2024 Porsche 718 Boxster GTS 4.0 Review: Get ‘Em While You Can

Officially, it’s business as usual for the 2024 Porsche 718 Boxster GTS 4.0. Unofficially, well… you probably shouldn’t wait around if you want one.

We’ve known for a while now that the upcoming 718 replacement is going full-electric. We’re honestly excited for it, too. But EU regulations going into effect this July have already forced an early retirement for nearly all combustion-powered models in the Union. (The wild 718 Cayman GT4 RS and 718 Boxster RS Spyder get a pass due to their limited production status.) Production continues on for other markets such as ours, yet as the 718 approaches its tenth birthday and sales figures dwindle, the signs are a-plenty.

So when I was given the chance to revisit the GTS 4.0 up and down the Californian coast, of course I took it. This Boxster remains a pure drivers’ car through and through, a finely honed piece of machinery the likes of which we’re unlikely to see again, whenever it does eventually bow out.

Not much has changed for the six-cylinder 718 variants since they wormed their way into our hearts back in 2020. Whereas lesser models like the Boxster Style Edition I drove last year use an unfairly maligned turbocharged flat-four, the GTS 4.0 and RS models both use big atmospheric sixes—not the same one, mind you, but two different 4.0-liter setups. The GTS’ flat-six is a derivation of the 992’s 3.0-liter, shorn of turbos and punched out an extra liter.

The important figures are 394 horsepower and 309 pound-feet of torque. Almost as important, the engine will keep pulling all the way to 7,800 rpm. Paired with the optional seven-speed PDK transmission as is the case here, the roughly 3,250-pound (1,474-kilogram) Boxster will click off the dash to 62 mph (100 km/h) in an even 4.0 seconds according to Porsche.

To these eyes, there’s still an inherent righness to the 718 Boxster’s proportions. Sure, when the top’s down it lacks the pronounced rear shoulder line of its hardtop sibling, but there’s a nice sort of elegance to the gentle raise of the bodywork to meet the roll hoops. Unless folks clock the badging on the tail or doors, there are only small nods to this car’s spot at the top of the regular-production pecking order. Maybe they’ll pick out the SportDesign bumpers, but it’s not like Boxster S drivers can’t also spec ‘em. Monochrome taillights? Same. The GTS’ unique wheels are the one cue: a simpler spoke design than the optional Carrera S wheel, but hard to tell when it’s all black. That would be my one nitpick, personally: even a dark silver would be better here.

This 718 Boxster sticks to the standard lights, which skip the more obvious X-shape of the full LED setup to keep an element design that still has more than a hint of Carrera GT. Nice.

That 4.0-liter is a peach. Super responsive and with a wicked soundtrack to match, it’s the sort of engine that has one shifting through the gears just because. The latest Corvette has over 100 horsepower on it, but there’s a delicious just-right feel to the way the 718 blends size, weight, and forward progress. It’s giving Miata as nepo baby. A high torque peak of 5,500 rpm might suggest it needs serious revs for its best work, but there’s real twist down low, ensuring the Boxster is still a treat around town.

Of course, you’re going to want to rev it, because that flat-six sings. There’s none of the rolling thunder of the aforementioned Chevy, or the forced (yet fun) theatrics of an F-Type; just a clean, slightly-breathy lunge towards redline. Or should I say luuuuuunge, because the one drawback to the 718 experience is too-long gearing. Third and above are enough to put you in jail anywhere on this side of the Atlantic.

The PDK is the manual-lover’s automatic. I could go on about the interaction of the six-speed—and I did for the Style Edition—but I wouldn’t begrudge anybody for speccing their own car with Porsche’s double-clutcher. It offers plenty of control when asked, and acts largely like a manual in low-speed maneuvers.

Fuel economy is better than you may expect. I saw nearly 30 mpg (7.8 L/100 km) on the highway if I gave it any thought. Official figures are 19 mpg city, 24 mpg highway, and 21 mpg combined. Canadian equivalents are 12.3, 9.8, and 11.1 L/100 km, respectively.

With less than 3,300 pounds to lug about, the GTS 4.0 weighs less than most modern sub-compact crossovers. It changes directions at a moment’s notice, not with a hint of nervousness but the serene calm of competence. Have you watched a chef chop up an entire produce department in minutes with zero signs of stress crossing their face? Yeah, that.

The 718 Boxster achieves such equilibrium in an increasingly rare way: modest amounts of rubber. The front tires measure just 235 across, keeping the weight low, ensuring quick turn-in, and providing the Boxster with that trademark delicacy of its steering. There’s still plenty of feedback through that optimally sized steering wheel too, enough to tell what the front contact patches are experiencing, and how much purchase they still have.

The flip-side to a low curb weight and stiff platform is that there’s no reason to beat up the meatbags riding along with harsh suspension settings. Make no mistake, there is a firm ride here because the 718 is a purebred sports car, but it breathes with the road in a way that remains deeply impressive. Chassis flex is notable by its absence, even over the worst potholes the 5 throws at us. My biggest concern is scraping the low nose on some of the larger speed bumps or angled drives around the San Diego area.

Porsche’s regular seats offer excellent lateral support, and enough cushion to make the schlep from LA almost too easy. The power top does its business in just 10 seconds—and at speeds of up to 31 mph (50 km/h) too. With it up, there’s not much noise difference between it and a Cayman. Visibility does take a hit however, but not by much as the rear window is so close to the driver’s head.

If there’s an area where the 718 shows its age, it’s the cabin. Largely, it’s not a problem: there are a lot of little buttons dotting the dashboard, but at least they’re all physical buttons, so it’s a cinch to operate most anything without pulling attention away from the road ahead. But in today’s flash-bang market, there isn’t a lot of wow factor in buttons. Other demerit points include the flimsy pop-up cupholders and undersized phone holster in the center console. I understand this is a focused machine, but owners do have phones, Porsche. They need hydration, too!

Everything is screwed, glued, and stitched together with the utmost attention to detail, because Porsche. The extended red leather of this tester looks and feels great, and I appreciate the remaining black bits cutting down on any reflections.

I’d be remiss if I didn’t mention the still-surprising amounts of storage the 718 offers. With some careful nudging, I could fit two rollie carry-ons in the frunk, and one behind the engine.

The much earlier version of Porsche’s infotainment system does the job and nothing more. The 8.0-inch screen is easy to navigate, if not a little tardy, and wired Apple CarPlay boots up without an issue. The upgraded Bose sound system is… fine, I guess? I spent most of our time together enjoying the flat-six soundtrack and surroundings.

There’s not a whole lot of safety kit either, especially as standard. A lane-keep assist is optional, as is adaptive cruise control. There are front and rear parking sensors as standard, the government-mandated backup camera, and regular cruise control. This is not the sort of car that people are buying to have it do all the driving for them.

Prices for the 718 siblings have climbed over the last few years, making a costly car even costlier. Even this lightly-optioned tester rings in over $110,000 USD, from a base price of $98,950 including destination.

But what else is there with such a single-minded focus on driver enjoyment? The Corvette comes close. Maybe the upcoming three-pedal Z4 will, too. Everything else offering an open-air experience is more of a grand tourer—including the 911, which is still $15,000 more to start.

The 2024 Porsche 718 Boxster GTS 4.0 is not a rational choice. It’s not perfect either, with those long gears dulling the impact of the otherwise brilliant powertrain. But the innate balance of the mid-engined layout is unparalleled, with every other aspect of the convertible’s performance neatly fitting with the next. For those who aren’t on the motorsport-derived invite lists, this is the chance to own the best-driving modern Porsche.

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2024 Porsche 718 Boxster FAQs

• Q: How much horsepower does the 2024 Porsche 718 Boxster GTS 4.0 have?
• A: The GTS 4.0 produces 394 horsepower and 309 pound-feet of torque.
• Q: Does the 2024 Porsche 718 Boxster still come with a manual?
• A: Yes, this is the only Porsche model to offer a manual (or PDK auto) on every trim, except the limited production Cayman GT4 RS and Boxster RS Spyder.
• Q: Is the 2024 Porsche 718 Boxster discontinued?
• A: Not in North America! All versions of the 718 models are still available, except the T, GT4, and Spyder, which all bowed out last year.