Porsche is about to kill the Boxster and Cayman. Sure, there’ll be another another soon with the same names and the same body styles. They’ll have two seats and surely be brilliant to drive. But when they do eventually come, they’ll be electric, heavier, and laden with batteries. They won’t rev, they won’t fill your ears with that combustion thrum.
If you told me this when the 982 Boxster and Cayman, dubbed 718, were introduced in 2016, it would’ve actually been okay. Sure, the cars still looked great and drove fantastically. They were still relatively small in the pantheon of ever fattening sports cars and analog and involving in a world that’s becoming increasingly digital and isolating, but the engines let the rest of the package down.
In the name of emissions, Porsche replaced the flat six with 2.0- and 2.5-liter turbocharged flat-fours in the base car, the S, and GTS. Now, of course, Porsche talked about the performance, how these engines made more power and torque than the naturally-aspirated flat-sixes they replaced. That’s great and all, but they felt unrefined, rough, and rugged in comparison. Suddenly, Porsche had a mid-engined Subaru roadster. Seriously, park next to a WRX and have them both idle, you can’t tell the difference. Great if you have a WRX, not so great if you’re buying a high-end sports car. Something had to be done.
The solution? The 3.0-liter turbocharged flat-six from the 911. Porsche ripped out the turbos (who wants turbos anyway?), bored it out to 4.0 liters, gave it an 8,000 rpm redline and 414 hp, and popped it into the 718s to make the Boxster Spyder and Cayman GT4 in 2019. Not only were they brilliant, but it brought the flat-six back to the car that ditched it just three years earlier. A few months later, Porsche replaced the Boxster GTS’s gruff flat-four with a 394 hp version of the flat-six. A wise decision.
Even now, five years after the GTS 4.0 debuted and is basically on its deathbed, it’s still the ideal sports car. It grabs me as soon as I turn the key, that deep resonance through the exhaust and an aggressive bark from a tap of the throttle. It just gets better once I start moving.
The Basics
Engine: 4.0-liter flat-six
Gearbox: 7-speed dual-clutch automatic
Drivetrain: mid-engine, rear-wheel drive
Output: 394 hp @ 7,000 rpm, 309 lb-ft @ 5,000 – 6,500 rpm
Weight: 3,156 lbs
0 to 60: 3.8 seconds (mfr)
Base Price: $103,795
As Tested: $123,025
Happy Track Rat
The GTS isn’t just about that engine, but also about the small refinements that Porsche brings to cars with that badge. A GTS is usually Porsche’s best “value” package, a word to take with a grain of salt because any car that starts at nearly $104k– basically $15k more than the Cayman S–is tough to consider a value. That said, the GTS gets sport exhaust, sport suspension, and the torque vectoring differential standard, which is nearly $6k in options. That means you’re paying $9k for 44 more horsepower and an impossibly smooth engine that doesn’t sound like a Subie modified with parts from Pep Boys.
This is a car that’s just so easy to get comfortable in. On Lime Rock Park’s autocross track, a tight, short course, the successes and flaws of the Boxster are immediately exposed. Spoiler: There aren’t many flaws.
My goal here isn’t to set a time, but rather to get familiar with the Boxster in a controlled environment. This particular GTS has a PDK dual-clutch gearbox, not the manual we all wish it had. And while yes, this car would be even better with a manual, the PDK is still the best dual-clutch gearbox you can get. In other PDK-equipped Porsches I’ve driven on track, it’s telepathic. Sure, you can shift manually, but you’ll be just as fast, if not faster, in automatic mode. Does it make me feel a little more useless than usual to give up that much control? For sure. But it also lets me concentrate on other aspects of driving, which is important.
Here, on the autocross, it needs to be left in manual. The entire course is in second gear, so automatic mode might decide to grab third or first at certain points, absolutely unneeded shifts. In manual mode, there’s no risk of it up or downshifting on its own.
My first few laps are spent gaining speed, learning what it does and doesn’t like. Now, similar to every other Boxster, it can be pushy on cold tires, and if you don’t get enough weight on the front end. The traction and stability control intervene a bit too much, and I can’t get them to go all the way off. And the electric steering is direct and feelsome, a long way better than the steering that Porsche had when it first went to an electric rack in the 991 911. With everything in sport mode, the suspension firmed up, and the loud button for the exhaust very much pressed, the Boxster just keeps getting more fun.
Soon, I figure out that the TC responds when there are sudden yaw moments, like a big swing of the wheel. Be gradual with it, and I can slide and move the car around. The brakes are just fantastic, with firm initial bite that lets me adjust the amount I’m trailing into a corner thanks to a confidence-inspiring pedal.
I say I’m going to take four laps, and I probably do closer to 14. This is the partner you want in a sports car, the sort that can go on a track, whether it’s an autocross or a full course, and essentially run constantly without worrying about brake fade or if the engine or gearbox will overheat or get angry. I keep pushing braking zones, trailing a little more brake to get the tail to move around, and hopping back to power earlier, and none of it seems to throw the Boxster for a loop. I could drive like a total moron, or like more of a moron than I usually do, and I feel like I’d still have a ton of fun and the car would be so predictable and easy that there’s no real risk of a day-ending issue. [Ed note: I was also there, and drive like way more of a moron, so I can confirm it’s moron-friendly – MH]
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This is accessible performance. Anyone can get in and be fairly quick, or a pro, like Parker Kligerman, who is with us, can get in and immediately challenge for the fastest time of the day. What a thing.
Road Warrior
At the end of the autocross day, I didn’t draw the short straw. The Boxster comes home with me. All the things that make it great on the autocross carry over to the road. Sure, something like the Spyder or Spyder RS would be quicker and more exciting on the autocross, but they’d become immediately annoying on the road. That’s what makes the GTS so brilliant.
On the road out of Lime Rock, top down, drivetrain in normal mode, suspension in its softer setting, and exhaust in quiet mode, it shows a totally different, livable side. Now, I’m not saying it’s a Rolls-Royce or anything like that, but it isn’t punishing like the Spyder RS and its 911 GT3-derived suspension can be. And if it starts raining, the top in those cars makes you stop, get out, and essentially erect a pop-up tent. Here, it’s a single button.
Unlike performance cars with limits too high for the street, the Boxster doesn’t insulate me so much from the experience that I feel like I’m not having any fun. Now, it does have high limits, but Porsche has found a way to keep it fun without caning it within an inch of its, or my, life. On back roads, this is on perfect display. The Boxster doesn’t take up space on these narrow roads that make oncoming traffic a butt clenching experience. It doesn’t need to go 90 mph in order for me to feel like I’m involved, instead engaging at the speed limit with all of the qualities that make it so fun on track.
I hit the highway and put the top up. This exposes its biggest flaw and that has nothing to do with how it drives. Sure, it’s loud from the engine sitting at relatively high revs, and the 20-inch wheels and low profile tires mean the hole-ridden highways in the northeast become a bit of a slalom course, but that’s not unlivable.
It’s the interior, and more specifically, how noticeably dated it is. While the 982 did bring a lot of mechanical changes, the interior remained nearly identical to the 981 generation car it replaced, a model that debuted in 2012. There have been some updates, but if you put photos of both side-by-side you’d be hard pressed to find a difference. And with every other Porsche moving to bigger and newer infotainment software, different gearshift levers, and a removal of buttons–that last one isn’t necessarily a good thing–it feels like it comes from an era of Porsche long gone.
That interior isn’t a reason not to buy one, of course. Not at all. It’s just a very clear reminder of how the Boxster has fallen in the Porsche hierarchy. The car that was once the top is now the one in the most desperate need of a refresh. And, ironically, it’s about to get that refresh, and one that will fundamentally change the entire car.
An Electric Future
If you think an EV powertrain will ruin the Boxster and Cayman, take a deep breath and a walk. It won’t. However, it will fundamentally change it.
I’ve driven what could be considered a prototype for the Boxster and Cayman’s electric future, the Cayman GT4 e-performance. This is a prototype for a future, electric racing version of the Cayman. Where the Mission R concept showed what a future EV race car (and Cayman/Boxster) could look like, the GT4 e-performance showed how it would drive. The prototype I drove had two electric motors, one up front and one at the back, and a maximum output of 938 hp. That’s a lot of power.
While a road car would definitely have less power and more range, the e-performance was a blast, an EV that can do multiple hot laps without overheating the batteries or causing worries about the braking performance, much like the current 718s. It felt broadly similar in the corners to how an amped-up 718 on slicks would feel, and even though it did have a single-speed gearbox, it was so fast that gearshifts weren’t missed. The one weak spot was that the brakes were by-wire to allow regen and real braking to blend. That did result in less communication through the pedal when I locked them up. Roadgoing models will have ABS, so that should be a moot point.
I’d expect that when the roadgoing EV Boxster and Caymans are released, we’ll see single and dual motor options, a decent range, and, hopefully, some sort of simulated gearshift program, like Hyundai has on the Ioniq 5N. Will it be great to drive? Almost definitely. Will it fill the four-liter hole left behind? I’m not sure.
The current Boxster and Cayman are expected to end production in October. If you can, invest in one now.
All photos by the author
I’m half assedly looking for a new (to me) summer convertible, and would absolutely choose a 4cyl 718 over any of the 6cyl variants:
I don’t wish for any new car to flop, outside of outright hideous ones, but remain concerned this misses the mark. Can I really take one of the “e” variants out to Tail and back? If not, miss. Best guess they’re back to a “dual model” (EV and Gas variants at same time) within 2 years.
Alternatively, perhaps this inspires them to go back to the drawing board and bring back some small(er) 924-944, (relatively) inexpensive models? Have these Boxter/Cayman models be their token “e” models (mid-tier), let the 911’s 1000 versions left at the near top, with a 918 successor at the very top, and have a small 924/944 front engine 4-cyl model (base, turbo, awd, safari, GT, etc.) at the “bottom.”
Still expensive, but a fun (less-expensive) way to enter the Porsche brand, without slinking off in an SUV? Otherwise, it’s 2-door BMW’s until 911 for many, and maybe Porsche is missing out. Or – they’ve got it figured out already with the mostly SUC lineup anyway and tough luck! 😉
Porsche should partner with Subaru tho
They could make a cool car together
No arguments about the car’s virtues…but out the door at $140k makes it theoretical for the vast majority of enthusiasts.
Or better yet…I can purchase 2 new Miatas and trick them out with every track modification imaginable…and still have enough money left over to buy a trailer and truck to pull them, insurance for the collection, fuel for several years, and a really nice flameproof racing coverall.
” Seriously, park next to a WRX and have them both idle, you can’t tell the difference. Great if you have a WRX, not so great if you’re buying a high-end sports car. Something had to be done.”
And park those next to classic 4 cyl Porsches like the old 912:
https://www.youtube.com/watch?v=_0BggMn00tw
Or the 356:
https://www.youtube.com/watch?v=HXPqQ1ShTQs
It’s clear the sound is very close to the highly valued “Great” Porsches of “the good old days”
Personally I’m fine with that sound and if I was buying a new or lightly used Porsche, I would go for a 4 cyl 718 assuming it was way less than 6 cyl ones.
Hopefully?! Hopefully not. Simulated shifts are stupid and we need to stop pretending that they make cars more sporty. The PDK is so good precisely because it minimizes the impact of shifting. Fake shifts that do nothing but slow you down would be a move in the wrong direction.
And Porsche is now dead to me as well. Oh well.
I have been waiting for years to get the Electric Boxster. Super excited. Can’t wait.
I sense your sarcasm 🙂
… I think… 8D
No, I’m serious. I loved the idea of the original Tesla Roadster. Something with good steering feel and joy on a back road, and all electric. Then Tesla abandoned the idea, even though the car was super fun to drive. I would consider buying an original Tesla Roadster, but it doesn’t have fast charging. I don’t know why (people who don’t like burning gas) and (people who love the joy of driving) can’t be the same people. I’m both of those things.
To each their own, I guess. I could disagree, but it doesn’t matter because no one opinion is more valid than another. If you think you’d enjoy it, then at least they’ll sell one!
Haha yes, they’ll sell at least one! I’m not trying to control what everyone else thinks. I’m just excited to rip around in it and see what it’s like.
The combustion engine Boxsters are going to be the Hemi V8 of Porsche.
Make a big deal about it going away, “reluctantly” bring it back for a higher price, watch sales skyrocket.
Note that Porsche already ran this exact playbook with the 6 cyl Boxster v the 4.
It’s a very typical Porsche tactic. They’ve done it with manual transmissions on various 911 trim levels. They never did bring back the flat 6 on the base or S Boxster/Cayman though. Just the GTS. I was a bit surprised by that.
Overall I think Porsche is proving that enthusiasts will pay more for more niche, shorter run variations and you don’t have to have high volume global cars to be profitable. I hate where the prices continue to go on Porsches but I like they can keep bringing some good cars back on occasion.
Sadly I’ll have to hold onto my 981 Boxster to keep the flat 6 for the foreseeable future with these prices. I guess the value on mine might go up enough I could get another in a few years for a little more than I could get. I can hope…
Be grateful for what you have. Nothing coming out in the future is going to be better than the 981/718 6-cyl models. As I noted in my other comment, I’d still rather have my higher mile 981 S, that had all the sport options, and the additional money in the bank. The experience is not that dissimilar. The 718 GTS 4.0L turns the power up to 11, for sure, while the rest of the car is turned up to 10.1. It was not worth voluntarily tripling my money to move from the 981, but once I was forced to shop for a replacement, it was the only thing that made sense. Short and long term resale value seems to support that it will have been a sound decision, though I do not plan to ever sell it. I didn’t plan to sell my 981, either, though. I did get $9k more from insurance than I’d paid for it 4 years prior, so that suggests what we both seem to think that the market is recognizing that these need to be snatched up before they’re out of reach!
It definitely feels like we are in an automotive era that we won’t see again and there’s so much I’d like to collect to enjoy and preserve.
But yes, my 981 is paid for and I’m lucky that I work from home and don’t have to drive much so I can keep it for a long time I hope. As long as the other drivers don’t smack into me and I face a similar problem you did.
I specifically looked for a base model because they’re more livable and plenty fun enough on the street or track. But it was hard to find one optioned like I wanted so I get where you’re coming from. Now you have me feeling nervous about taking mine out knowing how hard it will be to replace if anything should happen.
Damn, I don’t like that. Not at all.
Yeah, that’s the struggle of driving a unique car. Even my GTS, I haven’t seen another Shark Blue on Chalk example… I try to not think about it and just enjoy the car.
But, the way my 981 was totalled was so stupid… I was sitting at a red light in downtown Ann Arbor and the car in front of me just decided to go to reverse and backed into me. Her rear bumper caught the edge of my hood, pulling it back and the latch on the frunk bent the frunk tub. That part was what totalled it. It was 100% drivable. I drove it home.
I had the car in the trailer so I could safely take it to the body shop for estimation (I didn’t want it just sitting around on their lot). Once it was settled that I’d be turning it in, I found a private track rental at GingerMan raceway, pulled the hood off, stuffed the frunk, and went out and sent it for a couple hours! It was the most fun stock street car I’d ever driven on track!
Tragic and amazing!
I think the future EV Cayman/Boxster will be a huge miss.
The point of the current Cayman/Boxster (especially the performance models) is that they provide an excellent experience as a mostly second or third car. Going to EV’s will not only make these cars more expensive (which won’t help sales), but also will take away from the joy of driving them.
I hope Porsche changes direction quickly or maybe offer an ICE version next to the Electric version and let the consumers decide (much like the Macan).
Resale values of the 718 GTS 4.0’s would indicate that most consumers agree. Dealers also have more buyers than they do allocations for new ones.
Hey Travis! So, after someone totaled my 981 Boxster S 6MT last fall, I slid down the slippery slope of a replacement and arrived on a 718 Boxster GTS 4.0L 6MT. With the qualifications of a perfect driver’s car including a (usable) topless 2-seater and a manual transmission, I arrived on the conclusion that this might be the driver’s best car ever made. At least that mere mortals could hope to attain.
You mention the interior being dated and, while that is true, it is also an ATTRIBUTE towards it being an ideal driver’s car. I considered a new Z4 manual for considerably less money, but the screens were the biggest factor that turned me off. I don’t want a distracting infotainment system and the 981/982 don’t demand any of your attention to the screens. They just take up their minimal space in the center cluster. Everything has a physical control, as well.
I will note that there is one big annoyance with these cars in that the exhaust flaps close from 1200-3800 rpm, even if in the “open” mode, but there are aftermarket valve controllers available. For me, over-axle pipes (eliminating the GPFs) and Fabspeed back box solved the lack-of-noise issue. Lastly, they don’t sound quite as refined as the 981’s, as they don’t merge the exhaust banks when the valves are open, so you’re listening to two 3-cyl engines. There are a couple of very pricey aftermarket units that do, though. As you can imagine, I had and have totally written off the 4-cyl turbo variants of these cars, as the sound is such an important part of the driving experience for me.
I’d still rather have my higher mile 981 S, that had all the sport options, and the additional money in the bank. The experience is not that dissimilar, as you rightly pointed out. The 718 GTS 4.0L turns the power up to 11, for sure, while the rest of the car is turned up to 10.1. It was not worth voluntarily tripling my money to move from the 981, but once I was forced to shop for a replacement, it was the only thing that made sense. Short and long term resale value seems to support that it will have been a sound decision, though I do not plan to ever sell it.
As someone with a 22 Boxster GTS (and married to a gal with a 24 Macan S, and yes mine influenced her), I could not agree more that the dated, button laden interior is an asset. I never have to take my eyes off the road.
This is faster and objectively better than a base 911. I do see your point though. If you’re shopping the GTS trim of any Porsche the price is going to be stupid.
Good grief, why not just get a CPO 911 then? For $120k, you’re going to be explaining to everyone why you bought the “baby” Porsche.
It’s pretty easy. Because it’s the better driving experience.
Also, believe it or not, $120k vs $150k can be attainable vs not for some people.
FWIW, that’s a pretty highly spec’ed variant. When I was shopping, my minimum build was $113k and my desired build was $118k. The 2022 that I ended up getting CPO was $106k back then and would be $119k if built today. Clearly, they knew what they had and were steadily increasing prices year over year.
Obviously. I wasn’t commenting on the price itself, just the value for money compared to other Porsche products.
That’s subjective depending on what people want in a vehicle, but taking this line of logic, why not get a CPO GT4 for right about the same money then?
One could certainly do that, though a GT4 is a little more compromised for ride from a street perspective. For me, I wanted the topless experience but the Spyder was too compromised for usability, so GTS 4.0L it is.
When you buy a Porsche, logic flies out the window. Though, for me, I prefer the mid engined layout.
The comparison I’d like to see is to a C8Z at about the same price.
Because the 718 with the go-fast parts is the better sports car, and most people don’t ask stuff like that.
I am with you. Do Boxsters hold value like a 911? I haven’t paid attention to their prices since a buddy got a cheapo first-gen.
A wild Travis Okulski appears!
*Tarvis
Seems that Tarvis doesn’t want the Boxter to become a Telsa
Well, I totally agree with him there. Terribly sad to see the end of the current Boxster/Cayman line.