07590 983 936 Info@MotorKiwi.com

Porsche Cayman 3.4 981 S Euro 5 (s/s) 2dr

Sold

£33,995

🔥 Rare 6-Speed Manual Cayman S – Full Porsche History – 4 Owners 🔥
A proper Porsche Manual, the 981 Cayman S is the sweet spot of Porsche’s mid-engine magic with razor sharp handling, a sonorous flat-six, and a balance you just don’t find anywhere else. This one? Rare manual gearbox, Pure White over extended black leather, and pampered with a full service history.
💬 “Few cars at any price point deliver such clarity of steering and composure. The Cayman S remains one of the finest handling sports cars on sale.” – Autocar

✅ Inside you’ll find
Extended Black Leather Interior
Hard-Backed Sports Seats
Sports Design Steering Wheel
Mobile Phone Preparation
BOSE Surround Sound System
Rear Park Assist

🚘 Outside boasts
Pure White colour
20” Carrera S Alloy Wheels with Porsche Crested Centres and red callipers
Sports Exhaust System with Sports Tailpipe
PASM – Porsche Active Suspension Management
Electrically Folding Door Mirrors
Zunsport Protective Front Grilles
New Rear Tyres
New Rear Brake Discs & Pads

⚡️ Performance Highlights
3.4L Flat-6 producing 325 bhp & 370Nm
0–62 mph in just 4.9s
Top speed of 175 mph
Euro 5, ~32 mpg combined
3 Previous owners

This Cayman has covered just under 49,000 miles and has been cherished. The previous owner was a female doctor, and the current seller Paul bought it as a 60th birthday treat. It has always been maintained regardless of cost, with full Porsche documentation from new.
A rare manual Cayman S that delivers both investment potential and driving pleasure.
PRIVATE PLATE NOT INCLUDED

📍Viewings strictly by appointment in Ripponden, West Yorkshire. This Porsche is available via our Private Assisted Sale Service through Motor Kiwi. Call Amy today to book your viewing.
✅ Finance Options | ✅ Warranties Available | ✅ Any Part Exchange Welcome

🔑 Key Specifications

  • Mileage: 48,900 miles
  • Year: 2013 (63 reg)
  • Seats: 2
  • Engine & HP: 3.4L Flat-6, 325 bhp
  • Transmission: 6-speed Manual
  • Drive: Rear-wheel drive (RWD)
  • Emissions Class: Euro 5
  • Fuel Economy (Combined): ~32.1 mpg
  • CO₂ Emissions: ~206 g/km
  • Top Speed: 175 mph
  • 0–62mph: 4.9 seconds
  • Colour: Pure White (with extended black leather interior)
  • Owners: 4
  • Keys: 2
  • Fuel Type: Petrol
  • Torque: 370 Nm (273 lb-ft)
  • MOT Expiry: Feb 26
  • Service History: Full Porsche Dealer & Porsche Specialist Service History, fully documented from new

Ultimate Guide to the 2013 Porsche Cayman S: The Mid-Engine Sports Car with Supercar DNA

Imagine a compact sports car that can dance through corners with the grace of a supercar, yet is friendly enough to drive every day. That’s exactly what the 2013 Porsche Cayman S delivers. It’s the ultimate incarnation of Porsche’s Cayman line for 2013 – a mid-engine marvel that distills Porsche’s racing pedigree into a sleek two-seater you can enjoy on both road and track. In this guide, we’ll explore what makes the Cayman S so special, from its high-revving flat-six engine and razor-sharp handling, to its refined interior and everyday usability. We’ll also see how it stacks up against rival sports cars, answer common buyer questions, and finally highlight a stunning 2013 Cayman S example we have for sale at Motor Kiwi. Buckle up! 🏁

What Makes the Cayman S Special

Motorsport Pedigree: Porsche’s rich racing heritage runs through the veins of the Cayman S. Developed alongside Porsche’s competition endeavours, the Cayman S benefits from track-bred engineering and design. Its mid-engine layout (with the engine right behind the seats) is the same fundamental balance used in many race cars and exotic supercars, giving it an inherent performance advantage. The chassis was tuned on some of the world’s most demanding circuits, and you feel that DNA in every drive. This isn’t just a smaller 911 – it’s a purpose-built driver’s car engineered to thrill, carrying forward Porsche’s legendary motorsport pedigree in a road-friendly package.

Supercar Handling: A well-driven Cayman S can embarrass cars costing twice as much on a twisty road. Thanks to that ideal mid-engine balance and a lightweight, stiff structure, the Cayman S carves up corners with astounding agility. The weight distribution is nearly perfect, so the car stays neutral and planted even at high cornering speeds. Turn the wheel, and the response is immediate and precise – the Cayman changes direction like a go-kart, with minimal body roll and heaps of grip from its wide performance tires. It’s often said that the Cayman’s handling is supercar-like, and it’s true: few cars (at any price) feel as eager, confidence-inspiring, and fun in the bends. This Porsche gives you the poise and finesse of a true exotic, but in a more approachable, user-friendly form.

Naturally Aspirated Thrills: In an era where many sports cars have turbochargers, the 2013 Cayman S stands proudly with a naturally aspirated flat-six engine. That means power delivery is instant and linear, and the sound… oh, the sound! The Cayman S’s 3.4-liter flat-6 sings all the way to a 7,400 rpm redline, producing a spine-tingling wail that driving enthusiasts adore. With 325 horsepower on tap (and 273 lb-ft of torque), it’s not about having the highest horsepower number – it’s about the quality of the power and how it makes you feel. This engine loves to rev and responds eagerly to your right foot, offering a purity of throttle response that turbos often can’t match. It gives the Cayman S a charismatic personality; every acceleration run, every downshift with a blip of the throttle, is a joyous experience that connects you to the car. It’s the kind of engaging performance that reminds you why naturally aspirated engines are so beloved.

Everyday Usability: What truly sets the Cayman S apart is its dual personality. On one hand, it’s a serious performance machine that’s at home on a track day. On the other, it’s surprisingly practical and civil for daily life. Unlike a stripped-out racer, the Cayman S has a comfortable, well-appointed cabin and a ride that won’t punish you on normal roads. It even has two trunks – one in the front and one in the rear – offering a combined ~425 liters of luggage space. That’s enough for a weekend getaway’s worth of bags, groceries, or even a golf bag, making the Cayman S far more practical than the typical two-seat sports car. The Cayman S can be driven calmly around town, navigate potholes and traffic without drama, and then transform into a canyon-carving beast when you find an empty back road. Few sports cars on Earth blend excitement and everyday usability as seamlessly as the Cayman S. It’s a car you can genuinely enjoy every day of the week, not just on special occasions.

Engine, Performance & Driving Feel

Behind the driver sits the beating heart of the Cayman S – a 3.4-liter flat-six engine that gives this car its soulful performance. Fire it up, and you’re greeted by that distinctive Porsche rumble, emanating from just over your shoulder. On paper, the figures are impressive: about 325 hp at 7,400 rpm and 273 lb-ft of torque, delivered to the rear wheels via either a slick 6-speed manual gearbox or an advanced 7-speed PDK dual-clutch automatic. In practice, those numbers translate to serious speed. Drop the hammer, and the Cayman S launches forward with enthusiasm. With the lightning-quick PDK (and using Launch Control if equipped with the Sport Chrono package), 0–62 mph flashes by in roughly 4.5 seconds. Even with a manual, you’re looking at the high 4-second range – seriously quick for a 2013-era sports car. Keep your foot in it, and the Cayman S will surge through the quarter-mile in the low 13-second range, on its way to a top speed of around 175 mph. It’s not just the raw numbers; it’s how the Cayman delivers its performance that captivates you. The flat-six is silky smooth and loves to rev – there’s a tangible build in power and sound as you climb past 5000, 6000, 7000 rpm, culminating in a thrilling rush to redline. The sound hardens into a fierce howl that’s pure Porsche and utterly addictive. Yet around town at lower revs, the engine is tame and unobtrusive, content to putter without drawing unwanted attention. This dual character means the Cayman S can play the role of an easygoing city car or an adrenaline-pumping sports car at your whim. The PDK transmission, if you go that route, deserves special praise: in automatic mode it shifts seamlessly and smartly for everyday driving, but switch to manual paddle shifts or Sport mode and it delivers lightning-fast gear changes with a satisfying punch. On the other hand, the 6-speed manual offers a wonderfully engaging experience – Porsche gearboxes are known for their precise, mechanical feel, and this one is no exception, with short throws and a gratifying clutch uptake. Either way, you get a drivetrain that’s one of the best in the business. And let’s not forget the exhaust note – especially if the car has the optional sport exhaust, the Cayman S will crackle and pop on overrun and bark on upshifts (PDK), announcing its sporting intent with each blip of the throttle. It’s an auditory treat that enhances the driving feel every time you press that start button or mat the accelerator.

As brilliant as the engine is, the handling is arguably the Cayman S’s party piece – the aspect that makes enthusiasts wax poetic about this car. Porsche built the Cayman S on a stiff, lightweight chassis (the 981 generation Cayman introduced in 2013 is about 30 kg lighter and 40% more rigid than its predecessor), and you feel that solidity and lightness from the first corner you take. The steering is quick and accurate, giving the car an immediate response to your inputs. In 2013, Porsche moved to an electromechanical power steering system for the Cayman – some purists worried it would mute feedback compared to the old hydraulic system. And while it’s true that the steering doesn’t chatter in your hands quite like the earlier models, it is still exceptionally precise and nicely weighted. You can place the Cayman exactly where you want in a turn, with confidence. The front end bites hard (thanks to no heavy engine over the nose) and the car just points in eagerly. Mid-corner, the balance is sublime – the car feels neutral and agile, with the mid-engine layout keeping mass centered. There’s tons of grip from those sticky performance tires (typically wrapped around 19-inch alloys, or even 20-inch optional wheels), and you have to be pushing at serious speeds on a track before you’ll find the limits. Even then, the Cayman’s handling is progressive and predictable; it communicates what it’s doing, so when the rear eventually starts to drift out, it’s gentle and easily controlled with a touch of opposite lock or a feather of the throttle. In spirited driving, this car just comes alive: it almost shrinks around you like an extension of your body, responding intuitively to every steering, throttle, and brake input. It manages that magical balance of being both exceptionally capable and exceptionally fun. You don’t have to be a pro racer to enjoy it – even at moderate speeds the Cayman is engaging – but if you are a skilled driver, the Cayman S will happily tackle track days with enthusiasm, rewarding you with lap times that can embarrass bigger, more powerful machines.

A lot of technology works behind the scenes to make the driving feel so special. The Cayman S features Porsche Active Suspension Management (PASM) as an option, which provides adaptive dampers that can soften or firm up the ride at the press of a button (or automatically in response to your driving). In Comfort mode, the suspension absorbs bumps and rough patches remarkably well for a sports car – indeed, many reviewers were amazed that even on large 20-inch wheels, the Cayman S remained compliant and comfortable over imperfect roads. Switch to Sport mode, and the PASM dampers tighten up, reducing body roll to near zero for aggressive cornering. The car also sits about 10mm lower with PASM than a standard Cayman, further improving its stance and handling. Another piece of available tech is Porsche Torque Vectoring (PTV) with a mechanical limited-slip differential. This system can brake an inside wheel in corners and send more torque to the outside wheel, sharpening the car’s turn-in and helping rotate the car through bends. Coupled with the limited-slip diff (which provides better traction when powering out of corners), PTV makes an already great chassis feel telepathic – the Cayman S just hooks up and goes, even if you’re a bit too eager on the throttle mid-corner. It adds agility and confidence, especially in high-speed or on-the-limit driving. If you have the Sport Chrono package, you also get dynamic engine mounts that stiffen during hard driving to reduce drivetrain movement (keeping the car more stable as you fling it around) and, in PDK models, an even more aggressive Sport Plus mode with launch control for maximum acceleration runs. The braking system on the Cayman S is every bit as stout as you’d expect from Porsche. Large ventilated and cross-drilled disc brakes at all four corners (with 4-piston calipers up front) provide tremendous stopping power. The pedal feel is firm and reassuring, making it easy to modulate and scrub off speed with precision. In fact, the Cayman S’s braking distances rival those of true supercars – this lightweight machine can haul itself down from high speed with eye-popping quickness, all while staying composed and arrow-straight. If you ever find a road or track where you can truly push the Cayman S, you’ll discover it’s a car that just relishes it: lap after lap, curve after curve, it remains composed, the brakes stay strong (especially if you have track-oriented brake pads or even the rare option of Porsche’s carbon-ceramic brakes), and the engine will happily sing all day. Yet, the beauty of the Cayman S is that it’s not a high-strung, difficult machine. On a casual drive, it’s easy to handle, visibility is good, and the controls are smooth. The steering might be sharp, but it’s never twitchy; the throttle is responsive, but you can dose it gently in traffic. This car flatters the driver at any skill level. It can be a thrilling partner for a seasoned track enthusiast, or an encouraging teacher for someone learning to explore high-performance driving. In summary, the Cayman S delivers a driving experience that’s incredibly rewarding and pure. It combines a lively, free-revving engine with one of the best chassis in the world, resulting in a sports car that feels alive, connected, and confidence-inspiring. It’s the kind of car that makes even a run to the shops an event, and when you do find that perfect winding road, it will leave you grinning from ear to ear, every single time.

(Quick Specs – 2013 Cayman S (981): 3.4L flat-6, 325 hp, 370 Nm torque; 0–62 mph ~4.7 s (manual) or ~4.4 s (PDK w/ Sport Plus); Top Speed ~175 mph; Transmission: 6-speed manual or 7-speed PDK dual-clutch; Rear-wheel drive with available mechanical LSD; Curb Weight: ~1,320 kg (2,910 lbs))

Interior Quality & Features

Open the door of the Cayman S, and you’re greeted by an interior that effortlessly blends Porsche’s luxury and sports car ethos. This cockpit is clearly designed for driving, yet it doesn’t skimp on comfort or quality. First impressions: build quality is excellent. Every surface you touch feels solid and upscale. Porsche carried over much of the design language from the 911 into the Cayman’s cabin, so you’ll notice a tall, rising center console and an instrument cluster with a prominent central tachometer – a hint that this car revolves around the driver. Materials are top-notch: you’ll find plenty of soft-touch surfaces, real metal accents, and high-quality leather in most examples. In a Cayman S, full leather upholstery was a popular option (covering the seats, dash, and door panels in smooth hide), and many cars feature contrast stitching or two-tone color schemes that add a bespoke feel. Even the standard seats are typically trimmed in a mix of leather and Alcantara (suede-like material) for grip. Our Cayman S example at Motor Kiwi comes with the desirable heated leather sport seats, which strike a perfect balance between support and comfort. These seats have substantial side bolsters to hold you in place during enthusiastic driving, yet they’re cushioned enough that you won’t dread a long road trip. In fact, the Cayman S is often praised for its long-distance comfort – the seating position is excellent, low and cocooning like a sports car should be, but with ample adjustment (power seats were optional, including 14-way and even 18-way adjustability with memory). Whether you’re short or tall, you can tailor the driving position to perfection, and the steering wheel (a sporty three-spoke design, often with an Alcantara rim on GTS models or smooth leather on most S’s) adjusts for both height and reach. The view out is also better than you might expect for a low-slung coupe: forward visibility is great thanks to a low dashboard and fender-top view, and while the rear view is a bit letterbox-like, the side mirrors are large and helpful. Overall, you never feel closed-in or cramped in the Cayman – it’s snug and cockpit-like, sure, but there’s enough room to feel comfortable. Porsche even carved out smart storage spots: the doors have decent-sized pockets, there’s a lockable glovebox, and the center console has a couple of small cubbies for a phone or keys. Behind the seats, you’ll find additional shelf space where you can tuck away a briefcase or jacket. It’s a two-seater that recognizes you might want to bring things along, and it caters to that nicely.

Visually, the Cayman S’s interior carries a sporty elegance. The gauges are classic Porsche: three round dials with the tachometer dead-center (and proudly marked with a “Cayman S” script on the dial face). The right-most dial is actually a multi-function display – a 4.6-inch color screen that can show you various info like audio settings, trip data, or even a navigation map turn-by-turn (if equipped with nav). It’s a clever way to keep the driver informed without looking over at the main screen. The main infotainment unit is Porsche’s PCM (Porsche Communication Management) system, housed in the center dash. In 2013, this included a touchscreen (about 7 inches) that controls navigation, audio, phone connectivity, and vehicle settings. The interface was considered one of the better ones of its time: relatively intuitive, with clean graphics and physical shortcut buttons around the screen if you prefer tactile controls. Bluetooth phone pairing is on board (so you can take calls hands-free), and yes, you can stream music via Bluetooth as well – so feel free to blast your playlist as you carve up a mountain road. Many Cayman S models were ordered with the upgraded Bose surround sound system, which brings crisp audio and a good thump of bass into the small cabin (with a subwoofer neatly integrated). For true audiophiles, Porsche even offered a high-end Burmester audio option – a pricey addition that adds exceptional clarity (Burmester is a renowned German audio firm). Regardless of which sound system you have, the Cayman’s cabin acoustics are pretty good; it’s a quiet car when you want it to be, with minimal wind noise at speed thanks to an aerodynamic design and decent insulation. Of course, when you bury the throttle, that flat-six engine’s music will permeate the cabin – a welcome soundtrack for most enthusiasts, but otherwise, on a highway cruise, you can hold a conversation without shouting. Dual-zone automatic climate control was optional on the Cayman S (with single-zone manual AC standard), so some models let the driver and passenger set individual temperatures – a luxury touch for a sports car. Other amenities include available heated seats (a must for chilly mornings, and included on our Motor Kiwi example), and even ventilated seats if the first owner was generous with options, which gently blow cool air through the perforated leather on hot days. Porsche also made features like keyless entry and ignition (Entry & Drive) optional – meaning you can keep the key fob in your pocket and just press the Start button. It’s worth noting, though, that many Cayman traditionalists enjoy the signature Porsche left-side ignition (a nod to Le Mans racing history) with a twist-key – it adds to the mechanical, authentic feel of starting the car.

Despite being performance-focused, the Cayman S’s interior doesn’t feel sparse or spartan. On the contrary, it’s quite luxurious in a sporty way. There are nice details to delight in: the dash layout is driver-centric with all controls within easy reach; the paddle shifters on PDK models are made of metal and have a satisfying click; the center console houses the sport buttons (Sport/Sport Plus, PASM toggle, exhaust button if sports exhaust is fitted) neatly by the shifter, inviting you to engage the car’s fun side. At night, a soft ambient lighting glow illuminates the footwells and console, adding a touch of ambiance. Build quality, as mentioned, is rock-solid – everything feels bolted down and premium. There’s no shaking or rattling, even when you hit bumps; that’s a testament to Porsche’s engineering and the Cayman’s stiff structure. The air conditioning blows ice cold in summer and the heater will roast you warm in winter – these cars are built for real-world use as much as performance. And while space is obviously limited to two people, those two people are treated to an intimate, focused experience. You and your passenger sit low in the chassis, feeling at one with the machine. Yet, you’re not deprived of comfort: the ride (in normal mode) won’t break your back, the seats are well-padded, and you have convenient features like cruise control for highway stints. Many Cayman S’s even have parking sensors (rear, or front & rear) to help in tight parking spots, and some later models could be found with a backup camera (though that was a rarity in 2013). In summary, the interior of the 2013 Cayman S manages to be both driver-focused and welcoming. It reminds you that you’re in a serious sports car – from the moment you grip the wheel and see the big tachometer, you feel ready to drive – but it also coddles you just enough with quality materials and modern tech. Whether you’re blasting down a back road solo, or cruising to dinner with your partner, the Cayman S’s cabin is a special place to be. It’s intimate and purpose-built, yet premium and comfortable enough that you’ll never feel like you’re sacrificing luxury to drive a car this capable. Porsche nailed that balance, making the Cayman S a car you’ll love to spend time in, no matter the journey.

Tech, Infotainment & Driver Aids

Being a 2013 model, the Cayman S isn’t loaded with the kind of advanced driver aids you’d find in the latest cars, but it still offered cutting-edge tech for its time – and more importantly, the tech enhances the driving experience rather than distracting from it. Let’s start with the infotainment system. The centerpiece is the Porsche Communication Management (PCM) unit, which includes a touchscreen display in the dash. This system covers your navigation (if optioned), music, phone, and settings. The navigation system (an option on the Cayman S) provides clear mapping and directions – it’s handy for road trips or finding the nearest petrol station after a spirited drive. However, many drivers in 2025 might rely on their phone’s navigation; back in 2013, Apple CarPlay and Android Auto weren’t around yet, so the PCM is a bit more old-school. You can pair your phone via Bluetooth for calls and audio streaming, and there’s also a USB/Aux port to connect devices or thumb drives with your music. The sound system controls allow tweaking bass/treble and even surround settings if you have the Bose system. One very neat feature of the Cayman’s tech is the instrument-cluster display I mentioned earlier: using steering wheel toggles, you can scroll that 4.6-inch screen to show different info, including a simplified navigation readout (so you don’t have to glance at the center screen), audio tracks, or even a g-meter and engine vitals. It’s a precursor to the fully digital dashboards we see today, and it’s implemented in a way that keeps the driver informed without overload. Porsche’s system also supports voice commands for certain functions (like entering a nav address or dialing a contact) – it’s not as advanced as Siri or Google Assistant, but it can handle basic tasks once you learn the prompts, which was pretty high-tech in 2013.

Now, let’s talk about driver aids and safety tech. The Cayman S is fundamentally a driver’s car, so it doesn’t have a laundry list of electronic nannies, but it has the essentials to keep you safe and make driving easier. Traction control and stability control (Porsche Stability Management, PSM) are standard – these systems work in the background to prevent wheelspin or skids. The beauty is that they’re calibrated for performance driving; they’ll step in if you’re truly in trouble, but they allow quite a bit of leeway if you’re in Sport mode, so you can enjoy the car’s handling without constant electronic interference. If you’re on a track or feeling brave, you can partially or fully disable PSM to fully exploit the chassis (only recommended for skilled drivers in safe conditions!). In terms of automatic driving aids, things like adaptive cruise control or lane keep assist weren’t offered on the 2013 Cayman – those came later in more grand-touring oriented Porsches. You do get cruise control (simple fixed-speed type) for highway journeys, and it works seamlessly to take the stress out of long drives. The Cayman S also has anti-lock brakes (ABS) with an enhanced system for performance driving – even under hard braking, the car remains stable and allows you to brake right at the threshold of grip. The brake assist feature will apply maximum braking if it senses an emergency stop (to help you achieve shorter stopping distances), and there’s Electronic Brakeforce Distribution to optimize braking between front and rear axles. These are subtle systems that you likely won’t notice, but they’re there to ensure the Cayman’s superb braking capability is as safe as it is powerful.

Visibility and awareness tech: The low-slung coupe doesn’t give you the panoramic view of an SUV, but as mentioned earlier, forward visibility is excellent. To aid in parking or tight maneuvers, many Cayman S models are equipped with rear parking sensors (and some with front sensors too). These will beep to alert you as you approach an object, preventing those painful bumper scuffs. A few well-optioned cars might have a reversing camera, but it’s relatively rare on 2013 Caymans, as it wasn’t a widespread option at the time. Still, the car is short and you can see the rear hatch contour from the driver’s seat, so judging the rear isn’t too difficult once you’re used to it. The side mirrors have a decent field of view, though do keep an eye on your blind spots as with any sports car (some later models had blind-spot monitoring, but the 981 Cayman did not). Lighting tech is another strong point: the Cayman S usually comes with Bi-Xenon HID headlights (optional on base, often standard on S or added with popular packages). These provide bright, white illumination at night, much better than old halogen lamps. If the car has the Porsche Dynamic Light System (PDLS), the headlights will swivel in corners to light up the road as you turn, and they’ll auto-level based on load. They also have distinctive LED daytime running lights, giving the Cayman a sharp look and helping other drivers notice you in daylight. On the rear, LED taillights illuminate quicker and brighter for safety when braking. Other convenience tech: rain-sensing wipers automatically adjust speed when it starts/stops raining – a small thing, but nice to have. Automatic headlights will turn on at dusk or in tunnels so you don’t have to think about it. Some Caymans also feature an auto-dimming rearview mirror that cuts glare from cars behind at night.

While the Cayman S might not have adaptive cruise or lane assist, it does excel in the tech that matters to performance. We talked about PASM, PTV, Sport Chrono – those are technology systems in their own right, using sensors and algorithms to enhance the car’s dynamics. For example, Sport Chrono not only adds a cool analog/digital stopwatch on the dash (a classic Porsche touch), it also ties the engine, transmission, and suspension programming together at the push of the Sport or Sport Plus button. Sport Plus will even activate a rev-matching function on manual transmission cars, blipping the throttle on downshifts like a heel-toe pro – so you get smoother, faster downshifts without having to master the technique yourself (you can still do it manually if you prefer, of course). PDK cars in Sport Plus will hold gears aggressively and downshift under braking to keep you in the power band – basically, the car’s brain goes into attack mode to give you the most responsive driving experience. Another neat feature: launch control (PDK w/ Sport Chrono only). Engage it, floor both pedals, release the brake, and the Cayman S will catapult off the line with perfect, computer-managed clutch engagement for the fastest possible launch – every boy-racer’s dream for those 0–60 bragging rights. These are the kind of tech features that speak to the enthusiast nature of the Cayman S.

On the safety front, the Cayman S comes with a full suite of airbags: front, side, and curtain airbags to protect occupants. The car’s inherently balanced handling and strong brakes are active safety features in themselves – helping you avoid an accident in the first place by maneuvering or stopping quickly. And if the worst should happen, Porsche built the 981 chassis with a strong safety cell and deformable crash zones. While the Cayman wasn’t tested in Euro NCAP or IIHS (low-volume sports cars often aren’t), you can be sure that Porsche engineered it to high standards – they even include integrated roll-over protection (borrowed from the convertible Boxster design) for occupant safety.

In summary, the Cayman S provides all the necessary technology to make your drives enjoyable, convenient, and safe, without overloading you with gimmicks. It’s a driver’s car in philosophy – so the tech emphasis is on performance enhancement and straightforward usability. You won’t find Level 2 autopilot features here (that’s not the mission of this machine), but you will find an excellent infotainment setup for your tunes and nav, gauges that keep you informed, and performance tech that can make even an average driver feel like a hero behind the wheel. It’s the kind of car where the technology fades into the background when you’re carving a perfect line through a corner – and that’s exactly how a Porsche sports car should be.

Exterior Design & Build

One look at the 2013 Porsche Cayman S, and it’s hard not to fall in love with its shape – this car is often hailed as one of Porsche’s most beautiful modern designs. The Cayman’s exterior blends classic Porsche cues with modern touches and the unique proportions of a mid-engine coupe. From the front, the Cayman S has a low, wide stance. The nose is smooth and features Porsche’s signature oval headlight shape, now slightly sleeker on the 981 generation. In the S model with Bi-Xenon lights, you’ll notice elegant LED daytime running light strips in the lower fascia that double as indicators – giving the car a piercing, high-tech gaze. The front bumper has large twin air intakes that feed the front radiators and give the Cayman a purposeful, aggressive look (and if equipped with the Sport Design package or GTS trim in later years, the intakes are even more pronounced). The hood slopes gently down between those fenders, hinting at the low center of gravity beneath. Every line is functional yet artful – even the way the hood and fenders are shaped helps channel air efficiently.

Moving to the side, the Cayman S truly shows off its sports car silhouette. With its mid-engine layout, the cabin is pushed forward and there’s a short hood, unlike a long-hood 911. The roofline is sleek and arcs smoothly back over the engine bay, flowing into the rear haunches in one unbroken curve. There’s a fixed roof (unlike its Boxster sibling), which adds to the rigidity and gives the Cayman its distinct character – many will argue it’s even sexier than the drop-top because of that coupe shape. One of the most eye-catching features in the profile are the side air intakes just aft of the doors. These sculpted ducts gulp in air to feed the engine and also cool the mid-mounted motor. They’re not only functional but serve as a visual cue that this isn’t a front-engine car – they add a touch of exotic supercar flair to the Cayman’s sides. The doors themselves have a smooth, clean design with a subtle crease that aligns with the intakes, and when closed, the panel fit is impeccable (Porsche’s manufacturing means tight, precise gaps everywhere). Our featured Cayman S at Motor Kiwi sits on gorgeous 19-inch alloy wheels (standard for the S) with a classic multi-spoke Porsche design. The wheels are staggered in size (wider in the rear) to give that extra traction and a muscular stance. You can see the brake calipers peeking through – painted red on the S model as a sporty indicator (Porsche tradition: S models get red calipers, base models often black or silver). Those red calipers grabbing cross-drilled rotors not only look the business, they hint at the stopping power within. From the side or three-quarter view, you also notice how low the Cayman sits to the ground – it has a planted, hunkered-down posture, ready to attack the corners. The short overhangs (minimal body past the wheels) and the slightly longer wheelbase of the 981 give it excellent proportions; it looks balanced and agile even standing still.

At the rear, the Cayman S continues to delight. The tail is tidy and athletic. A defining feature is the integrated rear spoiler that runs across the width of the car, just above the taillights. At rest, it’s flush with the body, giving the back end a clean, uninterrupted look. When you hit about 75 mph, this spoiler automatically rises to add downforce, and then retracts when you slow down – you can also deploy it with a button to show it off or use it for added stability at slightly lower speeds. Just below that, you’ll see the sleek LED taillights which are stretched horizontally and have a 3D effect design. They’re slightly smoked in appearance, adding to the sporty vibe, and when lit up they are very distinctive (with quick-illuminating LEDs for brake lights, which is good for safety too). The rear bumper is uncluttered, but down low you can’t miss the exhaust outlet. The 2013 Cayman S features a dual exhaust setup with two round tips, centrally mounted. It’s a signature look (the base Cayman had a single oval outlet, whereas the S gets twin pipes) – and on cars with the sport exhaust option, those tips might be a black chrome and emit an even more glorious sound. The overall width of the rear, emphasized by that spoiler and the wide spacing of the tailpipes, underlines that this is a wide-track, mid-engine sports car. It sits broad and confident. From directly behind, you see the slight curvature of the fenders and the way the roof tapers – it’s a very cohesive design that makes the Cayman look low and wide, like a proper exotic.

All those aesthetics are backed up by functional design and build quality. The Cayman’s body is a mixture of aluminum and steel, crafted to be both lightweight and strong. In fact, the 981 Cayman’s body is significantly stiffer than the earlier model, which helps with both precise handling and structural safety. The fit and finish of the exterior is top-tier: the paint has a deep, glossy finish (our Motor Kiwi example in Guards Red absolutely pops in the sunlight, highlighting every curve and contour), and all trim pieces (like window surrounds, badges, and handles) are of excellent quality. If you look closely, you’ll notice nice touches like the Porsche Crest on the front hood is hand-painted and enamelled, the fuel cap might even be an aluminum design (if the original owner added that option, a nod to racing fuel fillers), and the “Cayman S” script on the rear is neatly applied. Porsche’s attention to detail extends to the simple things: the doors close with a satisfying thunk, the engine hatch and front trunk lid have dual latches that pull them down snug, and even the sound of the latch releases (operated by switches on the driver’s door sill or the key fob) has a precise click to it. This is a car built by people who love engineering – it feels that way in every aspect.

From a practical standpoint, the Cayman’s exterior design also contributes to its usability. The rear hatch opens to reveal the top trunk area, and because it’s a fastback-style glass hatch, the opening is fairly wide (though the vertical height is slim). Still, you can fit a couple of soft bags or maybe a golf bag diagonally. The front trunk (“frunk”) is deep and very usable for luggage or shopping. Another bonus: unlike some mid-engine supercars that have no rear visibility, the Cayman’s rear glass, while not huge, does allow you to see cars behind when driving (helped by the fact the spoiler is low when retracted). The side windows are generous for a coupe, aiding over-the-shoulder visibility. Ground clearance is low but not ridiculously so – normal driveway ramps are okay if you go slow; the front overhang is short so you’re less likely to scrape compared to, say, a GT3 with a big splitter. For those thinking of occasional track use, the Cayman’s exterior has provisions like easily removable tow hook covers and a flat undertray for aerodynamics. It’s all very well thought-out.

In terms of styling comparisons, some have said the 981 Cayman is the best-looking Porsche since the famed Carrera GT supercar – high praise indeed. The design has aged beautifully; it still turns heads and often prompts admiration like “That’s a 2013 model? It looks so modern!” It strikes that perfect balance between elegant and aggressive. It’s not overly festooned with wings or vents (keeping a clean look), but it has enough sporty cues – like those side intakes and low stance – to let everyone know this is a serious performance car. Our featured car’s color, Guards Red, is a classic Porsche hue that accentuates the lines (and certainly attracts attention), but the Cayman S looks just as stunning in a range of colors: from the bright Racing Yellow or Sapphire Blue to sophisticated neutrals like Agate Grey or classic White. No matter the color, the black accents (window trim, grille intakes) and the red brake calipers on the S provide nice contrast.

Build quality, as a final note, isn’t just skin deep. This is a Porsche, after all. Owners report that even after years of use, the exterior holds up very well – paint remains lustrous with care, and things like water seals and trim stay intact (no chronic leaks or rattles). The Cayman S feels solid like a bank vault, despite being a smaller sports car. It’s the kind of car you can drive hard without it feeling fragile. That solid construction also pays dividends in the driving experience: less flex and rattle, more precision and confidence. In short, the exterior of the 2013 Cayman S is as special as the mechanicals under its skin. It’s a shape that’s both beautiful and functional, executed with painstaking quality. Park it next to any modern exotic and it still holds its own on looks – and when you consider you can have this design icon for a fraction of the price of an Italian exotic, it’s no wonder the Cayman S is so revered among enthusiasts.

How It Compares to Other Performance Sports Cars

The 2013 Cayman S sits in a sweet spot in the sports car world, and naturally, it has a few rivals vying for the same enthusiasts’ hearts. Let’s see how the Cayman S stacks up against some key competitors of its era (and segment):

Audi TT RS (Mk2, 2012-2013): Audi’s TT RS was something of a giant-killer in straight-line speed. With a turbocharged 2.5-liter five-cylinder pumping out around 340–360 hp (depending on spec) and Quattro all-wheel drive, the TT RS could rocket 0–60 mph in around 4 seconds flat – notably quicker off the line than the Cayman S, thanks to its grippy AWD launch. It also had a unique warbling engine note from that five-pot and came with either a manual or dual-clutch gearbox. The TT RS, like the Cayman, is a 2-seater (its rear seats are vestigial at best) and is roughly in the same price ballpark when new. Where the Audi shines is as a high-tech, all-weather weapon – it’s confidence-inspiring even in rain or light snow, and its styling is a bit more under-the-radar, appealing to those who want a fast car that’s a little more sleeper. However, when it comes to handling feel and engagement, the Cayman S has the edge. The TT RS’s front-engine (well, front-ish, since the engine is ahead of the front axle) layout means it can’t quite match the mid-engine balance of the Porsche. The TT will understeer at the limit and feels a bit heavier in corners, whereas the Cayman is more neutral and playful. Steering feedback is also better in the Porsche; the Audi’s helm, while quick, doesn’t communicate like the Cayman’s does. Additionally, the Cayman’s braking and chassis composure during hard driving are typically praised as superior – it feels like a precision tool versus the TT RS’s brute force approach. Both are great cars, but their personalities differ: the TT RS is like a mini GT-R – explosive and effective, especially in a straight line – whereas the Cayman S is the purist’s choice, delivering a more connected, nimble sports car experience. If you value track days and that classic sports car feel, the Cayman likely wins in your book. If drag races and year-round usability (in bad weather) are higher priorities, the Audi might catch your eye. In terms of interior, Audi’s got a more high-tech vibe (digital displays, etc.), while Porsche’s is more classic. Ultimately, many reviewers at the time concluded that the Cayman S was the more fun-to-drive and balanced machine, even if it gives up a bit of straight-line speed to the punchy TT RS.

Jaguar F-Type V6 S (2013): When Jaguar introduced the F-Type, it was aiming to recapture the spirit of its classic E-Type in a modern package. The F-Type V6 S in 2013 was a convertible (the coupe came a year later) with a 3.0L supercharged V6 pumping out around 380 hp. Right off the bat, the Jag had a bit more power than the Cayman S, and with its active exhaust, it produced one of the most glorious exhaust soundtracks in the automotive world – a snarling, crackling roar that could make the hair on your neck stand up. The F-Type’s forte is drama: from the way it looks to the way it drives, it’s an emotional, head-turning car. It’s also a bit larger and heavier than the Cayman (the Jag’s a bit more of a grand tourer in feel). In terms of performance, a rear-wheel-drive F-Type V6 S would do 0–60 in roughly 4.8 seconds, so very close to the Cayman, with a top speed around 171 mph – on paper, neck and neck. Through the corners, the Jaguar is a blast, but it’s a more tail-happy, muscle-car kind of experience. It doesn’t have the mid-engine balance, so you feel the weight up front and the car can swing its rear out under power (especially the early models without AWD, which wasn’t available on V6 until later). This can be tons of fun, but it’s also a bit more of a handful than the composed Cayman. The Cayman S, by contrast, feels more precise and agile in tight corners – you can carry more speed with confidence, whereas the Jag, while capable, is more about enjoying the slides and the theatre. The F-Type’s steering is decent but again not as surgical as the Porsche’s. On a track, a Cayman S will likely post quicker lap times and feel more at home. However, the Jaguar fights back with charisma – its styling is often considered more voluptuous and attention-grabbing (especially with the top down, everyone will notice you), and that interior is draped in leather and fancy touches (Jag offers things like ambient lighting, a swooping center console grab handle, etc., giving it a sense of occasion). The Cayman’s interior is better screwed together and more focused, but the Jag’s has a bit more “luxury GT” vibe with its extra features. In terms of comfort, the Jaguar’s ride is slightly softer in normal driving, making it a great cruiser (though the convertible has a bit less chassis rigidity than Cayman’s coupe). Both cars can be daily driven, but the Jag will consume more fuel (supercharged V6 isn’t as efficient when pushed) and being a first-year model in 2013, it had a few teething reliability issues. The Porsche, by 2013, was on pretty solid footing reliability-wise. So how do they compare? If you want the sharper driver’s car, go Cayman S. If you want a sense of style, an amazing sound, and perhaps a more relaxed fit (plus the option to drop the top), the F-Type V6 S is very tempting. Many enthusiasts even consider owning both at different times for different reasons. Still, purely objectively, the Cayman S is the more balanced performance machine, whereas the Jag is the emotional choice with its own brand of excitement.

Lotus Evora S (2011-2014): No comparison in this class would be complete without mentioning Lotus. The Lotus Evora S was a direct competitor in concept: a mid-engine 2+2 (well, 2+0 or tiny +2) sports car, offering a raw, purist driving experience. The Evora S used a 3.5L supercharged V6 (sourced from Toyota) making around 345 hp, giving it a bit more power than the Cayman S. It came only with a manual transmission initially (later offering an automatic option), and Lotus focused on lightweight construction, keeping the Evora’s weight in the 1,350 kg range – similar to the Porsche. On a twisty road or track, the Lotus’s handling is phenomenal. Lotus is famed for its chassis tuning, and the Evora S is no exception: steering feel is hydraulic and alive, possibly even more communicative than the Porsche’s (Lotus really prioritizes steering feedback). The car’s balance is excellent (mid-engine like the Cayman), and it has slightly more of a hardcore edge. On the limit, the Evora might actually edge out a Cayman in terms of outright grip and lap times – the Evora SR, a track variant, was a beast. However, the trade-offs come in daily usability and refinement. The Cayman feels like a luxury car by comparison; the Lotus’s interior, while improved over older Lotus cars, is still quirksy and not as well-finished. You’ll find some trim from its parts-bin that doesn’t scream luxury (some switchgear from mainstream cars, etc.), and the infotainment is an aftermarket-style unit that’s nowhere near Porsche’s PCM in functionality. The Evora’s seats are snug and the driving position can be a bit off (some complained of a slightly offset pedal box). It’s also harder to get in and out of than the Cayman (wider sills, lower roof). But these are things a hardcore enthusiast might overlook for the sake of that legendary Lotus handling. Performance-wise, in a straight line, the Evora S’s extra power gives it a slight edge – 0–60 in the low 4s as well, possibly 4.3 or so, and a top speed around 172 mph. Pretty comparable. But where the Evora S shines is the feel – much like the Cayman, it’s about driver engagement. In fact, many magazines in the early 2010s did Cayman vs Evora comparisons and usually concluded that the Cayman is the better all-rounder (better built, more comfortable, more tech, and nearly as rewarding to drive), whereas the Lotus is the choice if you want a slightly rawer, rarer experience and don’t care as much about creature comforts. The Evora is also quite rare – you won’t see many on the road, which adds exclusivity. But servicing a Lotus (fewer dealerships) and potential reliability quirks (though the engine is reliable Toyota, the surrounding electronics and trim can be finicky) are considerations. The Cayman S, by contrast, has Porsche’s robust build and a larger support network. In essence, the Cayman S vs. Evora S is a matchup of two of the finest handling cars of their time. The Porsche gives you 9/10ths of the Lotus’s track prowess with 10/10ths of the daily comfort; the Lotus gives you that extra edge in pure driving feel at the cost of some convenience. Either way, both are delights for an enthusiast driver – but for most people, the Cayman S ends up being the more sensible yet still scintillating choice.

Beyond these, one could mention that the Cayman S even nips at the heels of its big brother, the 911. A 2013 911 Carrera (991) had 350 hp and rear-engine dynamics – in a straight line it’s a tad faster than the Cayman S and has the cachet of “911” heritage, plus tiny rear seats. But interestingly, many reviewers noted the Cayman S (981) could match or beat a base 911 on a tight track due to its lighter weight and mid-engine balance. It was often called the best handling Porsche in the lineup. So the Cayman S truly occupies a sweet spot: more practical and higher production than a Lotus, more driver-focused than an Audi or perhaps a BMW M2 (which came later), and less costly than a 911 while arguably more balanced. When people talk about “bang for your buck” in the sports car world, the 981 Cayman S is a shining example – it punched well above its weight and remains a benchmark for what a sports car should feel like. It’s the car that competitors are measured against, and as you can see, while each rival has its strengths, the Cayman S offers an almost unrivaled blend of precision, performance, and everyday usability that’s very hard to beat.

Practicality & Running Costs

When you think “Porsche sports car,” practicality might not be the first thing that comes to mind – but one of the Cayman S’s most endearing qualities is that it doesn’t force you to sacrifice everyday usefulness for the sake of performance. Let’s talk practicality first. This is a two-seater coupe, yes, but thanks to its mid-engine design, it actually offers two cargo areas. Up front under the hood, you have a frunk (front trunk) that is deep and rectangular – perfect for a carry-on suitcase or a couple of backpacks. In the rear, beneath the hatch, there’s another trunk area right above the engine. This rear trunk is wide and shallow; you can easily fit groceries, duffel bags, or even a set of golf clubs (placed diagonally) back there. Combined, the Cayman S boasts around 425 liters of cargo space (about 15 cubic feet) when loaded to the brim – that’s roughly equivalent to many compact hatchbacks’ boot capacity! In real-life terms, this means two people can take the Cayman on a road trip and have room for luggage, or you can do an IKEA run for smaller items without worry. The rear trunk doesn’t have a tall vertical space (since the glass hatch slopes), so you won’t be hauling a fridge or anything, but the space is very usable for typical day-to-day items. And since it’s separated by the engine bulkhead, you don’t get luggage flying around the cabin. There’s even a bit of storage in the cabin itself: a shelf behind the seats can hold small bags or jackets, and there are nets to secure items. So, while you won’t be moving house with a Cayman, it’s far from the impractical toy some assume – you might be pleasantly surprised how easily it fits into your daily life.

The Cayman S is also fairly comfortable for daily driving. The ride quality, especially if your car has PASM and you leave it in the normal setting, is compliant enough for city streets and highway cruising. It’s definitely on the firmer side compared to a family sedan, but for a sports car it’s superbly civil. Long drives are completely feasible – the seats, as mentioned, are supportive and comfortable for extended periods. You’ve got modern conveniences (A/C, quality sound system, etc.) to keep you content. Wind noise is minimal; road noise can be noticeable on rough asphalt (performance tires do that), but on smooth roads it’s quiet enough. The car’s compact size makes it easy to maneuver and park around town (no big bulky dimensions to worry about), and you don’t need to treat it with the fragility of, say, a low-slung supercar. Speed bumps and driveways can be navigated with a bit of care (angle in, go slow – but you won’t need removable nose lift systems or anything like that). And unlike some sports cars, the Cayman S has decent ground clearance for its class – you’re not going to get stuck on a slight incline or scrape on every driveway. It’s definitely a car you can use as an everyday driver. Many owners do just that, commuting during the week and hitting the back roads on weekends. Visibility is good for traffic, and the car’s footprint is small enough that you can slip through congested streets more easily than a larger car. Also, being a hardtop coupe, you have the benefit of not worrying about soft-top maintenance or noise – and you get a real sense of security and solidity.

Now, all-weather capability. The Cayman S is rear-wheel drive, so in snow or icy conditions it’s not going to have the traction of an AWD vehicle. However, its weight distribution actually gives it pretty good traction off the line (more weight over the rear wheels). With a set of good winter tires, owners in colder climates do drive their Caymans year-round. The car’s balanced handling can be an asset even in slippery conditions – it doesn’t exhibit the tricky tail-happiness of old 911s in the wet; it’s generally predictable. Of course, being low to the ground, if there’s significant snow buildup, you’re better off taking an SUV. But for rain or light snow, the Cayman does just fine, aided by stability control. It even has a “wet mode” setting in the PSM that can be engaged for extra sure-footedness. So, while you might not intentionally go rallying in a snowstorm, the car is not a fair-weather only diva either. I’ve seen Caymans with ski racks – yes, you can get a roof rack system for a Cayman/Boxster and actually take skis or a bike along, further adding to its practical cred!

Let’s move to running costs, since any performance car will have higher demands than an economy runabout. Fuel economy in the Cayman S is actually quite respectable given the performance. The 3.4L flat-six is relatively efficient when cruising. Official figures are around 20 mpg city / 28 mpg highway (US) which translates to roughly 24–25 mpg UK combined, or about 9–10 L/100km. In real world mixed driving, many owners see low-to-mid 20s mpg (US). If you’re gentle on the highway, you can even nudge close to 30 mpg (US) which is outstanding for a 320+hp sports car. Of course, if you exploit that power frequently – say you do a lot of spirited mountain runs or track days – expect mileage in the mid-teens (because revving to 7400 rpm and full throttle bursts will gulp more fuel). But the key is, unlike a big V8 or turbo engine, the Cayman’s smaller naturally aspirated flat-six can sip reasonably when not pushed. It does require premium fuel (91 AKI in the US, 98 RON in Europe) to run optimally. That’s standard for performance cars; running regular isn’t advised as it can knock and reduce performance. So, fuel will be a bit pricier per fill, but you’re not filling an enormous tank – the Cayman’s tank is about 64 liters (17 gal).

Next up, maintenance. Porsches have a reputation for solid engineering, and the 981 Cayman S is generally reliable. Maintenance intervals from Porsche were typically every 1 year or 10k miles for an oil change (even though the car will electronically monitor and could go longer, it’s wise to do annual changes). Oil changes at a Porsche specialist or dealer might run a couple hundred pounds/dollars (the car takes a good amount of high-quality synthetic oil). Then at certain intervals (like 4-year or 40k miles), you have bigger services: spark plugs, air filters, PDK transmission fluid (if PDK), brake fluid flush (recommended every 2 years regardless of mileage for safety), etc. These bigger services can cost more (maybe £700-£1000 for a major service at a dealership). It’s not outlandish, on par with BMW Ms or AMG Mercs, but more than, say, a Toyota. Brakes and tires will be your significant consumables. A set of high-performance tires (19-inch staggered) might cost anywhere from £800 to £1200 for all four corners, depending on brand. They’ll last maybe 15k miles or less if you drive hard or do track days (hard track use can chew a set in a weekend). Brake pads and rotors for a Cayman S are also performance-grade: a set of front pads might be £200, rears a bit less, rotors are a few hundred each if needed. The good news is, the Cayman being lighter means it’s actually gentler on consumables than something heavy like a Nissan GT-R or a BMW M5. So you might be surprised that brakes/tires last a decent while for normal sporty driving. If you track the car often, you’ll obviously replace these more frequently and maybe invest in track pads and fluid (the Cayman is popular at track events due to its balance, so some owners do that).

How about reliability and any concerns? The 981 Cayman S doesn’t have any glaring Achilles’ heel. The engine (9A1 design) eliminated the infamous IMS bearing issues of older Porsche flat-sixes – so no worries there. It’s generally robust if maintained. Some owners have reported minor issues like a water pump needing replacement around 40-60k miles (not uncommon for any car, and not terribly expensive), or the occasional thermostat or coolant leak from a hose – typical things you might see as a car ages. The electronic accessories (PCM, etc.) are mostly solid, though occasionally you might encounter a Bluetooth quirk or need a software update (which Porsche can do). The PDK gearbox is known to be very durable; if anything, just keep its fluid fresh every ~40k miles. Manual gearboxes likewise are stout, though the clutch can wear if abused (expect maybe ~30-40k+ miles out of a clutch, more if driven gently mostly). Suspension components (bushings, shocks) will eventually wear – if you start hearing clunks over bumps at say 70k+ miles, might be time for new control arm bushings or drop links, but again that’s usual maintenance for any performance car with age. One common maintenance item on these (especially in the UK) is air conditioning condensers at the front – they sit low in the front intakes and can get peppered by debris or corroded by salt, so after some years, they might develop leaks. Replacing them isn’t too costly (compared to say an engine repair), but it’s a thing to keep an eye on (some owners install mesh grills in the intake to protect them). Overall though, if you have a full service history on the car and continue to maintain it properly, the Cayman S will generally be a dependable partner. Many owners have taken their Caymans well past 100k miles with no major issues, just routine care.

Other running cost factors: insurance – that depends on your profile, but the Cayman S will be grouped as a high-performance car, so expect premiums similar to an M3 or S5, etc. Possibly a bit lower than a 911 or exotics, since repair costs are somewhat less and it’s a bit less powerful. Road tax (in the UK) for a 2013 Cayman S, with CO2 around 206 g/km, lands it in a higher VED band (currently roughly ~£360/year as of mid-2020s for that emission range, and since it was around £50k new, it doesn’t get the newer luxury car surcharge as that only applies to post-2017 cars). If you’re in the US, registration fees are standard as per state value formulas. Depreciation: The good news for a 2013 Cayman S is that it’s already gone through the steep part of depreciation. These cars have held their value well in recent years, partly because the newer 718 Cayman went to four-cylinder turbos (except for special models), making the flat-six 981 models quite sought after. In fact, a clean low-mile 2013 Cayman S today can fetch strong money – it’s not an investment that will massively appreciate like a limited-run GT4, but it’s also not going to drop like a stone. So if you buy a well-maintained example now, you can likely enjoy it for years and sell it later without huge loss, assuming you keep it in good shape.

In short, running a Cayman S is not cheap in absolute terms (it’s a high-performance sports car after all), but it’s relatively reasonable compared to many alternatives. It won’t eat tires like a 600hp supercar, it won’t chug fuel like a V12, and it doesn’t require ultra-frequent expensive servicing like some Italian exotics. You could almost think of it as owning a high-end German sedan, cost-wise, but with twice the fun. Many owners find the smiles-per-mile make every penny worth it. And if you’re coming from something like a Nissan 350Z or Audi S5, you might find the Porsche actually is similarly priced to maintain, if not better in some areas, but offers a more special experience. As long as you budget for the basics – quality tires, annual maintenance, and a bit of a contingency fund for wear-and-tear items – owning a Cayman S should be a joy, not a headache. It’s a sports car you can truly enjoy without it punishing your wallet every time something comes due.

Common Buyer Questions

Q: Is the Cayman S comfortable enough to daily drive?
A: Absolutely – the Cayman S may be a high-performance machine, but it was designed with everyday comfort in mind. Many owners use their Cayman S as a daily driver. The ride quality in the standard or “Comfort” suspension setting is compliant and absorbs most bumps well (especially if the car has the PASM adaptive suspension – it adjusts to soften the ride when you’re just cruising). The seats are supportive and comfortable, so even longer commutes or road trips won’t leave you sore. The driving position is ergonomic, and you have conveniences like climate control, a good sound system, and even creature comforts like heated seats, so it’s quite civilized. It’s also a relatively compact car, making it easy to park and maneuver in city traffic. Noise levels are reasonable – the engine is quiet when you want it to be, and there’s not too much wind noise thanks to the Cayman’s aerodynamic shape. About the only daily-driving downsides to note: it’s a two-seater (so no taking more than one passenger, obviously), and the storage, while very good for a sports car, isn’t as much as a sedan or SUV. Also, it sits lower than, say, a hot hatch, so you just have to be mindful of very steep driveways or high curbs (to avoid scraping the nose, which is pretty short anyway). But compared to most hardcore sports cars, the Cayman S is extremely daily-friendly. It’s as happy fetching groceries or commuting to work as it is attacking a back road. Many people find that owning a Cayman doesn’t require a second “practical” car unless you regularly need more than two seats. In summary, yes – if you’re considering a Cayman S as your sole car, it can absolutely fill that role while still delivering weekend thrills.

Q: What are the key differences between the base Cayman and the Cayman S (981 generation)?
A: The 981-generation debuted with two main versions: the base Cayman and the Cayman S. The differences mostly come down to performance features. The Cayman S has a larger engine: a 3.4L flat-six compared to the base Cayman’s 2.7L flat-six. In terms of output, the S makes about 325 hp vs the base model’s 275 hp – a significant jump. This means the Cayman S is quicker (0–62 mph in ~4.7s for the S vs ~5.6s for the base, both with comparable transmission setups). The S also comes with upgraded brakes taken from the 911 – slightly bigger rotors and red-painted calipers – giving it more stopping power to match the extra speed. Visually, one giveaway is the exhaust: the base Cayman has a single oval exhaust tip, while the Cayman S has twin round exhaust tips, hinting at the extra performance. The S typically rode on 19-inch wheels as standard, versus 18-inch on the base model. There are also usually some differences in standard equipment: for instance, the Cayman S often included bi-xenon headlights as standard and maybe partial leather interior, whereas those might be options on the base Cayman. The suspension setup is very similar between the two, though the S can be optioned with PASM adaptive dampers and other performance goodies (which the base can too, but enthusiasts buying the S often tick those options). Both cars share the same lovely steering and chassis, but the S has that extra punch that most enthusiasts crave. You might also find that on the used market, Cayman S examples often are better optioned (things like Sport Chrono, PASM, etc.) because buyers who sprung for the higher-performance model tended to add those. In contrast, some base Caymans were kept more minimalist (which can appeal if you want a lighter, simpler car). One more subtle difference: the S gets a slightly lower ride height if equipped with PASM Sport suspension (10mm lower). But fundamentally, think of the Cayman S as the “higher spec” Cayman – more power, slightly better brakes and standard kit, and the flagship non-GT model of the lineup. It’s analogous to say a 911 Carrera vs Carrera S situation. If you’re choosing between them, the S will deliver more outright performance and is generally the more desirable (and holds value a bit better), whereas the base Cayman still offers an excellent drive but not as much straight-line speed. Many enthusiasts feel the Cayman S hits the sweet spot, which is why we focused on it for this guide!

Q: What fuel economy can I expect from the Cayman S, and does it require special fuel?
A: In normal driving, the Cayman S is surprisingly efficient for a sports car. You can expect somewhere around 22–26 miles per gallon (US) in mixed use (which is roughly 26–31 mpg UK, or 9-11 L/100km). If you do a lot of steady highway cruising, it’ll sip fuel pretty gently – you might see high 20s mpg (US) without much trouble. Around town, if you’re in traffic or driving short hops, it could drop to the high teens. And of course, if you frequently rev it out and enjoy the performance (who could blame you?), you’ll use more fuel – maybe mid-teens mpg (US) when constantly driving spiritedly. Overall though, for a 325 hp sports car, the Cayman S is fairly frugal. Porsche’s engineering (like the efficient flat-six and relatively low weight) helps here. On the fuel type: yes, the Cayman S requires premium gasoline/petrol. In the US that means 91 octane or higher. In the UK/Europe, that’s typically 98 RON (Super Unleaded). The engine has a high compression ratio and is tuned for high-octane fuel; running it on regular will likely result in the knock sensors retarding timing, which means reduced performance and potential long-term engine stress. Basically, to get the best out of that flat-six (and ensure its longevity), you want to feed it the good stuff. It’s a small price to pay for the performance you get. If you’re in a pinch and only regular is available, the car’s computer will adjust to prevent damage, but it’s not ideal to do that regularly. So budget for premium fuel. The fuel tank is around 14-17 gallons (depending on unit measure, ~64 L), which gives a decent range – often around 300+ miles on a highway cruise, less if you’re heavy-footed. One tip: some owners report even better mileage with the PDK version when cruising, since it has a tall 7th gear that keeps the revs very low on the highway (the manual is 6-speed and geared a bit shorter). But either way, the difference isn’t huge. All in all, you won’t buy a Cayman S for its MPG, but it’s nice to know it won’t drain your wallet at the pump as fast as, say, a big V8 sports car might. It strikes a nice balance between performance and efficiency.

Q: Are there any maintenance or reliability concerns with the 2013 Cayman S?
A: Generally, the 2013 Cayman S (981) has proven to be quite reliable, especially compared to earlier generations of Porsche sports cars. Porsche really ironed out a lot of issues by the time the 981 came along. The engine in the Cayman S is the 3.4L flat-six from the 911 of that era (detuned slightly), and it doesn’t have the infamous IMS bearing or rear main seal problems that some earlier 2000s Porsches had. It’s a direct-injection engine and has been solid. That said, any performance car will have some things to watch for. Here are a few maintenance and reliability notes:

  • Regular Maintenance: The key to longevity is following the maintenance schedule. Oil changes yearly (with the proper Mobil 1 or Porsche-approved synthetic oil) are a must. Also, replacing spark plugs roughly every 4 years/40k miles, changing brake fluid every 2 years, etc., as Porsche recommends. These preventive measures keep things running smoothly.
  • Brakes & Tires: As noted, these wear out faster than on a normal car because they’re high-performance components. So factor in brake pad changes and tire replacements as part of routine upkeep. It’s not so much a “problem” as just the nature of a sports car.
  • Minor known issues: Some owners have reported that the water pump may start to weep or leak after a lot of miles – not uncommon in many cars. If you hear a slight grinding noise from the engine area or see coolant drips, that could be it. It’s a relatively straightforward fix. Another item: air conditioning condensers at the front can get damaged by road debris or corrosion (as mentioned earlier). If your AC stops blowing cold, that’s suspect number one. Replacing a condenser is not terribly expensive, but it’s something to be aware of.
  • Electronics: The 981 has a fair bit of electronics (infotainment, etc.), but there aren’t widespread complaints. Occasionally, you might see a warning light for something like a tire pressure sensor or a stability control glitch. These are usually resolved by a quick visit to a mechanic – sometimes a software update or resetting a sensor. Battery health is important too; if the car’s battery is weak, it can throw odd error messages, so ensure the battery is strong (especially if the car sits in winters – trickle charge it).
  • PDK transmission: If you have a PDK, it’s largely regarded as robust. Just do the fluid and filter change at the recommended interval (typically ~60k miles or 6 years). Very few PDK issues have been reported in Caymans; it’s the same unit used in 911s which handle more power. Manual gearboxes are also sturdy – just avoid abusive launches that could torch the clutch.
  • Suspension: The components like shocks and bushings last a good amount of time if road use only. On a 2013 car now, if it has, say, 50-60k miles, you might eventually need to refresh some bushings or top mounts if you hear clunking. It’s normal wear and tear. PASM shocks are expensive to replace if they wear out, but usually they last quite long unless you track the car heavily.
  • Engine reliability: The engine itself is strong. There have been isolated cases of internal engine issues (for example, there’s been a rare scored cylinder or two reported on forums), but unlike the previous gen (987) or some 911s, it’s not common. Porsche did a good job engineering out prior weaknesses. Using high-quality oil, warming the engine up properly before hard driving, and not over-revving (mis-shifting a manual) will go a long way to ensuring it stays healthy. The car also has an oil monitoring system and will tell you if it’s low – it’s good to check manually too, as these engines can consume a tiny bit of oil over many miles (most don’t consume much though).

In summary, there’s no notorious ticking time bomb with the 2013 Cayman S. It largely just needs normal care. We always emphasize: these cars like to be driven and maintained – garage queens that sit too long can develop issues (stale fuel, weak battery, etc.), and those that never get oil changes or are thrashed from cold will obviously fare worse. But a well-cared-for Cayman S can give you many years and tens of thousands of miles of joy with relatively little headache. Routine stuff like brakes/tires and oil are your main ongoing costs. If you’re looking at a specific used example, check that it has a full service history – evidence of regular maintenance – and that things like the brake fluid and spark plug changes were done at the appropriate times. That’s usually a sign of a conscientious owner. Our Motor Kiwi Cayman S, for instance, comes with a comprehensive history and has just had new tires and a fresh service, so it’s all set for its next owner. Take care of the Cayman S, and it will definitely take care of you with thrilling yet reliable performance.

In summary, the 2013 Porsche Cayman S (981) is a true gem in the automotive world – a car that masterfully blends pure driving excitement with everyday practicality and Porsche’s renowned build quality. It’s a machine that proves you don’t need supercar horsepower to have a supercar-like experience behind the wheel. From its razor-sharp handling and exhilarating flat-six wail, to its comfortable, well-crafted interior and eye-catching design, the Cayman S checks all the boxes for what an enthusiast could want. This Ultimate Guide has highlighted what makes the Cayman S so special, and if your heart is set on owning one, finding the right example is key. The 2013 Cayman S we have for sale at Motor Kiwi could very well be that perfect example – it’s been lovingly maintained and comes with a full service history.

Why settle for an ordinary car when you can have a mid-engine thrill machine like the Cayman S? 😉 If you’re an enthusiast who craves a car that offers both precision performance and day-to-day usability, the Cayman S should be at the top of your list. It’s a car that can make a mundane commute feel special and a spirited drive feel absolutely transcendent. And if you want the peace of mind of a vetted, top-tier specimen, our Motor Kiwi Cayman S is the one. Feel free to reach out for more details – we’d love to show you first-hand what makes the Cayman S such an extraordinary sports car. Come experience the astonishing blend of Porsche engineering, supercar DNA, and real-world practicality that the Cayman S delivers – we promise, it will exceed your expectations.