The Porsche Carrera GT turned 25 years old last year, and we saw the largest gathering of CGTs in November at Icons of Porsche, just over a month ago. With its atmospheric-sounding V10 and three-pedal setup, it is now widely regarded as the ultimate analog supercar. But why? Because think about it: what other car offers an engine with F1 roots in one Mid-engine format, sends the power to the rear wheels and combines the whole thing with a manual transmission?
The CGT’s successor, the 918 Spyder, was faster, more advanced and undeniably brilliant, but crucially it chose the hybrid and automatic route. This change made one thing clear: it was the end of the road for Porsche’s most uncompromising analog halo car.
As a result, the values of low-mileage Carrera GT examples have risen to levels that put them out of reach for most enthusiasts. So the question becomes: If you’re looking for the same magical formula that defined the Carrera GT, what other modern Porsche comes closest?
So the search moves down and is based on some of the non-negotiable factors mentioned above. Mid-engine, rear-wheel drive, naturally aspirated engine and a control stick. Apply these filters to Porsche’s modern lineup and you’re left with a fairly limited selection that fits this criteria.
Power-to-weight ratio is also an important part of this story. Within the Cayman and Boxster generation, which includes the 986, 987 and 982 generations, there is nothing quite like the Carrera GT. The CGT produces 605 horsepower and weighs approximately 3,040 pounds, resulting in a specific power output of approximately 5.1 pounds per horsepower. That’s the magic number that hasn’t been reached by any subsequent mid-engined Porsche.
Yes, broadening the scope to 911s, certain GT3 RS models might come close, but they forego the mid-engine layout that is the focus of this discussion. Once this is removed from the equation, the answer becomes obvious.
The next mid-engine Porsche that still respects the underlying philosophy is the Porsche 718 Cayman GT4. Produced between 2019 and 2025 as part of the 982 generation, the GT4 features a 4.0-liter naturally aspirated flat-six engine producing 414 horsepower. Early models were offered exclusively with a 6-speed manual transmission, but later a 7-speed PDK was offered, sending power exclusively to the rear wheels.
Our focus here is on the manual. Weighing about 3,200 pounds, its power-to-weight ratio is about 7.7 pounds per horsepower. On paper, this gap is significant for the CGT. It’s also worth mentioning that the 981 GT4 had a 3.8 liter engine and the more powerful GT4 RS only has PDK.
However, the two cars really work together during the intervention. The 982 GT4 isnot Performance-wise, it’s a successor to the Carrera GT, and it doesn’t pretend to be a halo car either. But what it does offer is philosophical continuity, and its far more compact dimensions make it a perfectly viable sports car in the real world.
As with the CGT, throttle response, engine speed, balance and driver engagement take precedence over absolute speed. The mid-engine layout was intended to deliver the same turning feel and precision that characterized the Carrera GT, even if the materials and scale are different.
Plus, tone is another part of the conversation, and it’s really important. Yes, the Cayman GT4 will never sound as otherworldly as the Carrera GT’s high-revving 5.7-liter V10, nor is it to be expected. But that doesn’t mean the 4.0-liter flat-six engine is lacking in drama. Far from it, because unlike a 911, where the engine sits behind you, the Cayman’s powerplant sits in the cabin, just a few centimeters from your ears. The result is a raw, mechanical soundtrack that builds with revs and feels intimate, immersive and deeply connected to the driving action.
When it comes to value and affordability, the contrast between these two cars couldn’t be more different. Only 1,270 examples of the Carrera GT were produced worldwide, and today prices regularly reach well into the seven figures (approximately $2.0 million), making them unaffordable for anyone who is not a serious collector. It now exists as a reference point rather than a realistic aspiration.
In contrast, the 982-generation 718 Cayman GT4, whose production ended in October 2025, was produced in much larger numbers and remains realistically achievable. The original price is in the low six-figure range and the current market values are still within reach for committed enthusiasts today. It’s worth noting that you can still get a mid-engine, manual rear-drive Cayman/Boxster in GTS 4.0 guise, but it’s not as track-oriented or as powerful as the GT4.
In summary, the Cayman GT4 may never carry the mystique or financial significance of the Carrera GT, but that’s exactly the point. However, if you want the best possible expression of this modern-day mid-engined, manually aspirated philosophy, built to drive, not stored in a climate-controlled garage, the 718 Cayman GT4 is probably your best bet. We’ve barely scratched the surface of what makes the Cayman GT4 so attractive. Here you can explore various other reasons.
Images: Porsche
