981 Cayman S

2013–2016 · 2dr coupe

A mid-tier trim above base Cayman and below GTS and GT4 — widely considered the sweet spot of the 981 range, meaningfully quicker than base without GT4-level cost or rarity. There's no documented S-specific mechanical weak point beyond the platform-wide items every 981 shares (see Known Issues), so negotiation leverage mostly comes from standard wear items and PPI findings rather than a known catastrophic-failure pattern like older air-cooled or M96/M97-engined Porsches.

Overview

Production: 2012–2016
Chassis code: 981
Layout: Mid-engine, RWD
Engine code: MA1.23
Power: 321 hp @ 7,400 rpm
Torque: 273 lb-ft
0–60 mph: 4.4s (PDK w/ Sport Chrono)
Transmission: 6MT or 7-speed PDK
Curb weight: 2,910–2,980 lb

Known-issue mix

1Critical
5Watch
3Clear

Known issues

9 flagged · 1 critical

Critical

Front bonnet (frunk) catch recall — narrow build window

A narrow production window — May 5 to June 6, 2014 — is affected by a bonnet catch that can fail, allowing the front trunk lid to open unexpectedly at speed. If a car's build date falls in this window, confirm recall completion via VIN with a Porsche dealer before you rely on anything else about the car. This is a safety recall, not a wear item, and should be resolved (or clearly priced in) regardless of how clean the car is otherwise.

What to check

Check the car's build date (not just model year) against the May 5 – June 6, 2014 window
If in that window, run the VIN through a Porsche dealer or Porsche's recall lookup to confirm the recall has been completed
Don't take a seller's word for it — get documented confirmation of recall completion

Watch

PADM (Porsche Active Drivetrain Mounts) failure

PADM electronically varies engine mount stiffness — firm under load, soft at idle — on cars optioned with the feature. These mounts commonly fail with age. Before assuming a full mount replacement is needed, verify the wiring and connector first, since a bad connector can produce symptoms that mimic mount failure at a fraction of the repair cost.

What to check

Confirm whether the car is actually equipped with PADM before pricing this in
Check for PADM-related fault codes during PPI
Verify wiring and connector condition before accepting a quote for mount replacement

Watch

A/C condenser corrosion from debris buildup

Debris collects in the lower corners of the condenser cores and holds moisture against the aluminum fins, slowly corroding them until a refrigerant leak develops. It's climate- and parking-dependent rather than universal, but worth a visual check during PPI regardless, since a failed condenser is a real if not huge repair.

What to check

Visually inspect the A/C condenser's lower corners for corrosion or leaf/debris buildup during PPI
Confirm the A/C blows cold during the test drive
Ask where the car has typically been parked or driven — leafy or coastal climates raise the risk

Watch

Scattered electrical faults (fuel door actuator, PSM, infotainment)

These are best described as gremlins rather than a defect: isolated reports of fuel door actuator failure, PSM (Porsche Stability Management) faults, and infotainment quirks appear across the ownership base, but no single component stands out as a systemic weak point. Individually inexpensive to fix, but worth flushing out during a full electrical check rather than discovering them piecemeal after purchase.

What to check

Run a full electrical function check during PPI: fuel door release, PSM on/off and warning lights, infotainment functions
Note any dash warning lights that appear and clear inconsistently

Watch

Blower motor sticks after periods of inactivity

The blower motor can stick slightly after periods of inactivity and fail to spin when the HVAC is switched on. It's usually resolved by manually freeing the fan blades via the air filter box (ignition off) rather than a parts replacement, and isn't indicative of a deeper problem — just worth testing on any car that's been sitting for a while before you look at it.

What to check

Run the HVAC blower on all speeds during the test drive, especially if the car has been sitting
If it doesn't spin, ask about (or try) manually freeing the blades via the air filter box with the ignition off before assuming it needs replacement

Watch

Bore scoring — rare, but real on this engine family

Documented cases are rare relative to the IMS/bore-scoring problems that plagued older M96/M97-engined Porsches, but they do happen. Specialists differ on whether the S's larger-bore engine carries materially higher risk than the base Cayman's, and real-world case data collected on owner forums hasn't shown a clear difference between them in practice — treat that specific question as open rather than settled. A borescope inspection during PPI and a close look at oil-change history are the standard mitigations; this isn't a reason to avoid the car, but it shouldn't be dismissed as a nonissue either.

What to check

Get a borescope inspection of all six cylinder bores during PPI
Ask about oil-change frequency and whether the car has regularly been driven hard on a cold engine
Cold start the car yourself and listen for excessive piston slap or rattle that clears within ~30 seconds

Clear

Front/rear strut mount bushing wear

The rubber bushing above the strut dries out and fails with age and mileage, producing a low-frequency thump or knock over bumps that's most noticeable from the rear. Every car in this age bracket will eventually need this addressed — it isn't a sign of abuse — but it's worth budgeting for on a higher-mileage example rather than assuming it's included in the asking price.

What to check

Listen for a low-frequency thump or knock over bumps, especially from the rear
Ask whether strut/shock mounts have ever been replaced and at what mileage

Clear

IMS bearing — not applicable to this generation

IMS bearing failure is the defining ownership risk on 986/996 and 987.1/997.1-generation Porsches with M96/M97 engines, but the 981's direct-injection MA1-series engine doesn't have an intermediate shaft bearing at all — there's nothing here to fail in that way. Worth stating explicitly, since it's usually the first question buyers coming from an older 911 or Boxster/Cayman ask.

What to check

None needed — if a seller or shop tries to sell you an "IMS inspection" on a 981, that's a red flag about them, not the car

Clear

No dominant trim-specific failure pattern identified

Most reported problems on the Cayman S are isolated/one-off rather than a documented pattern tied to the 3.4L MA1.23 engine specifically. On bore scoring — a real, if rare, risk across the whole 981 platform (see the platform page) — some specialists suggest the S's larger-bore engine carries slightly higher relative risk than base by the same logic that applied to older M97 engines, but real-world case data collected on owner forums hasn't shown a clear base-vs-S difference in practice. Because there's no major, common, catastrophic-failure pattern specific to the S, negotiation leverage mostly comes from platform-wide wear items (strut mounts, condenser condition), confirming a clean borescope result, and standard PPI findings (brakes, tires, clutch if manual) rather than a documented widespread mechanical weak point.

What to check

Get a borescope inspection of the cylinder bores during PPI — treat this as standard, not optional, given the open base-vs-S question
Focus the rest of PPI time on the platform-wide known issues and standard mechanical/wear checks rather than a rumored engine-specific defect

Market pricing context

Typical asking price

$35,000 – $65,000

good-condition examples, PDK or manual

Average sale price sits around $49,900, with good-condition examples starting around $35,000 and exceptional or well-documented cars reaching into the mid-$70s at auction — the current recorded high is $76,500 (2014 model year, August 2025). The recorded low, $22,895 for a 2013 model year car in April 2023, reflects a rough or high-mile outlier rather than a typical clean example, so treat it as a floor for problem cars, not a shopping target. Considered a relative bargain against the newer 718 generation — used 981 S pricing sits well below entry pricing on a new or lightly used 718 Cayman. Manually curated from public sale-price aggregators, cross-checked against enthusiast press coverage — refresh periodically rather than treating as current-day pricing.

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

Price range

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

$49,925Average

$22,895Record low · 2013 model year, April 2023 sale

$76,500Record high · 2014 model year, August 2025 sale

Popular options

8 tracked

PASM (Porsche Active Suspension Management)

Fully optional on the Cayman S — unlike some Carrera trims, it doesn't come standard even here. Lets the car switch between comfort and sport-focused suspension settings; buyers consistently seek it out for the balance between daily usability and performance.

Popular

Sport Chrono Package

Sharpens throttle response, adjusts stability control for spirited driving, and adds Sport/Sport Plus modes. Effectively essential on PDK cars (faster, more aggressive shifts); manual owners are more split — desirable but not essential to most.

Popular

PSE (Porsche Sport Exhaust)

Widely cited as a must-have for the sound alone, and cars with it consistently command a premium. Worth knowing there's real dissent too — at least one long-term owner found it droned more than expected and ran with it deselected much of the time. A desirability driver, not a universal favorite.

Popular

PTV (Porsche Torque Vectoring) + Limited-Slip Differential

Named together as one of the most desirable performance combinations for this generation — specifically called out as the standout handling upgrade for 981/982-era cars.

Popular

Sport seats / adaptive sport seats

Consistently listed among the top desirability drivers for this generation, alongside Sport Chrono and PSE.

Popular

6-speed manual transmission

Named as a desirability factor in buying guides, but owner sentiment here is more genuinely mixed than on the 911 — several owners specifically prefer PDK on the Cayman S for everyday driving. Treat as a real preference split, not a settled "manual is better" consensus.

Popular

PDLS (Porsche Dynamic Light System) / bi-xenon headlights

Optional bi-xenon headlights with dynamic light system, named as a desirable feature by owners cross-shopping used examples.

Popular

PCCB (carbon ceramic brakes)

Lighter and more durable than standard steel brakes, but an expensive, uncommon factory option on this generation — a nice find rather than something to expect or hold out for.

Rare

PASM being fully optional (not standard) on this trim is an easy detail to get wrong if assuming it works the same way as on some 911 trims — always verify per model/trim rather than carrying an assumption over. Sport Chrono and manual-vs-PDK sentiment also run more split among Cayman/Boxster owners than among 911 owners — don't overstate consensus where real disagreement exists.

Buying checklist

Documents to request

Full service history — independent Porsche specialist or OPC (official Porsche Centre) records preferred over generic shop records
Recall completion confirmation (VIN-checked with a Porsche dealer) if the build date falls between May 5 – June 6, 2014
Title history / accident or salvage check (Carfax or equivalent)
Full-service history specifically covering the 3.4L engine — oil/filter intervals and coolant service

Questions for the seller

Has the car ever had HVAC/blower issues, especially after sitting for a few weeks?
Is the car equipped with PADM, and has it ever thrown a related fault code?
Has the A/C system ever needed condenser or refrigerant work?
Any history of electrical faults — fuel door actuator, PSM warnings, infotainment glitches?
Has a pre-purchase inspection ever been done, and can you share the results?
Which transmission does this car have — manual or PDK? It meaningfully affects resale demand and driving character, and listings aren't always clear.

PPI advice

Get a borescope inspection of the cylinders during PPI — bore scoring is rare on this engine but documented, and cold-start hard driving plus poor oil-change history are the main risk correlators
Confirm bonnet catch recall completion via VIN if the build date falls between May 5 – June 6, 2014
Test blower motor / HVAC function on all speeds, especially if the car has been sitting
Check for PADM-related fault codes if the car is so equipped, and verify wiring/connectors before accepting a mount-replacement quote
Visually inspect A/C condenser corners for corrosion, especially on cars from leafy or wet climates
Run a full electrical function check: fuel door release, PSM, infotainment
If PDK-equipped, test shift quality specifically — hesitation or harsh shifts warrant a transmission-focused PPI item
No IMS bearing concern on this engine — don't pay for an "IMS inspection" upsell; it doesn't apply here