718 Cayman S

2017–2025 · 2dr coupe

The step up from base within the 718 Cayman line, and a genuine hardware difference rather than just a software tune: the S runs a 2.5L variable-turbine-geometry (VTG) turbo (engine code MA2/22) versus the base 2.0L's simpler fixed-geometry, internally-wastegated unit (MA2/20). That VTG hardware difference is also the open question for this trim specifically — the platform's well-documented wastegate-actuator rattle issue is consistently reported on base cars, but it's not clearly confirmed whether the S's different turbo shares the same exposure (see this trim's own known-issues entry below). Otherwise, this trim shares the platform's full known-issues list — no IMS bearing risk, AOS wear, coolant reservoir/water pump concerns, and the applicable safety recalls all apply here too.

Overview

Production: 2017–2025
Chassis code: 982 (marketed as "718")
Layout: Mid-engine, RWD
Engine code: MA2/22
Power: 350 hp
Torque: 309 lb-ft
0–60 mph: 4.0s (PDK w/ Sport Chrono)
Transmission: 6MT or 7-speed PDK
Curb weight: ~2,987–3,053 lb

Known-issue mix

1Critical
6Watch
3Clear

Known issues

10 flagged · 1 critical

Critical

Multiple safety recalls (build-window specific — confirm via VIN)

These are three distinct recalls, not one — confirm all applicable ones via VIN rather than assuming any single fix covers everything. (1) Fuel collection pipe screws (2017 models, Porsche campaign AH01, began March 27, 2017): screws fastening fuel collection pipes in the engine bay could shear, risking a fuel leak or fire. (2) Luggage compartment bracket/crossmember (2017–2019 718 Cayman and Cayman S, began April 19, 2019): a crossmember could detach from the luggage bracket in a crash, risking a fuel leak or fire; dealers added rivets to secure it. (3) Side airbag impact sensors (2018 718 Cayman, Cayman S, and Cayman GTS, began May 17, 2019): sensors possibly not torqued to spec, risking non-deployment in a crash. All three are corroborated across multiple aggregator sources, though this research pass couldn't retrieve the underlying NHTSA campaign pages directly beyond confirming campaign AH01 by name.

What to check

Run the VIN through NHTSA's recall lookup to confirm completion of all three campaigns, if the build date/model year falls in an affected window
Don't take a seller's word for it — get documented confirmation of recall completion for each
Treat these as non-negotiable safety items regardless of how clean the car is otherwise

Watch

Wastegate actuator rattle / turbo replacement

The turbo's low mounting position exposes the wastegate actuator arm to water and road debris, and corrosion-driven play in the linkage produces a metallic buzzing or rattle. Porsche's fix is full turbo assembly replacement with an updated housing; many cases were reportedly covered under warranty on earlier cars. Most sourcing found for this issue specifically names the base 2.0L's simpler fixed-geometry, internally-wastegated turbo — it's not clearly confirmed whether the S's different variable-turbine-geometry turbo shares the same exposure (see this trim's own known-issues entry for that nuance).

What to check

Listen for a metallic buzzing or rattling noise from the engine bay, especially under boost
Ask whether the turbo assembly has ever been replaced, and whether it was covered under warranty

Watch

Air-Oil Separator (AOS) failure

Symptoms include white smoke on cold startup, a rough idle, and oil finding its way into the intake tract/throttle body; a failing AOS lets crankcase vacuum run abnormally high. Some specialists recommend proactive replacement on a roughly 6-year/75,000-mile interval regardless of symptoms, since a failed AOS can also contribute to rear main seal issues if left unaddressed.

What to check

Cold start the car yourself and watch for smoke or a rough idle
Ask about AOS replacement history and mileage/age since the last service

Watch

Coolant reservoir and water pump issues

A failing coolant reservoir shows as a low-coolant warning, a "sweet smell" from the rear of the car, and pink fluid leaks; repair is consistently described as a major job requiring engine removal, though no specific dollar figure turned up in this research pass. Separately, the water pump itself (bearing wear, plastic impeller degradation) and the electronic thermostat (which can fail open) are flagged as recurring weak points. Treat these as two related items worth checking during PPI, not one.

What to check

Check for a low-coolant warning light, coolant smell, or visible leaks (especially pink fluid) near the rear of the car
Ask about water pump and thermostat service history
Confirm the car reaches and holds normal operating temperature during the test drive

Watch

Direct-injection intake valve carbon buildup

Because direct injection sprays fuel straight into the cylinder rather than across the intake valves, there's nothing washing carbon deposits off the back of the valves the way port injection does. One source flags this becoming noticeable somewhere in the 80,000–120,000 km range. The fix is a walnut-blasting service — a few hundred dollars, and not urgent unless it's causing a rough idle or misfire.

What to check

Ask about any history of rough idle, hesitation, or misfire
Not typically worth a proactive walnut-blast unless symptoms are present

Watch

Headlight/taillight UV coating delamination

Described as a known, carried-over complaint from the 981 generation that Porsche hasn't fully eliminated on the 982. Cosmetic rather than functional in most cases, but worth a visual check, and specialists can address moisture ingress if present.

What to check

Visually inspect headlight and taillight housings for cloudiness, delamination, or visible moisture inside the housing

Watch

VTG turbo — unclear whether it shares base's wastegate rattle exposure

The platform-wide wastegate actuator rattle (see platform known issues) is described in sourcing found for this research pass as affecting mainly the base 2.0L's simpler fixed-geometry, internally-wastegated turbo. The S's 2.5L uses a variable-turbine-geometry (VTG) turbo instead — genuinely different hardware, not just a different tune of the same part. The stated root cause of the base-car rattle (the turbo's low mounting position exposing the actuator to water and road debris) would plausibly apply to the S's turbo too, given similar packaging, but this research pass found nothing definitively confirming or ruling out the same failure mode on the VTG unit specifically. Treat this as an open question for your PPI rather than either a confirmed S-specific risk or a confirmed non-issue.

What to check

Listen for the same metallic buzzing/rattle described for base cars, even though it's not confirmed to affect the S's turbo the same way
Ask whether the turbo assembly has ever needed replacement

Clear

IMS bearing — not applicable to this generation

Worth stating explicitly since IMS bearing concerns are usually the first thing buyers researching any water-cooled Porsche ask about. The 982's turbocharged flat-four engines (both the base 2.0L and the S's 2.5L) have no intermediate shaft in the design at all — there's nothing here to fail in that way.

What to check

None needed — if a seller or shop tries to sell you an "IMS inspection" on a 718, that's a red flag about them, not the car

Clear

Connecting rod recall — does not apply to turbocharged models

In March/May 2021, Porsche recalled 190 units of the 2021 718 Spyder, Cayman GT4, and Boxster/Cayman GTS 4.0 for connecting rods from an out-of-spec supplier batch that could crack and cause engine damage, stalling, or an oil leak; Porsche replaced engines on affected cars free of charge. This recall is specific to the naturally-aspirated 9A2 4.0L flat-six used in those models — it does not touch the turbocharged 2.0L or 2.5L engines used in the base Cayman and Cayman S. Worth stating explicitly since it's easy to see "718 recall" headlines and assume it applies generation-wide.

What to check

None needed for base/S turbo models — if shopping a GTS 4.0, GT4, or Spyder, confirm this recall's completion via VIN instead

Clear

Valve guide / valve stem seal wear — not substantiated on this engine

Extensive oil-consumption discussion does exist for 718-generation cars, but the most substantive threads and parts-fitment data found trace to the naturally-aspirated 9A2 4.0L flat-six (718 GTS 4.0, GT4, Spyder) — a different engine family entirely from this trim's turbocharged MA2/22. A direct "718 flat four reliability" discussion found in this research states no clear trend has been noted on owner forums, and cites successful stage-1 tunes adding 80–100 hp with no physical modification as informal evidence the stock engine has real margin. What early oil-consumption reports do exist for turbo-four cars seem to point more toward normal break-in/ring-seating variance on early (2017–2018) cars, or AOS failure symptoms being mistaken for genuine oil consumption, rather than a valve-guide-specific failure mode. Not stated as a confirmed non-issue — just not something this research could substantiate as real, so it isn't presented as a known risk here.

What to check

If a seller or shop specifically claims valve guide wear as a known issue on this engine, ask for a source — this research couldn't confirm one
Standard oil-consumption and AOS checks (see platform known issues) remain worth doing regardless

Market pricing context

Typical asking price

$56,800 – $95,795

asking-price range across clean, current listings

Average sale price is reported around $60,900 (Classic.com aggregate data, which includes auction platforms like Bring a Trailer) — though the underlying date range for that average wasn't confirmed, so treat it as directional rather than a precise current snapshot. Current asking prices for clean listings run roughly $56,800–$95,800, spanning higher-mileage early (2017) cars up through very-low-mile late-model examples — as one reference point, a 2024 example with under 11,000 miles was recently listed around $86,000. Recorded low and high sales (also Classic.com, via web search rather than a direct page pull): $30,500 for a 2017 model year car (June 2024 sale), and $86,000 for a car listed as 2016 model year (November 2025 sale) — that 2016 model year is unusual since US Cayman S sales are generally described as starting for model-year 2017, so it's flagged here as unverified rather than treated as a confirmed record. One clearly erroneous scraped figure (an implausible ~$149,700 "average") was found and discarded rather than used. Refresh periodically rather than treating any of this as live pricing.

As of August 2026 — written market commentary, not live pricing data

Price range

Shaded band = typical range shown above · marker = average sale

$60,885Average

$30,500Record low · 2017 model year, June 5, 2024 sale

$86,000Record high · Listed as 2016 model year, November 3, 2025 sale — model year is unverified and unusual for this trim; treat with caution

Popular options

6 tracked

Sport Chrono Package

Adds a Sport Response button, drive-mode dial, launch control on PDK cars, upgraded transmission mounts, and a dash-top stopwatch. Named among the most desirable options for this generation, and effectively required to hit the quoted 4.0s 0-60 figure on PDK cars.

Popular

PASM (Porsche Active Suspension Management)

Switchable comfort/sport damping. Named alongside Sport Chrono and PTV as one of the combination that buying-guide sources specifically call out as giving "the greatest return in enjoyment and resale."

Popular

PTV (Porsche Torque Vectoring)

Brake-based torque vectoring that functions like a mechanical differential via individual brake application. Part of the specifically-named Sport Chrono + PASM + PTV combination cited as most desirable for this generation.

Popular

6-speed manual transmission

Manual-transmission cars are documented as commanding a real price premium in the used market on this generation — an intensification of a similar trend already seen on the prior 981 generation.

Popular

Adaptive sport seats

Named among the desirable factory options for this generation in specialist buying-guide discussion.

Popular

PDLS+ (LED headlights with dynamic light system)

LED headlights with adaptive/dynamic lighting, named among the desirable options for this generation.

Popular

Well-optioned examples are described in buying-guide sourcing as selling faster and holding value better — Sport Chrono, PASM, and PTV together are the specific combination named as giving the best return, more than any single option in isolation.

Buying checklist

Documents to request

Full service history — independent Porsche specialist or OPC (official Porsche Centre) records preferred over generic shop records
VIN-based recall confirmation from Porsche/NHTSA — fuel collection pipe screws (AH01), luggage bracket/crossmember, and side airbag sensor recalls, as applicable to build date
Title history / accident or salvage check (Carfax or equivalent)

Questions for the seller

Have all applicable recalls been completed — fuel pipe screws, luggage bracket, and side airbag sensors, depending on model year?
Any history of a rattling or buzzing noise from the engine bay, especially under boost?
Any coolant warning lights, smells, or visible leaks near the rear of the car?
Has the AOS (air-oil separator) ever been replaced, and at what mileage?
Has the turbo assembly ever needed replacement or repair, and if so, was a cause identified?

PPI advice

Confirm no IMS bearing concern applies — this generation's turbo engines have no intermediate shaft; don't pay for an "IMS inspection" upsell
Cold start the car yourself and listen for a rattle from the turbo/wastegate area, and watch for smoke indicating AOS wear
Check the cooling system thoroughly, including the coolant reservoir and water pump
Confirm all applicable safety recalls (fuel pipe screws, luggage bracket, airbag sensors) via VIN — treat as non-negotiable
Use a shop that specializes in Porsche, ideally with specific 982/718 experience
Listen closely for turbo/wastegate rattle even though it's not confirmed whether the S's VTG turbo shares the same exposure as base cars