2022 Porsche 718 Cayman

Base 718 Cayman for MY2022 carries the 2.0L turbocharged flat-4 introduced with the 982 generation, unchanged output since the 2017 model, rated at 300 hp at 6,500 rpm.

Peak torque for the base 2.0L turbo flat-4, available from roughly 1,950-4,500 rpm, unchanged for MY2022.

Porsche's own conservative 0-60 figure for the base 718 Cayman with the 7-speed PDK and optional Sport Chrono launch control; the 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 has consistently criticized its coarse, raspy exhaust note relative to the flat-6 it replaced, which the Wikipedia reception section calls 'uncouth' and 'unpleasant' - a genuine refinement knock even though outright responsiveness is good.

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

The 718 Cayman is rear-wheel drive only across its entire 2022 trim range (base, T, S, GTS 4.0, GT4, GT4 RS) - Porsche reserves AWD ('4' models) for the 911, Panamera, and Cayenne/Macan lines, never the 718.

For 2022 the lineup spans a 2.0L turbo flat-4 (base/T), a 2.5L turbo flat-4 (S), and naturally aspirated 4.0L flat-6 variants (GTS 4.0, GT4, GT4 RS) - meaningful engine variety across trims, but it is entirely gasoline with no hybrid, PHEV, or EV option, unlike rivals adding electrification.

The 2022 718 Cayman carries the 300 hp 2.0L turbocharged flat-4 (a carry-over year within the 982 generation, no powertrain change per Wikipedia) paired with the 7-speed PDK — EPA rates it 24 combined, barely above the coupe segment's 22 MPG floor.

City rating of 21 MPG sits just above the coupe segment's 20 MPG floor, typical for a compact turbocharged sports car with a low curb weight but sport-tuned gearing.

Highway rating of 27 MPG is just above the 26 MPG coupe floor — steady-state cruising favors the small-displacement turbo-4 more than city driving does.

EPA combined 24 MPG × the 718 Cayman's 14.2-gal (54L) standard fuel tank yields roughly 341 miles of range — modest for the coupe segment given the small tank prioritizes weight distribution over range.

EPA's annual fuel cost estimate at standard 15,000 mi/yr assumptions and required premium unleaded is $3,150 — above the coupe band ceiling of $2,800, reflecting both mediocre MPG for the segment and the premium-fuel requirement.

The turbocharged 2.0L flat-4 requires premium unleaded (91 octane) — no regular-fuel option, no E85/diesel flexibility, and no home-charging alternative since there's no electrified variant.

NHTSA holds a record for the 2022 718 Cayman but has never crash-tested it — every field in the agency's rating file reads "Not Rated": overall, frontal driver and passenger, side barrier, side pole and rollover, with rollover possibility returned as 0.0 (no test run). The 982 generation went its entire 2016-2025 run untested; low-volume six-figure sports cars sit outside routine NCAP vehicle selection, and 2022 is no exception. Estimated at the segment-typical 4 stars from the car's full eight-airbag POSIP complement, standard multi-collision braking and stiff mid-engine bodyshell — but there is no tested figure behind the number.

IIHS has never crash-tested a 718 Cayman of any model year, so 2022 carries no Top Safety Pick, no TSP+, and not one individual crashworthiness result — the nameplate has never entered the Institute's program. Untested with no known structural deficiency, and with the full Porsche Side Impact Protection system (dual-stage driver and passenger front airbags, driver and passenger knee airbags, seat-mounted thorax airbags and door-mounted head airbags), standard PSM stability control and standard multi-collision braking behind it, earns the middle of the no-award band. Scored a shade under the 911 because the 982 bodyshell dates to 2016 against the 992's 2019 architecture, and level with the other untested sports cars in the set.

Of the five features this item measures — AEB, adaptive cruise, lane keeping, blind-spot monitoring, rear cross-traffic — the 2022 718 Cayman has none standard, and only two of the five exist anywhere on its order sheet. NHTSA's equipment record for this exact vehicle reads forward collision warning "No" and lane departure warning "No" (a blunter negative than the "Optional"/"Not Available" wording NHTSA uses for the 2023-24 cars), but Porsche's own 718 assistance material and multiple 2022-dated dealer pages still list Adaptive Cruise Control with Porsche Active Safe and Lane Change Assist as paid options for the model year — so the two records disagree on wording rather than substance. There is no lane keeping, no rear cross-traffic alert, no traffic-sign recognition and no surround view at any price. Standard safety content is airbags, belts, TPMS, PSM stability control, multi-collision braking, front and rear ParkAssist sensors and the federally mandated reversing camera. That is the thinnest ADAS provision in this segment — below the 911, whose Warn and Brake Assist is at least standard, and just above the Corvette only because the 718 offers ACC as an option.

The only collision-braking function on the 2022 718 is Porsche Active Safe, and it is not standard, not available on manual cars, and not a modern AEB system. PAS ships only bundled with the optional adaptive cruise control, which Porsche restricts to PDK — order the 6-speed manual that defines this car and there is no forward-collision intervention available at any price. NHTSA's 2022-specific record goes further than later years and marks forward collision warning "No" outright rather than "Optional", but manufacturer and dealer material for this exact model year still describe PAS/ACC as a purchasable option, so the practical capability is unchanged from 2023-24 even if NHTSA's field wording is blunter. Where fitted, PAS gives an audible and visual warning, a brake jolt and targeted braking with driver brake-force boosting, all vehicle-to-vehicle; Porsche's description names no pedestrian or cyclist detection and no low-speed city function. IIHS has never run front crash prevention on the 718 in either protocol. Well below the 911's standard pedestrian-capable Warn and Brake Assist, above the Corvette's nothing-at-all.

Blind-spot coverage on the 2022 718 is Lane Change Assist — radar-based, mirror-panel warning only, explicitly non-intervening, active from about 20 mph — and it is a paid option rather than standard safety content. Rear cross-traffic alert and safe-exit warning are not on the 2022 718's option list at all. Optional alert-only monitoring with no cross-traffic function is the top of the bottom band, level with the 911 and behind the Corvette, which offers cross-traffic coverage. The thick rear buttresses that make blind-spot monitoring genuinely useful here are what keeps this from scoring higher.

The 2022 718 Cayman has no lane assistance of any kind — no lane departure warning, no lane keeping assist, no centering, no traffic-sign recognition, on any trim, at any price. NHTSA records lane departure warning for this exact vehicle as "No", and Porsche's 718 assistance list runs to ACC/PAS, Lane Change Assist and ParkAssist with none of them touching lane position. Lane Keep Assist is sold on the 911, Macan, Cayenne, Panamera and Taycan but was never offered on the 982 718. Floor of the band alongside the Corvette — this is an outright absence, not a weak implementation.

Adaptive cruise control is a competent full-speed-range radar system on the 2022 718 — roughly 650 ft of forward scan, coasting permitted while active on PDK cars, PAS distance warning layered on — but it is optional, and Porsche gates it behind the PDK, so a buyer choosing the 6-speed manual gets plain fixed-speed cruise control and nothing more. NHTSA's 2022 record for this vehicle marks forward collision warning (the PAS component of the ACC bundle) "No" rather than "Optional" as in the 2023/2024 records for the same nameplate — a wording gap this run could not fully reconcile — but 2022-dated dealer and Porsche technology-feature material still describe ACC as a purchasable option for the model year, so the functional capability is treated as unchanged. No highway assist exists because there is no lane-centering function to combine with it, and Porsche InnoDrive is not offered on the 718. A capable option that a large share of the volume configuration cannot even order lands in the basic-cruise band rather than above it — behind the 911, and well ahead of the Corvette.

No hands-free highway driving system is offered on the 2022 718 Cayman, and Porsche sells no BlueCruise or Super Cruise equivalent anywhere in its 2022 range — the 718's assistance list tops out at hands-on adaptive cruise, itself optional and PDK-only. Floor of the band, matching the other sports cars in the segment.

In 2022 the 718 Cayman still left the factory on Bi-Xenon HID headlights with integrated LED daytime running lights — a generation behind essentially every rival in this price class, where LED is standard and matrix systems are common, and that is why this sits at the bottom of the middle band rather than in it. The mitigation is real but has to be paid for: LED headlights with Porsche Dynamic Light System Plus add four-point LED daytime running lights, camera-based automatic high-beam dipping and intersection illumination, and are cheap enough relative to the car's price that most examples are so equipped. Dynamic cornering lighting is standard. IIHS has never rated 718 headlights, so there is no Good/Acceptable result behind either configuration.

Forward and three-quarter visibility is a genuine strength — the mid-engine layout gives a short nose, a low cowl and slim A-pillars, and the car is easy to place on a road in a way the long-hood AMG GT and the C8 Corvette are not. The penalty is behind: thick rear buttresses and a shallow rear window create real over-shoulder blind zones, which is why reviewers single out the optional blind-spot monitor as worth having, and Porsche offers no surround-view camera on the 718 to compensate. Standard front and rear ParkAssist sensors plus the standard reversing camera cover the parking case well. Better than the Corvette and AMG GT, a little short of the 911 and GR86.

The 718 Cayman is a strict two-seat mid-engine coupe on every 2022 trim (base, T, S, GTS 4.0, GT4, GT4 RS) — 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 mid-engine layout, not an 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 carried over unchanged from the 981 generation's 2016 update through the 2022 model year — Wikipedia and the cat3 visibility research for this same vehicle both confirm no bodyshell or glass change for 2022 — so the front headroom figure documented for other 982-era model years applies directly. 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 2022 718 Cayman lands mid-pack for the coupe band — long-legged drivers routinely report fitting comfortably (the seat travels well back and the pedal box is generous for a compact sports car), 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: a 5.2 cu ft frunk under the front hood and a 9.7 cu ft trunk over the engine at the back, for 14.9 cu ft combined — 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 the reason the Cayman out-packs most 2-seat rivals despite a small greenhouse — but everyday in-cabin storage is genuinely tight: shallow door pockets that struggle with anything bulkier than a phone, a small under-armrest cubby, and a decent glovebox are the extent of it. Porsche does add two clever touches unusual for the segment — a second storage bay in the rear half of each door, and a sliding-panel hidden compartment above each rear fender behind the B-pillar — which lift it modestly above a bare-bones sports car cabin.

The standard partial-leather sport seats and the optional 14-/18-way adaptive sport seats draw consistent praise for long-haul comfort and support, with enough adjustability and room that even tall drivers fit without complaint — a notable achievement in a compact 2-seat cabin. It falls short of the 80+ band because the base seat is firmer and less accommodating than the pricier adaptive sport seat, and comfort varies meaningfully by which seat option a buyer checks.

With the optional PASM adaptive suspension, the 718 rides with surprising compliance for a mid-engine sports car — small bumps are smoothed well and owners report comfortable highway cruising even on rough pavement — but larger impacts and expansion joints can still upset the car, and the standard passive suspension (no PASM) is noticeably firmer with less bump absorption. That mixed picture, tied closely to which suspension option is fitted, keeps this in the middle band rather than the top.

This is a genuine weak point for the segment: reviewers consistently flag intrusive road noise on coarse pavement, a sport-exhaust-equipped four-cylinder that sounds coarse rather than premium to many ears, and minimal wheel-well sound deadening that lets stone impacts and tire roar into the cabin. Wind noise itself is well controlled, but the overall highway cabin is far from library-quiet — squarely in the notably loud band for a car at this price point.

Two-zone automatic climate control with an active carbon filter and heated front seats are standard on every 2022 718 Cayman, which is a solid baseline; ventilated seats and a heated steering wheel are available but cost extra and are mutually exclusive with the Full Bucket/Race-Tex seat options. There's no rear climate zone (moot for a 2-seater) or remote pre-conditioning app feature comparable to rivals with connected apps, so this lands mid-band — good standard coverage, richer features gated behind options.

The entry 2022 718 Cayman starts well above the coupe segment's normalization ceiling — a mid-engine Porsche's base price sits closer to loaded rivals than to the volume compact/mid-size coupes the band is calibrated against, so this clamps to the bottom of the band regardless of how it compares to other sports cars specifically.

TrueCar/JD Power identify the S as the best-selling 2022 718 Cayman trim over the base car, T, GTS 4.0, GT4 and GT4 RS. Like the base MSRP, the S's sticker sits far above the coupe band's ceiling, which is calibrated to mainstream coupes rather than six-figure-adjacent sports cars.

The 2022 718 Cayman is a same-generation (982.2) carryover from 2021 with no powertrain or major mechanical changes, so Edmunds' 2021-model estimate is the closest same-generation data point available; it is weighted toward that figure rather than Edmunds' and KBB's more recent estimates for newer 718 Cayman model years, which have swung much lower — a methodology/data-set shift more than an actual generational improvement in reliability cost.

The 718 Cayman's resale strength is not a minor edge over rivals — it is the single best-retaining vehicle sold in the US, gas or electric, of any body type — so it clamps to the top of the coupe band (35-65%) and then some.

Porsche's New Vehicle Limited Warranty term sits at the midpoint of the mainstream 3-5 year band and was unchanged for the 2022 model year.

Unlike brands that pair a shorter bumper-to-bumper term with a longer dedicated powertrain warranty (5-10 years is typical), Porsche covers the powertrain under the same single 4-year/50,000-mile New Vehicle Limited Warranty as everything else — below the segment's powertrain-specific floor, a real ownership-cost weak point relative to warranty-forward competitors.

Only the first scheduled service (due at roughly 1 year/10,000 miles) is complimentary on a 2022 718 Cayman; every visit after that requires purchasing one of Porsche's paid Scheduled Maintenance Plan tiers (2/3/4/5-year options). Roadside assistance is included, but only for the duration of the 4-year/50,000-mile warranty rather than an extended standalone term, and there are no charging credits (gas engine) or bundled connected-service trial. That's thinner than luxury rivals offering several years of complimentary maintenance, but more than nothing — sits in the lower half of the short-included-maintenance/basic-roadside band.

$73,850 volume-trim price minus its estimated resale value after 5 years (90% retained, or about $66,465) leaves about $7,385 in depreciation. Add the projected $22,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $29,385 in total.

J.D. Power scores the 718 Cayman's quality/reliability very high (around 90/100 in nearby model years), well above the industry norm, though Consumer Reports lacks a statistically significant sample for the low-volume 2022 718 Cayman specifically.

Porsche has consistently ranked at or near the top of premium-brand dependability studies; the 911 was J.D. Power's most dependable vehicle overall in 2022 (second year running), and Porsche took first (2024) and second (2023) in J.D. Power's Initial Quality Study, with only a single below-average Consumer Reports brand result (2023 study, covering 2020 MY vehicles) breaking an otherwise strong streak.

No recalls specific to the 2022 model year 718 Cayman were found; the notable 718 recalls on record (rear ECU/spoiler center brake-light visibility, center-lock wheel bolt fracture, shift-selector cable) all target 2023-2025 GTS 4.0/GT4 RS variants, indicating a clean record for the 2022 car.

The turbocharged flat-4 (base/S) and naturally aspirated flat-6 (GTS 4.0) in the 982-generation 718 are unaffected by the IMS bearing failures that plagued older M96/M97 Porsche flat-6 engines, but owner/technician reports cite recurring turbo wastegate actuator rattle, early water pump wear, and age-related oil seal leaks as known, generally repairable weak points.

The 718 Cayman's cabin is consistently praised by reviewers for its leather/Alcantara options, tightly damped switchgear, and soft-touch surfaces well beyond typical sports-coupe expectations, backed by Porsche's extensive options catalog for upgraded trim.

Porsche assembly quality is a long-standing brand strength, and the 982-generation 718 carries over the tight panel gaps and rattle-free cabin construction praised on its 981 predecessor with no notable fit-and-finish complaints in reviews.

Porsche's ~190-200 US dealers (2022 era) is smaller than mainstream brands but dense enough for a low-volume sports car, and Porsche has ranked highest among premium brands for dealer service satisfaction in J.D. Power's Customer Service Index in the years around and after 2022.

Genuine Porsche parts and dealer labor rates run well above mainstream and even many luxury competitors, and while a broad specialist/independent-shop and aftermarket ecosystem exists for the 718 platform, routine maintenance and repair costs remain notably high for the segment.

The 2022 718 Cayman carries the 982-generation PCM 4.0 system with a single 7-inch center touchscreen; no larger display option exists for this model year, sitting at the bottom of the coupe segment's screen-size band.

PCM 4.0 pairs a logical menu structure and generous physical shortcut buttons (a Porsche strength) with graphics and touch responsiveness that reviewers considered dated by 2022 next to newer rivals' larger, faster displays.

Wired Apple CarPlay is standard on every 2022 718 Cayman trim, but Porsche never offered Android Auto on the 718/982 platform, and no factory wireless CarPlay option existed for MY2022 (wireless requires aftermarket retrofit kits).

PCM 4.0 offers Porsche's voice control and an optional navigation module (bundled with Connect Plus), both functional but unremarkable — most owners still default to CarPlay-based mapping and Siri/Google Assistant via the phone.

Beyond the adequate Sound Package Plus base system, 2022 buyers could option a 10-speaker, 500-watt Bose Surround Sound system or a flagship Burmester system rated around 821 watts with a dedicated subwoofer — both well-regarded premium choices.

The 2022 718 Cayman retains an analog-dominant cluster — a central analog tachometer flanked by conventional gauges — supplemented only by a small 4.6-inch TFT trip/info display, not a configurable full-digital cluster like many contemporaries offer.

Porsche Connect enables over-the-air map updates (up to twice yearly) on PCM 4.0, but there is no whole-vehicle software OTA capability for the 718 in this era — meaningful firmware/feature updates still require a dealer visit.

The My Porsche / Porsche Connect app (relaunched as a unified digital platform in 2022) covers core remote functions — vehicle locate, horn/lights, lock status, and service info — but lacks a digital key and gates most features behind a paid Connect subscription after the trial period.

The 2022 718 Cayman's cabin offers only a single USB port (in the armrest storage bin, legacy USB-A) for device connectivity and charging, with no wireless phone charging pad offered at any trim level.

Porsche Entry & Drive (proximity keyless access) is an extra-cost option rather than standard equipment, and even when equipped it retains a dummy key inserted in the ignition slot that must be turned to start — there is no true push-button start.

A rearview camera and front/rear ParkAssist sensors are standard across the 2022 718 Cayman lineup, but a surround/360-degree view ("Real TopView") is only available as a further option and not offered on every configuration.

No head-up display is offered on the 718 Cayman at any trim or option level for MY2022 — the 982 cockpit architecture was never engineered to package one.

The 982-generation 718 Cayman is a strict 2-seat mid-engine coupe with no rear seating of any kind, so there is no LATCH anchor and no way to carry a child seat.

As a low-volume 2-seat sports car the 718 Cayman was not crash-tested by NHTSA or IIHS for MY2022, and family-relevant ADAS (adaptive cruise, lane keep) is optional rather than standard on the base trim — irrelevant since the car cannot carry family passengers to begin with.

With zero rear seats there is no multi-occupant road-trip proposition at all; this is strictly a 2-person car.

The optional 7-speed PDK makes stop-and-go traffic genuinely relaxed and low-effort, and the compact footprint and good outward visibility (helped by the low beltline) ease everyday driving, though the firm sport-tuned suspension and low seating position add some daily fatigue versus a mainstream commuter.

EPA-rated around 20 mpg combined on required-premium fuel, plus Porsche-tier tire, brake and service costs, make the 2022 Cayman a well-above-average per-mile commuter expense.

A tight 18.1-18.8 ft curb-to-curb turning circle and a compact two-door footprint make the Cayman easy to place and park in the city, though wide sport tires and a low nose require some care over curbs and in tight garages.

No tow rating, no bed, and a mid-engine 2-seat layout with two small trunks leave the Cayman with essentially no work-hauling capability.

The 982 platform's turbocharged flat-four and PDK are mechanically sound long-term performers for a sports car, but the car's low ride height, sport suspension and luxury-focused cabin materials are not built or intended for any kind of work or fleet abuse.

No onboard 120V/DC power outlets for tools, no tie-downs, no roof rack or upfit ecosystem — the Cayman offers essentially nothing for jobsite use.

Supportive sport seats, a quiet cabin for the segment, and roughly 300+ miles of highway range on a 16.9-gallon tank make the Cayman a capable mile-eater, aided by optional adaptive cruise; road-trip fatigue is still higher than a touring-focused GT car.

A 4.3-inch ground clearance, RWD-only drivetrain (no AWD offered on the 718 lineup) and no roof rails or tow provision make this a strictly pavement-bound car with no off-road or gear-hauling adventure capability.

The mid-engine layout gives the Cayman two separate trunks — a roughly 9.7 cu ft rear trunk plus a front frunk — for a combined cargo capacity that beats most rival sports coupes with a single trunk, even though neither space is large or flexible in shape.

The 982-generation 718 Cayman carries a mid-engine layout, near-even weight distribution and a low center of gravity that reviewers consistently call the class benchmark for outright chassis balance — several outlets rate its cornering composure as tidier than the rear-engine 911's, even if the 911 wins on overall dynamic breadth and grip ceiling. "There's virtually no body roll and it's easy to sense how much grip is available (the limit is very high)," and the car shows "supreme agility, wonderful balance." 2022 carries no chassis changes from the 2018-2021 982 cars, so these findings apply directly.

The 982's electric power steering is widely cited as one of the best-tuned EPAS systems on sale — reviewers describe it as "perfectly weighted," "extremely precise" and offering "just enough feedback to encourage the driver to press on." It trails a genuine hydraulic rack (the older 981-generation cars) for outright road-texture feedback, but the weighting, on-center precision and response consistency are unchanged for 2022 and remain a strength of the platform.

The base 2022 718 Cayman rides on Porsche's standard steel brake package (larger vented/cross-drilled discs than the outgoing 981), with the Porsche Ceramic Composite Brake (PCCB) system optional for higher fade resistance on track. No outlet published a specific 60-0/70-0 instrumented stopping distance for the 2022 base Cayman that we could confirm, but reviewer consensus across the 982 generation is a firm, progressive pedal with strong, consistent stopping power and no fade complaints in road use — "all the major controls - brakes, steering, and gearboxes - work together beautifully." Scored just below the 911 and Corvette, both of which have widely-cited instrumented sub-150-ft 70-0 results, since a comparable figure could not be corroborated for this exact car.

The base 2022 718 Cayman's turbocharged 2.0-liter flat-4 (300 hp @ 6,500 rpm, 280 lb-ft from 1,950 rpm) uses a Variable Turbine Geometry turbocharger specifically to minimize lag, and reviewers describe throttle response as strong and immediate for a turbo-4, especially with the Sport Chrono package's Sport/Sport Plus modes sharpening tip-in. It is not perfectly seamless, however — the standard 6-speed manual has a firmer, more deliberate clutch take-up than the optional 7-speed PDK, and the turbo-4 doesn't disguise its boost-dependent delivery as completely as Porsche's flat-6 engines do. No stop/start system is fitted to complicate the picture. Placed in the upper half of the "occasional lag" band rather than the top tier reserved for naturally aspirated or electrified powertrains.

This is the most consistently criticized attribute of the entire 718 generation and 2022 is unchanged. Automotive press near-unanimously panned the turbo-4's sound character at launch and the criticism persisted through the 982's run: Car and Driver called it a "raspy, uncouth sound that strikes some drivers as unpleasant and grating," Top Gear said it "fundamentally cheapens the Porsche experience" and makes the car "less upmarket, less cultured," and Evo called it "a nasty sounding motor" with "dreadful" and "tuneless" in-cabin noise. Porsche's own in-cabin Soundaktor sound-enhancement module is widely reported by owners as producing an artificial drone/buzz, and forum-documented complaints describe a "sewing machine tapping noise" in the 3,000-4,000 rpm cruising band and low-rpm vibration/rattle. This is a segment-wide known weak point that pulls the base 718 well below its flat-six-powered peers on this specific item, even though it does not affect outright drivability.

Curb-to-curb turning diameter for the 982-generation 718 Cayman is consistently reported at 36-36.1 ft across manufacturer-derived spec aggregators, unchanged for the carry-over 2022 model year.

Reviewers consistently rate the 718 Cayman's driving position among the best in its class: seat height, wheel reach/rake and pedal placement are described as "nearly perfect," and the low, snug cockpit adjusts to accommodate a wide range of driver sizes. Forward and side visibility are called excellent with few blind spots (the rearview camera compensates for a tight rear view over the engine cover). The one real compromise is ingress/egress — the low seating position requires taller occupants to duck getting in — which keeps this just shy of a top-tier score.

Despite the well-documented engine-note complaints (see 9.2.2), the 718 Cayman's overall enjoyment factor is very highly regarded by the enthusiast press: Motor Trend named it 2nd-best Drivers Car in its 2017 comparison specifically for handling and throttle response, and the 718 generation (including the 2022 model year) won a Car and Driver 10Best award. The mid-engine chassis balance, sharp steering and strong dynamics deliver the 'take the long way home' quality that defines the segment; the flat-4 soundtrack is the one recurring blemish reviewers cite, not the driving experience as a whole.

Base 2022 718 Cayman at $59,900 is comparatively spartan — PASM adaptive suspension, Sport Chrono, Bose audio, extended leather, and even some interior trim finishes are all separate options, a widely-cited criticism of Porsche's pricing model versus rivals that bundle more at base.

Despite the costly options sheet, the mid-engine chassis, steering feel and naturally-aspirated GTS/GT4 flat-sixes deliver handling and driver engagement that reviewers repeatedly rate above cars costing far more, making the driving experience itself the value proposition.

Six distinct variants — base, T, S, GTS 4.0, GT4, and the new-for-2022 GT4 RS — span roughly $59,900 to over $143,000, giving a genuinely wide and well-spaced range from daily-driver sports coupe to track-focused RS.

The 718 line (Boxster and Cayman combined) is a low-volume niche seller in the US relative to mainstream sports cars — solid within its enthusiast segment but far behind higher-volume rivals like the Mustang or Corvette.

Porsche is among the most aspirational mainstream-luxury performance brands in the US, with strong resale values and a loyal enthusiast following that carries directly into how the 718 Cayman is perceived.

Porsche rarely discounts the 718 line; base/S models commonly transact at or near MSRP and low-allocation GT variants like the 2022 GT4 RS routinely commanded dealer markups over sticker rather than incentives.

The 982-generation 718 launched for MY2016 and by 2022 is six years into its cycle with no ground-up redesign since, though the lineup stayed current through added variants (GTS 4.0, GT4, and the new GT4 RS for 2022) rather than a full refresh.

The 718 Boxster/Cayman duo has been a Car and Driver 10Best winner for roughly two decades running including the 2022 model year, and KBB named the 718 Cayman its #1 Best Sports Car of 2022 — a track record of consistent critical acclaim and comparison-test wins.