The Porsche 718 is going electric—or at least that was the plan. See, with sports cars, turning these fully electric will probably make them faster (take a look at the record-breaking BYD Yangwang U9X), but not necessarily emotional.
Emotional driving, after all, is exactly why we love Porsche so much. For now, however, the gas-powered 718 in its current form has recently ended production. What remains as we speak is whatever inventory Porsche has globally and in the Philippines. The next-generation fully electric 718 is coming out first, but the gas-powered versions? You’re going to have to wait a bit longer, and based on what they announced, it will (probably) only be for the high-priced six-cylinder versions.
And so the question now is, if you can’t wait any longer for the next Porsche 718, is the four-cylinder splurge worth it, or is the electric version going to be worth the wait? How about those possible six-cylinder versions? I’m sure that’s going to be absolutely worth the wait, and one that’s going to be a worthwhile story when it comes out in the future.
Exterior
The 2025 Porsche 718 Cayman, which is the coupe version we have here, has certainly aged well. Trust Porsche to create timeless designs–ones that will look great even after a couple of decades. Take a look at the 997-generation 911, and even the 993-generation 911, and you’ll understand why. With the 718, its design has been around since 2016, which, in turn, is based on the 981-generation Cayman and Boxster in 2012.
The front end looks very clean and purposeful, and since this isn’t the 911, the headlights have a less rounded shape. Fitted to this 718 Cayman are HID headlights with LED daytime running lights, which surprised us somewhat since this is probably the first time in more than five years we’re driving a car with such headlights. Anyway, HID headlights have always done the job–sometimes even a slightly better job than LED lights.
The side profile is also distinctly Cayman, with a small rear quarter window and aggressively sloping roofline hinting at its mid-engined proportions. Remember, the 911 has its engine mounted behind the rear axle in order for it to have enough space for small rear seats. Anyway, this has given the 718 Cayman a fastback tailgate, one that’s spacious enough for a golf bag, and is complemented by a surprisingly spacious front trunk.
Lastly, the 718 Cayman’s rear end is likewise distinct, featuring a full-width black bar to visually connect the LED taillights. Topping it all off are nice 19-inch silver wheels with a black Porsche crest, and a single rear exhaust in the middle of the rear bumper.
Interior And Practicality
Since the 2025 Porsche 718 Cayman comes from a vehicle that dates back to 2012, its interior is both ergonomically well laid out amidst an industry declaring war on physical controls, though at the same time, its age is already felt. In typical Porsche fashion, the interior is robust, well-built, and finished in upmarket materials. The seats, however, are a bit on the utilitarian side in terms of plushness, though they still provide a great deal of support–even for long drives.
Remember those physical controls? This is one of the only Porsches you can still buy today that doesn’t come with smart entry, or if you do opt for it, there’s a faux key that you need to twist on the left side of the dash. I’d rather not opt for it (which is the case with this test car), since this makes the 718 Cayman one of the only few Porsches that you still need to insert a key to start the vehicle.
Once settled in with its manually-adjustable seats, you’ll be greeted by familiar Porsche controls, such as the three-binnacle gauge cluster with a tachometer in the middle, along with a bevy of physical knobs, buttons, and toggles, which makes it so easy to adjust certain settings in an era where every automaker is putting all controls through the touch screen. The climate controls–or rather, the manual aircon controls–are located behind the gear selector. It’s an odd place to access these controls, but I’ll take it over fumbling with a touchscreen.
Despite being a compact sports car, you’ll be surprised by how flexible the interior space is–for its size, at least. The door pockets are decently-sized, while the center console storage is good enough for a smartphone. If you’re wondering where the cupholders are, well, these are simply the world’s most overengineered cupholders. Pushing the silver aluminum decorative panel on the passenger’s side reveals two cupholders that slide out and are ready to accommodate your caffeine needs.
Infotainment And Tech
Unfortunately, this is the department where the 2025 Porsche 718 Cayman’s interior falls behind. That’s because it is still using the Porsche Communication Management (PCM) version from two generations ago. Operated behind an 8-inch screen with the resolution and pixel density of an iPhone 3G, it’s far from cutting-edge, especially with rivals like the BMW Z4 having high-definition screens and sophisticated software with iDrive 7. At least you have wired Apple CarPlay and Android Auto, which is no issue for me, since I’d still rather use wired smartphone mirroring due to its more reliable connection.
That’s pretty much the tech here in the 718 Cayman, at least in Philippine-spec, dealer allocation form, because if you’re looking for power-folding mirrors, an auto-dimming rear view mirror, or even a suite of advanced driver-assistance systems, none of those are fitted to this car. If you want these features, you’ll have to spec your own 718 Cayman, but then again, with production already ceased, custom orders for this model are no longer possible.
Driving Feel
What is possible for you is to have a great time whenever you take the 2025 Porsche 718 Cayman for a drive. Everything in the vehicle has been designed to be centered around the driving experience. After all, this is why you buy a Porsche in the first place. Twist the key, and you’ll hear that 2.0-liter turbocharged four-cylinder rumble to life. It sounds great, especially at the mid to high rev ranges. In isolation, and if you haven’t driven the previous base Cayman with a non-turbo six-cylinder boxer engine, you’ll love how this thing sounds. Otherwise, or if you’ve experienced the previous six-cylinder boxer or even BMW’s B58 and S58 turbocharged straight-sixes, you’ll definitely want more theater from this engine.
Nevertheless, with 300 horsepower and 380 Nm of torque, combined with a very light body, this is pretty much the only engine you need. Like the Mazda MX-5 and Toyota GR 86, the 718 Cayman is one of those sports cars with just the right amount of power. Despite being turbocharged, power delivery is linear, without some of the sudden, sometimes uncontrollable surge of power associated with turbocharged engines. Though a bit of turbo lag is present, it isn’t too much, and it’s also manageable since the engine itself already has enough shove even before the turbo spools up.
It’s also an engine that feels at home being wrung the most out of, thus letting you enjoy its four-cylinder boxer engine note. It sounds like a Subaru BRZ or Toyota GR86’s 2.4-liter boxer engine, which may or may not be a good thing, depending on your perspective. I personally like it, though I would understand if a six-cylinder theater is more appealing.
Now, the Cayman and Boxster have mostly been viewed as a Porsche model that is in a “second-best” position next to the 911, but now that I’ve reviewed both cars, I don’t think that should be the case. You see, the 911 has a broad breadth of capabilities. It’s both a practical and supple grand tourer (GT) with rear seats and plenty of cargo space, whilst being a world-class sports car with top-notch handling.
The 718? It feels a bit more focused, with a narrower breadth of capabilities. And that’s perfectly fine, if all you want is a sports car. The 718 is compact, measuring a tad over 4.3 meters, while its 1,365 kg weight also makes its 300-horsepower engine feel powerful. Combined with the mid-engined layout and the engine’s very low positioning, the 718’s grip limits are high, and body roll is already flat without the need for stiff suspension.
Yes, as the base 718 Cayman, you don’t get any of the Porsche Active Suspension Management or Porsche Dynamic Chassis Control trickery here. While these active chassis technologies will improve its handling even more, the 718 Cayman is already well-engineered to begin with. Of course, in typical Porsche fashion, the steering is rich in feel, offering tactile precision that’s unmatched by any other brand (perhaps Ferrari is a close match). The brakes are very firm, allowing you to perfectly modulate how you slow down through corners or at a stoplight.
Do I prefer this over the 911? Well, let’s just say that while the 718 Cayman is more focused, I personally think it’s down to personal preference. The 911’s broad breadth of capabilities means it’s a better long-distance cruiser than the 718 Cayman, whilst still being a world-class sports car. The cabin of the 911 is more hushed, while its standard PASM also makes it ride like a luxury sedan. The 718 Cayman’s narrower bandwidth makes it feel more focused, but with less of the long-distance comfort of the 911.
Speaking of which, the 718 Cayman, though more focused on being a sports car, is still decently suited for daily driving use. The seven-speed PDK dual-clutch is obedient and smooth, whether in the city or when cycling through the gears on a winding road. The suspension, though firm, is not harsh. Refinement? Well, it’s a sports car, you’re supposed to somehow feel the elements, but it’s still reasonably hushed–registering at most 73.2 dB at 100 kph on a concrete highway in our instrumented noise level tests. Fuel efficiency? Even this is impressive for a 300-horsepower sports car, registering 8.7-11.2 km/l, depending on your driving habits and traffic conditions.
Verdict
And that’s the thing with the 2025 Porsche 718 Cayman. Though I do wish it had more features, especially next to what its front-engined rivals offer, the driving experience is simply unparalleled here. But the main reason I bring up its missing creature comforts is because of how much this retails for. In typical Porsche fashion, pricing for the 718 Cayman is only available upon request, but what I can tell you is that you can get a BMW M2 with its inline-six glory and all, plus enough change to buy another midsize sedan or SUV from a mainstream brand.
Then again, it’s hard to put a price on driving excellence–especially if it’s wrapped in a package that has stood the test of time. If there’s one thing that often dates a car, that would be the sheer number of screens it packs. With the 718 Cayman, it has just the right amount of modernity and digitalization to remain timeless–immune from the automotive trends that come and go.
It may be priced higher than your usual choices, but that’s the price you pay for engineering timelessness–one that can even be passed on to generations like an exquisitely-engineered Swiss chronograph. Is the 718 Cayman worth the splurge in 2025? Absolutely. How about the upcoming electric 718? Well, let’s just say we wouldn’t trade the emotional theater of an internal combustion engine (ICE) for an electric motor just yet, but maybe Porsche has a surprise on how it can make electric sports cars emotional.
More Photos
Pricing and Rating
Exterior Design: 9/10
Interior Design: 8/10
Space and Practicality: 7/10
Features: 7/10
Safety and Driver Assistance Tech: 6/10
Acceleration: 9/10
Handling: 10/10
Comfort: 7/10
Fuel Efficiency: 9/10
Value For Money: 8/10
0 comments on “2025 Porsche 718 Cayman Review: The Last Dance”