718 Cayman GT4: atmospheric 4.0-litre!

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Photo credit: Porsche

It would appear that natural-aspiration is not quite dead just yet.

Porsche a few days ago announced a new generation of the Cayman GT4 and Boxster Spyder, the top, most sporting models of their respective range. The biggest revelation from the news is the return of the atmospheric motor to the 718 chassis. Not only that, it’s also a return of the flat-six engine to the Cayman/Boxster twin, with this generation of cars having switched entirely to the much-maligned turbocharged flat-four.

Too bad it’ll cost you six figures to get back the good stuff.

Nevertheless, in this day and age of turbocharged this and electrified that, any new sports car that’s still got an atmospheric beating heart is worth celebrating. The day may arrive when the Porsche GT product line will only feature turbocharged engines and or hybrid drivetrain, but for the time being the unencumbered sounds of natural-aspiration remains ever so sweet. Porsche flat-sixes that revs to the sky is precisely why I bought a 911 GT3.  

A not insignificant amount of enthusiasts was hoping Porsche would simply transplant the 4.0-litre unit serving duty in the GT3 and GT3RS into the new GT4 and Spyder, though it was always a bit of a fool’s wish. It’s difficult to see how Porsche could’ve done it without hugely inflating the already hefty purchase price, and more importantly, not encroach on the GT3’s performance capabilities. It seems the Cayman will forever be neutered in service of the 911 big brother.

Indeed, this new 4.0-litre flat-six engine is not of the vaunted 4.0-liter badged 911s of prior: it’s a heavily reworked motor based on the turbocharged 3.0-litre currently serving duty in the 911. The enlarged engine, sans turbochargers, makes 420 horsepower and will spin to an 8,000 rpm redline; all very exciting stats in a vacuum, but compared to the supremely characterful, motorsport-derived 4.0-litre in the 911 GT3, an engine that goes to 9,000rpm, it’s honestly a bit pedestrian.

Relativity is a funny thing.

So I’m sure there’s some disappointment going around, though we should really detach and look at the overall picture: the atmospheric flat-six is back in the 718 chassis – arguably the purest sports car platform Porsche produces. Yes, it’s a great shame one must spend top money to avoid the charmless turbo four; though for a company that will charge you hundreds just to get the seatbelts in a different color, it’s fairly on brand, isn’t it?

An even more delicious prospect: placing this new 4.0-litre engine of the GT4 in a variant of the 992, perhaps a 911 T. That would give me something to ponder about in relation to my GT3…

Make turbocharged engines great again

As a car enthusiasts I am predisposed to prefer naturally-aspirated engines over the equivalent turbocharged units. Having owned cars with both atmospheric and force induction, I greatly prefer the crisp response and melodic sounds of natural-aspiration, and I want that linear power push all the way towards the rev-limiter. Turbocharged engines with their huge torque plateaus and agonizing lag isn’t nearly as rewarding.

There’s an obvious headwind against our love of engines unencumbered with turbos: the entire automotive industry is heading the opposite direction. Due to ever stringent emission standards, automakers are gravitating heavily towards turbocharging to achieve the best of both worlds: sheer power when needed, but small-engine fuel economy it isn’t. It seems most manufacturers these days have got a two-liter turbocharged four-cylinder serving duty in their respective portfolio, replacing venerable naturally-aspirated V6s. In turn, turbocharged six-cylinders are occupying spots previously held by lumbering V8s.

Not even the revered and beloved sports car segment, massively low-volume it may be, is immune to the encroachment of turbochargers. The latest range of the iconic Porsche 911 is entirely motivated by turbocharged engines, save for the exclusive GT3. Similarly over at Ferrari, there’s but one model left that’s naturally-aspirated (812 Superfast). The legendary BMW M3 have lost its traditional atmospheric song for one whole generation already.

Perhaps instead of the #savethemanual campaign, petrol-heads should instead focus on saving the NA motor.

I’m not strictly against turbocharging; I think their power-per-liter possibilities are tremendous, and the mountainous shove once turbos are properly lit is rivaled only by electric cars. The crux of my issue with turbo engines is the utter lack of aural sensation: the typical mill in modern cars is muffled and sounds like a vacuum cleaner. Sound is an integral ingredient to the driving experience, otherwise we’d all be driving Tesla cars.

It isn’t like turbocharged engines can’t be made to sound exciting; we all grew up with WRC and those monster turbo machines masquerading as rally cars. The whooshes and hisses, the pops and bangs, and the ethereal whine of the turbo as it builds pressure: where have all this gone? Why have auto manufacturers engineered out these innate aural qualities of turbocharging? It doesn’t have to sound so sterile and benign; let me hear that it’s indeed got a turbo hanging off the exhaust manifold!

A turbo 911 Carrera that sounds like a group stage rally car is a delicious prospect indeed, one I’d readily hand my money over to.

And to think some people just go bowling.

Give it the full beans

I don't drive my car hard enough.

For whatever reason, I tend to baby my cars; it took me a long time to realize this, but it's true. Doesn't matter when I had a 305 horsepower all-wheel drive machine, or the current Mazda Miata: taking the tach needle past 3K is a rare affair. Cars are meant to be driven, I would tell myself; I guess I forgot the other part: give it the full beans as often as I can. 

It makes perfect sense. The 2-liter motor in the Miata is an absolute joy to rev out, and it pulls all the way to redline with gusto, unlike its chief rival the Toyota 86. The fact it's only got 155 horsepower means visiting the upper reaches of the tach won't necessarily mean immediate jail-time, unlike my previous car the Subaru WRX STI. That car had an engine that too, begged to be revved, but for an entirely different philosophy. The EJ257 motor carries so much turbo-lag that belong 4,000 RPM it is utterly gutless. However, in the STI by the time second gear is over I'm already in vast illegal speed territory. 

The fact the car got piss-poor gas-mileage also didn't endear me to prod the accelerator pedal for long before upshifting.  

On the Miata though I have no such excuse. No matter what I do with the gas pedal, the car dutifully returns miles-per-gallon in the upper 20's. Therefore give it the Italian tuneup often I shall.