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2022 Porsche 718 Cayman GTS 4.0 Lengthy-Time period Street Take a look at: 20,000-Mile Replace




20,000-Mile Update

Ah, new love! So fresh, so dizzyingly wonderful. That time when you want to spend every moment with that special other. When their eccentricities and shortcomings seem merely like cute peccadillos. Fun, passion, excitement—it’s all there. The days fly by. And that’s the way we feel about our new Porsche Cayman GTS 4.0 long-term test car, which we took delivery on—wait. Stop. What? We’ve had it since February 2022? We’ve driven it through four seasons and over 20,000 miles already? Huh. It’s not new love at all; it just feels like it.

The Cayman is proving to be that rare automobile that defies the conventional story arc of long-term testing, in which we see a certain cooling of initial passion as the months go by. The Cayman is more than halfway through our 40,000-mile stress test, but neither the months nor the miles have dimmed our appreciation and affection for the mid-engine Porsche. From the gushing commentary in the Cayman’s logbook—and on the office Slack channel and in informal coffee-maker confabs—it’s clear this is a landmark enthusiast vehicle, a high point in driving engagement and satisfaction.

Even after nearly a year of getting to know the GTS, our drivers continue to gush effusively: “A near-perfect machine. Best steering in the industry. A perfect road-trip car. The engine sound is nearly as good as the new Z06’s. Builds power with passion. Perfect power for the street. The pull of the engine is intoxicating. Steering, throttle response, brakes, and shifter are all perfectly tuned. Every time I get out I turn back to admire its sultry curves and compact stance at least twice. I don’t want it to leave. Can we keep it forever? Let’s roll back the odometer Ferris Bueller-style.” Should we add a heart emoji here?

No car is perfect and, yes, over time we have found some issues with the Cayman. No one is happy with the rickety cupholders or the awful in-cabin storage, which offers no convenient place to house your phone. Road noise is on the loud side and plain annoying over concrete pavement. One tester wished for firmer brake-pedal feel. Another rued the lack of an adjustable lumbar support for the driver’s seat, though someone else who put in 600-mile days thought the seat was perfect. The electric parking-brake actuator button seems to work opposite the way it should. But virtually everyone tempered their criticism with a statement akin to “this is only a minor issue.”

In the 12,000-plus miles since our last update, we’ve driven the Cayman as far north as Wisconsin and as far south as North Carolina, with visits in between to Virginia, West Virginia, New York, Pennsylvania, and every corner of Michigan. All those miles necessitated the normal amount of scheduled maintenance but absolutely nothing beyond that. At 11,476 miles, the Cayman went in for its 10,000-mile service, which included an oil-and-filter change and an inspection, all at no charge. At 19,838 miles the Cayman was back at the dealer for its 20,000-mile service, which included an oil-and-filter change, a fresh engine air filter, replacing two pollen filters, and cleaning out the car’s water drains. This service we paid for, and once you start shelling out for Porsche service you’ll find, not surprisingly, that it’s not cheap: This visit cost us $807. Exercising a GTS the way it begs you to isn’t cheap either. Just two miles later, we had to replace our car’s 265/35ZR-20 Pirelli P Zero PZ4 rear tires, which ran $836 for the pair. Blame our enthusiastic right feet, not the Cayman.

We’ve now fitted the Cayman with winter tires in preparation for the upcoming season. The winter rubber will enable us to keep piling up the miles through to spring. Will the GTS’s reliability remain perfect? Will an unexpected event take place that ruptures our relationship with it? Will our hearts be stolen by another vehicle? Or will the rapture continue? Watch for the next episode of this amore-laced series, which will drop when the odometer passes the 30,000-mile mark.

Months in Fleet: 10 months Current Mileage: 23,726 miles
Average Fuel Economy: 21 mpg
Fuel Tank Size: 16.9 gal Observed Fuel Range: 350 miles
Service: $827 Normal Wear: $836 Repair: $0

10,000-Mile Update

This much was probably predictable: We were going to like our long-term Porsche 718 Cayman GTS 4.0. A lot. Several intrepid web commenters said as much after reading our introductory piece, and one even wrote a synopsis of what he expected to read in the wrap-up story. We appreciate the help, but we don’t test vehicles for 40,000 miles based on what we or anyone else thinks the results are going to be ahead of time—even if we have certain suspicions. And, once again, the Cayman GTS proved the value of spending lots of seat time getting to know a vehicle as an owner would. In the Cayman’s first 11,476 miles, we’ve learned some important things about it we didn’t expect—and found that no one’s predictions about life with the 718 have been entirely correct.

Sure, we thought we’d dig this 394-hp flat-six-powered sportster. What we didn’t know is just how much we’d love it. Our logbook is one long love letter to the Aventurine-Green-over-Espresso fastback. Surprise number one: how livable it is. Some Porsches that wear the GTS badge are an assemblage of options that make the car more aggressive and stiffer riding, so we weren’t sure if we’d find the Cayman GTS too hard-edged to use as an everyday car.

These first six months have assuaged those concerns. The GTS has turned out to be just as content and comfortable cruising down the interstate on a road trip as it is adept at attacking switchbacks or howling its tires around an on-ramp. It rides better than some sports sedans, steers as if it’s an extension of your psyche, accelerates with gusto, and makes thrilling yawps as it pulls to its 7800-rpm redline. It’s a sweetheart worthy of paeans, which we have not hesitated to scribble into its logbook. Here are just a few:

“Sublime handling and engine coupled with uncanny comfort and flexibility—a truly epic machine.” —Technical editor Mike Sutton

“Love this car. Perfect amount of power. Never discover something that feels like it hasn’t been thought through. Sign me up.” —Editor-in-chief Tony Quiroga

“The coordination and integration of the steering, suspension, and body dynamics is sublime. So natural, progressive, and predictable. A high-water mark in sports-car tuning.” —Chief brand officer Eddie Alterman

“There’s something delightfully vintage about this car. It expertly blends just the right amount of modern tech without diluting the driving experience. I love driving it.” —Buyer’s Guide senior editor Drew Dorian

And the praise goes on and on, which is why the Cayman has proved to be a popular road-trip car for those traveling two-up who can fit their gear into the equivalent of three carry-on bags, two in the frunk and one under the rear hatch. Our Cayman has traveled as far north as Escanaba, Michigan, and as far south as Alton, Virginia, for a visit to Virginia International Raceway. The remainder of the miles to date have been piled on in local commuting and errand-running—as good a test of daily livability as there is.

Those miles have surfaced a couple of minor annoyances that made it into the logbook between the epic poems of praise. Just try finding a convenient storage spot in the Cayman’s cabin for your phone, wallet, or keys. The interior cubbies include a standard passenger-side glovebox, hard-to-reach flip-out door pockets, and a wafer-thin bin under your right elbow, none of them easy to use. Things can get loud inside as well; the GTS registered 75 decibels at a steady 70-mph cruise—and that’s on the smooth pavement of our test track. Hit rough asphalt or a section of coarse concrete on an interstate, and road noise reverberates through the cabin. One editor wondered why there was no on/off switch for the rev-matching feature and why it was always operating in Sport and Sport+ drive modes. (Turn off stability control in Sport and Sport+ modes to disable rev-matching –Ed.) Another wished for wireless Apple CarPlay, the lack of which is an oversight in such an expensive automobile.

Yes, these are small issues in a car that spoils us in so many other ways, so they’re easy to shrug off. The GTS has also pleased us with its maintenance record—at least to this point. We’ve made it thus far without bending any of the GTS’s gorgeous 20-inch satin-platinum-colored 10-spoke wheels, and we’ve spent only $21 in the first 11,500 or so miles on maintenance-related items—for two quarts of oil to replace what the GTS ingested during that time. The just-completed 10,000-mile/one-year service, which includes an oil-and-filter change and a multipoint inspection, is complimentary. (We’ll be paying for future scheduled-service visits.)

We did make one unscheduled trip to the local Porsche dealer since the GTS arrived in mid-February, though. A warning light came on for an engine-cooling-fan fault, but it had apparently cured itself by the time the car arrived for its checkup. Maybe the GTS is scared of going to the Porsche doctor, because another one-off episode of electronic weirdness also corrected itself before we could take the car in: The air conditioning refused to blow cold air on one boiling-hot day, while at the same moment the SiriusXM radio-station icons disappeared from the touchscreen. The cold air came blasting on suddenly a dozen miles into the drive, and the station-button icons slowly came back to life by themselves over the next few days. Go figure. Maybe it was sunspots or errant radio-frequency interference from a hostile country’s cyberattack. All has been well since.

Indeed, the 718 Cayman GTS 4.0’s few minor hiccups have been easy enough to forgive considering the joy it’s given its many pilots. We’ll happily keep rolling up the miles. As features senior editor Greg Fink put it: “If I had to spend the rest of my life driving only this car, then I’d die a happy man.”

Months in Fleet: 6 months Current Mileage: 11,476 miles
Average Fuel Economy: 20 mpg
Fuel Tank Size: 16.9 gal Observed Fuel Range: 330 miles
Service: $21 Normal Wear: $0 Repair: $0


Introduction

The very first day our new Porsche 718 Cayman GTS 4.0 went into long-term service, it got snowed on. Heavily. Six inches of powder, the kind skiers live for, piled atop a crust of ice from a blast of freezing rain that had arrived in Michigan earlier in the day. Welcome to your new home, Cayman!

Why would we subject a car this nice to weather this harsh? Because we praise Porsches for being everyday-drivable sports cars. Testing that belief requires living with one of our favorites from Stuttgart—we know, tough duty—long enough to experience it in a multiplicity of driving situations. A Cayman owner in Los Angeles might decide to take his or her car up to Big Bear for some skiing; a Michigander might want to do a little slip-sliding on a snowy day. We happen to know that a former C/D editor-in-chief bought a new 911 a few years ago and proceeded to use it as a daily driver in winter.

2022 porsche 718 cayman gts 40

This isn’t the six-inch snow that buried our GTS on its first day in service. This is the two-inch snow that fell on it a few nights later.

Rich Ceppos|Car and Driver

So, as we do with all our long-term test cars, we fitted the Cayman with winter tires when it arrived in late winter and proceeded to break it in. We’ll keep it long enough to rack up 40,000 miles through all four seasons and learn things about it that a short stay could never reveal. We’ll take it on cross-country trips and trundle down to the corner grocery in it to pick up a dozen eggs. We’ll lean on it hard on gnarly two-lanes. We’ll bring it to the dealer for service. And we’ll record every penny spent on maintenance, fuel, and repairs.

Snow or no snow, our Cayman will not remain parked for long periods, and with good reason: It’s the quintessential driver’s car. After all, the Cayman earned a spot on our 2022 10Best list—its 16th straight year—for its “shimmering combination of poise, grace, and grit.”

Our new Cayman arrived well dressed for its stay with C/Ds staff of hot-footed drivers. It wears a coat of sweetly understated Aventurine Green Metallic paint—far better that than arrest-me red. This is the GTS 4.0, after all, which is Porsche-speak for “racy.” It’s powered by a mid-mounted, naturally aspirated 4.0-liter flat-six that spins out 394 horsepower at 7000 rpm and 309 pound-feet of torque at 5000 rpm.

If that power curve sounds peaky, you’re right. This motor gets a big jolt of caffeine at about 4000 rpm—typical behavior for an unboosted Porsche engine—and it fills the intimate cockpit with an exquisite baritone wail as the revs race to the 7800-rpm redline. As if we needed more incentive to go fast. We opted for the six-speed manual gearbox—of course—and the stubby shifter moves through the Cayman’s tightly spaced gates with precision and delicacy.

Yes, Porsche’s brilliant seven-speed dual-clutch automatic would chop a few tenths of a second from the acceleration times, but initial instrumented testing of our manual-equipped long-termer (conducted after easing it through its 2000-mile break-in period), confirmed that it’s plenty quick. It’s not the easiest car to launch—it doesn’t like its clutch slipped off the line—but it still busted out a 3.9-second run to 60 mph and galloped through the quarter-mile in 12.1 seconds at 118 mph. It also circled our skidpad at 1.03 g’s and stopped from 70 mph in 145 feet. That’s appropriate performance for a car wearing a Porsche badge and a $99,070 window sticker.

Ninety-nine large is a lot of money, and our long-termer is actually lightly equipped for a Porsche. Our test car (base price: $88,750) has $10,320 in extras—a mere sprinkling by Porsche standards. The list includes the special green paint ($650), rich Espresso leather slathered on most interior surfaces ($3680), and ventilated seats ($740). We also added a Bose Surround Sound audio system ($900), brushed aluminum interior trim ($900), and gloss-black-painted brake calipers ($900). Wait a minute: plain black brake calipers for 900 bucks? Yep, this is a Porsche all right. At least Porsche Active Suspension Management (PASM)—meaning, adaptive dampers—is standard along with Pirelli P Zero PZ4 summer tires, size 235/35ZR-20 up front and 265/35ZR-20 rear.

So now it’s on to the driving, 40K miles worth. We expect to bask in the Cayman’s sweetly intuitive steering; sharp, powerful brakes; and gutsy flat-six every time we climb behind the three-spoke steering wheel. What we can’t be sure of but hope to learn is whether that special driving character is matched by an equal measure of reliability though every season and situation. We’ll report back soon enough, with updates on how the Cayman’s stress test is going every 10,000 miles.

Months in Fleet: 1 month Current Mileage: 3845 miles
Average Fuel Economy: 20 mpg
Fuel Tank Size: 16.9 gal Observed Fuel Range: 330 miles
Service: $0 Normal Wear: $0 Repair: $0

Specifications

Specifications

2022 Porsche 718 Cayman GTS 4.0

Vehicle Type: mid-engine, rear-wheel-drive, 2-passenger, 2-door coupe

PRICE

Base/As Tested: $88,750/$99,070

Options: Express leather interior and seats, $3680; Porsche Dynamic LED headlights, $1180; Bose speakers $990; black brake calipers, $900; black brushed aluminum interior trim, $900; ventilated seats, $740; passive entry, $680; Aventurine Green Metallic paint, $650; Wheels painted Satin Platinum, $600

ENGINE

DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection

Displacement: 244 in3, 3996 cm3

Power: 394 hp @ 7000 rpm

Torque: 309 lb-ft @ 5000 rpm

TRANSMISSION

6-speed manual

CHASSIS

Suspension, F/R: struts/struts

Brakes, F/R: 13.8-in vented, cross-drilled disc/13.0-in vented, cross-drilled disc

Tires: Pirelli P Zero PZ4

F: 235/35ZR-20 (88Y) N1

R: 265/35ZR-20 (95Y) N1

DIMENSIONS

Wheelbase: 97.4 in

Length: 173.4 in

Width: 70.9 in

Height: 50.2 in

Passenger Volume: 49 ft3

Cargo Volume, F/R: 5/10 ft3

Curb Weight: 3185 lb

C/D TEST RESULTS: NEW

60 mph: 3.9 sec

100 mph: 8.8 sec

1/4-Mile: 12.1 sec @ 118 mph

130 mph: 14.7 sec

150 mph: 21.2 sec

Results above omit 1-ft rollout of 0.2 sec.

Rolling Start, 5–60 mph: 4.6 sec

Top Gear, 30–50 mph: 6.2 sec

Top Gear, 50–70 mph: 6.0 sec

Top Speed (mfr’s claim): 182 mph

Braking, 70–0 mph: 145 ft

Braking, 100–0 mph: 296 ft

Roadholding, 300-ft Skidpad: 1.03 g

C/D FUEL ECONOMY

Observed: 20 mpg

Unscheduled Oil Additions: 2 qt

EPA FUEL ECONOMY

Combined/City/Highway: 19/17/24 mpg

WARRANTY

4 years/50,000 miles bumper to bumper

4 years/50,000 miles powertrain

12 years/unlimited miles corrosion protection

4 years/50,000 miles roadside assistance

1 year/10,000 miles scheduled maintenance

C/D TESTING EXPLAINED


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