Under the sculpted sheetmetal, the GT4 RS is a marvel of engineering. The ultra-high-revving 4.0L flat-six (derivative of the GT3 Cup motor) is mated exclusively to a lightning-fast 7-speed dual-clutch (PDK) gearbox – no manual here, just warp-speed paddle shifts. Porsche shaved every ounce: the curb weight is only about 3,227 pounds (nearly 60 kg lighter than a normal GT4) . The chassis is track-tuned to the max with ball-jointed suspension everywhere, beefed-up anti-roll bars, and massive brakes (up to 16.1‑inch carbon-ceramics up front ). This all adds up to jaw-dropping performance: in Car & Driver’s lab it hit 60 mph in just 2.8 s, the quarter-mile in 11.0 s at 127 mph, and came to a dead stop from 70 mph in only 136 feet . Even lateral grip is monstrous – roughly 1.16 g on the skidpad . Put simply, this car’s spec sheet and test numbers read like a GT3 RS in Cayman clothing.
Visually and aerodynamically, the GT4 RS is equally extreme. That massive fixed rear wing is mounted on “swan-neck” pylons for maximum downforce, complemented by a big front splitter and rear diffuser – Porsche claims up to 25% more downforce than a stock GT4 . The body uses tons of carbon fiber and lightweight materials: carbon-fiber front fenders, hood and even front wings, plus thin rear glass and stripped-out insulation, all to cut weight . There are no back-seat illusions here – in fact, there aren’t any back windows, just carbon intakes behind your head that funnel air to the engine and create that thunderous induction howl . Inside, it’s a cockpit purist’s dream: one-piece carbon bucket seats (with optional 18-way adjustment), an Alcantara-clad steering wheel (no fancy tech knobs – just focused driving), and a mostly analog dash. Road & Track notes the seats “provide buckets of lateral support” without being brutally uncomfortable , and visibility is good enough – you just need to contort yourself around that giant fixed wing when climbing in . Unmistakably, every detail – from the center-lock wheels to the minimalist interior to the Weissach Package (which adds exposed carbon bits and forged magnesium wheels) – screams “race car for the street.”
On track, the GT4 RS is a full-time superstar. It’ll steamroll through corners like lightning with surgical precision. Reviewers rave that the steering, suspension and chassis are virtually flawless, making the car incredibly communicative and confidence-inspiring . It simply hangs on with almost no body roll, and when you break the rear loose or flirt with the limit, the car gives you crystal-clear feedback. The results are mind-bending: Top Gear highlights that on optional Cup 2R tires, the GT4 RS ran the Nürburgring Nordschleife in a blistering 7:04.511 – over 23 seconds faster than the standard GT4 – proving it’s essentially a road-legal race car. Car & Driver’s tests show it covers a 0–60 sprint in the high 2-second range and will pierce the quarter-mile in just about 11 seconds. Those carbon-ceramic brakes haul it from speed almost instantly, and drivers report the chassis “leaves absolutely no doubt” about how much grip is left . For a mountain road or track lap, it’s pure, unfiltered exhilaration – the GT4 RS doesn’t do half-measures.
How does it stack up against the big names? Think of it as a mid-engined 911 GT3 substitute. Porsche’s own comparison (and Top Gear’s) points out that the GT4 RS is cheaper and lighter than a GT3, with the same 0–62 mph time (about 3.2–3.4 s) and just a few tenths slower at the Ring . It makes almost the same power as the GT3 (only 10 hp down on paper due to exhaust packaging ) and shares the GT3’s aggressive final-drive gearing, so it feels like a mini-GT3. Against rival super-coupés, it’s a different kind of animal. For example, BMW’s fire-breathing M4 CSL cranks out 543 hp (more than the Porsche) and shaves the 0–60 to the mid‑2s, but it weighs about 3580 lb and never quite matches the Porsche’s raw driver engagement. The Cayman’s lighter weight gives it a higher power-to-weight ratio (roughly 348 hp/ton – even more than the M4 CSL ), and testers often prefer the RS’s natural feel over the BMW’s complexity. In a head-to-head, UK reviewers declared the GT4 RS the better performance road car, an “instant icon” that delivered more smiles per mile . In its own class, it justifies the “RS” badge by fusing GT3 thrills and razor-sharp Cayman balance into one intoxicating package.
Enthusiasts and critics alike are head-over-heels for this thing. Top Gear puts it bluntly: “Does the world really need a GT4 RS? Yes, yes it does” – calling it the mid-engined dream we didn’t think Porsche would build . Road & Track calls it “the ultimate conclusion for the Cayman,” offering “everything a purist could possibly desire” in a sports car . Evo magazine applauds its “astonishing powertrain” and engagement , and even onworldwide group tests the GT4 RS almost always takes the top prize . Reviewers gush that every gearshift and every blip of the throttle laces the drive with thrill. Yes, it’s brutal on comfort (expect a firm ride and constant earful of engine noise), and it sacrifices creature comforts (no modern gizmos, limited cargo, no manual tranny), but for an all-out road-legal track missile it’s perfection incarnate. In short, driving a GT4 RS is like taking a Formula car to the grocery store – borderline insane fun.
With all that performance comes an equally serious price tag. The GT4 RS sticker starts around $163–164 thousand in the US (even before adding options). The popular Weissach package adds about $13,250 for extra carbon fiber everywhere, a titanium exhaust and forged wheels. Factor in other goodies (like carbon-ceramic brakes and the $0 “Clubsport” track pack with roll bar and harnesses) and you’ll easily push past $170k. And it’s paid off: limited supply and wild demand have driven used market prices to stratospheric levels, with examples trading well above new sticker. The good news is that holding onto one is not likely to destroy its value – Porsche’s build quality, strong owner satisfaction and celebrity status help this car retain roughly two-thirds of its value after a few years (substantially better than most supercars).
What’s it like day to day? Well, “comfortable” isn’t quite the first word that comes to mind – it’s always reminding you it’s a thoroughbred. The ride is firm (Adaptive dampers have a “Normal” mode for roads, but even then you feel every bump) and the cabin is alive with induction roar at part-throttle. Fuel economy is predictably low: EPA ~15 mpg city / 19 highway (combined ~16 mpg) , and real-world drivers often see low-teens. Warranty-wise, Porsche covers it for 4 years/50k miles (with unlimited corrosion protection) – a reassuring safety net. Inside, though, ergonomics are surprisingly sensible: the seats are extremely supportive (Road & Track emphasizes they aren’t unbearable on long stints ), visibility is good (just watch out for that rear wing), and the classic Porsche cabin is refreshingly uncluttered. Just don’t expect modern infotainment or cruise control to soften the experience – this car is about pure engagement.
In the end, the 718 Cayman GT4 RS is not a compromise – it’s the Cayman at its very extreme. It wrings every ounce of performance and sensory overload out of the 718 platform, delivering an experience that’s spine-tingling and addictive. For any true enthusiast, even a moment behind its wheel is like a rush of adrenaline straight to the soul. If you want a mid-engined Porsche that’s as close to a full-on race car as you can legally buy, the GT4 RS is the one that will leave your heart pounding and your grin permanently stuck on “ear to ear.”
Sources: Official Porsche specs ; Car & Driver and Road & Track road tests ; Top Gear, Evo and Auto Express reviews ; plus detailed performance testing results and owner feedback.