Porsche 718 Cayman GT4 RS

The case for the 718 Cayman GT4 RS

The 718 Cayman GT4 RS arrived in 2021 with a 4.0-litre naturally aspirated flat-six producing 493 bhp, a 7-speed PDK gearbox and rear-wheel drive. The engine is essentially the same unit used in the 911 GT3, and it revs to 9,000 rpm. The GT4 RS is the most extreme Cayman ever built, with a huge rear wing, a stripped-out cabin and a chassis tuned for the track.

The GT4 RS is a brilliant track car. It is lighter and more agile than a 911 GT3, and the mid-engined layout gives it exceptional balance. The PDK gearbox is fast and precise, and the aero package provides real downforce. On a road, it is stiff and noisy, but it is still usable for a weekend drive.

The GT4 RS is also a collector's car. Production is limited, and values have stayed strong. The Weissach package and the magnesium wheels are desirable options. The car is not cheap, but it is one of the best driver's cars Porsche has ever made.

What it costs to run

A minor service at a Porsche specialist is £600 to £900, and a major service is £1,500 to £2,200. The 4.0-litre engine uses expensive oil, and the PDK needs a fluid and filter change at the recommended intervals. Tyres are £1,200 to £1,600 for a set of 20-inch rubber. Brake discs and pads are £8,000 to £12,000 for the carbon-ceramic system.

The GT4 RS uses the same 4.0-litre engine as the 911 GT3, and the service costs reflect that. A minor service is £600 to £900, and a major service with plugs and fluids is £1,500 to £2,200. The PDK fluid and filter service is due at the recommended interval, and the cost is £600 to £900. The carbon-ceramic brakes are long-lived on the road but expensive to replace.

Fuel consumption is 18 to 22 mpg on a run and the low teens on track. Road tax is top-band and insurance is expensive. Track consumables add up quickly: brake fluid, tyres, brake pads and alignment. A set of tyres can last a few track days, depending on the circuit and the driver.

Known weak points

The GT4 RS is a robust car by track-car standards, but it has specific weaknesses. The centre-lock wheels require the correct torque and a careful procedure; a careless tyre fitter can damage the hubs or the wheels. The aero components are expensive and fragile. The front splitter, dive planes and rear wing can be damaged by kerbs, speed bumps and debris.

The PDK is strong, but track use generates heat. Owners report occasional overheating warnings and jerky low-speed behaviour. The engine is generally reliable, but it is a high-revving unit and should be checked for over-rev events, oil leaks and coolant residue. The suspension bushes and mounts wear faster on a track car. The bucket seats show wear on the bolsters, and the Alcantara trim can become shiny.

Carbon-ceramic discs can chip and crack. The tyre pressure monitoring system can be fussy, and the aero sensors and active elements can throw warnings. A pre-purchase inspection should include a track-focused specialist, not just a generic garage.

The centre-lock wheels are a defining feature, but they require a torque wrench and the correct procedure. A careless tyre fitter can damage the hubs or the wheels. The aero package is expensive and fragile; the front splitter, dive planes and rear wing can be damaged by kerbs and speed bumps. The PDK can overheat on track, and the engine should be checked for over-rev events.

What to check before buying

Paperwork first, then the car. A full Porsche or specialist history is essential. Ask for the DME report and check for over-rev events. On a PDK car, check for smooth engagement and no warning messages. A Porsche specialist can read clutch wear and fault codes.

Check the DME report for over-rev events. Check the PDK for smooth engagement and no warning messages. Inspect the aero for damage and the centre-lock wheels for signs of poor fitting. Measure the brake discs and check for cracks. Check the suspension for play and the bucket seats for wear. A car with track use will show it in the paint, the seats and the brakes.

Inspect the aero package for damage and check that the active elements move freely. Look at the front splitter, dive planes, rear wing and diffuser. Check the centre-lock wheels for damage and the tyres for even wear. Measure the brake discs and check for cracks around the drilled holes. Inspect the suspension arms, bushes and mounts for play or damage.

Check the bucket seats, steering wheel and trim for wear. A car with heavy track use will show it in the seat bolsters, pedals and paint. A paint protection film is common on these cars, but it can hide stone chips. A paint depth gauge and a careful visual inspection are both useful. Check the front lift, the sports exhaust and every electrical function.

Market and depreciation

The GT4 RS has been one of the strongest modern Porsche markets. At the time of writing, low-mileage cars were £130,000 to £160,000, with Weissach package and magnesium wheel cars at the top of that range. The list price was around £108,000 before options, so most cars have traded above list.

The market is sensitive to mileage and specification. A car with the Weissach package, magnesium wheels and a desirable colour will command a premium. A car with track use, paint damage or a patchy history will sit for longer. The GT4 RS is not a liquid asset, but it has been a better store of value than most performance cars.

The GT4 RS has been one of the strongest modern Porsche markets. Low-mileage cars are £130,000 to £160,000, and the Weissach package and magnesium wheels add a premium. The list price was around £108,000 before options. A car with track use or paint damage will sit for longer. The GT4 RS is not a liquid asset, but it has been a better store of value than most performance cars.

Who it suits

The GT4 RS suits the owner who wants a track car that can be driven to the circuit and back. It is not a daily driver, and it is not a comfortable long-distance car. It suits someone with access to a track, a garage and a maintenance budget. It also suits a collector who wants the most extreme Cayman ever built.

It does not suit someone who wants a weekend road car for B-roads. The Cayman GTS 4.0 is softer, more usable and nearly as fast on most roads. The 911 GT3 is more practical and more iconic, but it is heavier and more expensive.

Alternatives

The 911 GT3 is the obvious alternative. It has the same engine, a manual gearbox option and a more practical cabin, but it is heavier and more expensive. The Cayman GTS 4.0 is softer and more usable, with a manual gearbox, but it is less extreme. The BMW M4 CSL is a different kind of track car, with a turbo six and rear-wheel drive, but it is heavier. The Audi R8 V10 Performance is more exotic, but it is less focused.

The GT4 RS is one of the best driver's cars on sale. It is not the fastest car in a straight line, but it is one of the most rewarding.

How this review was compiled

This review is based on Porsche's published technical and service information, owner reports from Rennlist and PCGB forums, UK track-day specialists and current Auto Trader listings. These figures are indicative and should be checked against current listings.