2022 Porsche 718 Cayman

Starting at $60,500 in the US, the Porsche Cayman is the most affordable way to drive off in a brand new coupe from the famous Zuffenhausen automaker. While few Cayman customers are likely to go around town excitedly sharing this fact, there are many other facets of the range that are fully worth celebrating. From the base turbocharged boxer-four all the way up to the sensational GTS 4.0 with its 394-horsepower six-pot, every Cayman serves as a blueprint for how a sporty coupe should handle, mixing sublime balance with pin-sharp steering. Sexy looks and plenty of customization potential are other upsides to Cayman ownership, although the cabin needs an update and the four-cylinder models don't sound all that inspiring. But even at almost half the price of a base 911, the Porsche DNA still shines through brightly.

Porsche hasn't messed with the 718 Cayman's design this year. It's still instantly identifiable as a member of the Porsche family and doesn't really have a bad angle. The base derivative comes with 18-inch alloy wheels, black-painted brake calipers, an automatically extending rear wing, and bi-xenon headlights with the Porsche Dynamic Light System. The brand's familiar four-point LED daytime running lights are in place, too. Moving up to the Cayman S adds red brake calipers and 19-inch wheels, while the Cayman T reverts back to black calipers but gets 20-inch wheels. Most versions have a centrally-mounted exhaust outlet, with a single pipe on the base version and twin pipes on trims higher up in the range. The GTS 4.0 uniquely has separated twin tailpipes along with 20-inch wheels finished in Satin Black.

Although dimensions vary slightly across the range, every Porsche 718 Cayman has the same width and wheelbase. The width is 70.9 inches with the mirrors folded and 78.5 inches with them extended, and the wheelbase is a short 97.4 inches. Most versions measure 172.4 inches in length, but the GTS 4.0 is a tad longer at 173.5 inches. The Cayman and Cayman S share a height of 51 inches, while the Cayman T and GTS 4.0 both sit at a lower 50.2 inches due to their lower suspension. Curb weight ranges between 3,034 pounds for the entry-level version with the manual gearbox to 3,234 lbs for the GTS 4.0 with the PDK transmission.

The Cayman and Cayman S start off with a range of four standard colors: White, Black, Guards Red, and Racing Yellow. Following this are nine metallic shades that each cost $650. These are Carrara White, Jet Black, Agate Grey, Dolomite Silver, GT Silver, Gentian Blue, Night Blue, and Aventurine Green - with Frozen Berry added this year as a new color. Buyers with deeper pockets can shell out $2,580 for one of five special - and much more shouty - colors, including Carmine Red, Lava Orange, and the new-for-2022 Shark Blue - or $11,430 on a custom color. On the Cayman T, the color palette is reduced; while the same standard shades apply, five of the metallic shades fall away such as Dolomite Silver and Gentian Blue. The GTS 4.0 shares its color palette with the Cayman and Cayman S.

There genuinely isn't a Cayman that can be termed slow, with performance ranging from energetic to breathtaking in the case of the GTS 4.0. The base version with the manual gearbox and the Sport Chrono Package takes 4.9 seconds to reach 60 mph and has a top speed of 170 mph, but it can complete the benchmark sprint in as little as 4.5 seconds with both the Sport Chrono Package and the PDK transmission. With neither the PDK nor the Sport Chrono upgrades, the base Cayman isn't much slower. With another 50 horsepower, the Cayman S can go from 0 to 60 in as little as four seconds with the PDK 'box and the Sport Chrono Package. The range-topping GTS 4.0 is the powerhouse in the lineup, serving up 394 horsepower and 309 lb-ft of torque from its naturally aspirated 4.0-liter six-cylinder engine, enough for a top speed of 182 mph. However, with the six-speed manual, it's slower to 60 than the PDK-equipped Cayman S, reaching that mark in 4.3 seconds. Tick the box for the PDK gearbox on the GTS and it not only gets an increase in torque to 317 lb-ft, but it becomes the quickest Cayman of them all (disregarding the GT4 which we review separately), dispatching the benchmark sprint in just 3.8 seconds. If it's straight-line performance you're after, the Audi TT RS is even quicker to 60 mph, thanks in part to its quattro all-wheel-drive system. All Caymans direct their power to the rear axle.

The base Cayman and the Cayman T employ a 2.0-liter turbocharged boxer-four engine delivering 300 hp and 280 lb-ft of torque. Like the rest of the range, it comes paired with a six-speed manual gearbox or a seven-speed PDK dual-clutch transmission. Moving up to the Cayman S increases displacement to 2.5-liters and sees the outputs increase to 350 hp and 309 lb-ft. Remove the uninspiring acoustics from the equation, and there isn't much to criticize. The turbocharged Caymans feel rapid, responsive, and pair well with both gearboxes. Although the PDK is quicker and one of the best dual-clutch setups available in any car, the crisp six-speed manual is a joy to use, too.

If you can stretch to the GTS 4.0, you won't be disappointed. Its 4.0-liter naturally aspirated mill unleashes 394 hp and 309 lb-ft. With the available PDK gearbox, torque increases to 317 lb-ft. While not much faster than the Cayman S in manual guise, the GTS offers a much more exciting driving experience and sounds wonderful when pushed to its 7,800 rpm redline.

Other sports cars offer more power, luxury, or performance at the price, but the mid-engined Cayman continues to set the pace dynamically. Descriptions of the Cayman's handling makes many Porsche Cayman reviews sound like broken records, but there's no getting away from the supreme agility, wonderful balance, and the trickery that Porsche continues to employ when tuning its electric steering systems. All the major controls - brakes, steering, and gearboxes - work together beautifully to make this possibly the most complete sports car in the world to drive quickly. Whether in town or taking on fast sweeps, the Cayman's steering is extremely precise and offers just enough feedback to encourage the driver to press on. It's engaging on a level that leaves the Audi TT, BMW Z4, and others trailing. Pleasingly, it doesn't come at the expense of ride quality, either. Sure, the Cayman is quite firm, but excellent damping prevents it from being tiring. In the GTS, the more appropriate roar from the flat-six engine, coupled with that super chassis, is as close to driving perfection as you could wish for.

There isn't a big difference in consumption between the various four-cylinder configurations of the Cayman. The most fuel-efficient version is the base Cayman with the PDK gearbox, which returns figures of 21/27/24 mpg across the city/highway/combined cycles. With the manual gearbox, those numbers drop to 20/26/22 mpg. The Cayman T will do 21/27/23 mpg with the PDK and 20/26/22 mpg with the manual, while the Cayman S with its larger 2.5-liter four-pot manages 19/25/22 mph in PDK guise and 19/24/21 mpg with the manual.

The six-cylinder GTS 4.0 has EPA numbers of 19/24/21 mpg for the PDK and 17/24/19 mpg for the manual. With the base Cayman, an available 16.9-gallon gas tank equates to a best combined cruising range of around 405 miles. The standard Cayman T has a smaller 14.2-gallon tank (the larger tank is optional, as on the base Cayman) and, with best figures of 21/27/23 mpg for the manual, its range is limited to about 326 miles.

Our review of the Porsche 718 Cayman revealed a cabin that does nothing to detract from the driving experience. This means that all major controls are perfectly positioned, the driving position is spot-on, and the classic Porsche dials don't make us miss the more showy full digital instrument displays of some rivals. The general design is functional but it looks a bit dreary now, and although fit and finish are good, the Audi TT has the edge in this department. Porsche improved equipment levels last year, making automatic dual-zone climate control and heated seats standard. However, driver aids like adaptive cruise control and lane change assist remain added-cost options. At least front/rear parking sensors, regular cruise control, and auto-dimming mirrors are standard.

Unlike the 911, the smaller Cayman seats just the driver and one passenger. There is sufficient head- and legroom for both, and although the Cayman isn't a big car, there is also enough width to the cabin. The driving position is a highlight, with plenty of adjustability in the steering column, electric adjustment of the seat backrest angle, and manual adjustment of the seat height and the fore/aft position. As sports cars go, the Cayman offers above-average visibility from the driver's seat. Other than needing to stoop down a bit lower to get in and out relative to the average sedan, the Cayman isn't a chore to live with on a daily basis.

The base Cayman comes with a Black or Agate Grey cabin with partial leather sport seats. The gear lever and steering wheel are leather-wrapped as standard. Numerous upgrades are on offer, starting with leather Sport Seats Plus in the same colors for an extra $810. The standard interior with the leather package avails color combinations like Black/Luxor Beige and Black/Bordeaux Red, while full leather seats start from $2,330. The priciest upgrade is natural leather in Espresso or Espresso/Cognac, both of which cost over $4,000. Customers can also opt for 18-way adaptive sport seats with memory. On the Cayman T, a black interior with Sport-Tex seat centers is standard, but an extra $2,160 can equip one of four 718 T interior packs adding bright trim and seat stitching in shades like Guards Red and Lizard Green. Full lightweight bucket seats in carbon-fiber-reinforced plastic are optional. On the GTS 4.0, black leather seats with either leather or Race-Tex seat centers are standard, with a similarly wide range of upgrades available as on other trims. Porsche will also let you cover the dashboard, door panels, and even the steering column casing in leather, while brushed aluminum and carbon fiber can be used to dress up some or most of the interior.

The Cayman can accommodate a reasonable amount of luggage between its front/rear cargo compartments. In front, there is 5.2 cubic feet of cargo space, while the rear compartment measures a more spacious 9.7 cubes. That combines for a total of 14.9 cubes, a number on par with many sedans. However, because this number is split between two areas, bigger items can't be accommodated as easily as they would in a sedan. For instance, a set of golf clubs won't fit in the rear luggage area due to its awkward shape.

Interior storage space leaves something to be desired as well. Yes, you get two cupholders and a reasonably sized glovebox, but the shallow door pockets are both too small and inconvenient to access.

Automatic dual-zone climate control, heated seats, and auto-dimming mirrors with a rain sensor are included as standard. The same goes for bi-xenon headlights with the Porsche Dynamic Light System. Other standard items include electric seat-height adjustment, front/rear parking sensors, cruise control, a rearview camera, a programmable garage door opener, and a 4.6-inch TFT display within the instrument cluster. A lengthy options list can equip the Cayman with 18-way power-adjustable sport seats with memory, lane-change assist, adaptive cruise control, a heated steering wheel, ventilated seats, and more.

The Porsche Communication Management (PCM) system comprises a seven-inch color touchscreen. Although we found it logical to use and fairly quick to respond to inputs on our test drive, the screen is now decidedly undersized when ten-inch (or larger) screens are becoming the norm in the competition. Last year, Porsche made Apple CarPlay standard, although it's not of the wireless variety, and Android Auto remains absent entirely. You also get Siri, SiriusXM satellite radio, HD Radio, Bluetooth connectivity, two USB slots, and two slots for an SD card. An old-school CD/DVD drive is fitted by default along with 11-GB internal jukebox storage, while the standard sound system is an eight-speaker unit with 150 watts of power. Navigation is an optional extra, as are two sound system upgrades: a ten-speaker Bose unit or a 12-speaker Burmester high-end surround sound system.

According to the latest available information, the Porsche 718 Cayman is recall-free for 2022, with the last recalls coming in 2021 for suspension components that might not have been properly tightened and the possibility of a cracked connecting rod on the six-cylinder engine. Other than this, no major issues have been reported and the Cayman's sturdy build quality and Porsche's reputation should see it rate highly for reliability.

If the Cayman does prove to be a hassle in any way, Porsche covers its compact coupe with a four-year/50,000-mile limited warranty and 24 hours of roadside assistance. A limited paint warranty runs for the same period/mileage, while a limited corrosion warranty lasts for 12 years, regardless of miles covered.

The 2022 Porsche Cayman has yet to be evaluated by either the NHTSA or the IIHS, so no official safety rating exists for this model.

Out of the box, the 2022 Porsche Cayman comes with the Porsche Stability Management (PSM) system, tire pressure monitoring, a pad wear sensor on every brake pad, and six airbags, including curtain airbags for both occupants. Driver aids are limited to cruise control, a rearview camera, auto-dimming mirrors with an integrated rain sensor, and front/rear parking sensors. Adaptive cruise control and lane-change assist are only available as optional extras that will add to your bill. Overall, Porsche's standard and available array of driver aids fall short of competitors, especially at the Cayman's premium price.

Although it's now been around for a good few years, the driving experience offered by the Porsche 718 Cayman remains ahead of the game. That single trump card mostly atones for the range's handful of flaws like the merely average cabin design, a lack of modern safety features at the price, and the dull acoustics of the four-cylinder engines. Handling remains sublime and a cut above fellow German sports coupes like the Audi TT, and the GTS 4.0 is a truly marvelous specimen with that naturally aspirated mill at full cry. At just over $60,000 for the base model, you could also drive off in a V8-powered Chevrolet Corvette Stingray C8, which offers loads more power and will turn more heads. But if nothing but a Porsche will do and the 911 is too far out of reach, the baby Cayman has plenty to offer.

For 2022, the 718 Cayman starts off with the base model at an MSRP of $60,500 in the USA, a $600 price increase over last year's model. Following this is the Cayman T at $69,600, and then the more powerful Cayman S at $72,500. For access to a naturally aspirated flat-six, the GTS 4.0 will cost you a hefty $87,400. All of these prices exclude any extras and Porsche's delivery charge of $1,350. The Porsche Cayman will cost an additional $3,210 if you spec the PDK gearbox on the base trim and the S, while this upgrade costs $3,730 on the T and GTS. The options list should be approached with caution - in no time at all, we were able to configure a Porsche Cayman at a price of over $140,000. This applies to the GTS 4.0 with several options ticked.

The 2022 Porsche 718 Cayman range comprises four trims, namely Cayman, Cayman T, Cayman S, and Cayman GTS 4.0. Standard equipment is similar on all the trims, but the powertrains are not.

The base model Cayman is fitted with a 2.0-liter turbocharged flat-four gas engine with 300 hp and 280 lb-ft of torque. It runs on 18-inch alloy wheels and standard equipment includes front and rear parking sensors, seats partially upholstered in leather, an infotainment system with a seven-inch touchscreen, and an eight-speaker audio system.

Next in line is the Cayman T, which uses the same engine as the base car but adds 20-inch Carrera S alloy wheels and black tailpipe tips. Other additional equipment includes Porsche Torque Vectoring, PASM sport suspension, and the Sport Chrono Package.

The Cayman S gets a bump in power courtesy of a larger 2.5-liter version of the flat-four engine that puts out 350 hp and 309 lb-ft, ensuring a sprint to 60 mph in as little as four seconds. It is fitted with 19-inch alloy wheels and has twin exhaust pipes and a larger fuel tank.

The best car in the range is the GTS 4.0 flagship and it's also the only model fitted with a naturally aspirated flat-six engine that produces 394 hp. It runs on 20-inch alloy wheels and unique exterior styling details set it apart from humbler models. Inside, the interior is black and it features either Race-Tex or leather on the seats. The Porsche Track Precision app, a mechanically locking differential, and Porsche Torque Vectoring are all standard.

Depending on how much you're willing to fork out, there's no shortage of options if a stock Cayman doesn't offer enough equipment or luxury. On the base Cayman, the $4,050 Premium Package includes a Bose surround sound system, ventilated seats, lane-change assist, LED headlights, and more. 18-way adaptive sport seats with memory go for $3,830, while the Porsche Active Suspension Management (PASM) system adds $1,790 to the price. Navigation goes for $2,320. The Cayman S comes with all of these upgrades, too. New for this year, you can have your key fob painted in your car's body color and get a leather key pouch with it for $540.

On the Cayman T, the Premium Package costs less at $3,500, although it misses out on some extras like ventilated seats. This trim has access to a specific 718 T Interior Package that adds a total of $2,770 to the price. Finally, the GTS 4.0 also offers a Premium Package at $3,500, along with extras such as 911 Turbo wheels ($2,450), full bucket seats in carbon-fiber-reinforced plastic ($5,900), standalone adaptive cruise control (at $1,670, but this also requires upgrading to the PDK gearbox for an additional cost), and a heated steering wheel ($470). Most of these upgrades are available on other trims as well. The GTS Interior Package costs $3,690 and adds deviated color stitching, carbon fiber trim, and the GTS logo embroidered into the headrests, among other items. Essentially, the Cayman's base price is just the starting point - 911 territory awaits if you aren't careful with the options.

With its flat-six naturally aspirated engine, the GTS 4.0 is the Porsche Cayman model that everyone wants. That motor simply elevates the driving experience to another level. That being said, it carries a hefty price premium over other models in the range. For a more attainable 718, the base Cayman with a few options thrown in is fast enough and comes with most of the equipment found elsewhere in the range. Some of the extras we'd go for include the 20-inch Carrera S wheels ($2,730), the leather interior ($2,520), and the Premium Package ($4,050). Anything more than this, and you may as well get the more powerful Cayman S.

Higher up in the Porsche hierarchy is the legendary 911. Like the Cayman, it's one of the best sports coupes to drive, yet is easy to live with and perfectly happy with the daily commute. Starting at $101,200, the 911 is a much pricier prospect, but it does have a more modern cabin and more available equipment than the Cayman, plus two small extra seats for emergencies. At that price, only the Cayman GTS 4.0 comes close, and despite this Cayman being both lighter and more powerful, it's not faster than the base 911 unless you get the PDK, in which case both cars have a best 0-60 time of 3.8 seconds. The GTS' naturally aspirated engine and superb agility are hard to match, but the 911 is nearly as enjoyable to drive, more refined, and has a better infotainment interface. If we could, we'd stretch to the 911, which ticks more boxes.

Last year, the Jaguar F-Type started off at nearly the same price with its base 2.0-liter car, but that model has since been dropped and now the cheapest F-Type is a 444-hp supercharged V8 at $69,900 - $2,600 cheaper than the manual Cayman S with which it shares an identical 4.4-second 0-60-mph sprint. The F-Type gets off to a lead here by being the more emotive car to look at and sit inside. Its latest redesign is a success - this is one truly gorgeous coupe. The Jag only gets a smooth eight-speed automatic gearbox; a comparison of the gearboxes sees the Porsche come out on top with a standard manual and a brilliant optional dual-clutch. As accomplished as the F-Type is dynamically, the lighter Cayman (the Cayman S is a whopping 674 pounds lighter than the entry-level F-Type) is even better at entertaining its driver. Inside, both cars are well built, but the Jag has a more opulent cabin, plus it comes better equipped with features like Android Auto and traffic sign recognition. For the fashion-conscious, the F-Type will likely come out on top. But as a driver's car, the Cayman takes it - even though that lovely supercharged V8 in the Jaguar is tempting indeed.