Are the standard Porsche 718 Boxster and its sister, the 718 Cayman, just too milquetoast for you? Do you simply not have enough consonants in your life?Then the boffins at Porsche have an answer for you, the 718 Boxster T and Cayman T.Filled to the gunwales with performance-enhancing features to sharpen its handling when compared to a non-T Boxster or Cayman, these new models will include the PASM Sport Suspension as standard equipment, along with a mechanical limited-slip diff and Porsche Torque Vectoring.The inclusion of those natty suspenders mean shorter springs are on-board, plus re-tuned adaptive dampers and a ride height thats about an inch closer to terra firma. The Sport Chrono Package is also standard.Just dont go looking for more power. The 718 Boxster T and 718 Cayman T are powered by the same 2.0-liter turbocharged four-cylinder boxer engine as the standard Boxster and Cayman models, developing 300 ponies and 280 lb.-ft. of twist.In conjunction with the optional PDK transmission and using the Launch Control feature, both variants can reach 96 km/h from a standstill in just 4.5 seconds. Mercifully, the standard transmission for the 718 T variants is a six-speed manual gearbox. Top speed is 272km/h.Various trimmings and trappings distinguish the T from other 718s as well. Eagle-eyed spotters will spy the Agate Grey mirror caps and rollover protection bars. Joining the festival, Mr. Ts model designation badges are also this colour.Inside, Sport Seats Plus with pronounced bolsters and Sport Tex fabric are standard, while Full Bucket Seats, normally reserved for GTS and GT4 models, can be optionally ordered. In the grand Porsche tradition of taking things away and then charging more, black fabric door opening loops replace the traditional door handles.Given the extra handling chops of the T, count on it to get ham-fisted drivers out of trouble more easily than the now-admittedly-workaday standard non-T car, a vehicle now completely worthless and one whose owners are busy running it through the nearest wood chipper.The 2020 Porsche 718 Boxster T and 718 Cayman T are available to order now and are expected to reach dealers in summer 2020. South of the border, MSRP for the 718 Cayman T is US$66,400, while the 718 Boxster T retails for US$68,500. Expect a modest increase in those numbers for Canadian
Origin: 2020 Porsche 718 Boxster T and Cayman T make North American debut
Cayman
Porsche 718 Cayman GT4 RS mules hit the Nürburgring
Porsche is again testing what appears to be a hardcore ‘RS’ version of the latest 718 Cayman GT4, as a test mule is seen going flat-out on the Nürburgring Nordschleife. As we previously saw, the testing prototypes sport notable bodywork additions. At the front there are versions of the ‘NACA’ bonnet air ducts similar to Porsche’s GT2 RS, while at the side the rear quarter glass has been replaced by slatted cooling vents. The most significant alteration is at the back, where we can see a spoiler mounted considerably higher on bespoke mounts. It’s not clear if the distinctive mounts will make production in that form, as they’re more likely used to test multiple wing shapes and types. Porsche’s man in charge of the 718 and 911, Dr Frank Steffen-Walliser, told Autocar at the recent Frankfurt motor show that he would “definitely” like to see a faster and even more focused RS version of the new 718 Cayman GT4, but that the decision hinges on prioritising development resources within the maker. “Everybody’s asking for the RS,” Walliser told Autocar. “Can I imagine a GT4 RS? Sure I can. That’s not to say we will make a decision on it yet, as it is a challenge. Would I like such a car? Yes, definitely! Would I like more horses? Yes. But we need to put the resources where the market is – it would be a lot more expensive than the normal one.” Porsche has never made a GT4 RS, previously suggesting such a model would be too close in price and performance to 911 GT models. But the new 4.0-litre flat-six found in the latest GT4 forms part of an all-new engine family, and it is expected that Porsche will spin off further variants of that unit to justify the investment. It is understood that the brand is looking to re-introduce the flat six to more mainstream Cayman and Boxster variants as part of a facelift. Although Walliser would only confirm that Porsche has “started the thinking process” on this, he did acknowledge that the US market has been less welcoming of the current four-cylinder models than hoped. “American customers aren’t asking for four cylinders, they are asking for four litres”, he said. Walliser also discussed the idea of all-electric 718 models (first reported by Autocar in April). He claimed that if the official go-ahead was given he “would not like to change the character of the car, and the price point – we need to have an entry level car as 718 buyers often step up to a 911. “Priority number one is to keep the character of the car – not making a big car, not making it heavy, but this is very tricky. And it’s a relatively small volume car, so we maybe cannot do a separate platform.” Porsche definitely won’t be joining the glut of newly launched electric hypercars with its own take on the formula, however – for the time being at least. Pouring water on the claims made by manufacturers such as Rimac and Lotus, Walliser said: “We have seen a lot of studies of electric hypercars – for me the proof is when it’s on the street with a licence plate… does an EV hypercar work? It’s like saying to me that a drag racer is a suitable sports car. For sure it’s perfect from 0-100, but to make it usable and do several laps of the Nurburgring would not work with the technology at its current state”. Walliser did welcome the idea of using hybrid technology to extend the life of Porsche’s widely celebrated naturally aspirated GT engines. “A hybrid for sure with a normally aspirated engine works well together. The low-rev electric motor torque and high-revving normally aspirated engines fit perfectly. It could help to keep a normally aspirated engine to survive, and we are very motivated to do
Origin: Porsche 718 Cayman GT4 RS mules hit the Nürburgring
Hardcore Porsche 718 Cayman GT4 RS spotted for first time
Porsche appears to be testing a faster and more focused ‘RS’ version of the new 718 Cayman GT4 – barely a day after the firm’s head of sports cars revealed his personal desire for one. Prototypes of the GT4 have hit the roads outside the Nürburgring with notable bodywork additions. At the front, we can see versions of the ‘NACA’ bonnet air ducts similar to Porsche’s GT2 RS, while at the side the rear quarter glass has been replaced by slatted cooling vents. The most significant alteration is at the back, where we can see a spoiler mounted considerably higher on bespoke mounts. It’s not clear if the distinctive mounts will make production in that form, as they’re more likely used to test multiple wing shapes and types. Porsche’s man in charge of the 718 and 911, Dr Frank Steffen-Walliser, told Autocar at the Frankfurt motor show that he would “definitely” like to see a faster and even more focused RS version of the new 718 Cayman GT4, but that the decision hinges on prioritising development resources within the maker. “Everybody’s asking for the RS,” Walliser told Autocar. “Can I imagine a GT4 RS? Sure I can. That’s not to say we will make a decision on it yet, as it is a challenge. Would I like such a car? Yes, definitely! Would I like more horses? Yes. But we need to put the resources where the market is – it would be a lot more expensive than the normal one.” Porsche has never made a GT4 RS, previously suggesting such a model would be too close in price and performance to 911 GT models. But the new 4.0-litre flat-six found in the latest GT4 forms part of an all-new engine family, and it is expected that Porsche will spin off further variants of that unit to justify the investment. It is understood that the brand is looking to re-introduce the flat six to more mainstream Cayman and Boxster variants as part of a facelift. Although Walliser would only confirm that Porsche has “started the thinking process” on this, he did acknowledge that the US market has been less welcoming of the current four-cylinder models than hoped. “American customers aren’t asking for four cylinders, they are asking for four litres”, he said. Walliser also discussed the idea of all-electric 718 models (first reported by Autocar in April). He claimed that if the official go-ahead was given he “would not like to change the character of the car, and the price point – we need to have an entry level car as 718 buyers often step up to a 911. “Priority number one is to keep the character of the car – not making a big car, not making it heavy, but this is very tricky. And it’s a relatively small volume car, so we maybe cannot do a separate platform.” Porsche definitely won’t be joining the glut of newly launched electric hypercars with its own take on the formula, however – for the time being at least. Pouring water on the claims made by manufacturers such as Rimac and Lotus, Walliser said: “We have seen a lot of studies of electric hypercars – for me the proof is when it’s on the street with a licence plate… does an EV hypercar work? It’s like saying to me that a drag racer is a suitable sports car. For sure it’s perfect from 0-100, but to make it usable and do several laps of the Nurburgring would not work with the technology at its current state”. Walliser did welcome the idea of using hybrid technology to extend the life of Porsche’s widely celebrated naturally aspirated GT engines. “A hybrid for sure with a normally aspirated engine works well together. The low-rev electric motor torque and high-revving normally aspirated engines fit perfectly. It could help to keep a normally aspirated engine to survive, and we are very motivated to do
Origin: Hardcore Porsche 718 Cayman GT4 RS spotted for first time
New Porsche 718 Cayman GT4 and Boxster Spyder land at Goodwood
Porsche’s GT division has used the Goodwood Festival of Speed to promote its latest offerings: The 718 Boxster Spyder and 718 Cayman GT4. Both cars shun the industry trend for downsizing and forced induction, donning a naturally aspirated six-cylinder engine and a manual gearbox. Porsche says they will offer enthusiasts “unadulterated driving pleasure”, a “high level of agility and an almost intimate proximity to the centre of power”. These faster, purer and more hardcore variants of the existing Boxster and Cayman join at the entry point in the road-going GT line-up, but both make use of an engine bored out and adapted from the 3.0-litre unit of the latest 911. The new 4.0-litre flat six – up from the 3.8 litres of the previous Spyder and GT4 – forms a new engine family called 9A2 Evo. It ditches the turbocharger found in the 991-series 911 Carrera but still manages to put out 414bhp. That figure is 44bhp and 35bhp more than the previous Spyder and GT4 respectively. The new unit revs out to 8000rpm and delivers peak torque of 310lb ft between a relatively high 5000rpm and 6800rpm. The result is that both models are capable of 0-62mph in 4.4sec, with the Spyder managing a top speed of 187mph and the GT4 topping out at 188mph. Both cars put their power down through a six-speed manual gearbox only. A Porsche spokesman told Autocar: “If the market asks for PDK, it (an automatic version) might be feasible, but the spirit of the cars and customer demand is very much oriented to manual.” New technology has been brought in to increase the engine’s efficiency and stave off the need for forced induction. Alongside a particulate filter to reduce NOx emissions, Porsche has introduced a new adaptive cylinder control system that can briefly pause fuel injection in one of the two cylinder banks under partial loading. Piezo injectors are used for the first time, alongside a variable intake system. Porsche claims fuel economy, calculated through the new WLTP cycle, of 25.7mpg. That figure is less than the old cars’, although it can’t be compared as they were put through the old, less realistic NEDC cycle. CO2 emissions are put at 249g/km. Aerodynamics: more downforce, same drag Porsche claims to have “comprehensively improved” the GT4’s aerodynamic efficiency for the 718 model. It’s said to produce up to 50% more downforce than the old car without having a negative effect on drag. Features such as a more compact rear silencer, giving space for a functional diffuser, increase downforce by 30% at the rear, while the fixed rear wing is 20% more efficient than the old one. This adds up to 12kg more downforce at 124mph. The 718 Spyder is, being a soft-top, less aerodynamically efficient. However, it makes use of a rear spoiler that rises at 74mph and is the first Boxster to feature a rear diffuser and generate downforce at the rear axle. The hood itself, which continues the distinctive look of previous Spyders, is still manually operated. Porsche claims it can be stowed away in “just a few steps”. Chassis: shared between both for the first time Unlike previous generations of the Spyder and GT4, both cars now feature the same GT chassis underneath. Raceinspired spring and strut front and rear axles feature, along with a Porsche Active Suspension Management damping system that’s 30mm lower than standard variants. It’s claimed to be “specifically designed for use on the racetrack”. The Porsche Stability Management (PSM) system is tweaked to be less obtrusive, and torque vectoring with a mechanical rear differential lock features. Both again have the option of a ceramic braking set-up, alongside the standard track-focused aluminium mono-bloc fixed-caliper system. The 718 Spyder also uses the same Porsche-specific high-performance tyres, made by Michelin, as the GT4. Porsche claims the alterations and extra power enable the Cayman GT4 to lap the Nürburgring Nordschleife more than 10 seconds quicker than its predecessor. The firm hasn’t released specific details about the interior of either car, beyond the images you see here. But it’s apparent that the new GT4 retains many details of the previous version, including fabric door pulls in place of traditional handles, bodycoloured seatbelts and the removal of the infotainment system, which in the old car could be reinstalled as a no-cost option. The Spyder, on the other hand, appears to retain standard door handles and its infotainment system. Each has copious amounts of Alcantara. Both new models are available to order now, priced from £73,405 for the 718 Spyder and £75,348 for the Cayman GT4. The GT4 also has the option of a Clubsport package. This includes a steel roll bar at the rear of the cabin, a small fire extinguisher and a six-point seatbelt for the driver’s side. Pricing for that package has yet to be
Origin: New Porsche 718 Cayman GT4 and Boxster Spyder land at Goodwood
Clash of the coupes: Toyota Supra meets BMW M2 Competition and Porsche 718 Cayman
This is it – this is the big one. The test that’s been seven years in the making, during which we’ve endured all the teaser images, the grainy spy shots, the carefully managed prototype drives, the international launch and then brief blasts in the UK. But now, finally, the Toyota Supra is out in the wild, free of its minders and ready to do battle. Those early outings hinted at a car that had the potential to be the real deal, but we needed more than a few miles on a carefully choreographed route to deliver the definitive verdict on one of Toyota’s most eagerly awaited offerings in years, especially one that has painted big red targets on the back of some of the biggest hitters in the sports car firmament. Of course, the Supra’s arrival hasn’t been without controversy, its relationship to its dizygotic BMW Z4 twin proving more obvious (on the inside, at least) than many had hoped. Yet while Bavaria provides the 335bhp turbo straight six, eight-speed ZF automatic transmission and electronic slippy diff, plus the electrical architecture and switchgear, Toyota claims the Supra’s wide track and short wheelbase – the perfect combination for the intended acrobatic agility – are Japanese to its steel and aluminium core. So how serious a sports car is the Supra? Well, there’s only one way to find out, which is why we’ve headed for some of South Wales’ most testing Tarmac in close convoy with a pair of formidable foes. Looming largest in the Toyota’s sights is the Porsche 718 Cayman. In freshly released T form tested here, it’s currently the purest and most driver-focused version of Stuttgart’s starter sports car, featuring a 20mm lower ride, a torque vectoring differential and a small reduction in weight – surely not all of it courtesy of the looped fabric door handles. Yes, its mid-engined layout is at odds with the Toyota’s more traditional take on arranging the mechanical masses, but the Cayman is the car that chief engineer Tetsuya Tada has consistently identified as the benchmark for his baby. With 296bhp from its 2.0-litre flat four, the Cayman is the most weak-kneed here, but also the lightest at 1350kg. Furthermore, it’s got a snappy six-speed manual (a seven-speed PDK is an option) – the Supra is self-shifting only. The BMW M2 Competition is more small sports saloon than true coupé but, as a beefy front-engined rear driver, it’s not only one of our favourite proponents of the Système Panhard, it’s ideologically (as well as genetically) closely linked to the Supra. Moreover, the 404bhp M2 has by far the greatest amount of firepower here. Like the Porsche, you can have a three-pedal version but, to complete our trio of different transmission options, we’ve gone for the seven-speed dual-clutch option. Despite their wildly divergent approaches, they all have a common goal, which is to get drivers’ synapses sparking and senses tingling by dishing up gobfuls of driver fun. The fact that they’re all around the 50-grand mark doesn’t hurt either. This is going to be close. Styling is clearly subjective, but to our eyes the Supra draws first blood. It’s not just the car’s newness that attracts attention and multiple thumbs up wherever we go, it’s the eye-catching mix of confident curves, creative creases and daring lines. It’s fussy in parts and the fake vents in the bonnet and doors are tacky, but overall it’s a corker. Even in its retina-burning Miami Blue paint job (that’ll be £1658 to you, sir) with natty Cayman T stripes along the bottom of the doors, the Porsche fades into the background when sat next to the Supra. And while the M2’s wide-arched, thuggish stance isn’t without appeal, the bluff three-box BMW lacks the sleek sophistication of the other two. Swing open the Toyota’s long door and duck inside (watch your head on the low roof), and you’re instantly in sports car territory. The letterbox view ahead and compromised rear vision are at odds with the panoramic Porsche and slightly sit-up-and-beg BMW, but you’re snug and low in the Toyota, ensconced by the tall transmission tunnel on one side and high window line on the other. Like the Cayman, the recumbent driving position is spot on; you’re equally comfortable in the BMW but, after a stint in either of the other two, you feel like you’re sitting on the car rather than in it. At first, the Toyota’s BMW-sourced switchgear is a little jarring, yet these components are so well integrated and handily sited, you quickly forget about where they come from. What’s more, anyone who’s grappled with the Japanese brand’s truculent Touch 2 infotainment will be overjoyed at having a reskinned version of BMW’s more intuitive iDrive. More to the point, the German extras add a sheen of class to the interior, allowing it to almost match the exquisitely executed Porsche for upper-class ambience. Like the Cayman, it’s decently practical, too. There are numerous cupholders, a large glovebox, handy door bins and a 290-litre boot
Origin: Clash of the coupes: Toyota Supra meets BMW M2 Competition and Porsche 718 Cayman
New Porsche 718 Cayman GT4 and Boxster Spyder revealed with 414bhp flat-six
Porsche’s GT division is shunning the industry-wide trend for downsizing, turbocharging and automation with its two new additions: the 718 Boxster Spyder and 718 Cayman GT4. Both cars maintain a naturally aspirated six-cylinder engine and a manual gearbox, and Porsche says they will offer enthusiasts “unadulterated driving pleasure”, a “high level of agility and an almost intimate proximity to the centre of power”. These faster, purer and more hardcore variants of the existing Boxster and Cayman join at the entry point in the road-going GT line-up, but both make use of an engine bored out and adapted from the 3.0-litre unit of the latest 911. The new 4.0-litre flat six – up from the 3.8 litres of the previous Spyder and GT4 – forms a new engine family called 9A2 Evo. It ditches the turbocharger found in the 991-series 911 Carrera but still manages to put out 414bhp. That figure is 44bhp and 35bhp more than the previous Spyder and GT4 respectively. The new unit revs out to 8000rpm and delivers peak torque of 310lb ft between a relatively high 5000rpm and 6800rpm. The result is that both models are capable of 0-62mph in 4.4sec, with the Spyder managing a top speed of 187mph and the GT4 topping out at 188mph. Both cars put their power down through a six-speed manual gearbox only. A Porsche spokesman told Autocar: “If the market asks for PDK, it (an automatic version) might be feasible, but the spirit of the cars and customer demand is very much oriented to manual.” New technology has been brought in to increase the engine’s efficiency and stave off the need for forced induction. Alongside a particulate filter to reduce NOx emissions, Porsche has introduced a new adaptive cylinder control system that can briefly pause fuel injection in one of the two cylinder banks under partial loading. Piezo injectors are used for the first time, alongside a variable intake system. Porsche claims fuel economy, calculated through the new WLTP cycle, of 25.7mpg. That figure is less than the old cars’, although it can’t be compared as they were put through the old, less realistic NEDC cycle. CO2 emissions are put at 249g/km. Aerodynamics: more downforce, same drag Porsche claims to have “comprehensively improved” the GT4’s aerodynamic efficiency for the 718 model. It’s said to produce up to 50% more downforce than the old car without having a negative effect on drag. Features such as a more compact rear silencer, giving space for a functional diffuser, increase downforce by 30% at the rear, while the fixed rear wing is 20% more efficient than the old one. This adds up to 12kg more downforce at 124mph. The 718 Spyder is, being a soft-top, less aerodynamically efficient. However, it makes use of a rear spoiler that rises at 74mph and is the first Boxster to feature a rear diffuser and generate downforce at the rear axle. The hood itself, which continues the distinctive look of previous Spyders, is still manually operated. Porsche claims it can be stowed away in “just a few steps”. Chassis: shared between both for the first time Unlike previous generations of the Spyder and GT4, both cars now feature the same GT chassis underneath. Raceinspired spring and strut front and rear axles feature, along with a Porsche Active Suspension Management damping system that’s 30mm lower than standard variants. It’s claimed to be “specifically designed for use on the racetrack”. The Porsche Stability Management (PSM) system is tweaked to be less obtrusive, and torque vectoring with a mechanical rear differential lock features. Both again have the option of a ceramic braking set-up, alongside the standard track-focused aluminium mono-bloc fixed-caliper system. The 718 Spyder also uses the same Porsche-specific high-performance tyres, made by Michelin, as the GT4. Porsche claims the alterations and extra power enable the Cayman GT4 to lap the Nürburgring Nordschleife more than 10 seconds quicker than its predecessor. The firm hasn’t released specific details about the interior of either car, beyond the images you see here. But it’s apparent that the new GT4 retains many details of the previous version, including fabric door pulls in place of traditional handles, bodycoloured seatbelts and the removal of the infotainment system, which in the old car could be reinstalled as a no-cost option. The Spyder, on the other hand, appears to retain standard door handles and its infotainment system. Each has copious amounts of Alcantara. Both new models are available to order now, priced from £73,405 for the 718 Spyder and £75,348 for the Cayman GT4. The GT4 also has the option of a Clubsport package. This includes a steel roll bar at the rear of the cabin, a small fire extinguisher and a six-point seatbelt for the driver’s side. Pricing for that package has yet to be
Origin: New Porsche 718 Cayman GT4 and Boxster Spyder revealed with 414bhp flat-six
Next-gen Porsche Boxster, Cayman may get a plug-in hybrid variant
The Porsche 718 Cayman GTSPorsche Porsche’s plans to electrify the Boxster and Cayman may also include offering a plug-in hybrid version to be sold alongside gasoline versions. According to Autocar, the German automaker hasn’t decided on whether the electrified sports cars will be a regular or plug-in hybrid, but Porsche boss Oliver Blume says they’re working on it. We have prototypes of the 718 running in electric now, and a hybrid prototype is being built, he said. If you look to the next generation of those cars, it’s possible, although not clear whether it would be plug-in hybrid or hybrid. Porsche has been mulling over the idea of an electric sports car since 2011, when it built a few prototypes of the Boxster and Cayman as an EV. Furthermore, the Boxster E-volution concept from 2017 actually managed to beat the current 718’s zero-to-100 km/h sprint time thanks to a 38 kWh battery, which also lended to a 190-kilometre range. The 718 Boxster and Cayman EVs would be built on Porsche’s Premium Performance Electric (PPE) platform that will also be used on the Taycan, and is expected to have a range of up to 300 kilometres. Porsche says this is currently the absolute limit of the battery technology. A hybrid-ized 718 would employ the same hybrid systems currently used in the 992-series 911, just adapted for the smaller four-cylinder engines. The strategy will be a similar one used by the Macan — the EV will utilize the PPE platform, while the hybrid versions will remain on the MLB platform. Solid state batteries are expected to arrive in 2025, changing the landscape of EVs completely with up to 50 per cent more
Origin: Next-gen Porsche Boxster, Cayman may get a plug-in hybrid variant
2022 Porsche Boxster and Cayman to get hybrid and EV options
Porsche is developing a fully electric 718 Boxster and 718 Cayman that will be launched by 2022 – and is considering offering them alongside mild-hybrid and plug-in hybrid versions of the current cars. The next generations of the two-door roadster and coupé sports cars have for some time been thought to be among a range of future pure-electric models set to be spearheaded by the upcoming four-door Taycan and the Taycan Sports Turismo. However, Porsche chairman Oliver Blume has indicated that hybrid powertrains are also being considered. “We have prototypes of the 718 running in electric now, and a hybrid prototype is being built,” he said. “If you look to the next generation of those cars it is possible, although it is not yet clear whether it would be plug-in hybrid or hybrid.” The decision to pursue both hybrid and plug-in hybrid versions of the 718 Boxster and Cayman alongside the forthcoming electric models is understood to have been taken after an internal engineering study revealed that lithium ion battery technology is not yet sufficiently advanced to enable pure-electric versions to offer more than 186 miles of range without significant changes to the existing mid-engine platform architecture. Porsche is now pursuing a plan that could see pure-electric Boxster and Cayman variants using the company’s new PPE architecture offered alongside updated versions of today’s models featuring hybrid and plug-in hybrid drivetrains. The plan would mirror the move taken by Porsche with the next-generation Macan, which will continue to be produced on its existing MLB platform with new hybrid drivetrains while offering the choice of a pure-electric variant based on the PPE architecture. Speaking about Porsche’s plan for the second-generation Macan, Blume said: “For at least two to three years we will have both. At that point, we can decide whether to upgrade the combustion engines to the new Euro 7 standard or go full electric. The pace that countries are changing is different – China wants electric now, Russia is in less of a hurry, for instance.” The new mild-hybrid and plug-in hybrid drivetrains intended for the 718 models are developments of those already engineered for the larger 911, according to sources. The electrification measures are among changes designed to allow Porsche’s existing combustion engines to meet the upcoming EU7 emissions standards. However, while the hybrid systems scheduled to appear on the facelifted version of the eighth-generation 911 early next decade are based around Porsche’s horizontally opposed six-cylinder petrol engine, those being earmarked for the new 718 Boxster and Cayman are set to use the smaller-capacity flat four engine introduced by Porsche in 2016. Both units feature a 48V electrical system and disc-shaped electric motor integrated into a modified version of the existing Boxster and Cayman’s seven-speed dual-clutch automatic gearbox. The mild-hybrid system has been conceived to provide an electric boost to the petrol engine for added performance potential and increased efficiency, albeit without the ability to provide an electric-only driving mode. The plug-in hybrid also provides electric boosting but has been built around a battery of sufficient capacity to offer extended pure-electric running. Porsche’s plan to give the 718 Boxster and its fixed-roof Cayman sibling electric power originated from the 2011 Boxster E project. That machine featured a 121bhp electric motor with a range of 106 miles, although EV technology has moved on substantially since then. More recently in 2017, Porsche developed the one-off Cayman e-volution. It had a claimed 0-62mph acceleration time of 3.3sec, a 120mph top speed and a range of 120 miles on a 38kWh lithium ion battery. Despite the impressive performance credentials of the Cayman e-volution, concerns about its limited range led Porsche to pursue the development of solid-state batteries – both for future pure-electric versions of the 718 Boxster and Cayman as well as for an electric hypercar that is expected to appear in 2025 as a spiritual successor to the 918 Spyder. Porsche insiders citing studies carried out by parent company Volkswagen say they anticipate a rapid evolution of lithium ion cells for an improved energy-to-weight ratio in the next generation of batteries. Estimates are that cell energy density both by volume and weight will increase by 25% from 2019 to 2025. By 2025 they also expect the adoption of solid-state batteries to bring a further increase of 25%. This would allow Porsche to pack more energy in the same space with no additional weight penalty. A £76 million investment by Volkswagen in QuantumScape has given Porsche access to the latest developments in solid-state battery
Origin: 2022 Porsche Boxster and Cayman to get hybrid and EV options
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