Could be bad coils. I drove 317K miles with no coil failures but not everyone will have the same luck. You'll have to check the coils for any signs of cracking. If you find a coil with any signs of cracking replace all coils. If due or nearly due on time/miles might as well replace the spark plugs "while you are there".
Be sure you use the right plugs. Check the gaps. Be sure you install the plugs correctly (no anti-seize), torque the plugs (use a torque wrench), and make sure the coil/plug connection is good and the coil to wiring harness electrical connection is good.
The P1128/P1130 error codes suggest there's a air/fuel mixture problem.
I note the misfires are confined cylinders 4 and 6. Misfires limited to one bank signal a problem with the affected bank. With one exception. In at least one case a bad MAF had the cylinders of one bank misfiring while the other bank's cylinders were not misfiring. There can be another possible explanation for a "bad bank". I'll cover this below.
Based on my experience let me cover some other possible explanations...
107K miles... Is the AOS original?
Another source of mixture related error codes can be a leaking oil filler tube cap. Check this with the engine running at hot idle. See if when you move the car you cause a vacuum leak. If you can the cap should be replaced.
Is the MAF at fault here? I had a MAF go bad but I can't recall the error codes now. There is the shade tree mechanic's MAF test. Disconnect the MAF at the wiring harness. Clear the error codes. Road test the car. If the error codes come back the MAF is not the problem. If the codes do not come back reconnect the MAF, clear the error codes again (to reset the learned fuel trims to their defaults) and road test the car. If the codes come back that's a good sign the MAF is bad.
Be aware with the MAF disconnected it is possible the CEL will come on but the error will be due to the MAF being disconnected. But the misfires/P1128/P1130 error codes are the ones of interest.
However with the engine temperature going up concurrently with the CEL/error codes I'm not real comfortable with the engine being run any more than absolutely necessary. I generally add that this should be under the supervision of a Porsche tech as he goes about diagnosing the cause of the codes.
More on problem confined to one bank... There can be a problem with the VarioCam solenoid/actuator. If either of these act up the camshaft timing will not be right and the DME will recognize a problem from the O2 sensor readings from the bank with the suspected bad solenoid/actuator. The DME will adjust fueling to try to get the O2 readings it expects and in adjusting the fueling can go too far and the engine, at least some of the cylinders of the affected bank, will misfire.
When my Boxster's passenger side VarioCam solenoid/actuator failed there were no active error codes but there was on pending code that pointed to the VarioCam solenoid/actuator. I don't recall the error code now.
Be sure you check for pending codes just in case.