Porsche 718 Cayman 982 Buyer's Guide

Why the 4th Gen Porsche 718 Cayman (982) is a Unique Sportcar to Buy

The Porsche 718 Cayman (982) is a fascinating proposition in the world of modern sports cars because it occupies a rare middle ground—accessible enough for daily driving, yet precise and capable enough to thrill on a track or canyon road. As a mid-engine coupe, it offers inherent balance and agility that few front- or rear-engine sports cars can match, translating into a driving experience that feels surgically sharp yet approachable. In a market where practicality often dilutes performance, the 718 Cayman stays true to the sports car ethos with driver-focused dynamics and beautifully communicative steering.

One of the more unique aspects of the 718 Cayman is its controversial but ultimately strategic shift to turbocharged four-cylinder engines in the base and S variants. These motors offer impressive torque and real-world speed, delivering swift acceleration and efficiency. However, for enthusiasts who crave the traditional Porsche flat-six wail, the GTS 4.0, GT4, and GT4 RS variants reintroduce naturally aspirated 4.0-liter engines that sing to 7,000+ rpm and deliver visceral performance. This split personality—accessible performance in the entry models and purebred sports car thrills in the higher trims—makes the 718 Cayman lineup diverse and compelling.

Buyers looking for a “modern classic” should pay close attention to the 718 Cayman because it may well be the last of its kind. With electrification on the horizon for Porsche’s smaller sports cars, the 982 generation is likely the final combustion-powered Cayman. This gives it real staying power in the eyes of enthusiasts and collectors alike. Furthermore, models like the GTS 4.0 and GT4 RS are already seen as future icons, blending classic Porsche engine feel with the best of contemporary chassis technology.

In short, the 718 Cayman is a unique buy because it offers multiple paths to enjoyment: a practical yet exciting daily sports car in the base or T trims, or a purist’s track-ready machine in the GT variants. With its exceptional build quality, tight handling, and wide array of variants, it provides something truly special for nearly every type of driver—and with the future of analog driving uncertain, now may be the perfect time to secure one for your garage.

4th Gen 718 Cayman (982) Variants - A Quick Primer for Potential Buyers On The Variants & Specials To Think About.

We already have ultimate guide to the Porsche 718 Cayman so we don't want to repeat everything here. Instead, we will give you a quick primer and summary about the main Cayman variants, some of the core model year changes and we will talk about some special editions worth noting as you think about your potential purchase.

Porsche 718 Cayman (982) Market Value & Pricing

Here’s a summary of current market values and pricing trends for the Porsche 718 Cayman (982), based on recent data — and what to expect if you’re shopping used. The average used 718 Cayman is trading for around $110,000–$140,000 USD depending on trim, mileage, condition and whether it’s a base, S, GTS, or track‑oriented model. For example, listings show that many 718 Caymans fall in the ~$125,000 range on platforms like CarGurus. Lower end examples — older model years or higher mileage base variants — can be found in the ~$40,000‑$60,000 range. Clean mid‑spec S or GTS models often command somewhere between $70,000‑$100,000+.

It’s also worth noting that recent market behavior shows some cooling in prices. Used exotic and performance car values had been rising steeply during supply chain disruptions and low inventory, but now some 718 Croydon markets are flattening or dropping slightly. This means that spec, options (flat‑six versus turbo, manual vs PDK, limited editions), and ownership history are more critical than ever in determining what a car will cost and whether it’s a good value.

What you should watch for as a buyer:

• Base Turbo / S Turbo 4‑cyl models tend to be less expensive, but many buyers factor in the engine sound & feel trade‑offs.

• GTS 4.0, GT4, and GT4 RS examples are much more premium — expect to pay substantially more for low‑miles, well‑maintained cars with desirable specs.

• Year of manufacture matters: post‑facelift or later years with updated tech & options often carry better value and sometimes less depreciation.

• Mileage, maintenance history, and transmission (manual or PDK) still drive premiums or discounts.

The 982 Cayman is no longer “cheap” by any standard, but it offers a broad spectrum of values — there are still deals to be found on base or turbo‑4 models, while the top trims are holding their value strongly. If you pick a clean example with good documentation and desirable features, you’re likely buying something that won’t lose as much over time and could even appreciate, especially in the flat‑six and limited‑edition variants.

Porsche 718 Cayman Driving Experience & What to Expect

What They Said at The Time

Here’s a roundup of what critics and journalists said about the Porsche 718 Cayman (982) when it was released (and in subsequent reviews), including some praise and some of the objections—especially around specific models like the GTS or the flat‑six variants.

When the 718 Cayman debuted, a lot of outlets praised how it retained the core Porsche handling DNA, even though there was a major change under the hood. U.S. News said of the 2018 Cayman, “The 718 Cayman stays true to its heritage by delivering brand‑renowned handling and spine‑tingling acceleration” — calling out that even with the new turbocharged engines, you could still feel Porsche’s characteristic steering precision and chassis balance. Kelley Blue Book similarly commented that the mid‑engine coupe had “exceptional performance, thanks to a powerful set of horizontally opposed turbocharged engines, improved suspension, steering and brake calibrations” while also noting improved driver aids and refinements.

However, one of the strongest recurring criticisms was about sound. Because the base and S models switched from naturally aspirated flat‑six engines to turbo‑4s, many reviewers felt that the aural experience—exhaust note, engine revving—was compromised. On Wikipedia’s entry summarizing reception: Car and Driver called it a “raspy, uncouth sound that strikes some drivers as unpleasant and grating,” and Top Gear noted that the sound “fundamentally cheapens the Porsche experience,” since it made the car feel “less upmarket, less cultured and sophisticated than it did before.” Still, even critics who disliked the sound often praised the performance or dynamics in other respects.

As for specific variants like the GTS or GT4, those generally drew more admiration. For example, the sound engineering changes in GTS trims got nods for improving bass frequencies, adjusting intake and turbo features to make them more palatable than the base 4‑cylinder versions. People also appreciated that in GTS and flat‑six models you got some of that longing for the old Porsche flat‑six character back. The GT4 in particular was seen as a high point—reviewers noted its more aggressive handling, braking, and track‑focused engineering, praising it for bringing back serious analog thrills. (While I didn’t find a direct quote in my searching just now specifically for a GT4 review, that model tends to get mentioned in user reviews as the one that makes you remember what makes a Cayman special.)

Finally, many reviews balanced the negatives with appreciation for what was gained: tighter steering, improved performance (especially torque availability thanks to turbocharging), more competent brakes and chassis setup, and real usability on a daily basis. One owner review from Carwow (UK) summed this up well: while noting the new engine “lacks charm… and is no more efficient” than expected, they still called the Cayman “a brilliant car to drive … quick, practical, and with superb driving dynamics.”

Here are some direct quotes and well‑documented impressions from journalists on the Porsche 718 Cayman / GT4 / GT4 RS lines — particularly what they said about handling, performance, and how specific variants stack up. These help capture how the car was received and what people who drove them noticed at the time.

From Car and Driver in their “First Drive: 2018 Porsche 718 Boxster / Cayman GTS” review:

“The greatest pleasure to be found in Porsche’s 982‑chassis 718 Boxster and 718 Cayman exists between the edge of grip and the edge of control. It’s a place of pure joy thanks to the sweetest stability‑control system in existence — one that lets you look over the edge without actually jumping, but which also never punishes you for doing so.”

This quote emphasizes how the GTS variant preserves driver engagement: letting someone exploit performance and balance, yet retaining enough safety net so you're not punished immediately for pushing the limit.

From Autocar on the GT4 RS:

“Handling is perfectly balanced; it’s stable on a trailing throttle in a way that Caymans tend not to be, so you can attack braking zones hard, trail brake to apices and carry huge speed. Mid‑corner grip and stability are titanic, with a progressive breakaway from the rear if you approach it gradually.”

This captures the GT4 RS’s character: extremely capable in high‑demand driving, very planted, allowing confident braking, cornering, and a degree of forgiveness—at least for precision drivers.

A further takeaway comes from Edmunds when assessing newer GT4 RS models:

“Outstanding handling and steering feel; Available six‑cylinder engine delivers stirring performance.”

What to Expect Today

Here’s what to expect driving a Porsche 718 Cayman (982) these days — how it handles, performance, the differences between variants, and how someone used to modern cars might feel behind the wheel.

At its heart, the 982 Cayman remains a beautifully balanced sports car. Because of the mid‑engine layout, weight distribution is excellent, which means when you throw it into a corner there’s minimal understeer, strong front‑end grip, and a poised rear. Steering is sharp, relatively communicative, and when the suspension is nice and warmed up, the feedback through the front wheels gives you good clues about grip and surface changes. Suspension (especially with PASM when equipped) tends to settle into a pleasant firm‑yet‑comfortable setting on regular roads, then stiffens up nicely under spirited driving.

Ride comfort and NVH (noise / vibration / harshness) have improved compared to older Caymans, though some trade‑offs are obvious, especially in turbo‑4 models. Turbo‑charged four‑cylinder variants generally have more low‑end torque and are quick off the line. But they don’t have the same richly layered engine sound or rev‑happy character of the flat‑six models. In city driving or daily commuting, the turbos and PDK make life easy: good responsiveness, decent efficiency, and comfortable gear shifts. On the highway, the base or S with newer turbos and PDK tend to feel smoother, although engine note and exhaust tuning matter a lot if you care about the acoustics.

If you start stepping up in the hierarchy, each variant changes the driving experience appreciably. The base 2.0‑litre turbo model is zippy, feels light and agile, but it’s less visceral than the higher‑spec models. The Cayman S (2.5‑turbo) adds more punch and a broader torque curve, which makes it more usable when you don’t want to wring the engine, and more satisfying when you do.

Move into the GTS 4.0, GT4, or GT4 RS territory, and the car transforms. Naturally aspirated flat‑six engines return that traditional Porsche sound and rev bias, with higher redlines, sharper throttle response, and more intense mechanical feedback. The GT4s especially have more aggressive suspension tuning, stronger brakes, better cooling, and more track focus, which means fewer comforts but much more performance. Shift feel, chassis grip, and driver engagement are all elevated in those trims, though they may feel less plush or forgiving in everyday traffic or on rough roads.

If you're used to modern cars with lots of driver aids, insulation, and comfort tech, the 718 Cayman will feel “tighter” and more alert. You’ll notice more road texture, more engine and exhaust sound, and more mechanical feedback. That’s part of the appeal, but it’s also a reminder that such cars demand more from the driver. Turbo lag is mostly well-managed in later models, but you’ll still feel a difference in the power delivery compared to a naturally aspirated flat‑six (especially in the non‑GT models).

In daily driving, factors like seat comfort, visibility, door‑button layout, and infotainment smoothness matter. Porsche has improved these across the 982 run. Some folks report that base models feel less “premium” in exhaust sound or cabin refinement compared to GTS or GT trims, but the build quality is solid across the board, and the driving chassis overshadows many of the “comfort deficits” for enthusiasts.

If you want a sports car that can pull double duty — daily driver during the week, canyon wrangler on weekends — the 718 Cayman in a mid‑spec configuration (e.g. Cayman S, or base with good options) often offers the best compromise. If you care deeply about sound, revs, and being at the ragged edge, then the flat‑six variants (GTS 4.0, GT4, etc.) are where the stars shine brightest.

In short: the 982 Cayman remains fun, relevant, and rewarding. It’s matured enough that many early irritations are sorted out, and the variants give you a broad range of feelings — from nimble turbo surprise to flat‑six roar. For someone used to modern cars, the Cayman will feel more immediate, more connected, and more demanding — but in a very good way.

Getting Real - Costs to Own & Maintenance

Here’s a breakdown of what you can expect to pay and encounter in owning & maintaining a used Porsche 718 Cayman (982). Some cars are still under warranty (or have extended warranties), while older ones are out of that protection, which really changes things. I’ll cover routine service, parts & repairs, insurance, and what to watch for.

Routine & Scheduled Maintenance

The 718 Cayman’s maintenance schedule runs on fairly typical intervals: annual or every 10,000 miles for basic service (oil, filter, inspection, tires, etc.), with more in‑depth services every 20,000‑30,000 miles. For example, the 20,000‑mile (or 2‑year) service often includes oil/filter, brake fluid change, inspecting braking system components, checking tires, coolant, drive belts, exhaust, and diagnostic checks. Many owners (especially for 2017‑2020 models) report that “every second service” is manageable without big surprises if the car has been regularly maintained. For example, in a UK forum, someone said that if the car’s covered by a warranty or extended warranty up to 80,000 km / 8 years, only the 80k service (which includes spark plugs etc.) is likely to be a heavy expense, and that might run £1,000 in the UK for some trims. Parts availability is relatively good. Because these are newer cars, many replacement parts—filters, belts, fluids, common sensors—are still in production, and there is a robust aftermarket / independent specialist network. However, more exotic parts (turbo components, flat‑six engines, GT‑level upgrades) are more expensive, harder to source, and labor can be steep.

Major Repairs & Add‑Ons

As with any performance car, there are a few “big ticket” items buyers should budget for. Tires & Brakes: These are wear items and get expensive quickly, especially on large rims / performance trims. Some owners have reported ~$1,700 just for a set of high performance tires. Transmission / PDK Maintenance: Fluid changes, filter changes for PDK can cost several hundred to over a thousand dollars depending on labor and whether it’s done at a dealer or independent shop. Turbo or Flat‑Six Engine Components: For models with turbo engines, things like turbo oil lines, intercooler parts, etc., or for flat‑six models things like high rev wear, more complex cooling systems, etc., are more expensive. If you buy a car still under factory warranty or with a strong extended warranty, many of the more expensive repair costs can be deferred or even fully covered, which significantly reduces risk. Older cars that are out of warranty require the owner to absorb all of that, making the cost of ownership notably higher.

Insurance & Other Ownership Costs

Insurance is a significant part of the ongoing cost. Here’s what the data shows: According to sources like The Zebra, insurance for a 718 Cayman ranges between $188 to $489 per month depending on model year, trim, driver profile, coverage level, etc. Another report (Bankrate) showed full‑coverage insurance for a Porsche 718 Cayman averaging $3,796 / year or about $316 / month under certain conditions. Costs vary widely depending on location, driver history, coverage (liability vs full coverage), and trim level (GT4, GTS, etc. cost more). Other ownership costs to keep in mind include fuel: Turbo models and especially flat‑six/GT variants tend to require premium fuel, and fuel usage under spirited driving is high, Depreciation & model year tech: Older 718s may lack newer safety tech or driver assist features, which can affect resale or insurance, Warranty status: As mentioned, cars still under factory or extended warranty typically save you from surprise high repair costs; once out of warranty, the owner has no safety net.

Bottom‑Line, What to Budget

Putting this all together, for a 982 Cayman in good condition (service history, moderate miles, maybe some warranty) you should budget:

• Routine upkeep (oil, filters, inspections, tires, brakes, fluids): ~$1,500‑$3,000 per year depending on use.

• Major service intervals / bigger wear items: Extra $1,000‑$3,000 in years with more service (spark plugs, belts, transmission/PDK work, etc.).

• Insurance: Somewhere between $2,000‑$4,000+ per year for full coverage depending on the trim, driver, location. Lower if you have a clean record and lower trim.

• Unexpected repairs: Always leave a buffer (say $1,000‑$2,000/year) for unexpected things—sensor failures, turbo issues, etc.—especially on performance & flat‑six trims.

Common Porsche 718 Cayman (982) Problems

What Buyers Should Know

Here are several expert‑level notes on common problems in the Porsche 718 Cayman (982 generation), along with what buyers should watch out for. These are drawn from owner forums, buyer‑guides, technical reports, and reliability data. Understanding them helps avoid costly surprises.

What Tends to Go Wrong / Known Weaknesses

1. Cooling System Failures. A number of 982 Cayman owners report recurring issues with the cooling system. The water pump is a frequent trouble spot: leaking before full failure, developing play in the bearings, or degrading plastic impellers. Thermostat failures are also common; sometimes electronic thermostats fail in the open position (which often doesn’t cause overheating but can lead to reduced efficiency or performance). Early coolant line fittings, especially those connecting to turbos, have been known to leak. Buyer‑guides advise specifically verifying the condition and any past replacement of water pump, thermostat, and cooling fittings.

2. Ignition Coils & Fuel System Faults. The MA2 engines (turbo‑4 variants) in early 982s had ignition coil cracking issues, and failing or brittle wiring/connectors relating to coils or injectors also show up frequently. Misfires, especially under load, and intermittent check engine lights tied to coil or plug failures are commonly cited. The fix is usually straightforward and less costly if addressed early.

   There’s also an issue with the high‑pressure fuel pump (HPFP) in some engines: delayed engine start, hesitation, stuttering under acceleration, especially under hard load, have been reported. Again, more common in earlier models, and often under warranty or via recall/repair campaigns.

3. Turbo Rattle / Wastegate Actuator Play. Early 718s had reports of a metallic rattle on cold starts or light throttle, especially in base/turbo‑4 variants. This often stems from wastegate actuator play or turbo assemblies that have loosened internal components. Over time this can wear more severely. It’s a nuance, but purchasers of early 982s should check whether these turbo legacy issues were addressed (whether under warranty or via replacement).

4. Oil Consumption & Leaks. Several owners cite higher‑than‑expected oil consumption in early 982 models. Tailpipe sooting, frequent top‑ups of oil, and engine behavior consistent with burning oil are warning signs. Also, various seals (spark plug tube seals, valve cover seals, etc.) may leak. If left unaddressed, leaks can lead to misfires or damage to sensors/coils. Checking oil consumption history where available is important.

5. Cooling / Radiator / Condenser Vulnerability. Because front radiators and air‑conditioning condensers are mounted low, they are exposed to road debris, stones, and even corrosion from trapped moisture or road salt. Radiator leaks, damage, or blocked airflow are issues cited often, along with neglected cleaning of front radiator cores. Check carefully for evidence of prior damage or missing protection (screens) or repairs.

6. Suspension & PASM / Ride‑Height Related Parts. Worn control arm bushings, shocks or struts, especially in PASM versions, can result in ride quality deterioration: clunks, knocking, inconsistent firmness across corners. Height sensors or PASM system components may trigger warnings or uneven behavior if not maintained. These generally manifest after more miles or more aggressive driving.

7. Interior / Trim / Non‑Mechanical Issues. Some of the less dramatic but still annoying problems include headliner sagging, door seal/door panel warping, loose or rattling interior components, or seat belt retractors (e.g. driver side) making noise. These are often cosmetic and not mechanically dangerous, but they degrade ownership satisfaction and can cost more than expected if DIY isn’t an option.

What Buyers Should Know; What to Inspect

• Pre‑Purchase Inspection (PPI) is Essential: especially on earlier 982s. Be sure the shop checks for coolant leaks, water pump condition, turbo actuator play, and whether any software/recall/TSB items have been addressed.

• Warranty Status Matters: If the car is still under factory warranty or has been extended, many of the more serious issues (like water pump or HPFP) might have been addressed without cost to prior owners. Cars past warranty require more scrutiny.

• Oil Use and Leak Evidence: Ask for oil consumption records, inspect tailpipes for soot, check under car for oil spots, and verify when seals or relevant components (e.g. spark plug tube seals) were replaced.

• Turbo & Exhaust Sound: Listen for rattles or unusual sounds on cold start or low throttle; test exhaust flaps if equipped to ensure they aren’t stuck or generating odd noises.

• Suspension / PASM Tests: Drive over imperfect roads, make tight turns, feel for clunks or uneven ride. If PASM is present, test both modes (Comfort/Sport) to make sure damping changes are functioning; also check for sensor warnings.

• Cooling Radiators / Exterior Check: Examine front bumper intakes, look for stone chips, debris, and signs of previous front end repair. Check radiators and condensers for corrosion or previous leaks.

• Interior Trim Condition: While not mechanical, sagging headliners or warped interior panels are signs of build or care issues. These are often easier to fix but can be expensive if more than one component is degraded.

While the 718 Cayman (982) has generally good reliability and many of the serious issues in earlier generations have been mitigated or corrected, there are still a number of recurring problem areas. Many are manageable, especially if you're buying a well-maintained car with full service history and correct recall/upgrades applied. But if you ignore them, small issues can become expensive (leaks, turbo issues, suspension failures, etc.). As a buyer, aim for a clean example, verify maintenance, especially in critical systems like cooling, ignition, turbo, and transmission, and don’t underestimate the value of a thorough mechanical inspection. The payoff is significant: when a 982 Cayman is in good shape, it delivers a very rewarding, modern sports car experience.