MORE THAN MEETS THE EYE
Production of the latest Spyder and GT4 pairing is well underway, but what of the previous round of these near identical twins? Porsche Driving Consultant, Neil Furber, evaluates evolution and delivers a winner…
The 981 Speedster takes on the 718 GT4.
Technically speaking, new Porsche models are always better than old. Well, on paper at least. Nevertheless, for years, Porschephiles have engaged in heated discussion over the merits of various cooling, steering, induction and gearbox designs. Now that emissions regulations are becoming evermore stringent and petrol engines have reached a level of maturity, if not verging on extinction, are new cars becoming simply different, rather than truly better, at least as far as a pure driving experience is concerned? With the launch of the 992, devoted fans of the 911 lineage have had much to discuss. Furthermore, as suggested in the January 2021 issue of 911 & Porsche World, the wrist-flicking agility and hip-pivoting sensations of modern mid-engined Porsches pose a challenge to the crown. Here, we consider four of the best Boxster/ Cayman twins. How do they differ from the more ‘plentiful’ models and, importantly, is one of these Porsches genuinely better than the others?
Gt3-inspired aggressive styling cloaks both the 981 Boxster Spyder and newer 718 Cayman GT4 (982) featured in this article. Their looks are sure to have grabbed your attention, even before you’ve stopped to read these words. For readers less familiar with the intricacies of each of these special Porsches, look a little closer you’ll notice subtle styling revisions for the later model, but before we jump in and start to examine these in detail, let’s consider where both cars came from.
Since the 986-generation Boxster landed exactly twenty-five years ago, Porsche’s mid-engined drop-top has gone from strength to strength. For some, the pinnacle may be the first Boxster GTS. That howling flat-six engine, sports exhaust, superb chassis with everyday usability and an interior finish marking a step-change which would leave other marques with much work to do. Building on the success of the stripped-down lightweight 987 Boxster Spyder (the one with the very fiddly roof), the 981’s flat-six era was bookended with an endof-line twin-humped hurrah. Such was excitement surrounding the 981 Spyder
(displayed here in gleaming Guards Red) all were sold an instant. Yet, for the first time, and instead of an iteration of the hugely desirable Cayman R, an even more tantalising hardcore track-focused twin made its debut. Enter the Cayman GT4. Despite production volume far higher than that of the Spyder, such was anticipation of the new arrival, Porsche’s order books were inundated with requests from the moment they were opened.
Whilst somewhat side-lining the Boxster and Cayman nameplates in favour of a unifying number (718), the 981’s successor was born and, initially, took the 982 designator. Moreover, with soft-top and coupé variants grouped, and with the entry price of a drop-top higher than a hard-top for the first time, the performance figures of both models were aligned. In this new era, emissions regulations meant mid-ship flat-sixes became flat-fours and Porsche fans had something new to discuss. On one hand, we’d lost the visceral full throttle, highrevs howl of the 981’s magnificent flat-six with its sports exhaust set to ‘fun’. On the other, buyers were treated to added midrange oomph and much overall polish, both visual and dynamic. Speculation about the newest range toppers reached fever pitch, with much of the excitement surrounding what materialised as a new naturally aspirated flat-six engine. We’ll come back to that shortly.
Some may argue the 981 Spyder seen across these pages was just a sportier GTS with a body kit, fiddly roof and a little more power. First time around, the GT4 (born in the Porsche Motorsport department) stole the show and prices soared, shadowing the GT3 madness of the time. Meanwhile, a Dunlop versus Michelin tyre debate fuelled forums, everybody wanting to get their hands on a wing-toting coupé. I must admit, me included! Please excuse the awful 1980s boy-band pun, but now, there are new kids on the block: whereas the 981 twins weren’t quite the same underneath, if we ignore the roof and aerodynamics, the newer 718 (982) pair appear identical. This has excited much of the motoring press, but is it truly as good as it sounds?
If you’ve read anything about the 981 Spyder, 981 GT4, 718 Spyder and 718 GT4 range-toppers before, you’ll know
they’re aimed at drivers seeking a pure, unfiltered experience behind the wheel. Whilst a Cayman S or Boxster GTS can give you plenty of that, the first round of the Spyder and GT4 high-performance pairings raised the bar even further. More power from a wound-down 911 Carrera S engine, low-slung chassis with a significant reduction in weight, not to mention the GT4’S high-grip tyres and its downforce-generating wing, screamed the words ‘trackday’ and ‘continental road trip’ like never before.
IN THE DRIVING SEAT
Near identical interiors boasted the steering wheel from the 918 hypercar, lightweight door release straps and plenty of Alcantara as standard. The optional (and highly desirable) 918 carbon-fibre bucket seats ensured sitting in either car was next-level special, even if more challenging to clamber in and out of. With many performance-themed features built-in and a short-throw manual gear lever the only option, these mid-engined marvels filled a void for GT3 fans unhappy the 991 variant was limited to PDK, though the angry 911 eventually got its stick back and a paddle-shift option joins the 718 twins from 2021.
Featuring the much-celebrated sports exhaust, Sport Chrono-derived electronic rev-match and dynamic transmission mounts, any 981 Spyder or GT4 allows its driver to revel in immersion. The purist will appreciate the heavy short-throw gear shift and sharper steering when compared to the mid-range models. Both the 981 Boxster Spyder and Cayman GT4 wear 911 Gt3-inspired bumpers with protective mesh for the large front intakes — essential on track — and, as GT car fans would expect, the first GT4 introduced a circuit-focused option for roll-hoop, racing harness and fire extinguisher in the form of the Club Sport package. A range of multi-level electronic aids were also added.
Lightweighting à la mode, the
981 twins featured no radio or airconditioning system, although these could be installed as no-cost options. I can see the rationale for deletion, especially if you’d prefer to drive your Spyder roof-hidden and at full chat, but on hot days and long journeys to your venue of choice, you’ll soon miss them — with summer sun transforming a GT4 into a searing sweatbox, unless you’re chasing every tenth of a second, perhaps leaving these features in the showroom is a step too far? For the newer Spyder and GT4, air-con is present and you’re treated to a radio as standard equipment, but you can still junk the jukebox if you’d prefer a convenient cubby in the centre console. You might need somewhere to put your race gloves anyway?!
Back to the here and now. It’s a rare treat to assemble these two cars — the 3.8-litre 981 Boxster Spyder and the fourlitre 718 Cayman GT4 — side-by-side. Having never heard either six-cylinder boxer up close and personal, an impartial 718 GTS (flat-four turbo) owner looks on in anticipation. We fire-up the Gentian Blue Metallic GT4. Our impromptu judge delivers an ear-to-ear grin during a few throttle blips with sports exhaust valves open; its growl, tone and volume are clearly leaving a good impression. Next, we prep the 981. One thing’s for certain, he wasn’t prepared for this! Eyes on stalks as the deep throaty bark of the Guards Red Spyder delivers its spine-tingling higher frequencies, amplified by the walls of the garage housing the cars. A couple of fire-breathing blips later and we have a clear winner on the first sound test.
On the open road, with their flat-sixes under load, the 981 Spyder and 718 GT4 show their true characters, during downshifting to punctuate the more gentle driving and, of course, when chasing the redline. The filter-free 981 is amazingly versatile. Though fairly quiet when cruising around at low revs and light throttle, if you leave all the buttons alone, the exhaust valves open progressively as you squeeze the gas and the revs rise. By 4,000rpm (roof down, people!), you’re at full noise and, it has to be said, the din is absolutely glorious. Press one of the two Sport buttons or activate the exhaust alone and you’ll have this same sound at the full range of engine speeds, with the grin inducing feature of off-throttle burbling and light backfiring, depending on exactly how you’re driving. Change down a gear using the electronic rev
matching — or a manual throttle blip if you prefer — and there’s nothing quite like it; an addictive bark signalling readiness for another burst of acceleration.
RING THE CHANGES
For act two, the 718 GT4 brings a different theme to the party: less rabid beast, more refined soundtrack. It delivers a sensation of underlying power, the engine note rising pleasantly as its more modern motor piles on revs. To me, it sounds much like a 991 GT3 building momentum as it races toward its earsplitting 9,000rpm redline, though the GT4 performs the same soundtrack without the crescendo. Disappointing? Maybe, yet only if you’ve been spoilt aurally. To satisfy the latest regulations, the sound of the four-litre lump is stifled by its gasoline particulate filters. Of course, eco-responsibility is important and, just like today’s diverse range of craft beers, this engine provides a new flavour, every bit an audible pleasure, but if this car had been released a decade earlier, it would have been heralded something even more special. I like it, but the furious onslaught of a 981 Spyder flat-out is an incredible sound, its place already cemented in automotive history.
“What are these top-liners like to drive”, I hear you cry. “Are they really that different from their S and GTS stablemates?” Starting with the 981 Spyder and GT4, the most immediate difference is the heavy weighting of the clutch pedal and stiffer shorter-throw gear lever, which is, arguably, the best around. Sharper steering is even keener to chase a clipping point than other models. This is true of both the 981 Spyder and GT4, with the latter’s tyres and GT suspension feeling just a little more ‘race car’ from the first few bends. The lower ride height is fabulous when you’re in the driving seat. With minimal body roll and crisper turn-in, you can tell these cars are something special, even at low cornering speeds whilst warming the engine. This, however,
comes at a cost. Lower than standard cars (by approximately 20-30mm) and with more aggressive front ends, speed bumps, ramps and inconsistently undulating surfaces require consideration if you wish to avoid splitter scuffing
Between the two 981s, despite what is essentially the same engine, if you wish to maximise aural pleasure, the open-air Spyder (roof hidden under those iconic humps) is the clear winner. Windows up with a mesh screen between the seats, buffeting is minimal with ambience at maximum. The Spyder’s ride on public roads is far more comfortable — it’s steadfast, yet surprisingly supple without harshness. Its superb damping cushions you despite minimal reaction to road imperfections. In contrast, designed for the track, the GT4’S ride is, unsurprisingly, noticeably harsher. You may feel you can live with this if your example is to be used as a weekend tourer, but between these two 981s, you’ll long for the Spyder when the going gets rough.
BADGE OF HONOUR
Cue the new arrivals. As mentioned earlier, with the 718 rebrand, the 982 unites GT4 and Spyder variants with the same power, GT chassis, brakes and tyres. Strangely, the hard-top retains the Cayman nameplate, whilst the Spyder ditches the Boxster badge. Minimal differences include the wing, roof and protrusion of the plastic front splitter (a tool to balance the difference in aerodynamic loading between the Spyder’s simpler rising rear flick and the GT4’S fixed flick and upper wing combination). Notwithstanding divided opinion over the look of the 718’s rear end, first glance suggests not much has changed. Look more closely, however, and the 718’s harder crease lines, sharper lighting and even more aggressive aero features present themselves. The big news was a rear diffuser, but there’s been extensive work, from the obvious front air curtains to hidden golf-balling of lower surfaces. All this effort offers true ontrack improvements in lap time — albeit at the expense of rear aesthetics — the new features boasting a near fifty percent increase in GT4 downforce, with better aerodynamic efficiency. It’s hardly drive upside-down on the ceiling stuff, but it’s certainly noticeable at higher speeds.
What else is new? The 718 twins get a fresh engine. Derived from the 911’s three-litre flat-six sans turbochargers, the cylinders have been enlarged to reach four litres of displacement without forced induction. No doubt, serious effort has gone into developing the 414bhp (up 35 and 45 from the previous engines) on offer, whilst conforming to the latest emissions targets. Sound aside, much credit is due to Porsche for continuing to deliver this sort of motor. The extra midrange torque is noticeable, but not a stark contrast to the previous pairing: the extra thirty-odd kilograms added by the new models (new engine, complex exhaust system, added aero underbody parts and start-stop technology) means little realworld difference in terms of acceleration.
As for the driving experience, the newer Spyder and GT4 are more precise and easier to drive. For example, jumping out of the 981 Spyder and into the 718 GT4 featured across these pages, the immediate difference is the more recent car’s lighter clutch pedal and easier gear shifting. The 981 hardly requires He-man’s arms and legs, but the newer iteration is a more relaxed drive. Personally, I prefer the accuracy of the heavier clutch and smoother-sliding rifle-bolt-esque action of the shift mechanism — it gives the 981 Spyder a sense of gravity and makes it feel special. As you’d expect, the 718 GT4 maintains all the tactility, yet is no harder to drive than most cars in the wider Volkswagen group. Its steering communicates a little more from the road surface whilst feeling lighter (more assisted). Despite some desire to tramline on anything but a perfect surface, it’s good on the road, even if it’s harder to feel changes in self-aligning torque and how much grip you’re using. Arguably, some of the visceral experience is toned down, but if you’re going to spend a full day lapping your local circuit, the reduced efforts will
be a welcome benefit in terms of fatigue.
Across Spyders and GT4S of both 981 and 718 ranges, there’s been criticism about over-gearing (tall gears which stretch too far). Officially, this seems to be an emission-satisfying decision, despite speculation the truth is really a matter of keeping these mid-engine marvels just below Porsche’s rear-engined range-toppers. Certainly, closer ratios for even more acceleration on track could have some value, but don’t be fooled when it comes to road driving. You won’t be whipping through gears like you might with a Mazda MX-5, for example, but thanks to loads of torque, you can shift almost anywhere in the rev-range to suit your chosen tempo. Flat-out on the circuit, you’ll be chasing the redline, whilst surging through sweeping bends in third gear is a delight, with huge drivability across a wide speed range. Dropping down to second or working your way to fourth and beyond to save the engine is a pleasure, even if just for the chance to feel engaged and blip the throttle on the way back down.
We’ve saved the best for last. The 718 pairing offers something special and unexpected: its balance of roadholding and ride quality. With both models now sitting really low (30mm below ‘lesser’ 718s) and with revised track-focused rubber wrapped around twenty-inch wheels, these cars grip dry roads even better than before, yet there’s magic in the suspension. The 718 Spyder and GT4 feature a new PASM system, which, it would be fair to say, is tuned to perfection. When it comes to springs and damper tuning, Porsche excels, but this time, the brand has knocked it out wiggly-yet-bumpy B-road, the blue GT4 is super-stiff, yet without harshness. The 981 Spyder displayed a hint of bounce, here, while I’m positive the 981 GT4 would have felt uncomfortable and more than a little skittish. This new GT4 is, frankly, astounding! Maintaining agility with seemingly absolute precision, yet a light and floating sensation, how it
mops up bumps feels like falling into treacle topped with memory-foam marshmallows. Make no mistake, this is unbelievable control and unmatched compliance for a car of this type.
Clearly, we’re in the presence of Porsches built for drivers who want to test their driving skills and the limits of their cars, but how to rate one from another? Before splitting hairs, it’s important for us to make clear these are all excellent machines. Nevertheless, there are three reasons you may wish not to drive a Spyder or GT4 every day: ground clearance (the GT4S ground out more often than the 10mm higher 981 Spyder), a Spyder’s rear luggage compartment is off limits without releasing the roof and, finally, you might not like the tyres fitted to three of the four — with impromptu rain, the 981 GT4, 718 GT4 and the 718 Spyder become loose at the rear with the slightest whiff of throttle. Conversely, in damp conditions, the red 981 Spyder on these pages squatted nicely in gentle bends and would accept up to full power in second gear without losing its tail. The blue GT4 was far more sensitive. Under the same conditions, a subtle squeeze exiting the bend yields a gentle sidestepping of the rear, with full power requiring patience if you’re not leaning heavily on the electronics.
Taken up to tyre limits, the earlier Spyder is beautifully balanced. A strong front end, plenty of engine torque and corner-entry rotation being a direct function of brake pressure and steering. Delightful. Its wing-equipped coupé equivalent promised a lot, yet has a tendency to plough on with more understeer than you’d expect from other Caymans in the range, unless you’re willing to get your spanners out. Even with the adjustable anti-roll bars tested in a couple of different settings, that early GT4 felt over-tyred at the rear. Flip things into oversteer and it was challenging to keep near the neutral point. By stark contrast, this new GT4 is a vast improvement. On a