Porsche 718 Cayman review

​The Porsche 718 Cayman is a driving enthusiast's dream and is more than capable of lining up confidently alongside its 911 sibling. With the move to turbocharged four-cylinder engines, it lacks the previous generation’s electrifying soundtrack, and feels marginally less exciting as a result. However, Porsche has responded and restored a six-cylinder unit to the 718 Cayman GTS 4.0-litre model.

Every version is superb to drive, though, and as it now undercuts the drop-top 718 Boxster, it’s the cheapest Porsche for sale. We’d go for an entry-level Cayman with small wheels and a manual gearbox, as it offers amazing value for such a talented machine, with the purest driving thrills and heaps of performance.

About the Porsche 718 Cayman

The 718 Cayman is the entry point to the world of new Porsche ownership, but it's by no means any less skilled than other models in the range. For starters, it's not cheap, with prices kicking off at around £52,000. But when you consider that it's one of the best handling and most accessible sports cars you can buy, it could easily justify a far higher price.

And that statement applies whether you choose the standard car, or go for the faster Cayman S or GTS versions. The track-focused Cayman GT4 speaks for itself and offers a driver’s package that is superbly balanced, precise and razor sharp in its responses, while the lightweight GT4 RS model takes things on a stage further and is one of the best road cars we've ever driven on a racing circuit.

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The Cayman still shares its running gear with the open-top Boxster, which is around £2,000 more than the coupe, while the name change to 718 Cayman signifies that it too has switched, for the most part, from flat-six to four-cylinder turbo power. That change has boosted efficiency, while performance remains unabridged – in fact, the 718 has the best acceleration and handling of any Cayman yet produced.

Until recently, there weren't many direct rivals for the Porsche Cayman. But today, the Alpine A110 and Lotus Emira are strong opponents to go up against. Other rivals in the sports car world include our Performance Car of the Year for 2023 – the new BMW M2 – and the Toyota GR Supra, while the Jaguar F-Type and Audi TT RS both have their merits but are not long for this world.

The standard Cayman features a 2.0-litre turbocharged flat-four making 296bhp, and it comes with either a six-speed manual or optional seven-speed PDK twin-clutch auto. Both gearboxes are great to use, while opting for the latter sees fuel economy and acceleration improved over the manual.

For around £5,000 more, the Style Edition trim adds in a series of design tweaks including contrasting paint colour combinations, illuminated door sill guards and additional interior leather. Mechanically, though, this version is the same as the entry-level model.

How much does the Porsche 718 Cayman cost?

The Cayman S starts from around £62,000, and comes with a 2.5-litre turbocharged flat-four engine making 345bhp, again with six-speed manual or seven-speed PDK gearbox options. The Cayman GTS gains 4.0-litre, six-cylinder power, producing 394bhp and a price tag starting from more than £73,000. Like the rest of the range, this base price can quickly escalate if you are careless adding options.

The GT4 uses the same 4.0-litre flat-six engine, but gains an extra 20bhp over the GTS and comes with more sophisticated suspension, special sticky tyres and a host of unique aero-kit. But, if you’ve got pockets deep enough to afford the GT4 RS then we'd say go for it – you won't regret it.

Very soon both the Porsche Cayman and Boxster will be ditching petrol engines in favour of all-electric power, and will sit on a bespoke platform. We don’t expect the next-generation Cayman and Boxster to arrive until 2025 though, so there’s still time to put your order in for the current petrol-powered versions.

​In a world where increasingly stringent emissions regulations mean that big manufacturers look every which way to lower CO2 and NOx outputs, Porsche saw fit to ditch the Cayman’s naturally aspirated six-cylinder engine in favour of a more frugal flat-four-cylinder turbo. However, it has now since reintroduced a 4.0-litre, six-cylinder unit in the GTS version.  

The four-cylinder engine comes in 2.0-litre form for the base Cayman, Cayman Style Edition and now-discontinued Cayman T, while the S version has a larger capacity 2.5-litre unit. Enthusiasts will moan about the muted noise, but if you can put this to the back of your mind, the four-pot 718 Cayman variants are sweeter and more playful than ever before. 

Keep the turbo spooled and the Cayman pulls keenly to the red line, making light work of tight overtaking manoeuvres. We’d recommend the six-speed manual if you want a purer connection to the car, although the lightning-fast PDK automatic transmission is an excellent performer, too.

The entry-level car will do 0-62mph in 5.3 seconds (4.7s with the sport chrono package fitted).

The Cayman S dispatches the 0-62mph sprint in 4.9 seconds (4.2 seconds with the sport chrono package). We’d recommend the six-speed manual if you want a purer connection to the car, although the lightning-fast PDK auto is an excellent performer, too. The GTS manages 0-62mph in 4.5 seconds, while its tweaked chassis and added kit means it's even sharper to drive.

All models get super-sharp steering, and thanks to the fact Porsche engineers have fitted the engine behind the rear seats, balance is exemplary. You’ll have to push really hard (and deactivate the electronic control systems) to lose traction thanks to grippy wide-section rear tyres – but that doesn’t detract from the car’s playful nature. The Cayman remains totally flat through longer corners, while the torquey engine will slingshot you out of tighter bends.

Amazingly, however, all this power and performance doesn’t translate to a lumpy or bumpy ride. The Cayman handles with finesse and isn’t upset by Britain’s rough and rutted roads. If you spec the larger 19 or 20-inch wheels you might find tyre roar is an issue, but with the optional adaptive dampers the Cayman remains unflustered.

The Cayman GTS cost a lot more than the four-cylinder models, but its tweaked chassis and added kit means it's even sharper to drive. You’ll pay a five figure premium over the Cayman S, but for that you get (as well as two extra cylinders) Porsche’s Sport Chrono Package, adaptive (PASM) dampers and a limited-slip differential. The gear shift is just as precise, while the standard-fit sports exhaust adds a bit of spice.

In terms of all-out performance, though, the hardcore Cayman GT4 RS managed to defeat the BMW M4 CSL in our twin test. The sound and performance of the Porsche’s six-cylinder engine combined with such an engaging driving experience make it one of the greatest performance cars we’ve ever driven.

0-62mph acceleration and top speed

Porsche offers a choice of three engines in the current-generation Cayman. The standard Cayman and Style Edition makes 296bhp and 380Nm of torque from a 2.0-litre flat-four unit; enough for a 0-62mph time of 5.1 seconds and a top speed of 170mph. The Cayman S retains the same amount of cylinders, but offers a larger-capacity 2.5-litre engine delivering an extra 50bhp, with a torque figure of 420Nm. 0-62mph is now dispatched in 4.6 seconds, and the v-max jumps to 177mph.

The GTS model returns to familiar flat-six territory, with a 4.0-litre powerplant producing 394bhp, while the GT4 puts out 414bhp from the same engine. Both versions have an equal torque figure at 420Nm. 0-62mph for these two variants takes 4.5 and 3.9 seconds, respectively. The GT4 RS model has a serious 493bhp with 450Nm of torque, helping the range-topping model achieve 0-62mph in 3.4 seconds.

Our biggest complaint is the four-cylinder noise. While many buyers will revel in the Cayman’s accessible performance at lower revs, the downsized engines and added turbocharger mean you don’t enjoy the same aural thrills as when driving a six-cylinder model. It’s a minor bugbear, however, when you consider how fast and rewarding the 718 is to drive. If noise were an issue, we’d recommend trying the open-top Boxster, which actually suits the turbo slightly better. Its sound certainly didn’t seem as confined and disruptive in the cabin on our various test drives of the roadster.

While the four-cylinder turbo engines may not please the purists, those that drive their Cayman every day will be grateful for the improvements this new tech brings in the way of lower emissions and better fuel economy. 

The benefits aren’t just evident on paper, though. During our time with an entry-level Cayman 2.0, we saw the trip readout hit 39mpg on a longer motorway run. Granted, if you push the car to its limits you won’t come close to such numbers, but if you’re careful, this Porsche could save you several hundred pounds at the pumps.

For the basic 718 Cayman, fuel economy is 29.1-31.7mpg, while CO2 emissions of 208-220g/km are pretty good for a performance car. The Cayman S doesn’t fare too badly, either – returning 27.4-29.4mpg and emitting 217-235g/km. Predictably, the more powerful GTS version is less efficient, managing 25.9-28mpg with CO2 emissions from 230g/km. The track-inspired GT4 RS won’t be winning any awards for services to the environment, as it only delivers a claimed average of 21.4mpg, while emitting 299g/km of CO2.

Insurance groups

Whichever way you look at it, the 718 Cayman isn’t going to be cheap to insure. The entry-level model sits two insurance groups lower than the S (group 44 vs group 46), while the GTS is three grades higher in group 49. Unsurprisingly, the harcore GT4 RS is the priciest to insure as it resides in group 50 (out of 50).

Depreciation

Residual values for the Cayman are strong, although some models perform slightly better than others. The entry 2.0-litre versions should hold onto around 58 per cent of their original value after three-years/36,000-miles of ownership.

The S and GTS models should return 55 to 58 per cent of their showroom price after 36 months of motoring, while the GT4 also holds onto 58 per cent.

To get an accurate valuation for a specific model, check out our free car valuation tool... 

The interior of the Porsche 718 Cayman is right up there with the best cars in its class. It’s made a recognisable jump forward, and the welcome changes include a cleaner dash and infotainment design – complemented by fewer buttons and a clearer screen with high-quality graphics. 

Quality is exceptional and all the materials feel solid yet soft to touch. The entry-level car comes with Alcantara sports seats but you can replace these with full-leather buckets or lightweight racing seats if you desire. Cabin storage is at a premium, but neat tricks like the folding cupholders above the glovebox are well integrated into what is an otherwise clean and minimalist design. 

The dials are typical Porsche – with a large central rev counter and prominent digital speed readout sitting right in your line of sight. The right-hand dial is configurable and allows you to handily scroll through the car’s functions such as trip computer, nav display and media interface. It’s all nicely high-res, too, so it doesn’t feel like a cheap and nasty afterthought.

Of course, you can customise your Cayman until the cows come home, with a variety of special colours, materials and options to make the driving experience even more focused. 

The Sport Design Package boasts sportier bumpers and trim, while you can paint everything from the door handles to the headlight cleaning system in high-gloss black, while GTS cars look more aggressive, with huge 20-inch wheels and subtle GTS badging. Dark tinted lights are standard, too.

Sat-nav, stereo and infotainment

The 718 Cayman has used Porsche’s fourth-generation PCM infotainment since 2016, and as such it's an older system than is fitted to other models in the range. While it gets the basic job done, it feels a little dated. There’s no Android Auto compatibility (although Apple CarPlay is standard), but the main issue is that the display is the smallest, compounded by a relatively low resolution.

The set-up is easy enough to use, though; eight clear tiles link to the main functions, while the mapping screen has a small row of shortcuts along the bottom. Below the screen is a bank of physical shortcut keys.

The instrument panel is split into three round bezels, with a rev counter in the middle, a speedo to the left and a small digital screen to the right. This can show several different pages of information. It’s controlled by a small column-mounted stalk, which is fairly intuitive to use.

Few people buy a Porsche Cayman for its practicality, but that’s not to say it’s totally devoid of any handy storage solutions. Porsche claims 425-litres of load space, but it’s no family hatchback – this is split between the front and rear boots, so you’ll have to pack practically rather than lavishly if you want to take your Cayman for a week away. That said, the driving position is comfortable and there’s loads of adjustment in the seat. The ride is compliant too, and if you avoid the very largest wheels, you’ll find the Cayman offers decent long-distance refinement.

There’s only one body style to choose from – unless you go for the convertible Boxster model, which uses the same platform, engines and gearboxes. The Cayman coupe sits beneath the 911 sports car and only offers seating for two. There are a couple of neat touches though – including folding cupholders and a small shelf behind the engine compartment, plus a big storage space in the nose. 

Dimensions and Size

The Porsche Cayman is quite a compact sports car, meaning its footprint is easy to manage and plausible to park. At 4,379mm long and 1,801mm wide, it’s exactly the same size as the 718 Boxster, and 89mm shorter than a BMW M2. Its squat shape gives it a low centre of gravity but means you’re lower to the road, so the view out is less extensive than in a performance hatchback.

Leg room, head room & passenger space

Given its two-seat layout, few people will buy a Cayman to keep their passengers happy. However, there is a decent amount of head and shoulder room, while also offering plenty of adjustment to get comfortable. 

Speaking of which, even the standard-fit sports seats come with suitable support, but those with a healthier budget can opt for the lightweight full bucket seats. We’ve not tried them on a test car, but as the standard set-up is so accomplished, we’d suggest thinking twice before spending the near £4,000 required to fit them.

Boot space

As the Cayman is mid-engined, the main storage areas are split between the front and rear of the car. There is a small shelf behind the seats, and a deeper well behind the engine, but it doesn’t offer much more than space for a squashy bag. Up front, there’s another boot, but don’t think your Porsche Cayman will rival a VW Golf when you have the proceeds of a lengthy walk around Ikea to get home.

The current 718 Cayman and Boxster didn’t make it onto our list of the best cars to own, which is based on owners’ feedback from our most recent Driver Power customer satisfaction survey. We still expect reliability to be strong for these cars, although they are likely to go through consumables faster than the average car, especially if you use the car's performance on a regular basis.

As a brand, though, Porsche is a consistently strong performer in the Driver Power survey results, and earned itself the top spot in our best manufacturer rankings in 2023, 2022 and 2021.

Due to the niche nature of the 718 range, Euro NCAP won't conduct its independent crash tests on the coupe. It does come loaded with airbags and safety kit, but adaptive cruise control is a pricey option.

Warranty

Every Porsche comes with a three-year unlimited mileage warranty, which actually trumps sister-brand Audi’s three-year/60,000-mile guarantee. As with rivals, you can pay to extend your Cayman’s warranty with a variety of plans stretching long into the future. 

Servicing

Porsche tends to fare well for owner satisfaction, although two-year service intervals mean that hopefully you won't need to visit a Porsche centre that often. And with only a handful of Porsche Centres across the UK, that at least means you won't have to make the potentially long trip all that often.

When the time does come to look after your Cayman it won’t be cheap, though, as a minor service can cost over £500. A major service is even more of a sting at over £600. A simple brake fluid change will cost about £100.