Fabian Zink explains further that an instrumental element was the application of a new cylinder on demand scheme, a first on Porsche’s flat six engines. Each bank can be deactivated for up to 20 seconds in sequence while maintaining adequate thermal conditions in the particle filter and catalytic converter. This deactivation system is often activated in normal driving and contributes significantly to CO2 emissions. Zink concedes that the switch to 3 cylinder mode can be perceived through a slight alteration of engine noise and vibration.

The packaging of the rear section was the subject of a hard battle between aero and powertrain engineers. The design of an efficient diffuseur required a lot of volume where the rear muffler would ideally fit. Every cubic millimeter available had to be used to preserve sufficient volume and satisfy acoustic requirements.

The 6-ratio manual gearbox is identical to the unit used in the previous generation Cayman GT4, but a twin clutch PDK will this time be offered later as an option. Kerb weight has increased by 35 kg. Porsche has not timed a good lap on the Nürburgring Nordschleife, but expects to shave off around 10 seconds compared to the 981 GT4, thanks in part to the new high performance tires.