2017 Porsche 718 Boxster/Cayman Test Drive: Maturing in Progress

Mid-life, the third-gen Boxster and the (second-gen) Cayman get reunited under the same moniker, bringing a major engine swap. Did the turbocharged downsizing kill the Boxster’s spirit?

Overall Score 91/100

Fundamentally speaking, the Boxster/Cayman finally got in touch with its pure roots. It is now called 718, recalling the mid-engined racing car Porsche made between 1957 and 1962. With a 1.5-liter flat-four, the 1,260-lb racer claimed prestigious trophies in its lifetime: first in its class at 1958 Le Mans; overall victory at 1959’s Targa Florio; European Hill Climb Championship winner in 1958 and 1959. It proved small, light and fast is a winning mix.
The current 718 follows the same philosophy, pursuant to the times it lives in: it slices off two cylinders and bets on lightness and agility while granting fuel efficiency nevertheless.


IN BRIEF

RECOMMENDED FOR:

Driving Nuts, Young And Single

CREATED FOR:

Track, Winding Roads

HATS OFF FOR:

Road Handling

BANG FOR THE BUCK:

Good


DRIVE

Powertrain 9/10

The main reason for the downsizing is, of course, the increasingly demanding emissions standards the carmakers have to meet.

So the new flat-fours are now boasting emissions figures as low as those of a 1.6-liter diesel Hyundai while packing more punch than the previous generation, courtesy of turbocharging: 296 hp, respectively 345 hp to play with. The torque numbers went up as well.

The 2.0-liter 296 hp unit increased its torque output from 207 lb-ft (280 Nm) to 280 lb-ft (380 Nm), this being the highest torque boost in Porsche’s engineering history so far. In the 2.5-liter 345 hp “S” trim, 718 sprints to 60 mph from a standstill quicker than the 3.8-liter GT4.

The 718 is more powerful and pollutes less, but by far not as enjoyable to listen to as the naturally-aspirated unit before. Although it's not augmented through the speakers, the flat four's continuous thumping drowns out 718’s chances to indulge you in silence. It has a „louder” mode, though, if you really want to make your presence noticed.


Handling 10/10

Where the iconic 911 chassis needs help from electronic assistants to stick to the apex, the 718 feels more relaxed, thanks to its more stable arrangement. It still has impressively neutral demeanor, now enhanced even more by what the engineers have done to the underpinnings.

No matter how much throttle you're applying, it won't lift its front, and getting it to slide needs a dose of eagerness one step away from lunacy.

The PASM sports chassis brings the car 10 mm closer to the ground (20 mm for the "S" version), lowering, its already low center of gravity even more.


Safety 10/10

Unsurprisingly, the 718 cabin has airbags all-around – driver and passenger, side and head. The safety equipment is also comprised of an optional adaptive cruise control system (with coasting function on PDK-equipped cars), blind spot monitoring or lane departure warning.


INTERIOR

Comfort 10/10

You'd expect a mid-engined two-seater to be fast around corners, so you're mentally prepared to forgive its lack of ride comfort.

It is not the case for the 718, though, as the Porsche family cadet has an incredibly mature behavior over rough surfaces, especially when equipped with the optional PASM system.

Sport chassis button unengaged, and the 718 transforms into a beautiful (albeit too loud) cruiser.


Quality 10/10

Little has changed over the pre-facelift version, but it's understandable because even then it was hard to question the quality of the cabin materials – everything feels well constructed and sophisticated.

For the picky ones, the Audi TT sibling will remain the better pick, as it feels more expensive and modern, but that's just a matter of (quite demanding) taste.


Practicality 9/10

While behind the wheel, a challenge would be the one where you find enough space to put your 0.5-liter water bottle. Trust me; it's hard. On the bright side, you won't feel like needing water; or anything else.

As for boot space, you have plenty. You have 150-liters up front, where the engine would be if this were a normal, boring car, and another (smaller) one at the back, behind the engine.

Even if you take the Boxster, the 275-liter cargo space won't alter, as the fabric roof has its own area to retract in.


Infotainment 9/10

One of the novelties concerning the 718 is the current generation Porsche Communication Management infotainment system, one that looks better, works smoother and boasts greater connectivity. With the optional Connect Plus module (which is an annex to the optional sat-nav) you can use your smartphone's online data to show real time info or act as a Wi-Fi hotspot.


BUDGET

Efficiency 7/10

In terms of efficiency, the new flat-fours are a real treat for the fuel-saver. Or, better said, they should be. On paper, both the Cayman and the Boxster are good for 41.2 mpg (5.7 l/100 km) when the PDK is managing the power transfer, with CO2 emissions as low as 158 g/km. Packing extra push, the S is a bit more careless with these figures. You simply can't say one of them is a better choice than the other; they're both great. It's just a matter of which you want more.

Mind you, in typical use you won't meet this figures, like, ever. In any of our test drive sessions through the Black Forest winding roads, the lowest achieved rating was about 23.5 mpg (10 l/100 km). So why won't you go for the S, I might ask.


Equipment 8/10

Although the 718 comes with a decent suite of standard features – 18" alloys, bi-xenon headlights, Alcantara/leather cladded interior, touch-operated infotainment system, air-con – it pales in comparison with the huge (and endlessly expensive) options list. So you'd better be careful what you check when it comes to extra equipment. Oh, top tip: if you've asked for the heated steering wheel, and you can't find it, it's in the lower part, only that is not facing you, but the other side. You're welcome.


Acquisition 9/10

Being merged under the same moniker with the Cayman, the Boxster is now a bit more expensive than the coupe (€2,000, to be more precise); The 296 hp manual Cayman has a €51,600 price tag.

If MR sportiness is what you're after, at €40,000-something, Lotus might give you the best alternative, although the Elise is a bit too austere. Mercedes-AMG SLC Roadster and Jaguar F-Type V6 should also be quoted here, although both need 3.0-liter engines to match the Porsche's little fighter. The most powerful rival comes from within the family, under the name TTS Roadster; same displacement, a bit more power, same price range, but less engaging to drive.