Tschüss to the Porsche 718 Models

The 718 (982) models have been around since 2016, which in turn are heavy facelifts of the previous 981 generation (2012-2016). The 718 thus has had a very long model year cycle, but has somehow managed to stay relevant, or arguably even more so, with the passage of time. Alas, we have come to the point of saying farewell with Porsche confirming that its successor will be all-electric, due in 2025. Here’s a look in the rear view mirror of Porsche’s iconic mid-engined model.

The 718 Cayman and Boxster were introduced to Singapore with road-tax friendly 2-litre (base) and 2.5-litre (‘S’) engines, which proved to be popular for buyers despite the move from six cylinders to four. While journalists like me would lament the loss of the flat six, consumers seemed to relish the lower running costs as well as the torquier power delivery from the turbocharged engines. Yes, the sound of the flat fours isn’t a strong suit of the engine, but at least they were generally known to be quite reliable.

From the beginning of the 718 start of sales, the platform was already quite stable and featured familiar interior design features of the 911 of the time, the 991. In my books, there was a rightness to the era that lent itself to the timelessness of the 718, from the high quality buttons to the perfect ergonomics. Only the user interface of the infotainment system would show its age, still referencing the Apple iPod when connecting a phone. Don’t worry though, there’s Apple CarPlay.

In the following years of the 718, hotter models were released, like the GTS sporting the same 2.5-litre I4 turbo. Things seemed to get better and better as the 718 aged like fine wine, as we then witnessed the race-ready GT4 and Spyder with an all-new 4.0-litre naturally aspirated flat six. It was when we saw a 6-cylinder engine again in the 718 after being phased out in the 981 - and a nat-asp one at that!

It, however, wasn’t a GT engine in the purest sense of the word. It in fact was a derivative of the 3.0-litre turbo engine in the 992 and so did not really have motorsport roots. It showed in the way it sounded and felt; it was powerful for sure but lacked race car soul. Still, we wouldn’t complain as it was an absolute rarity to find a big displacement nat-asp engine in any sports car today - period. Also, the sound wasn’t something an exhaust change wouldn’t fix…

The next shocker was seeing the same 4.0-litre engine gifted to the GTS model, and thereby phasing out the 2.5-litre turbo in the previous GTS. This allowed a lower entry point for those who crave a flat six and frankly, the driving experience was pretty darn close to the GT4/Spyder.

The swansong of the 718 generation came in the form of the 718 GT4 RS and Spyder RS. Before you mistake these for minor upgrades from the GT4/Spyder models, they feature a wholly different engine - this time from the 992 GT3. This is the first time ever that Porsche fitted a proper GT engine into the Cayman/Boxster range. While I never scored a drive in these, I can imagine how special they would be to drive. They are also the last mid-engine sports cars with internal combustion engines you can buy from Porsche.

We seem to have reached a peak here in the 718, and it is surely engineered by Porsche this way too. However, what I cannot put my head around is what comes next after this high - the impending 718 successor will be fully electric. I just find it a bit of a shame to reach this point and then abandoning it all for electric power. I hope that some form of hybrid power (like in the new 992.2 GTS) can find its way into the successor of the 718.

For those who can get their hands on any 718 model, I can only say - please do it (assuming the future EV plans remain the same). Porsche gave me the keys to the base 718 Boxster, albeit in Style Edition, and I was, once again, astounded at how it drives.

Forget all of the baggage of the flat six for a moment and then you reach an epiphany - there really isn’t anything else I desire or wish to improve in the 718. Its handling is God-like, the ride is pliant and accurate like the best of Porsches, the steering is lovely, the interior has great quality and there is even reasonable economy with the 2L engine.

Yet there is great practicality with ample luggage space under the bonnet, as well as a smaller compartment at the boot. As part of the Style Edition, there is  "Boxster" lettering embossed onto the fabric roof, white decorative strips, Porsche lettering and model designations and stainless steel illuminated door sill panels.

This is honed to perfection, so much so that the 718 was like sharpening the 981’s already potent knife.

How can Porsche improve on this even more? I don’t quite know, and I can already foresee the legion of fans crying fowl once the electric model comes out. But Porsche has a way with creating controversy and then winning the naysayers over afterwards. Let’s see if it can repeat this again. As for me, if I ever have enough dosh, a 6-cylinder 981 Boxster S with PDK would work quite well for me as the everyday sports car.

Photos by James Wong

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