Arguably the world’s favourite roadster since its 1996 debut, the Porsche Boxster is loved by fans worldwide. If you didn’t think of the 911 first whenever the name Porsche is mentioned, chances are your brain probably visualised the Boxster (or its coupe Cayman twin) instead.

This is a fourth-generation model, and it’s really getting on in age since its original debut in 2016. This is also the generation that introduced the controversial flat-four engine, sending the glorious, high-revving naturally aspirated flat-six into early retirement (unless you bought a GTS).

But, with potential plans to electrify the entire 718 range in the near future, this might just be your last chance to grab a petrol guzzler while you still can.

Huh, a flat-four?

It’s sacrilege!… is what most Porsche purists will tell you. Instead of the symphony we’d grown to love over two decades, there is now a somewhat Subie-like growl under the hood instead.

If you’ve never experienced a naturally aspirated Boxster, you’d probably never know what you’re missing. But for those who have, you’ll be hard-pressed to shake that nagging feeling that the soundtrack isn’t quite as hair-raising as you want it to be.

You’ll find yourself chasing the turbocharged torque rather than revving out the engine for pure auditory pleasure.

Maybe aural satisfaction isn’t what the 718 is great at, but you can’t deny that this engine still packs a punch.

This is the base 718 Boxster, producing 300bhp and 380Nm of torque. Paired with a 7-speed PDK, you can smack the wind in your face at 100km/h in just 4.9 seconds.

Is it still as good to drive?

Even with all the changes under the hood, the 718 Boxster remains an absolute joy to drive. If handling is what gets your heart racing, this car’s still got it in spades.

That lower-end torque makes it even easier to access the Boxster’s lively rear-wheel drive setup, letting you play with the chassis at more sensible speeds.

Porsche’s steering is the stuff of legend, and even though we’re deep into the age of electric steering racks, they continue to defy what should be possible.

Every control, every touch point, feels perfectly weighted. And when you pair it with the beautifully balanced chassis, you’ve got a roadster that dances through corners like few others.

Despite some reservations about the engine, the 718 Boxster is still the best-handling roadster in its class. If you’re looking for a beautifully balanced, rear-driven sports car, this is still the one to beat.

What does the Style Edition provide?

The Porsche 718 Boxster Style Edition spices things up a bit with a nice set of visual upgrades. 20-inch wheels come borrowed from the Boxster Spyder, complete with coloured centre crests and black sport tailpipes.

Inside, Porsche has added a heated leather-wrapped steering wheel, chalk-stitched floor mats, embossed Porsche crests on the headrests, and ‘Boxster’ embossed onto the canvas roof.

Want a bit more flair? Shell out a little extra, and you can opt for black or white hood stripes and matching side graphics, paired with either black or white wheels.

And if you’re feeling flashy, there’s always that striking Ruby Star Neo paint option to consider.

Otherwise, it is basically the same car

Inside, it’s still a great place to be. High-quality materials, everything thoughtfully placed, and there’s plenty of room for all your essentials. The Boxster still has its quirkiest touch; those old-school pop-out cup holders.

The centre console, however, is starting to look like a relic from the past. All those buttons, and worse, some of them just sit there blank, reminding you of what could’ve been. Pus, the 7-inch PCM touchscreen only comes with wired Apple CarPlay and Android Auto.

But let’s give Porsche credit where it’s due. There’s something refreshingly straightforward about twisting an actual switch to fire up the sporty exhaust, rather than dealing with the glossy, touch-sensitive panels Porsche’s recently become obsessed with.

Plus, after a full day of spirited driving, the cockpit isn’t covered in fingerprints; always a win in my book.

And, like always, you’re sitting between two surprisingly roomy boots. The front compartment is deeper than you’d expect, and there’s a smaller cargo space behind the engine, complete with a parcel shelf.

Sure, you can throw some extra bags on top of the engine if you’re headed off for a long road trip, but don’t be surprised if they get a bit toasty.

You’re going to miss this when it’s gone

Let’s cut to the chase. What we have here is still the best roadster you can buy today. It’s not lording over the competition as much as it used to, but it’s still fending them off. And when it comes to chassis, it’s easily one of the finest in the business.

Sure, the little Alpine A110 may have stolen some of its thunder, but when it comes to that perfect balance of everyday usability and weekend track-day thrills, the Porsche 718 Boxster Style Edition (and its Cayman sibling) reign supreme.

Choosing a sports car has always been a tug-of-war between the heart and the head. But the Boxster manages to bridge that gap perfectly, blending pure driving pleasure with everyday practicality.

Reminding us why it’s still the sports car that we daydream about.

Technical Specifications

Porsche 718 Cayman GTS

Engine: 1,988cc Flat-4, Turbocharged
Drivetrain: Rear-Wheel Drive
Power: 300bhp 
Torque: 380Nm
Gearbox: 7-Speed PDK (A)
0-100km/h: 4.9 seconds 
Top Speed: 275 km/h
Fuel Economy: 14.2km/litre (claimed)

Price: POA (accurate at the time of this article)
Contact: Porsche Singapore

Photo Credits: Sean Loo (@auto.driven)

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We’ve all seen this coming, but now it’s official: the sun is setting on the petrol-powered Porsche 718 Boxster and Cayman. Come mid-2025, these beloved mid-engined sports cars from Stuttgart will take their final bow.

It’s no secret that Porsche has been working on a fully electric replacement for its entry-level sports car. The company has confirmed it, and we’ve even spotted it testing, cheekily trying to deceive us with a fake exhaust pipe. But now, the automotive Grim Reaper’s date has been set for the current generation of the 718.

This revelation comes straight from Porsche’s production and logistics executive, Albrecht Reimold, in an interview with German publication Automobilwoche. Reimold stated, “Production of the current generation of 718 will run until mid-2025… In Zuffenhausen, we are already concentrating on the future electric 718.”

Across most of Europe, only the hardcore Cayman GT4 RS and 718 Spyder RS remain in the lineup, as the rest were axed due to noncompliance with EU cybersecurity rules. 

However, markets like the UK still have access to the full range, from the basic 296bhp, 2.0-litre turbo four-cylinder to the naturally aspirated flat-six RS models. But come mid-2025, production on all of them will wind up.

While the shift to an all-electric replacement might feel like a gut punch to many fans, Reimold reassures that the new cars will still embody the Porsche spirit: “The 718 is predestined for electric drive. It will be a really fun car. I have already driven it.” 

Reimold also emphasised Porsche’s unwavering commitment to electric cars, even as other manufacturers tread cautiously amid fluctuating EV demand: “I also cannot understand why electromobility as a whole is currently being portrayed so negatively in the public debate. In terms of sustainability alone, for me personally, there is no way around electric drive.”

Despite the transition to electric, Porsche’s love for petrol-powered sports cars isn’t entirely extinguished, especially with ongoing explorations into synthetic fuels. But it looks like future petrol delights will wear the 911 badge rather than the 718.

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After a solid four years of vouching for that grunty turbocharged four-cylinder in the 718 Cayman, Stuttgart has had a bit of an epiphany and done a U-turn. They’ve gone and plonk in a slightly detuned version of the latest Cayman GT4’s 4.0-litre flat-six, and gave life to this – the new Cayman GTS. 

Wait, didn’t this name previously exist? You see, Porsche already introduced a ‘GTS’ version of the 982-generation 718 Cayman back in the spring of 2018. It had a 2.5-litre flat-four turbo engine, juiced up to 361bhp. It was fun, sure, but didn’t have the same kind of ferocity as other competitors.

This latest one though, launched back in 2020, dumps the flat-4-pot for a 6er, and my god it makes a ton of difference. So, if you were one of the proud owners of the first-gen 982-GTS, well, you might want to make yourself a cup of tea and sit this one out.

Because what we have here is so good that you might just find yourself considering a trade-in.

Quintessential sportscar essence

Once more, we find that beautifully balanced chassis dancing in perfect harmony with a glorious engine. And oh, what an engine it is! You’d never suspect this to be a detuned version of a hotter motor.

In some cars, you can almost sense the moment when the onboard computer taps the engine on the shoulder and tells it to tone it down. Not here. This one revs cleanly and sincerely all the way to an orgasmic 7,800rpm redline. By the time it gets there, you’ve probably startled every living soul within earshot.

In this version 2.0 GTS, Porsche’s GT4 transplant produces 394bhp; just a 20bhp drop from the top-of-the-range model. This means the GTS is merely 0.1 second slower in the century sprint, clocking it at 4 seconds with the 7-speed auto PDK.

If you’ve had a taste of turbocharged Caymans recently, you might initially find having to work for your performance a bit unfamiliar, even a tad inconvenient in this new GTS. The old 2.5-litre GTS thrust 421Nm your way at a mere 2,100rpm. With the 4.0-litre GTS, you’ve got to wait until 5,500rpm for that same peak torque.

But here’s the twist – this engine has an entirely different, and might I add, better character. Instead of mashing the throttle and waiting for a turbo to rescue you, you roll up your sleeves and actively seek that urgency. And boy, is it worth the effort.

We tend to forget just how ‘old-school’ naturally aspirated engines make every rev and throttle opening a symphony. Most modern speed demons only hit their high notes when they’re flat out.

This GTS, however, starts chatting at idle, grumbles moodily at low revs, and then ascends from a mournful, barrel-chested growl to a mournful howl as the needle climbs past 3 o’clock. It sounds amazing, all around the clock.

While I would’ve loved to get my hands on the manual variant, this one came with the 7-speed PDK gearbox. It’s a delight to operate, shifting gears with crisp precision, and you can rest easy knowing you won’t accidentally shift your precious engine into an early retirement.

Need a gear? Boom, there it is. Though, I’d have appreciated slightly shorter gearing. After all, who wants to break the national speed limit in second gear in a fun B-road car like this?

You can ramp up the engine response using the rotary selector on the steering wheel. The sporty damper setting is best reserved for racetracks, as the roads in Singapore are far too tame for it. Weighing in at 1,405kg, the GTS is, in fact, 15kg lighter than a Cayman GT4. It’s about as noticeable as the 20bhp power difference.

This is a superbly balanced car, and you can genuinely feel it working all four tyres equally hard.

It boosts your confidence too whilst driving. It’s not a hooligan unless you really provoke it, but it has that rare quality: absolute fun even at reasonable speeds. You’re not likely to push this mega, grippy chassis to its limits on the expressway, but you’ll adore the impeccably weighted steering, the precise turn-in, and its magnificent traction.

Ultimately, it’s very flattering, and who doesn’t want to get around feeling like they’re a great driver?

Plus, the Cayman GTS 4.0 is quite livable as a daily driver. Its adaptive suspension takes the sting out of most bumps, and it’s easy to manoeuvre around town despite being a low-slung sports car. You could easily make it your daily ride, with the Cayman’s only vice being road noise.

And that addictive note? Well, it serenades you even when you turn off the sporty exhaust to keep the peace with your neighbours.

Apart from the new engine, very little has changed, and that’s not a bad thing. As per the usual GTS treatment, Porsche drops the ride height by 20mm and the standard-fit adaptive dampers give it a sportier disposition. It also comes with active engine mounts, the Sport Chrono pack, and a locking rear differential.

Porsche says the Cayman GTS 4.0 will return approximately 9.3km/litre, which falls somewhere between “meh” and “ugh.” But it’s not like anyone buys these for their fuel economy anyway. I drove the way the car was designed for and got 6.9km/litre in mixed traffic, and a comical 4.6km/litre with the engine singing behind me. Nice.

Then our resident fuel economy tester decided to plonk himself into the driver’s seat and give it a shot. Vivek came back with almost double the fuel economy at 12.5km/litre averaged out over 167.2km; handily beating Porsche’s claimed figure. Here is proof.

Goes to show that one can get decent mileage if one engages zen-mode and drive smoothly.

Did anything change drastically?

There’s not much new to report in terms of the GTS’s appearance and interior – it was in 2016 when Porsche last updated the Cayman’s interior while transitioning to turbo engines and the ‘718’ label. That update brought rounded vents instead of squircles, a refreshed 7-inch PCM touchscreen with Apple CarPlay and Android Auto integration, and new steering wheels.

It’s a delightful place to be, with high-quality materials assembled with meticulous attention to detail. There’s plenty of storage for your bits and bobs, and hallelujah, Porsche still has those old-school pop-out cup holders. The multitude of buttons on the centre console is starting to feel outdated, and the sight of stacks of blanks, even in a GTS, is somewhat irksome. 

Having said that, pressing a tactile button to activate the sporty exhaust is more user-friendly than the touch-sensitive glossy consoles that Porsche has been infatuated with lately. Even after a day of heavy use, the Cayman’s cockpit isn’t a smudgy mess of fingerprints.

As always, you sit between two generous boots. The front compartment is surprisingly deep, and there’s a smaller cargo area behind the engine, concealed beneath a handy parcel shelf; more than enough for the occasional weekend getaway.

You can even stow extra bags on top of the engine if you’re going on a long journey, but be warned it may warm up your baggage slightly. Not great for rear visibility either since your view out the back becomes compromised, but at least the practical option is available to you.

Visually, the GTS is less ostentatious than a GT4. It boasts some smoked headlight lenses and black air intakes, a set of 20-inch rims, and a redesigned rear bumper.

It flies under the radar; you’ll have to tell folks you’ve got the six-cylinder version – at least until you turn the key.

Sure, some folks might take one look and say, “It’s just not a proper 911, y’know?” But who cares if it isn’t one? It’s not pretending to be a 911; it’s a bonafide dogfighter with a seductive facade and a raucous personality to boot. It offers space, style, and fun all bundled into one. 

This is why people sometimes find the Cayman a bit boring, y’know. It’s simply excellent at everything – even the sensible stuff.

Don’t discriminate just because it says “718”

Can we finally bury the old notion that people only buy Caymans because they can’t afford 911s? The new 718 GTS dispels that myth in a heartbeat.

It’s smaller than the current 911, it sounds better, it’s more enjoyable at reasonable road speeds, equally refined for non-hair-on-fire moments, and practical for daily use.

This is arguably the best car Porsche produces right now. It feels like a steal compared to a Cayman GT4 because it certainly doesn’t feel slightly cheaper, less special in the corners, or less attractive.

The other four-pot Caymans will live on, and they still serve a purpose. They offer a world-class chassis for your money, especially in Singapore, where tax laws favour a 2.0-litre engine. But to drive this GTS is to fall in love with it and rediscover what we’ve been missing.

Splurge more for the road tax, and relive your youth in this.

The sports car choice has always been a battle between your head and your heart. With the GTS, the Cayman marries both, ensuring that it climbs back to the top of your wish list.

The only question that remains now is, what colour would you like yours in?

Technical Specifications

Porsche 718 Cayman GTS

Engine: 3,995cc Flat-6
Power: 394bhp 
Torque: 430Nm
Gearbox: 7-Speed PDK (A)
0-100km/h: 4 seconds 
Top Speed: 293 km/h
Fuel Economy: 9.9km/litre
Price: POA (accurate at the time of this article)
Contact: Porsche Singapore

Photo Credits: Sean Loo (@auto.driven)

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This open-top beauty is the ultimate counterpart to the 718 Cayman GT4 RS, and let me tell you, it’s a force to be reckoned with.

Under the hood of the 718 Spyder RS lies a six-cylinder boxer engine that pumps out 493bhp and 450Nm of torque. This powertrain, which also propels the Porsche 911 GT3 Cup racing car, is equipped with a lightweight stainless steel sports exhaust system that delivers an exhilarating soundtrack.

Plus, you get to hear it even more, now that the roof is gone.

Acceleration is a breeze, with the century sprint done in a mere 3.4 seconds. And if that’s not impressive enough, this puppy can hit the 200km/h mark in just 10.9 seconds. With a top speed of 308km/h, this roadster is a true speed demon.

Porsche is chucking in a dual-clutch transmission (PDK) with gearshift paddles, allowing you to shift gears without taking your hands off the wheel. But come on, a manual slushbox would have been perfect for a car like this.

In true Porsche fashion, every gram matters. The Spyder RS weighs a nimble 1,410kg, shedding 40kg compared to the 718 Spyder and it is even 5kg lighter than the closed 718 Cayman GT4 RS.

Porsche is renowned for its exceptional handling, and the Spyder RS is no exception. It features Porsche Active Suspension Management, Porsche Torque Vectoring and a mechanical limited-slip differential, so you can sing into the corners and come out looking like a champ.

The chassis has been lowered by 30mm for enhanced stability, and the spring and damper rates have been adjusted for a more relaxed, convertible-style setup.

Looks do matter too, and the 718 Spyder RS shares a striking resemblance to its coupe counterpart, the 718 Cayman GT4 RS. From its front end with wide air outlets to the tear-off edge on the rear, this roadster exudes confidence and style.

And let’s not forget the manually operated single-layer lightweight soft top can be completely removed for those perfect sunny days.

Porsche hasn’t skimped on the creature comforts either. The RS sports steering wheel and dashboard is covered in Race-Tex, while the standard lightweight carbon fibre-reinforced plastic full bucket seats provide comfort and support. 

For those seeking something more hardcore, the Weissach Package is available as an option. This throws in forged magnesium wheels and titanium tailpipes, taking the Spyder RS to the next level of performance and style.

If that’s not enough, Porsche will be offering a Porsche Design Timepiece exclusively crafted to match the car’s configuration. This masterpiece boasts a lightweight titanium case, a carbon dial, and a strap made of vehicle leather.

The Porsche 718 Spyder RS will make its grand debut in June, and it’s set to steal the spotlight. If you’re as excited as I am, Porsche Singapore is already accepting inquiries and pre-orders. But, the starting price for this roadster is S$755,288 without COE, so better start digging your wallets.

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