The Porsche 718 is a mid-engine two-seater available as the Boxster (convertible) or Cayman (coupe), starting at around $65,000 with 300 to 493 hp. The Porsche 911 is a rear-engine 2+2 starting at around $120,000 with 389 to 701 hp. The 718 is lighter, cheaper, and more balanced. The 911 is faster, more practical, and more prestigious.
Contents
Quick Summary
| Spec | 718 Boxster GTS 4.0 | 718 Cayman GTS 4.0 | 911 Carrera (992) |
|---|---|---|---|
| Engine | 4.0L NA flat-six | 4.0L NA flat-six | 3.0L twin-turbo flat-six |
| Power | 394 hp | 394 hp | 389 hp |
| Torque | 309 lb-ft | 309 lb-ft | 332 lb-ft |
| 0 to 60 mph | 4.0 sec | 4.0 sec | 4.0 sec |
| Top Speed | 182 mph | 182 mph | 183 mph |
| Weight | 3,186 lbs | 3,153 lbs | 3,318 lbs |
| Layout | Mid-engine, RWD | Mid-engine, RWD | Rear-engine, RWD |
| Body Style | Convertible | Coupe | Coupe |
| Starting Price | ~$96,000 | ~$96,000 | ~$120,000 |
What Are These Cars?
The 718 and the 911 are Porsche’s two-door sports car lines. They share many components, use the same design language, and both carry the flat-six engine in their higher trims. But they are fundamentally different machines built around different engineering philosophies.
The 718 name covers two body styles: the Boxster (convertible) and the Cayman (coupe). Both use a mid-engine layout, placing the engine ahead of the rear axle and behind the cabin. This gives the 718 textbook sports car proportions and near-perfect weight distribution. The current 718 generation launched in 2016 with turbocharged four-cylinder engines, with naturally aspirated flat-six models added later in the GTS 4.0, GT4, and Spyder trims.
The 911 places its engine behind the rear axle, a layout Porsche has used since 1964. The current 992 generation is available as a coupe, Targa, and cabriolet across more than a dozen performance variants. The 911 is Porsche’s flagship, and everything about its positioning, pricing, and engineering reflects that status.
The question most buyers face is simple: should I buy the less expensive mid-engine Porsche or stretch the budget for the 911? The answer depends on what you prioritize.
Body Styles
The 718 comes in two forms. The Boxster is an open-top roadster with a power-folding soft top. It delivers one of the best open-air driving experiences at any price, with the mid-mounted engine feeding exhaust noise directly to your ears through the open cabin. The Cayman is the hardtop coupe, sharing the same platform and powertrain but adding slightly more structural rigidity and a fixed roof.
The 911 offers three body styles. The coupe is the standard. The Targa has a distinctive roll bar and a retractable glass roof panel, blending open-air motoring with coupe-like refinement. The cabriolet is a full convertible with a power soft top.
If you want an open-top Porsche, the Boxster starts at $65,000. The 911 Cabriolet starts at around $133,000. That is a $68,000 gap for the privilege of a rear engine and rear seats. Both are excellent convertibles, but the Boxster’s mid-engine layout arguably makes it the better open-air sports car, because the engine sits between you and the wind rather than behind you, creating a quieter, more balanced driving experience with the top down.
Engine and Powertrain
718 Engines
The base 718 Boxster and Cayman use a 2.0-liter turbocharged four-cylinder producing 300 hp. The S models use a 2.5-liter turbo four making 350 hp. These engines are efficient and responsive enough for daily driving, but they lack the character and sound that define the Porsche experience for enthusiasts.
The GTS 4.0 is where the 718 transforms. Its 4.0-liter naturally aspirated flat-six produces 394 hp at 7,000 rpm with a 7,800-rpm redline. Throttle response is instantaneous. The exhaust note is pure flat-six. Paired with the optional 6-speed manual, it is one of the most engaging powertrains in production.
The Spyder and GT4 use the same 4.0-liter flat-six at 414 hp. The GT4 RS and Spyder RS push it to 493 hp with a 9,000-rpm redline, using the same engine internals as the 911 GT3.
911 Engines
Every 992 Carrera uses a twin-turbocharged flat-six. The base Carrera makes 389 hp from a 3.0-liter unit. The Carrera S makes 473 hp. The 992.2 GTS T-Hybrid combines a 3.6-liter turbo flat-six with an electric motor for 534 hp. The Turbo S in 992.2 form makes 701 hp.
The 911 GT3 uses a 4.0-liter naturally aspirated flat-six, the same engine family that powers the 718 GTS 4.0 and GT4. In the GT3, it makes 503 hp.
How They Compare
At the base level, the 911’s turbocharged flat-six is clearly superior to the 718’s four-cylinder. But at the GTS 4.0 level, the 718 has a naturally aspirated flat-six that many enthusiasts prefer to the 911 Carrera’s turbocharged unit. The 718 GTS 4.0 makes 394 hp with no turbo lag and a screaming top end. The 911 Carrera makes 389 hp with turbocharged torque but less drama. For pure engine engagement, the 718 GTS 4.0 is arguably the more exciting car.
Performance and Specs
The performance gap between the 718 and 911 is smaller than the price gap suggests. The 718 GTS 4.0 and the base 911 Carrera both reach 60 mph in about 4.0 seconds. Both have top speeds around 182 to 183 mph. The 718 weighs about 165 pounds less, which matters in braking zones and direction changes.
Step up the 911 range, and the gap opens. The Carrera S at 473 hp and 3.3 seconds to 60 mph has no 718 equivalent. The 718 GT4 RS at 493 hp and 3.2 seconds to 60 mph comes close to the 911 GT3 (503 hp, 3.2 seconds) but costs $50,000 less.
| Model | Power | 0 to 60 | Weight | Price |
|---|---|---|---|---|
| 718 Boxster | 300 hp | 4.9 sec | 3,065 lbs | ~$65,000 |
| 718 Cayman | 300 hp | 4.9 sec | 3,032 lbs | ~$69,000 |
| 718 GTS 4.0 | 394 hp | 4.0 sec | 3,153 lbs | ~$96,000 |
| 718 GT4 RS | 493 hp | 3.2 sec | 3,227 lbs | ~$145,000 |
| 911 Carrera | 389 hp | 4.0 sec | 3,318 lbs | ~$120,000 |
| 911 Carrera S | 473 hp | 3.3 sec | 3,340 lbs | ~$148,000 |
| 911 GT3 | 503 hp | 3.2 sec | 3,164 lbs | ~$195,000 |
Handling and Driving Feel
The mid-engine 718 has a lower polar moment of inertia than the rear-engine 911. In plain terms, it changes direction faster and more willingly. Turn-in is sharper. The car rotates around its center with less resistance. Weight transfers are smoother and more predictable.
The 718 Boxster adds another dimension: with the top down, you hear the engine directly behind your head, feel the air moving around the cabin, and experience the car’s mechanical character without any barriers. It is the most immersive way to experience a Porsche flat-six short of sitting in a race car.
The 911 rewards a different kind of driving. The rear-engine layout means more weight over the driven wheels, which translates to remarkable traction out of corners. The 911 requires more commitment in high-speed corners because the rear weight wants to swing wide, but once you learn to work with the pendulum effect, the car rewards you with a unique kind of speed. There is a satisfaction in driving a 911 well that comes from mastering its unusual physics.
For newer drivers or those who prioritize approachability, the 718 is the better choice. Its limits are more progressive and more forgiving. For experienced drivers who enjoy a car that demands skill, the 911 offers a deeper long-term relationship.
Interior and Practicality
The 911 is more practical. It has two small rear seats that work for children or bags, a front trunk, and a small rear storage shelf. The total cargo capacity is enough for a weekend away. The cabin is wider and better insulated from road noise, making the 911 a genuine grand tourer on long trips.
The 718 has no rear seats. You get a front trunk and a small rear trunk behind the engine. Combined cargo space is actually similar to the 911 in total liters, but the lack of rear seats limits versatility. The cabin is tighter, which makes it feel more intimate and sports-car focused.
Both cars share the same infotainment system, gauge cluster design, and interior material quality. The Porsche Communication Management (PCM) system is identical across both lines. Apple CarPlay and Android Auto are standard. The steering wheel, climate controls, and seat options are shared between the two platforms.
Pricing and Value
The 718 is the entry point to the Porsche sports car range, and the price reflects that. A base 718 Boxster starts at around $65,000. A base 718 Cayman starts at around $69,000. The GTS 4.0 models (the ones enthusiasts recommend) start at around $96,000.
A base 911 Carrera starts at $120,000. That is $51,000 more than a base Cayman and $24,000 more than a GTS 4.0. For the price of a base 911, you can have a fully loaded 718 GTS 4.0 with a naturally aspirated flat-six, sport suspension, and every comfort option.
The value proposition of the 718 is strongest at the GTS 4.0 level. You get a naturally aspirated flat-six, a manual transmission option, and mid-engine handling for roughly $24,000 less than the base 911 Carrera. The 718 GTS 4.0 is, by many measures, the most driving-focused Porsche you can buy for under $100,000.
Ownership Costs
Both the 718 and 911 share Porsche’s service infrastructure and maintenance schedule. Service intervals are every 10,000 miles or 12 months. Oil changes run $300 to $500 at a Porsche dealer. Brake pad replacement costs $800 to $2,000 depending on the axle and whether you have carbon ceramics.
Insurance is lower on the 718 due to its lower replacement value. Fuel economy is comparable: both return 20 to 25 mpg in mixed driving. Tire costs depend on the fitment. The base 718 uses smaller, more affordable tires than the 911. The GT4 RS uses wide, expensive rubber comparable to the 911 GT3.
Porsche reliability is strong across both platforms. The 718 and 992 share many mechanical components. The four-cylinder 718 engines have had some reports of bore scoring, but the flat-six GTS 4.0, GT4, and Spyder engines have been robust.
Open Air Driving: 718 Boxster vs 911 Cabriolet
If open-air driving is a priority, the choice between the 718 Boxster and the 911 Cabriolet is worth considering carefully.
The Boxster is a purpose-built roadster. The chassis was designed from the start as an open car, with structural reinforcement built into the platform. The result is a convertible that has virtually no cowl shake, minimal wind buffeting, and the same chassis rigidity as the Cayman coupe. The mid-engine layout means the engine noise fills the cabin naturally without needing to be piped in.
The 911 Cabriolet is a coupe with the roof removed. Porsche has made it remarkably rigid, but it is heavier than the coupe by about 150 pounds, and there is a slight amount of cowl shake over harsh bumps that the Boxster does not have. The 911 Cabriolet is a better grand tourer: more powerful, more refined, more insulated. The Boxster is a better sports car: lighter, more connected, more visceral.
Price is the decider for most buyers. A base 718 Boxster starts at $65,000. A base 911 Cabriolet starts at around $133,000. That is double the price. At the GTS level, the Boxster GTS 4.0 at $96,000 versus the 911 GTS Cabriolet at around $170,000+ is still a significant gap.
Resale Value
The 911 holds its value better than the 718 across the board. After three years, a 911 typically retains 75% to 85% of its original value. The base four-cylinder 718 retains 55% to 65%. The 718 GTS 4.0 and GT4 hold up much better, retaining 70% to 80% thanks to their desirability among enthusiasts.
The GT4 RS and Spyder RS are exceptions that trade above MSRP due to limited production. If resale value matters, avoid the base four-cylinder models and opt for the naturally aspirated flat-six variants.
Renn Driver’s Take
I have not driven this car yet. When I do, this section will have my honest take on what it is actually like to live with and drive.
Frequently Asked Questions
Is the Porsche 718 a real Porsche?
The 718 is absolutely a real Porsche. The name comes from the Porsche 718 RSK, a mid-engine race car that won the Targa Florio and finished on the podium at Le Mans in the late 1950s. The current 718 Boxster and Cayman share engineering with the 911, use Porsche flat-six engines in their higher trims, and are built on the same production line in Zuffenhausen and Osnabruck. The 718 is not a lesser Porsche. It is a different kind of Porsche.
Should I buy a 718 Cayman or save up for a 911?
If driving purity and value are your priorities, buy the 718 Cayman GTS 4.0 or GT4. They offer mid-engine balance, a naturally aspirated flat-six, and a manual transmission option at a lower price than the base 911. If you want rear seats, more power, and the 911 badge, save up. But do not assume the 911 is automatically better. Many experienced drivers prefer the 718’s handling and engagement.
Is the 718 Boxster better than the 911 Cabriolet?
The Boxster is a purpose-built roadster, while the 911 Cabriolet is a modified coupe. The Boxster is lighter, more rigid for a convertible, and places the engine closer to your ears. The 911 Cabriolet is more powerful, more refined, and has rear seats. For a pure open-air sports car experience, the Boxster is better. For a fast, comfortable grand touring convertible, the 911 Cabriolet is better.
Why is the 718 so much cheaper than the 911?
Porsche positions the 718 as its entry-level sports car. It uses a smaller platform, has no rear seats, and in base form uses a less expensive four-cylinder engine. The 911 is Porsche’s flagship with 60 years of heritage, a broader model range, and a price premium that reflects its cultural significance. At the GT level, the price gap narrows: the GT4 RS at $145,000 offers similar performance to the $195,000 GT3.
Do the 718 and 911 use the same engine?
In the GTS 4.0, GT4, and Spyder trims, the 718 uses a version of the same 4.0-liter naturally aspirated flat-six found in the 911 GT3. The GT4 RS and Spyder RS use the full GT3 engine with individual throttle bodies and a 9,000-rpm redline. The base 718 models use a different turbocharged four-cylinder that has no equivalent in the 911 range.
Images by: Alexander Migl, CC BY-SA 4.0; M 93, CC BY 4.0; Calreyn88, CC BY-SA 4.0, via Wikimedia Commons.
