2019 Porsche 718 Cayman

MY2019 is a carry-over year within the 982-generation 718 Cayman's original engine lineup, introduced for 2017 and unchanged until the 2020 refresh added the T and GTS 4.0. The base Cayman's 2.0L turbocharged flat-4 is rated at 300 hp at 6,500 rpm.

Peak torque for the base 2.0L turbo flat-4, available across a broad mid-range band, unchanged for MY2019 from the engine's 2017 introduction.

Porsche's own conservative 0-60 figure for the base 718 Cayman with the 7-speed PDK and optional Sport Chrono launch control; the standard 6-speed manual is slightly slower.

The VTG-turbocharged flat-4 delivers strong, near-lag-free throttle response for a turbo engine, but the automotive press consistently criticized its coarse, raspy exhaust note relative to the flat-6 it replaced in 2017 - a criticism still current in 2019, ahead of the 2020 GTS 4.0's return to a naturally aspirated six.

The optional 7-speed PDK dual-clutch is widely regarded as one of the best automatics in the segment for MY2019 - crisp, decisive shifts with no hunting, and a manual mode that responds instantly to paddle inputs; the standard 6-speed manual is also well-regarded for shift feel and engagement.

The 718 Cayman is rear-wheel drive only across its entire 2019 trim range (base, S, GTS) - Porsche reserves AWD ('4' models) for the 911, Panamera, and Cayenne/Macan lines, never the 718.

For 2019 the lineup spans two turbocharged flat-4 displacements - a 2.0L (base) and a 2.5L (S, GTS) - across three trims, offering a real spread of output but no distinct engine family beyond that: the naturally aspirated 4.0L flat-6 (GTS 4.0) and the T trim did not arrive until MY2020, and the 718 remains entirely gasoline with no hybrid, PHEV, or EV option.

EPA combined rating for the volume 718 Cayman (base, PDK 7-speed) trim; manual 6-speed rates slightly lower at 24 combined.

EPA city rating for the base 718 Cayman with PDK; manual trim rates 21 city.

EPA highway rating for the base 718 Cayman with PDK; manual trim rates 28 highway.

fueleconomy.gov does not publish a range figure for this ID, so range is derived from Porsche's published 14.3-gallon standard fuel tank capacity times EPA combined MPG; a factory long-range tank option extends this further.

EPA's standard annual fuel cost estimate at 15,000 mi/yr on premium gasoline for the base 718 Cayman PDK; this exceeds the coupe segment's normalization band entirely, reflecting the cost of running a premium-fuel sports car.

Premium gasoline is required (not merely recommended) across all 2019 718 Cayman trims; no flex-fuel, diesel, or home-charging alternative exists.

NHTSA has never published an NCAP overall star rating for the 982-generation 718 Cayman in any model year, including 2019 — a low-volume two-seat sports car falls outside routine NCAP vehicle selection. Estimated at the segment-typical 4 stars from the 982's steel/aluminum composite body and full front/side/curtain airbag complement, but there is no tested figure behind it.

IIHS has not crash-tested the 982-generation 718 Cayman in any model year, so there is no Top Safety Pick/TSP+ award and no individual Good/Acceptable/Marginal crashworthiness result on record. Scored at the middle of the no-award band as untested-without-known-structural-concern, in line with other low-volume sports cars in this dataset, rather than in the 0-49 band reserved for actual Marginal/Poor results.

The base 2019 718 Cayman ships with essentially no active driver-assistance hardware standard. Of the five features this item measures, only a rear parking camera/ParkAssist is included at no cost; automatic emergency braking (bundled as "Porsche Active Safe" with the Adaptive Cruise Control option), blind-spot monitoring (Lane Change Assist) and adaptive cruise control are all separate, individually-priced options, and Porsche never offered lane-keep assist or rear cross-traffic alert on this car at all. That is close to the 'unavailable' floor rather than merely 'locked to upper trims,' since the 718 has no upper safety trim to unlock it on.

Porsche Active Safe (PAS) — forward-collision warning that can apply autonomous braking up to full stop — is available on the 2019 718 Cayman, but only as an add-on tied to the optional Adaptive Cruise Control package, not standard or independently orderable. IIHS has never run front-crash-prevention testing (vehicle-to-vehicle or pedestrian) on the 718, so there is no Superior/Advanced rating to point to. Scored low-mid for having real AEB hardware available at all, unlike some segment rivals with none.

Blind-spot coverage on the 2019 718 Cayman is Lane Change Assist — a radar-based, alert-only mirror warning active above roughly 15-20 km/h — offered as a stand-alone option, not standard. Porsche does not offer rear cross-traffic alert on the 718 at all (unlike the Cayenne/Panamera), so only half of what this item measures exists, and only as an extra-cost option.

Lane departure warning is standard on the 2019 718 Cayman, but Porsche has never offered true Lane Keep Assist (corrective steering) or any lane-centering function on the Boxster/Cayman line — the option exists on other Porsche models (911, Panamera, Cayenne) but not this one. A warning-only feature with no steering intervention and no centering mode sits at the bottom of the band.

Adaptive Cruise Control is available on the 2019 718 Cayman as an option, with a full operating speed range and a PDK-coasting fuel-saving function, but it is not standard, does not combine with any lane-centering system into a genuine highway-assist mode, and the volume car as configured from the factory has plain fixed-speed cruise only. Capable-but-optional, with no highway-assist layer, lands mid-low in the band.

Porsche offers no hands-free highway driving system on any 718 Cayman, in 2019 or any other model year — there is no BlueCruise/Super Cruise/FSD equivalent anywhere in the Porsche range for this car. Floor of the band, matching every other sports car in this segment.

The 2019 718 Cayman comes standard with Bi-Xenon headlights and integrated LED daytime running lights; Porsche Dynamic Light System (adaptive cornering/auto high-beam) and full LED headlights are both extra-cost options, not standard. IIHS has never rated 718 headlights, so this rests on the hardware tier: a reasonably strong standard fitment but not the best-in-class adaptive setup, and not corroborated by an independent test.

The mid-engine 982 Cayman gives a good view over a low, short nose and slim A-pillars, which reviewers consistently note as an advantage for placing the car on a road. Rearward it is compromised by a shallow rear window, thick roof pillars and the engine cover behind the seats, and blind-spot mirror-check coverage is a known weak point reviewers and owners flag repeatedly; a standard reversing camera and ParkAssist sensors partly offset this for low-speed maneuvering but do nothing for the mirror blind zones. Mid-band, similar in shape to other mid-engine rivals.

The 718 Cayman is a strict two-seat mid-engine coupe on every 2019 trim (base, S, GTS) — there is no rear seat, token or otherwise, since the mid-mounted engine occupies the space behind the cabin. This is a structural characteristic of the 982-generation layout carried unchanged since the car's January 2016 launch, not a 2019-specific equipment choice, and it falls well below the coupe normalization band, which assumes 4-5 seat 2+2 coupes.

The 982-generation cabin and greenhouse were unchanged for 2019 (no bodyshell or glass revision occurred until the 2020 model year's T/GTS-4.0 trim additions, per the Wikipedia production history), so the front headroom figure documented for the generation applies directly. At 40.7 in it sits near the top of the coupe band, reflecting the mid-engine platform's relatively tall greenhouse rather than a low fastback roofline.

Front legroom for the 2019 718 Cayman lands mid-pack for the coupe band — the seat travels well back and the pedal box is generous for a compact sports car, and owner reports describe tall drivers fitting with room to spare — but it is not class-leading the way headroom is.

Unlike a sedan's single trunk, the mid-engine 718 splits cargo space front and rear: roughly a 5.2 cu ft frunk under the front hood and a 9.5-9.7 cu ft trunk over the engine at the back, for a combined figure of about 14.7-15.0 cu ft depending on source — 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 tight for 2019: reviewers describe only a few small, shallow bins and door pockets, and the signature Porsche cupholders are called 'effective but fussy' and awkwardly placed for the driver. That combination of a strong dual-trunk cargo split with sparse day-to-day cabin storage lands this in the competitive-but-unremarkable middle band rather than a standout score.

The standard partially power-adjustable sport seats draw praise for being well-bolstered and shaped for both spirited driving and long-distance comfort, offered in a range of colors and coverings, with optional ventilated seats called out as a welcome upgrade. It falls short of the 80+ band because heated and ventilated seats are extra-cost options rather than standard on the 2019 base car, so out-of-the-box comfort varies by how a buyer configures the options sheet.

Reviewers of the 2019 Cayman consistently note that its uncompromised sports-car handling and body control come with surprisingly little penalty to everyday ride comfort — smaller bumps are absorbed well — though the optional PASM adaptive suspension is not standard on the base/S trims and larger impacts can still upset the car on rougher pavement. That mixed, trim-dependent picture keeps this in the middle band rather than the top.

This is a genuine weak point for the segment in 2019: reviewers flag intrusive road noise on coarse pavement, and engine/exhaust noise loud enough that some reviewers call it a deal-breaker, with the optional sport exhaust making the turbocharged flat-four sound coarse rather than premium — a complaint that runs throughout 982-generation reviews from its 2017 introduction through 2019. Wind noise itself is reasonably controlled, but the overall highway cabin is far from library-quiet — squarely in the notably loud band for a car at this price point.

The standard 2019 base 718 Cayman ships with single-zone (not dual-zone) automatic climate control and cruise control, and partially power-adjustable sport seats with leather seating surfaces — a workable but modest baseline for a luxury-priced sports car. Heated seats, ventilated seats, dual-zone climate, a heated steering wheel and fully power-adjustable 14-/18-way sport seats are all extra-cost options rather than standard fitment, and there's no rear climate zone (moot for a 2-seater) or remote pre-conditioning comparable to rivals with connected apps. That thinner-than-expected standard list, with richer features entirely option-gated, lands this below the mid-band.

The entry 982-generation 718 Cayman opens at $56,900 before Porsche's $1,250 delivery, processing and handling fee for 2019 — well past the top of the coupe pricing band, so this item bottoms out. 2019 is a carry-over year within the 982 run for the base Cayman and Cayman S: the naturally-aspirated GTS 4.0, the 718 T, and the GT4/Spyder revival do not arrive until the 2020 model year, so the 2019 lineup is base Cayman, Cayman S, and the outgoing turbo-four GTS only.

The base Cayman is the volume car, but a normally equipped example adds roughly $9,000 in options — metallic paint, PASM, Sport Chrono, heated seats, Bose audio and the PDK dual-clutch (a paid $3,210 option in 2019, not yet standard) — landing just under a stripped Cayman S ($70,550 delivered).

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 at the top of the coupe band, in line with the essentially unchanged mechanical package carried across the entire 982 generation.

The 718 Cayman has the strongest measured 5-year retention of any vehicle sold in America, and this specific 2019 model year — now seven years old — has actual used-market data bearing that out rather than a forward projection: KBB-tracked listings put current resale around $46,000 (trade-in $42,800) against a $58,150 delivered base, roughly 79% retained. Projected well above the top of the coupe band, so the item maxes 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 2019.

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 2.0-litre turbo flat-four is out of warranty at four years while a Corvette's LT2 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 across this generation.

$67,000 volume-trim price minus its estimated resale value after 5 years (79% retained, or about $52,930) leaves about $14,070 in depreciation. Add the projected $9,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,070 in total.

Consumer Reports and J.D. Power both maintain a 2019 718 Cayman page but withhold a numeric predicted-reliability score for the model due to low survey sample volume for a low-volume sports car, so brand-level dependability trends (see 6.1.2) and owner-forum consensus around the mature 982-generation 2.0T are used as the best available proxy, with no systemic complaints reported for the 2019 model year specifically.

Porsche tied for 2nd among all brands (108 PP100) in J.D. Power's 2019 U.S. Vehicle Dependability Study, contemporaneous with this model year, backing up a 2nd-place finish (100 PP100) the year before in the 2018 study — a consistently top-tier, not just mid-pack luxury, standing across the years this exact car was current.

Unlike later 982 model years, the 2019 718 Cayman is directly named in an active NHTSA recall: a luggage-compartment crossmember bracket that can detach in a crash and cause a fuel leak, affecting 2017-2019 model-year cars. The fix (additional rivets) is minor and non-systemic, but because it names this exact model year the item can't score in the clean-record band the way 2020-and-later cars do.

The 982-generation 2.0L turbocharged flat-4 (introduced for MY2017) sidesteps the IMS-bearing and bore-scoring failures of earlier water-cooled Porsche flat-sixes, but by 2019 owner forums had already documented a recurring wastegate-actuator sticking issue tied to underbody moisture and carbon buildup on the direct-injection intake valves at higher mileage — real, known issues that keep this out of the proven-workhorse band despite no catastrophic failure pattern.

Contemporary reviews single out the 2019 cabin's material quality as a strength: dense, soft-touch coverings on most touch surfaces and solid, high-quality switchgear, with reviewers noting the overall quality matches the car's steep as-tested price once options are added.

The 982 generation carries forward Porsche's well-regarded build consistency from the 981 architecture it's based on; 2019-era reviews describe everything as "tightly screwed together" with excellent fit and finish and no assembly complaints.

Porsche's roughly 190+ US Porsche Centers gave 2019 buyers a smaller but consistently well-regarded service network, and Porsche ranked at or near the top of J.D. Power's premium-brand Customer Service Index throughout this period, indicating strong service satisfaction despite the smaller dealer footprint than mass-market brands.

Parts are readily available through the dealer network and a substantial sports-car aftermarket, but RepairPal scores Porsche as a brand just 2.0/5.0 for reliability (32nd of 32 brands) with an average annual repair cost around $1,192 (nearly triple the roughly $400-650 industry average) and a higher-than-average 21% rate of severe repairs, so cost and severity — not parts sourcing — drag this item down.

The 982-generation 718 launched for 2017 with a 7-inch PCM 4.0 touchscreen and 2019 carries it unchanged — no larger display was offered at any trim or price. This sits at the floor of the coupe segment's screen-size normalization band and is the smallest center screen of any coupe in this dataset.

PCM 4.0 is quick to respond and logically laid out, and Porsche backs the small screen with a full row of physical climate and shortcut controls, so the fundamentals of daily use are sound. The screen itself already read as small and dated against contemporaries by 2019, two full model years after its introduction, with no update planned until a later PCM generation.

Apple CarPlay is wired-only and, in 2019, is not bundled into every 718 as base equipment — it ships only with the paid Connect or Connect Plus module, so a base-spec car ordered without that option has no CarPlay at all. Android Auto was never activated by Porsche on any PCM 4.0-equipped 718 despite the hardware supporting it, and no factory wireless projection existed for MY2019.

Native navigation and Porsche's onboard voice control ride on the extra-cost Navigation module (paired with Connect Plus), so a volume-spec 2019 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 8-speaker Sound Package Plus is only adequate, but the optional 10-speaker Bose Surround Sound system (5.1 DSP with AudioPilot, Centerpoint and SurroundStage processing) is a genuinely strong upgrade available for 2019, with the flagship Burmester system also on the 718 options list for this generation. Both good systems cost extra, keeping this below rivals that ship branded audio as standard.

The 2019 718 keeps the classic Porsche three-dial cluster — an analog center tachometer flanked by analog gauges — with a single 4.6-inch 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 2019 range, unlike rivals moving to configurable all-digital instrumentation.

There is no whole-vehicle software OTA path on the 2019 718's 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 and map data, 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.

2019 predates Porsche's 2020 consolidation into the unified "My Porsche" app, so a connected 2019 718 relies on the separate Porsche Connect App and Porsche Car Connect App, both gated behind the paid 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 2019 718 uses a single legacy USB-A 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 2019 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 2019 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 in this era — only aftermarket retrofits fill that gap.

No head-up display is offered on the 2019 718 Cayman at any trim or price — the 982's cockpit packaging was never engineered for one. Porsche introduced its first HUD on the 2019 Cayenne, underscoring that the 718 was deliberately excluded rather than merely lacking a trim-level option.

The 2019 718 Cayman is a strict two-seat, mid-engine coupe with no rear seats, no rear doors, and no LATCH anchors anywhere in the cabin — there is physically no place to install a car seat.

Standard safety on the 2019 base Cayman is limited to ABS, stability control, front/side airbags and a standard rearview camera with ParkAssist, while meaningful driver-assist tech — adaptive cruise control with PDK coasting and Lane Change Assist — is a paid option; the low-volume Cayman also carries no NHTSA or IIHS crash rating, leaving no independent family-safety credential.

With zero rear seats, the car cannot carry "four-plus occupants" under any circumstance — it is built strictly around a driver and one passenger plus a small amount of luggage, the opposite of the family road-trip mission.

Reviewers describe the 718 Cayman as unusually livable as a daily sports car when equipped with the optional 7-speed PDK — smooth low-speed manners and good outward visibility for a mid-engine coupe — offset by a firm, low ground clearance chassis that requires care over driveways and speed bumps, and a standard manual gearbox that trades relaxation for engagement.

The base 2.0-liter turbo-four returns roughly 21-28 mpg city/highway, efficient for a sports car of this performance level, but the 718 requires premium fuel and carries Porsche-level maintenance, tire, and parts costs well above mainstream commuter norms.

A compact two-door footprint (under 173 in long) and tight turning circle make the Cayman easy to place in city parking, and the 2019 Cayman/Cayman S came with a standard rearview camera plus front/rear ParkAssist sensors, though the low nose still demands caution on steep ramps and curb cuts.

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

Porsche's turbocharged flat-4 and flat-6 engines in the 982-generation 718 have a reasonably solid long-term reliability reputation among owners, but the car is engineered as a precision sports coupe rather than for abuse, hauling, or fleet-style duty cycles, and repair costs run far above work-vehicle norms.

There are no tie-down points, no bed, no roof rack or upfit ecosystem, and no washable/work-friendly interior trims offered — nothing about the 2019 Cayman is aimed at jobsite use.

The 718 Cayman is a genuinely comfortable long-distance car for two — supportive seats, a relatively quiet highway cruise, and available adaptive cruise control — but a 16.9-gallon tank combined with mid-20s highway mpg limits range to roughly 350-400 miles between fuel stops on premium gas.

Rear-wheel drive only with no all-wheel-drive option, low ground clearance under 5 in even in stock form, and no roof rails or accessory mounts leave the 2019 Cayman entirely pavement-bound with no genuine off-road or gear-hauling adventure use.

The dual-trunk layout (front and rear) is a genuine quirk-of-design advantage over most two-seaters and swallows soft bags reasonably well, but fixed non-folding seats, no roof rails, no hitch, and a combined cargo volume under 15 cu ft rule out anything bulky like bikes or camping gear.

The mid-engine 982-generation Cayman, unchanged since its 2017 introduction and carried over for 2019, is repeatedly cited by the automotive press as class-leading for balance and cornering composure, with near-perfect weight distribution, strong front-end grip, and body control that stays composed at the limit.

The electro-mechanical steering, shared with the 991-generation 911 Turbo, is consistently praised as among the best-executed EPAS systems in the industry: naturally weighted, precise, and communicative. Unchanged for the carry-over 2019 base powertrain/chassis.

The base 718 Cayman's brakes are consistently described as firm, immediate, and confidence-inspiring, with no fade complaints in period reviews — a hallmark of the platform carried over unchanged into 2019.

The 2.0L VTG-turbo flat-4 in the volume trim delivers essentially lag-free throttle response, and the optional PDK dual-clutch shifts smoothly with no drivability complaints. It is docked slightly relative to a naturally aspirated engine for turbo-typical low-rpm tip-in softness, unchanged for 2019.

The base turbo-4's exhaust note is the volume trim's single most consistently criticized attribute in 2019: automotive press near-unanimously calls it coarse and unrefined compared to the flat-6 it replaced, and Edmunds specifically advises 2019 buyers to skip the optional sport exhaust.

Manufacturer-published turning circle for the base 2019 718 Cayman volume trim, unchanged from the 982 generation's 2017 introduction.

The Cayman's low, hip-forward mid-engine driving position and tightly clustered controls are widely praised as best-in-class for driver-focused ergonomics, with the only real knock being firm sport-seat bolstering that trades some long-trip comfort for support — a minor tradeoff for a purpose-built sports car, unchanged for 2019.

Despite the well-documented exhaust-note criticism, the 982 Cayman is widely regarded by enthusiast press as one of the most engaging, best-balanced sports cars available at its price point in 2019, with reviewers concluding the driving-dynamics gains over the outgoing flat-6 981 are worth the sonic tradeoff.

Base 2019 718 Cayman starts at $56,900 (plus $1,250 destination) but that price buys a relatively bare car — items like Porsche Communication Management/navigation, heated seats, Sport Chrono, and even some interior trim upgrades are separate options; Porsche's options list is notoriously expensive and easy to add $10-20k to the sticker.

The turbo flat-4's performance and the Cayman's class-leading chassis deliver genuine mid-engine sports-car dynamics — widely called Porsche's best-handling model and cross-shopped favorably against pricier exotics — for well under six figures even loaded, which is strong capability-per-dollar even if base equipment is sparse.

2019 lineup runs base 718 Cayman (2.0L turbo-4, 300 hp), Cayman S (2.5L turbo-4, 350 hp), and Cayman GTS (365 hp), each with manual or PDK — a reasonable but not sprawling spread; the track-focused GT4 and the value-oriented T did not return until the 2020 model year, so 2019 buyers have three tiers rather than the eventual five.

Porsche posted record US retail sales overall in 2019, but the 718 Cayman/Boxster twins are a low-volume niche within the lineup compared to the Macan, Cayenne, and 911 — steady, respected sellers rather than high-volume movers.

Porsche carries one of the strongest aspirational-brand halos in the US market, with a loyal enthusiast following and strong resale reputation that extends to the Cayman despite it sitting below the 911 in the brand hierarchy.

Porsche does not run factory rebates on the 718, but real-world buyer reports for 2019 show meaningful negotiating room — commonly 5-10% off MSRP and up to ~18% on aged inventory — so a patient buyer benefits even without manufacturer incentives.

The 982-generation 718 Cayman debuted for MY2017 with the switch to turbocharged flat-4 power and PCM 4.0 infotainment; 2019 is a mid-cycle year (third model year of this generation) with no major styling or platform change, though it precedes the 2020 introduction of the T and GTS 4.0 flat-six.

The 718 Cayman is a perennial critical favorite — Car and Driver 10Best winner in a streak stretching back roughly two decades for the Cayman/Boxster duo, and Motor Trend ranked it its 2nd-best Driver's Car in 2017 — with the near-universal caveat that reviewers dislike the turbo-4's exhaust note versus the outgoing flat-six.