2022 Porsche 718 Cayman GT4 RS: More Than a Bargain 911 GT3
Porsche 718 Cayman GT4 RS article highlights:
- The 2022 Porsche 718 Cayman GT4 RS is a heavily tweaked GT4 with a mid-mounted 911 GT3 engine
- It takes everything great about the GT4, multiplies it, and adds a high-revving flat-six soundtrack piped right behind your skull
- The Porsche 718 Cayman GT4 RS is expensive, but it’s worth it—and it’s cheaper than a GT3
In the eyes of the brand faithful, the 911 encapsulates everything good about Porsche. And for them, the 911 GT3 is the purest essence of Porsche’s rear-engine sports car. However, others claim the mid-engine 718 Cayman sparks more driving joy, especially in GT4 form. Yet while the Cayman’s inched closer to the 911 over time, it’s never quite caught up. But now the 2022 Porsche 718 Cayman GT4 RS is here. And it gives the GT3’s spirit a whole new spin.
The 2022 Porsche 718 Cayman GT4 RS has the heart of a 911 GT3 and so much more
|2022 Porsche 718 Cayman GT4 RS
|Seven-speed dual-clutch automatic (PDK)
|3227 lbs (base)
3205 lbs (with magnesium wheels and Weissach Package)
|0-60 mph time
|3.2 seconds (claimed)
2.9 seconds (Car and Driver estimate)
As its name suggests, the 2022 Porsche 718 Cayman GT4 RS is a more extreme, track-focused take on the Cayman GT4. However, that almost undersells what the GT4 RS is. Because as much as the regular GT4 stands above the base 718 Cayman, the GT4 RS goes even further beyond. And it does so with more than a little help from the Porsche 911 GT3.
For one, the Cayman GT4 RS doesn’t use a non-turbocharged version of the 911’s engine like the GT4. Instead, it has the same 9000-rpm flat-six as the 2022 911 GT3. Furthermore, that shrieking engine is paired to the GT3’s close-ratio PDK and limited-slip differential. Admittedly, the GT4 RS makes slightly less power and torque, but that’s due to exhaust packaging, Car and Driver reports. The individual throttle bodies are still there, though.
But the engine bay contents aren’t the only things that separate the 2022 Porsche 718 Cayman GT4 RS from the GT4. For example, instead of rear quarter windows, the GT4 RS has functional air intakes. Also, it has wider front and rear tracks and metal ball-joint suspension links instead of rubber bushings. In addition, Porsche installed stiffer springs and retuned the adaptive shocks, which also means the RS rides 1.2” lower, Roadshow notes. Plus, it has a bigger rear wing, larger brakes, lift-reducing wheel wells, and a carbon-fiber hood and front fenders with brake vents.
The 2022 718 Cayman GT4 RS is also 49 pounds lighter than the GT4, making it only five pounds heavier than the 911 GT3 Car and Driver weighed. And that’s even without the optional carbon-ceramic brakes. If you want to save even more weight, the magnesium wheels are an option on top of the Weissach Package, which also adds titanium exhaust tips and more carbon fiber.
It’s not a 911 GT3—it’s “the ultimate expression of what the Porsche 718 Cayman can be,” Roadshow says
Even if you ignore its engine, the 2022 Porsche 911 GT3 is a phenomenal sports car. Sure, it won MotorTrend’s 2022 Performance Vehicle of the Year Award in part because of its flat-six symphony. But it beat the likes of the Huracan STO and AMG GT Black Series because of how it drives.
The 2022 Porsche 718 Cayman GT4 RS doesn’t drive quite like a 911 GT3. It can’t, by dint of it being a mid-engine car. However, the GT4 RS isn’t trying to be a GT3 copycat. Instead, it’s trying to elevate the Cayman into its most focused form. And boy howdy, did it succeed. According to Roadshow, the Cayman GT4 RS “isn’t so much sharper than the standard GT4 as it is more eager, aggressive, and playful.”
There’s no rear-wheel steering here, just an excellent differential, incredible chassis, grippy tires, and a steering system that’s “utter magic,” Car and Driver says. Even without the fantastic and easy-to-modulate carbon-ceramic brakes, the GT4 RS makes you feel confident about braking late into corners. It’s just so easy to adjust wherever you are on the track. And those magnesium wheels’ lower unsprung weight genuinely improves turn-in and steering, Roadshow reports.
But we must talk about that engine. Firstly, if the GT4 RS is anything like the 911 GT3, Porsche might be underestimating its 0-60 mph time. And given it has a shorter axle ratio than the regular GT4, it will undoubtedly be faster.
Secondly, the sound. Those new air intakes run right behind your head, meaning the entire cabin echoes with the flat-six’s howls. It’s loud enough to consider earplugs, Car and Driver muses. But the frenzied shriek that yowls when you pull the paddles is worth the hearing loss. And because the engine has a lighter flywheel, it responds just as quickly as the close-ratio PDK.
No wonder Roadshow calls it “the ultimate 718.”
If you can afford one, buy it now and drive its wheels off
As it’s the flagship of the 718 Cayman line, the 2022 Cayman GT4 RS is priced accordingly. It starts at $143,050 before options but after delivery. Speaking of options, the Weissach Package alone costs $13,250; those magnesium wheels cost an additional $15,640. However, a base GT4 RS is roughly $20,000 cheaper than a base 911 GT3.
Admittedly, the GT4 RS won’t make the best road car. Yes, it has an optional front-axle lift system, but even with adaptive dampers, the ride is firm with a capital ‘F.’ Also, the adjustable rear wing blocks the rear view in every position, Car and Driver reports. And, well, it’s loud inside.
But if you love driving, this car is worth it. This is a celebration of what Porsche does best, a swan song before electrification takes hold. So, if you can find and buy one, get out there and start singing.
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