718 GTS Boxster 2.5 t
Discussion
Long time Porsche owner here, 24 years of primarily 911’s but my journey with P started with a 986S back in 2001. Sold my 997.2 turbo last year as I fancied a change and currently running a M2C, think you know what’s coming here….
Yes, I’m miss Porsche & as good as the BM is it simply isn’t a P, so I’m hankering into getting back into one & im really fancying a Boxster GTS 2.5t turbo, this is where I hesitate a bit. My thoughts are the engine is the flat 4 2.5 turbo & im wondering how this engine is holding up for general use,as opposed to a flat 6 in particular the turbo.
The car is low mileage & covered by P warranty so any problems will be addressed by that, but what’s the car like to live with etc over & above reliability as well.
Comments good or not so good are welcomed 👍
Yes, I’m miss Porsche & as good as the BM is it simply isn’t a P, so I’m hankering into getting back into one & im really fancying a Boxster GTS 2.5t turbo, this is where I hesitate a bit. My thoughts are the engine is the flat 4 2.5 turbo & im wondering how this engine is holding up for general use,as opposed to a flat 6 in particular the turbo.
The car is low mileage & covered by P warranty so any problems will be addressed by that, but what’s the car like to live with etc over & above reliability as well.
Comments good or not so good are welcomed 👍
Razorback said:
Long time Porsche owner here, 24 years of primarily 911 s but my journey with P started with a 986S back in 2001. Sold my 997.2 turbo last year as I fancied a change and currently running a M2C, think you know what s coming here .
Yes, I m miss Porsche & as good as the BM is it simply isn t a P, so I m hankering into getting back into one & im really fancying a Boxster GTS 2.5t turbo, this is where I hesitate a bit. My thoughts are the engine is the flat 4 2.5 turbo & im wondering how this engine is holding up for general use,as opposed to a flat 6 in particular the turbo.
The car is low mileage & covered by P warranty so any problems will be addressed by that, but what s the car like to live with etc over & above reliability as well.
Comments good or not so good are welcomed ?
I've driven 4 and 6 cylinder 718's. If I had a choice I'd always go 6, as I prefer NA delivery vs that of a turbo. But the 2.5t engined car is a very very good one by any measure. I think they sound great too, and anyway - you're coming from a 997 turbo, so you're very used to the pro's and con's of Porsche turbo power deliveryYes, I m miss Porsche & as good as the BM is it simply isn t a P, so I m hankering into getting back into one & im really fancying a Boxster GTS 2.5t turbo, this is where I hesitate a bit. My thoughts are the engine is the flat 4 2.5 turbo & im wondering how this engine is holding up for general use,as opposed to a flat 6 in particular the turbo.
The car is low mileage & covered by P warranty so any problems will be addressed by that, but what s the car like to live with etc over & above reliability as well.
Comments good or not so good are welcomed ?
Haven't heard of any major issues apart from PADM failure which blights many cars that have it fitted, and is definitely covered by the warranty. So, I'd crack on and buy. The weather's improving every week
2.5S is an amazing piece of engineering, "racy" engine with v.quick response, different to the 6 cylinder that has long gearing so you need to rev it high to get the performance. The 2.5S has instant acceleration with little/zero turbo lag. It is a v quick car, some US tests recorded 0-60 times of 3.6sec with PDK/LC.
Have test driven a couple of Flat 6 981 s, then test drove and bought a 2.5 718 S.
The turbo in the 2.5 doesn t have a bad reputation. The issues with the PADM (that all GTS will have as part of the Sport Chrono pack) are mentioned above.
The Flat 4 engines seem good on the whole, if anything the one item that springs to mind is the water pump. This too would likely be covered by a Porsche extended warranty.
Living with a 2.5 is easy, mine has PDK making it a nice car to cruise in and rather quick to pick up her skirts and shift as you wish. 36mpg quite easily attainable on a long A & M road journey.
The turbo in the 2.5 doesn t have a bad reputation. The issues with the PADM (that all GTS will have as part of the Sport Chrono pack) are mentioned above.
The Flat 4 engines seem good on the whole, if anything the one item that springs to mind is the water pump. This too would likely be covered by a Porsche extended warranty.
Living with a 2.5 is easy, mine has PDK making it a nice car to cruise in and rather quick to pick up her skirts and shift as you wish. 36mpg quite easily attainable on a long A & M road journey.
Edited by Techno9000 on Thursday 7th May 17:43
Edited by Techno9000 on Thursday 7th May 17:46
I have a the S with PDK, it was high ish miles when I bought it late 2024 69k ). Funnily enough I traded an F87 comp so I know where you’re coming from.
Probably been a bit unlucky with mine, it developed loose blanking plugs on the block and a big oil leak so gearbox out for that. A few months ago the PDK developed a fault, this is now sorted £ 4.5K later. It’s just about to have a leaking water pump done at 80k..
Very different to the M2. Steering in particular is much better, especially after a less conservative geo than factory. It definitely feels slower than the M2 but I would guess there’s not much in it in performance. It’s not as adjustable as an M2 either but it definitely is more composed. I pulled the fuse from the crappy SoundAktor which is basically a large vibrating device creating bassy resonance into the cabin. Without it the car feels much smoother. The engine is actually quite smooth. It also revs out very well for turbo.
Disappointing reliability, my old 968CS and 964 RS were bullet proof. I drove the nuts off them both and they never let me down.
Probably been a bit unlucky with mine, it developed loose blanking plugs on the block and a big oil leak so gearbox out for that. A few months ago the PDK developed a fault, this is now sorted £ 4.5K later. It’s just about to have a leaking water pump done at 80k..
Very different to the M2. Steering in particular is much better, especially after a less conservative geo than factory. It definitely feels slower than the M2 but I would guess there’s not much in it in performance. It’s not as adjustable as an M2 either but it definitely is more composed. I pulled the fuse from the crappy SoundAktor which is basically a large vibrating device creating bassy resonance into the cabin. Without it the car feels much smoother. The engine is actually quite smooth. It also revs out very well for turbo.
Disappointing reliability, my old 968CS and 964 RS were bullet proof. I drove the nuts off them both and they never let me down.
I’ve had a 2017 S for about 2.5 years. It’s been a brilliant car, only reliability issue was a leak in the front coolant crossover pipes which was a bit odd and would have been costly if I couldn’t sort them myself.
As a car to do distance in on anything from a motorway to a twisty Spanish B road, it’s been brilliant.
As a car to do distance in on anything from a motorway to a twisty Spanish B road, it’s been brilliant.
hooch500 said:
. I pulled the fuse from the crappy SoundAktor which is basically a large vibrating device creating bassy resonance into the cabin.
The one disappointing thing I have found with the 2.5 is harshness below 2k rpm. Put it in Sport and it stays at slightly higher revs and absolutely sings. Please tell me it gets better for pulling a fuse!The fuse is easy, open boot, right hand side just in front of rear light there’s a panel, just pull it out. The fuse is 7.5 amp Fuse slot 10 I think. The fuse doesn’t connect to anything else and it shows no warnings.
Makes a big difference. Mine has Sports exhaust so the few crackles are enough for me. The booming with the SoundAktor is bad unless you’re into Techno and big subwoofers..
I wouldn’t take mine on a long trip, the tyre noise is too bad. I’ve got an older Merc drop top for that.
Makes a big difference. Mine has Sports exhaust so the few crackles are enough for me. The booming with the SoundAktor is bad unless you’re into Techno and big subwoofers..
I wouldn’t take mine on a long trip, the tyre noise is too bad. I’ve got an older Merc drop top for that.
Great shout on the GTS, genuinely one of the best value propositions in the 718 range. Just curious what’s pulling you towards the 2.5 specifically? Is it price, or is there something about the turbo power delivery you prefer?
Reason I ask is the 4.0 GTS is worth a serious look if budget allows. Naturally aspirated flat six, sounds absolutely incredible, and a lot of people find it more rewarding to drive on the road where you’re rarely near the limits anyway. The 2.5 is no slouch obviously but the 4.0 is a different experience entirely.
Reason I ask is the 4.0 GTS is worth a serious look if budget allows. Naturally aspirated flat six, sounds absolutely incredible, and a lot of people find it more rewarding to drive on the road where you’re rarely near the limits anyway. The 2.5 is no slouch obviously but the 4.0 is a different experience entirely.
The Soundaktor is one of those features that tends to divide opinion sharply, and in the context of the 718 it became a lightning rod for a broader argument about authenticity in modern sports cars.
At its most basic, it is a disc-shaped actuator mounted to the bulkhead that vibrates in response to signals from the engine management system, transmitting acoustic energy directly into the cabin structure. The result is that the driver feels and hears engine sound that has been amplified beyond what would naturally make its way through the firewall.
Porsche introduced the 718 in 2016, replacing the 981-generation Boxster and Cayman with turbocharged flat-four engines. The shift was commercially logical and technically accomplished, producing engines that were faster and more efficient than their predecessors. The flat-four also has genuine character of its own, a purposeful, pressurised quality under load that suits the 718s assertive chassis, even if it does not replicate the flat-six wail some mourned.
The Soundaktor was Porsche's attempt to add body and presence to what the driver experiences inside the car, with Sport and Sport Plus modes turning up the intensity. The criticism is that it is artificial, though that argument has always been somewhat selective. Modern NVH targets and noise regulations strip a huge amount of genuine engine character from the cabin before the driver ever hears it. The Soundaktor in that reading is less a fabrication and more a restoration, returning sound the car actually makes but which insulation and regulation have suppressed.
The flat-six did return for the GT4, Spyder and GTS 4.0, and those are fine cars. But the flat-four 718 was never the compromise its detractors suggested. Driven on its own terms it is urgent, capable and rewarding, and the Soundaktor debate often obscured how good the underlying car actually was.
At its most basic, it is a disc-shaped actuator mounted to the bulkhead that vibrates in response to signals from the engine management system, transmitting acoustic energy directly into the cabin structure. The result is that the driver feels and hears engine sound that has been amplified beyond what would naturally make its way through the firewall.
Porsche introduced the 718 in 2016, replacing the 981-generation Boxster and Cayman with turbocharged flat-four engines. The shift was commercially logical and technically accomplished, producing engines that were faster and more efficient than their predecessors. The flat-four also has genuine character of its own, a purposeful, pressurised quality under load that suits the 718s assertive chassis, even if it does not replicate the flat-six wail some mourned.
The Soundaktor was Porsche's attempt to add body and presence to what the driver experiences inside the car, with Sport and Sport Plus modes turning up the intensity. The criticism is that it is artificial, though that argument has always been somewhat selective. Modern NVH targets and noise regulations strip a huge amount of genuine engine character from the cabin before the driver ever hears it. The Soundaktor in that reading is less a fabrication and more a restoration, returning sound the car actually makes but which insulation and regulation have suppressed.
The flat-six did return for the GT4, Spyder and GTS 4.0, and those are fine cars. But the flat-four 718 was never the compromise its detractors suggested. Driven on its own terms it is urgent, capable and rewarding, and the Soundaktor debate often obscured how good the underlying car actually was.
Personally I think most of the criticism of the flat four engine can be levelled at that device. Some sound augmentation works relatively well in some cars, the Porsche device basically energises the panel behind the driver. I’m sure I could measure the output and its frequency but it’s all low down and very unpleasant - a heavy drone, even at low revs. A great way to end up with tinnitus.
Much of the criticism wasn’t just the sound, but the vibration which was levelled at the engine when in fact it’s just a horrible panel resonance created by a crude device.
How about a sophisticated sound augmentation through the audio system ? Choose your own symphony via a simple app. Synthetic? Absolutely, but better than a miniature road drill behind your seats. It’s probably already been done.
Sure, it’s less dramatic without and while this is subjective, I think it’s very badly done. It might also be noted that many of the trim items in this car are very low rent when you take a proper look. It’s obvious the bean counters have been busy.
I think pulling the fuse and putting a freer flowing exhaust would be a much better option. As stated earlier, the engine is free revving and pretty smooth.
For those wanting a 718, there were quite a few detailed changes in the evolution of this car particularly in regards to reliability. Might be prudent to get a later model and/or a solid warranty. I’m not suggesting they are fundamentally unreliable, but they definitely have a few issues, some of which might be very expensive.
Much of the criticism wasn’t just the sound, but the vibration which was levelled at the engine when in fact it’s just a horrible panel resonance created by a crude device.
How about a sophisticated sound augmentation through the audio system ? Choose your own symphony via a simple app. Synthetic? Absolutely, but better than a miniature road drill behind your seats. It’s probably already been done.
Sure, it’s less dramatic without and while this is subjective, I think it’s very badly done. It might also be noted that many of the trim items in this car are very low rent when you take a proper look. It’s obvious the bean counters have been busy.
I think pulling the fuse and putting a freer flowing exhaust would be a much better option. As stated earlier, the engine is free revving and pretty smooth.
For those wanting a 718, there were quite a few detailed changes in the evolution of this car particularly in regards to reliability. Might be prudent to get a later model and/or a solid warranty. I’m not suggesting they are fundamentally unreliable, but they definitely have a few issues, some of which might be very expensive.
hooch500 said:
For those wanting a 718, there were quite a few detailed changes in the evolution of this car particularly in regards to reliability. Might be prudent to get a later model and/or a solid warranty. I m not suggesting they are fundamentally unreliable, but they definitely have a few issues, some of which might be very expensive.
Genuinely curious what specific changes you're referring to here. I'm aware of the ongoing software and PCM updates throughout the production run, and the 2019 facelift brought some equipment changes, but in terms of documented reliability-related mechanical revisions to the F4 engine itself I'm not aware of any.After 10 years and 80k miles I can report no issues, the early cars pre DPF sound better as less muted. Have removed the soundaktor fuse a few times but have now left it in place as it can throw up an error code and the dealers will pick it up.
The 15 year 125k warranty seems a good option if you're worried. That said I've renewed every year since the initial 3 year warranty expired and have never needed to claim on it but there you go..
Quite a few detail changes, all designed for better reliability and user experience.
Shift position sensors
Transmission management logic
Airbag control software
Battery management software
Infotainment control software
Improved PDK hydraulic sensors ( a big one for potential problems )
PDK mapping and electronic changes
Relating to 2.5:
Turbo hardware supplier changes
Wastegate control logic
Thermal protection routing
Coolant routing
Fan control mapping ( engine )
Warm up logic
ECU thermal protection routing
All models:
Switchgear quality
PCM responsiveness
Car Play interface
Camera systems
Battery drain management
PASM damper tuning
Steering calibration
Suspension geometry changes
Suspension bushing compounds
Engine management changes
PSM intervention protocol
All makes sense the added complexity of the 2.5 with regards to turbo and heat management together with tighter packaging takes a higher toll.
Shift position sensors
Transmission management logic
Airbag control software
Battery management software
Infotainment control software
Improved PDK hydraulic sensors ( a big one for potential problems )
PDK mapping and electronic changes
Relating to 2.5:
Turbo hardware supplier changes
Wastegate control logic
Thermal protection routing
Coolant routing
Fan control mapping ( engine )
Warm up logic
ECU thermal protection routing
All models:
Switchgear quality
PCM responsiveness
Car Play interface
Camera systems
Battery drain management
PASM damper tuning
Steering calibration
Suspension geometry changes
Suspension bushing compounds
Engine management changes
PSM intervention protocol
All makes sense the added complexity of the 2.5 with regards to turbo and heat management together with tighter packaging takes a higher toll.
As an aside with regards to PDK services, though the official Porsche service interval is 120000 miles this is now viewed as far too long. Half that is a good measure and even less if its track/hard driving or heavy traffic duties.
Given my documented PDK woes I obviously spent a lot of time looking into it including conversations with PDK repairers all over the world.
For the sake of £600 or so to avoid a bill many times that or a potential boat anchor. Those with cast iron warranties obviously don’t apply.
Given my documented PDK woes I obviously spent a lot of time looking into it including conversations with PDK repairers all over the world.
For the sake of £600 or so to avoid a bill many times that or a potential boat anchor. Those with cast iron warranties obviously don’t apply.
^ interesting point, but would think if the warranty companies were underwriting the pdk replacement cost frequently then they’d change the service interval? Seems to be a fairly low failure rate with perhaps a couple of unlucky cases on here?
And are we talking about the clutch fluid, transmission oil, or both?
And are we talking about the clutch fluid, transmission oil, or both?
The transmission is generally very reliable and oil change not as critical as PDK fluid. The clutches too. It’s either mechatronics or shift and hydraulic sensors that are generally the issue.
Porsche replaced plenty of PDK’s at various mileages. It’s not bore score or IMS levels but it is significantly higher than other ZF transmissions.
Porsche and makers ZF have been slowly improving and developing the transmission over time so later iterations are likely to be smoother and more reliable. There are plenty of forum threads on failed PDK’s.
Porsche replaced plenty of PDK’s at various mileages. It’s not bore score or IMS levels but it is significantly higher than other ZF transmissions.
Porsche and makers ZF have been slowly improving and developing the transmission over time so later iterations are likely to be smoother and more reliable. There are plenty of forum threads on failed PDK’s.
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