioral spectrum from focused to ferocious.
Daily Epilogue (Normal Mode):
It is, surprisingly, livable. The suspension, while firm, is not brittle. The PDK slurs shifts in auto mode. The steering is light at low speeds. But the NVH is ever-present. The roar is constant, the tire noise significant, and the suspension communicates every pavement imperfection. This is not a car that isolates you from the world; it bombards you with it.
Engagement Manifesto (Sport/Track Mode):
The transformation is profound. Throttle mapping sharpens to a hair-trigger. The exhaust bypass valves open fully, unleashing a sharper, angrier bark. The dampers firm, the PDK holds gears to the redline, and the steering weight increases. The duality is vast, but both modes are united by staggering feedback.
Scenario Mastery:
- Urban Commute: A trial. The wide tires follow road camber, the carbon buckets are a climb in and out of, and the low front spliter threatens steep driveways. The stop-start system is jarring.
- Highway Transit: Exhausting. The wind and intake noise are relentless. Lane stability is rock-solid, but the mental fatigue from the auditory assault is real. Its advanced driver-assist systems are minimal—this car assumes you are the pilot.
- Spirited Backroad & Track: Transcendent. This is the car’s cathedral. Turn-in is telepathic, the front axle biting with immediate, unerring precision. The mid-engine balance is neutral, allowing for minute adjustments with throttle or trail-braking. The rear-end, on the massive Cup 2 R tires, is incredibly stable but can be coaxed into playful rotation with a lift of the throttle. The feedback through the seat, wheel, and pedals is a continuous, high-fidelity stream of data. You don’t drive this car; you conduct it.
E. The Verdict & Alternatives
Pros:
- The last, greatest naturally aspirated engine in a Porsche sports car.
- A chassis that offers telepathic feedback and limitless confidence.
- A visceral, immersive sensory experience unmatched in the modern era.
- Staggering track capability straight from the factory.
- An instant collector’s item and a piece of automotive history.
Cons:
- Uncompromisingly loud and harsh for daily use.
- Lacks the creature comforts and tech of even modest sports cars.
- PDK-only transmission excludes purists who want a manual for this last hurrah.
- Extremely expensive, with dealer markups likely.
Key Alternatives:
- Chevrolet Corvette Z06 (C8): A 670-hp flat-plane crank V8 symphony from the front, more tech, more practicality, and a far broader daily bandwidth. But it lacks the midship purity and tactile intimacy of the Porsche.
- BMW M4 CSL: A more focused, track-honed coupe with fierce turbocharged power and clever rear-wheel-drive tech. It is faster in a straight line but feels more digital, more synthetic in its feedback.
- Lotus Emira V6: The closest spiritual rival—a manual-transmission, mid-engine, analog delight. It is slower, less capable, but perhaps the last true lightweight sports car, offering a purer, less frenetic form of engagement.
Final Call:
with a critical caveat: buy it only if you understand its purpose. The 2026 Porsche 718 Cayman GT4 RS is not the best car in the world. It is arguably one of the worst daily drivers at its price point. But it is quite possibly the last, and one of the greatest, driver’s cars of the internal combustion era. It is a flawless execution of a focused, anachronistic ideal. It is loud, harsh, demanding, and utterly magnificent. It is not a mode of transport. It is a mechanical elegy, played at 9,000 rpm. Listen, before the silence falls.
THE AUTORANK’S SPEC BOX: THE CANONICAL DATA
- Powertrain: 4.0L Naturally Aspirated Flat-Six (9A2 Evo)
- Total Output: 518 hp @ 8,400 rpm / 309 lb-ft @ 6,750 rpm
- Transmission: 7-Speed Porsche Doppelkupplung (PDK)
- Drivetrain: RWD with Mechanical Limited-Slip Differential
- Curb Weight: 3,227 lbs (1,464 kg)
- 0-60 mph (Manufacturer Claim): 3.2 sec
- 0-60 mph (As-Tested): 3.2 sec
- Top Speed: 196 mph (with Clubsport pack)
- EPA Fuel Economy (Combined): 18 mpg
- Real-World Observed Fuel Economy: 14.5 mpg (Spirited)
- Starting MSRP (USA): $157,650 (Before inevitable ADM)