2017 Porsche 718 Cayman

First model year of the 982-generation 718 Cayman switched from the naturally aspirated flat-6 to a turbocharged flat-4; base trim rated at 300 hp.

Turbocharging gives the base flat-4 a wide, flat torque plateau versus the outgoing flat-6, a widely-noted improvement in drivability.

Porsche's own claimed figure for the base 718 Cayman; independent instrumented tests of the related Cayman S trimmed roughly half a second off manufacturer claims, so real-world results run quicker.

The new turbo flat-4 delivers stronger low-/mid-range shove than the outgoing flat-6 with only mild low-rpm lag, but reviewers were near-unanimous that the engine note is coarse and unrefined compared to the naturally aspirated six it replaced, denting the overall sense of polish.

Both gearbox choices are class-leading: the 7-speed PDK dual-clutch shifts quickly and decisively with no hunting, and the 6-speed manual has a short, precise, well-weighted throw praised by enthusiast press.

The 718 Cayman is rear-wheel drive only across its entire trim range for 2017 — Porsche reserves all-wheel drive for the 911, Panamera and Cayenne lines, so there is no AWD option at any price point.

For 2017 the lineup is two tunes of the same new turbocharged flat-4 family (300 hp base, 350 hp S) — a single gasoline architecture with no hybrid, diesel or electrified variant; the GTS and GT4 versions arrived later in the 982 generation, not for MY2017.

2017 is the debut model year of the 718 Cayman (982), replacing the naturally-aspirated flat-6 981 with a turbocharged 2.0L flat-4; base Cayman with PDK is the volume trim. Combined MPG sits near the bottom of the coupe band, typical for a rear-drive sports car on premium fuel.

City figure for the base 2.0L turbo PDK trim, the lowest of the three EPA numbers as expected for a performance car in stop-and-go driving.

Highway figure for the base 2.0L turbo PDK trim; the new turbo flat-4 improves cruising efficiency over the outgoing naturally-aspirated flat-6 981 Cayman, but still trails mainstream coupes.

No EPA-published range figure exists for gas cars; range is derived from the 14.3-gallon fuel tank capacity and EPA combined MPG. Modest for a coupe given the small tank prioritized for weight/packaging.

EPA's standard annual fuel cost estimate for the base PDK trim, driven up by the premium-fuel requirement and sits at the high end of the coupe cost band.

Premium gasoline is required (not merely recommended) across all 2017 718 Cayman trims, adding real ongoing cost versus regular-fuel rivals.

NHTSA has never crash-tested the 718 Cayman; as a low-volume two-seat sports coupe it falls outside NHTSA's typical high-volume test sampling. Scored conservatively at the bottom of the segment band given the absence of any published rating.

IIHS has not evaluated the 718 Cayman in any crashworthiness test and it has never received a Top Safety Pick award, consistent with IIHS not testing low-volume two-seat sports coupes from any manufacturer.

The base 2017 718 Cayman ships with only a rearview camera and front/rear ParkAssist sensors as standard. Forward collision warning, automatic emergency braking, adaptive cruise control (bundled as the optional "Porsche Active Safe" package), and blind-spot/Lane Change Assist are all extra-cost options rather than standard equipment.

AEB is available only bundled into the optional Porsche Active Safe package (forward collision warning plus automatic braking); it is not standard and has no independent IIHS front-crash-prevention rating, so real-world day/night pedestrian performance is unverified.

Lane Change Assist provides blind-spot detection via a mirror-mounted visual warning active above 20 mph, but it is an option (not standard) and there is no rear cross-traffic alert offered on the 718 Cayman.

The 2017 718 Cayman has no lane departure warning or lane-keeping/centering system of any kind, optional or standard — its only lane-adjacent feature is blind-spot-style Lane Change Assist, which does not steer or warn on departure.

Adaptive Cruise Control is available as an option (bundled with Porsche Active Safe) with a PDK coasting function in slow-moving traffic, but it is not standard, has no stop-and-go/traffic-jam capability, and is not combined with any lane-centering "highway assist" behavior.

No hands-free highway driving system of any kind was offered on the 2017 718 Cayman.

Bi-Xenon headlamps with integrated LED daytime running lights are standard on the 2017 718 Cayman, which is a solid mid-tier setup, but IIHS has not published headlight ratings for this model so real-world beam performance is unverified.

Reviewers and owners consistently note large rear-three-quarter blind spots from the thick C-pillars common to all Cayman generations, though the low cowl and hood give reasonably good forward sightlines for a mid-engine sports coupe; a standard rearview camera and parking sensors partially offset the rear blind zones.

The 718 Cayman launched for the 2017 model year (Cayman joined the 718 range at the April 2016 Beijing Motor Show, per the 718 Boxster/Cayman (982) Wikipedia article) as a strict two-seat mid-engine coupe across its base and S trims — there is no rear seat, token or otherwise, because the engine bay occupies the space behind the cabin. This is a structural characteristic of the 982-generation mid-engine layout from its first model year, not a later equipment change, and it falls well below the coupe normalization band which assumes 4-5 seat 2+2 coupes.

The 982-generation cabin and greenhouse debuted with the 718 Cayman for 2017 and carried through unchanged for several model years, so the front headroom figure documented across 982-era model years (2018 onward) applies to the 2017 launch year as well — Wikipedia describes only the GTS variant arriving later in 2017 as a trim/powertrain addition, with no bodyshell or glass revision. At 38.7 in it sits near the top of the coupe band, a byproduct of the tall greenhouse Porsche uses on the mid-engine platform rather than a fastback roofline.

Front legroom for the 2017 718 Cayman lands comfortably within the coupe band — the seat travels well back and the pedal box is generous for a compact sports car, with U.S. News' 2017 interior coverage specifically calling out 'a surprising amount of legroom for a segment not known for it.'

Unlike a sedan's single trunk, the mid-engine 718 splits cargo space front and rear: a 5.3 cu ft frunk under the front hood and a 9.7 cu ft trunk over the engine at the back, for 15.0 cu ft combined (425 liters) — genuinely useful dual-cavity packaging that most direct 2-seat rivals (Corvette, AMG GT, 911) don't match as evenly, even though the total sits mid-band for the coupe segment.

The dual frunk-plus-trunk layout is the standout storage idea here — it's why the Cayman out-packs most 2-seat rivals despite a small greenhouse — but everyday in-cabin storage is genuinely sparse for 2017: reviews and owner reports describe small, shallow door/console bins and flimsy fold-out cupholders on the passenger side rather than proper cupholders, a frequent complaint against this generation from its launch. That combination of a strong dual-trunk cargo split with thin day-to-day cabin storage lands this just below the competitive-but-unremarkable middle band.

Launch reviews of the 2017 718 Cayman (base and S, the only trims on sale before the GTS arrived later in the year) describe the standard partial-leather sport seats as comfortable and functional for daily driving, with owners noting the interior fits well even for taller drivers. It falls short of the 80+ band because this is base-level praise for the standard 6-way seat — the more supportive optional 14-/18-way sport seats cost extra, so comfort varies by which seat option a 2017 buyer checks.

Launch coverage of the 2017 718 Cayman highlights a fully re-tuned chassis delivering 'uncompromised sports car handling, brisk acceleration, and excellent braking at no cost whatsoever to ride comfort' versus the outgoing 981 — a genuinely composed ride for a mid-engine sports car — but PASM adaptive suspension remained optional rather than standard on base/S trims, so comfort is configuration-dependent and stops short of a class-leading score.

This was a genuine weak point from the 718's launch: the switch from the outgoing flat-six to a turbocharged flat-four drew near-universal criticism for its coarse, unrefined sound at speed, with reviewers noting it 'sounds like a 4-cylinder and not the wonderful flat-6' and becoming tiresome on longer drives. No acoustic glass or active noise cancellation was offered on the 718 for 2017, so overall highway cabin noise sits well below library-quiet.

Standard automatic (single-zone) climate control, partial-leather upholstery and six-way power-adjustable seats are fitted to every 2017 718 Cayman, a solid baseline, but dual-zone climate control, heated and ventilated seats, and the 14-/18-way power sport seats are all cost options rather than standard equipment at launch. There's no rear climate zone (moot for a 2-seater) or remote pre-conditioning comparable to rivals with connected apps, so this lands mid-band — adequate standard coverage with richer comfort features gated behind the options list.

The entry 982-generation 718 Cayman opens at $53,900 before Porsche's $1,050 destination fee for 2017 — well past the top of the coupe pricing band, so this item bottoms out regardless of the exact figure. 2017 is the launch model year of the 982 generation and the debut of the 718 nameplate: the naturally-aspirated flat-six of the outgoing 981 Cayman is replaced by turbocharged flat-fours (2.0-litre base, 2.5-litre S), so there is no true carry-over comparison — the GTS, T and GT4 variants all arrive in later model years.

The base Cayman is the volume car, but a normally equipped example adds roughly $10,000 in options — metallic paint, PASM, Sport Chrono, heated seats, Bose audio and the PDK dual-clutch (a paid option in 2017, not yet standard) — landing just under a delivered Cayman S ($67,350) once destination is included.

The 4-year/50,000-mile warranty absorbs repairs for most of the window, so the bill is dominated by Porsche dealer service — roughly $1,000–$2,500 in a routine year and $2,000–$4,500 in a major-service year — plus two sets of performance tires and a brake job at 15,000 miles a year. It lands near the top of the coupe band, marginally below the 2018 model year of the same generation on slightly lower 2017-era parts and labor pricing.

The 718 Cayman has the strongest measured 5-year retention of any vehicle sold in America, and this specific 2017 model year — now nine years old — has real used-market data bearing that out: KBB-tracked base-coupe private-party values run $38,250–$44,250 (midpoint ~$41,250) against a $54,950 delivered base, roughly 75% retained even at nine years of age and mileage. The true 5-year figure would have been higher than the current nine-year reading, so 76% is a conservative midpoint that still clears the top of the coupe band, letting the item max out regardless of the exact figure chosen.

Porsche's New Vehicle Limited Warranty is 4 years / 50,000 miles, matching the German luxury norm and Lexus and beating the 3/36 that Ford and Chevrolet give the Mustang and Corvette. Mid-band, and unchanged across the entire 982 run including its 2017 launch year.

Porsche does not offer a standalone extended powertrain warranty in the US — drivetrain components are covered by the same 4-year/50,000-mile New Vehicle Limited Warranty and nothing beyond it. That falls below the 5-year floor of the band, so the item scores zero: the new-for-2017 2.0-litre turbo flat-four (or 2.5-litre in the S) is out of warranty at four years while a Corvette's engine is covered for five and a Lexus LC's V8 for six.

Porsche includes no complimentary scheduled maintenance program in the US — only the very first oil change is covered, and every subsequent service visit is billed, which at $1,000–$2,500 a pop is among the most expensive versions of that policy in this segment. What is included is 24/7/365 roadside assistance for the full 4-year/50,000-mile warranty period. That is the bottom edge of the prompt's 'basic roadside only' band rather than the 'no complimentary coverage' floor, unchanged from later model years of this generation.

$65,000 volume-trim price minus its estimated resale value after 5 years (76% retained, or about $49,400) leaves about $15,600 in depreciation. Add the projected $8,600 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $24,200 in total.

Consumer Reports does not publish a numeric predicted-reliability score for the low-volume 718 Cayman, and signals are mixed: Porsche's brand-level dependability data is excellent (see 6.1.2), but RepairPal's model-specific reliability rating for the Cayman is well below average, pulled down by the 2017-debut 2.0L turbo-four's known wastegate actuator issue.

In the J.D. Power 2017 U.S. Vehicle Dependability Study (covering 2014 MY vehicles, the closest era-relevant study to the 2017 model's ownership window), Porsche tied Lexus for the highest-ranked brand of all nameplates at 110 PP100 — the strongest possible multi-year standing.

The 2017 model year specifically was hit by three NHTSA recalls: fuel-collection-pipe fastening screws that could shear and cause a fuel leak (began March 2017), a passenger frontal air bag inflator that could fail to ignite in a crash (began May 2017), and a luggage-compartment crossmember that could detach and cause a fuel leak (2017-2019 MY, began April 2019) — more recall activity than typical for the generation, including one safety-critical airbag campaign, though none were systemic engine/fire failures.

2017 is the debut model year of the 982-generation turbocharged flat-4 (2.0L base), which avoids the IMS-bearing and bore-scoring failures of older water-cooled Porsche flat-sixes, but has since developed a well-documented reputation for wastegate-actuator corrosion/rattle (the low-mounted turbo exposes the actuator to road water and debris) and direct-injection carbon buildup on intake valves by 80,000-120,000 km — real, repeatable issues rather than a proven high-mileage record.

Contemporary reviews describe the cabin materials as "impeccable" and notably better than rivals at the price point, though the layout leans on a large number of buttons rather than modern touch surfaces, and at least one owner review flagged inconsistent perceived quality for the money.

Professional reviewers describe assembly as "impeccable, as you'd expect from a Porsche," consistent with the mature 981-derived architecture underpinning the new 982 shell, though isolated consumer reviews report occasional inconsistency.

Porsche Cars North America runs a nationwide network of roughly 190-200 dedicated Porsche Centers and has consistently ranked at or near the top of J.D. Power's Customer Service Index among premium brands, giving strong service quality despite a smaller dealer count than mass-market brands.

Parts are readily available through the dealer network and a large sports-car aftermarket, but RepairPal's Cayman data shows average annual repair/maintenance cost of about $1,135 (vs. ~$801 luxury-compact-car average and ~$652 all-vehicle average) with a 19% chance of a given repair being severe (vs. 11% class average), so both cost and repair severity run above the segment norm.

The 982-generation 718 Cayman launches for 2017 with the all-new PCM 4.0 system on a 7-inch touchscreen, replacing the previous 981's PCM 3.1 — but the physical screen size does not grow. No larger display was offered at any trim or price for launch year 2017, sitting at the floor of the coupe segment's screen-size normalization band.

PCM 4.0 is a genuine step up in responsiveness and menu logic over the outgoing PCM 3.1, and Porsche backs the small screen with a full row of physical climate and shortcut controls, so the fundamentals of daily use are sound at launch. Even brand-new for 2017, the screen already reads as small against contemporaries moving to larger displays.

Apple CarPlay debuts on the 718 for 2017 but only wired, and only via the extra-cost Connect module (or Connect Plus) rather than as base equipment — a car ordered without that module has no CarPlay at all. Android Auto is not supported by Porsche on PCM 4.0 in 2017, and there is no factory wireless projection at launch.

Native navigation and onboard voice control ride on the extra-cost navigation module (paired with Connect/Connect Plus), so a volume-spec 2017 718 Cayman ordered without it has no built-in maps or voice assistant, and most owners default to CarPlay-based mapping and phone voice assistants instead.

The standard Sound Package Plus is only adequate, but the optional 10-speaker Bose Surround Sound system (around $900) is a genuinely strong upgrade available from launch, with the flagship Burmester system (around $4,690) also on the 718 options list for 2017. Both good systems cost extra, keeping this below rivals that ship branded audio as standard.

The 2017 718 launches with the classic Porsche three-dial cluster — an analog center tachometer flanked by analog gauges — with a single color TFT screen for trip computer, nav, radio and phone info. It's a decent secondary display but the cluster is analog-dominant with no full-digital option anywhere in the 2017 range, unlike rivals moving to configurable all-digital instrumentation.

There is no whole-vehicle software OTA path on the 2017 718's launch PCM 4.0 electronics — firmware updates are a dealer procedure. Where the optional Connect Plus module and its SIM are fitted, the car can pull live traffic, Google Earth/Street View and internet access, but that is an online data service, not a pushed software or feature update, and a car ordered without Connect Plus has no SIM capability at all.

2017 predates Porsche's later consolidation into the unified "My Porsche" app, so a connected 2017 718 relies on the separate Porsche Connect App and Porsche Car Connect App, both gated behind the paid Connect/Connect Plus option and a subscription after the initial trial. Functionality is limited to vehicle status, locate and remote lock/unlock — no remote start, no remote climate, no phone-as-key on this platform.

Dated even allowing for a strict two-seater with no rear row to serve: the 2017 718 launches with a single legacy USB-A (iPod-capable) port rather than USB-C, and factory wireless phone charging is not offered in any form or trim.

Remote keyless entry via the fob (doors and lid) is standard, but the volume-spec 2017 718 Cayman still requires inserting and turning a key in the ignition slot to start — Porsche Entry & Drive (proximity keyless access) is a separate cost option, and even with it fitted a dummy key must still be turned rather than a true push-button start. There is no phone-as-key on the 982 and no factory remote start.

Front and rear ParkAssist sensors plus a rearview camera with guidelines are standard equipment across the 2017 718 Cayman range, useful in a low, wide mid-engine car with poor over-the-shoulder visibility. Porsche did not offer a factory surround/360-degree camera on the 982 platform at launch — only aftermarket retrofits fill that gap.

No head-up display is offered on the 2017 718 Cayman at any trim or price — the 982's cockpit packaging was never engineered for one. Porsche's first HUD arrived on a later Cayenne generation, underscoring that the 718 was deliberately excluded rather than merely lacking a trim-level option at launch.

The 2017 718 Cayman is a strict two-seat mid-engine coupe with no rear seats, no rear doors, and no LATCH anchors of any kind — there is physically nowhere to install a car seat.

Standard safety on the 718's launch year is limited to Porsche Stability Management, ABS, and front/side airbags plus a standard rearview camera and ParkAssist; Adaptive Cruise Control and Lane Change Assist are cost options, and the low-volume Cayman has never been crash-tested by NHTSA or IIHS, leaving no independent family-safety credential.

With no rear seats at all, the car cannot carry "four-plus occupants" under any circumstance — it is built around two people and a small amount of luggage, the opposite of the family road-trip mission.

In its first turbo-four model year, reviewers found the 718 Cayman an unusually livable daily sports car with the optional 7-speed PDK — smooth low-speed behavior and good outward visibility for a mid-engine coupe — offset by a firm, low-ride-height chassis and a manual-only base trim that is more involving than relaxing in stop-and-go traffic.

EPA-rated at 22/29 mpg city/highway (25 combined) for the base 2.0-liter turbo with PDK — a genuine efficiency gain over the outgoing flat-six 981 — but the car still requires premium fuel and carries Porsche-level maintenance and parts costs well above mainstream commuter norms.

A compact two-door footprint (around 172 in long) and tight turning circle make the Cayman easy to place in city parking, and ParkAssist with a rearview camera is standard for 2017, but a low nose means curb cuts and steep ramps still demand caution.

No factory tow rating, no bed or usable cargo floor beyond a small front and rear trunk, and a mid-engine layout that precludes any load-bearing role — this is a car with zero real work capability.

As the launch year of the new turbocharged flat-4/flat-6 718 engines, there is no meaningful long-term reliability track record yet, and the car is engineered as a precision sports coupe rather than for abuse, hauling, or fleet-style duty cycles.

There are no tie-down points, no bed, no rack or upfit ecosystem, and no washable/work-friendly interior trims offered — nothing about the car is aimed at jobsite use.

Reviewers describe the 2017 718 Cayman as a genuinely comfortable long-distance car for two — supportive seats and a relatively quiet highway cruise with the optional Adaptive Cruise Control — and its EPA highway rating of 29 mpg with a 16.9-gallon tank gives roughly 450+ miles of theoretical range between fuel stops on premium gas.

Rear-wheel drive only, no all-wheel-drive option, low ground clearance, and no roof rails or accessory mounts leave the Cayman entirely pavement-bound with no genuine off-road or gear-hauling adventure use.

The split front and rear trunks give roughly 15 cu ft of total luggage space — notably good for a mid-engine sports car and enough for two people's weekend-trip gear — but the fixed 2-seat cabin has no folding capacity and can't swallow bulky items either trunk can't independently fit.

The launch-year 982-generation 718 Cayman is regarded as the benchmark for chassis balance in its class, with near-ideal mid-engine weight distribution and grip that made it MotorTrend's 2nd-best driver's car of 2017, praising handling that outmaneuvered even the outgoing 981 Cayman GT4.

The electric power steering carried over from the 981 generation remains accurate and naturally weighted for the new-for-2017 718, widely cited as among the best EPS setups in the segment and communicating real feedback through corners.

Strong, fade-resistant brakes with a firm, easily modulated pedal on the 2017 718 Cayman; instrumented tests of the 982 generation measured stops from 60 mph in the mid-90-foot range, among the shortest in the class.

The new-for-2017 2.0L (base) and 2.5L (S) turbocharged flat-4s deliver stronger low-end torque and improved drivability over the outgoing naturally aspirated flat-6, but some turbo lag off idle and reported cold-start engine ticking/vibration keep it from feeling impeccably calibrated.

The new turbo flat-4's exhaust note drew near-universal criticism from the automotive press at launch as raspy, coarse, and un-Porsche-like — a significant step down in character from the flat-6 it replaced, even though mechanical refinement itself is otherwise sound.

Consistent across the 982-generation 718 Cayman lineup from its 2017 launch.

Low, snug driving position with wide seat/wheel adjustment range and well-placed controls typical of Porsche sports cars; visibility is good for a mid-engine coupe though shoulder-check sightlines are tight, and ingress/egress requires some effort from the low seating position.

Despite the divisive engine note, the 718 Cayman's chassis, responsiveness and overall character kept enthusiasts recommending it as a genuinely fun, engaging sports car — MotorTrend's Ignition segment concluded the performance gains were 'probably worth' the sound tradeoff.

Base 2017 718 Cayman ($53,900) includes leather-trimmed upholstery, an 8-speaker audio system, Bluetooth, and a 6-speed manual, but Porsche's a-la-carte options model pushes PDK, navigation/PCM 4.0 upgrades, Sport Chrono, PASM and most comfort/tech items onto the options sheet, so real-world sticker prices climb fast.

The switch to turbo flat-4 power gave the 718 Cayman genuine mid-engine handling and improved acceleration over the outgoing 981 for a similar base price, undercutting the 911 substantially for comparable steering and chassis feel — strong capability-per-dollar even though the segment's cheaper rivals (Mustang, Corvette, BRZ) beat it on raw dollars-per-horsepower.

2017 lineup is Cayman and Cayman S, each with manual or PDK, plus an extensive individual options catalog — reasonable spread but only two core trims versus segment rivals offering more distinct trim tiers (the GTS did not arrive until October 2017 as a separate, later addition).

The Cayman remains a low-volume niche sports car relative to segment leaders like the Mustang and Corvette; the 718 redesign generated press interest and a modest sales bump in 2017 but volumes stayed well below mainstream sports coupes.

Porsche carries one of the strongest aspirational-brand halos in the industry, with a loyal enthusiast following and strong resale reputation that extends to the entry-level Cayman.

Porsche dealers rarely discount off MSRP, and heavily-optioned Caymans commonly transact near or above sticker with little factory incentive support, leaving buyers with limited negotiating leverage.

2017 is the second model year of the all-new 982-generation 718 Cayman (introduced for 2016/2017), with a new turbocharged engine family and the current PCM 4.0 infotainment system — a genuinely fresh platform, not a carryover.

The 718 Cayman was named Motor Trend's 2nd Best Driver's Car of 2017 and Kelley Blue Book's #1 Best Sports Car of 2017, with reviewers praising handling and steering, though the turbo-4 engine note drew near-universal criticism from the automotive press, keeping it just short of unanimous acclaim.