The Porsche Cayman has often been dubbed the “entry-level Porsche,” positioned below the iconic 911 Carrera in both power and price. It’s easy to see why some might consider the 2014 Porsche Cayman Coupe as the junior member of the Porsche family. However, to dismiss it as simply a “starter Porsche” is a profound understatement.
Having spent a week thoroughly experiencing the 2014 Cayman S Coupe, I can confidently say this machine is far from being just a stepping stone. My time with it included navigating city streets, cruising on long highway stretches, and tackling winding mountain roads. Across all scenarios, the Cayman S not only met but significantly exceeded every expectation I had.
| STATS | Starting Retail Price | As Tested Price | HP / Lb-Ft |
|---|---|---|---|
| 2014 Porsche Cayman S Coupe | $63,800 | $88,625 | 325 / 272 |
| EPA Rating MPG | As Tested MPG | ||
| Rating: BUY IT! | 20 / 28 | n/a |
The heart of the 2014 Cayman S Coupe is a potent 3.4L flat-six engine, delivering a robust 325 horsepower and 272 lb/ft of torque. My test model was particularly appealing, equipped with the Sport Chrono package and a engaging 6-speed manual transmission. For those who prefer automated shifting, the Porsche Doppelkupplung (PDK) 7-speed dual-clutch transmission is also an option. The manual gearbox allows the Cayman S to sprint to 60 mph in 4.7 seconds, just a hair slower than the PDK’s 4.6 seconds (or an even quicker 4.4 seconds with Launch Control). In terms of top speed, the manual version edges out the PDK slightly, reaching 175 mph compared to 174 mph.
Despite the slight difference in acceleration figures, my preference remains firmly with the manual transmission. While the PDK is undoubtedly one of the best dual-clutch systems available, the sheer driving engagement offered by a manual gearbox is unmatched. The clutch in the Cayman S is perfectly weighted, and the gear lever is ideally positioned for quick and precise shifts. The pedal placement is also conducive to effortless heel-toe downshifts, even for someone with average-sized feet.
Cayman S 1
Image showing the side profile of a silver 2014 Porsche Cayman S Coupe on a paved road, emphasizing its sporty silhouette.
Now, let’s address the elephant in the room for Porsche enthusiasts: the steering. For this model year, the Cayman transitioned from a traditional hydraulic power steering system to an electromechanical one. This change initially sparked concern among purists. However, any pre-conceived notions of diminished steering feel quickly vanished once I experienced the new system firsthand. The steering in the 2014 Porsche Cayman Coupe is remarkably quick, precise, and nicely weighted, bordering on perfection. While there might be a marginal reduction in absolute road feel compared to the hydraulic system, it’s so subtle that it barely detracts from the overall driving pleasure.
The Cayman offers three distinct driving modes to cater to various conditions and driving styles. “Normal” mode is perfectly suited for everyday driving, providing ample performance while maintaining a comfortable ride quality for city streets. Engaging “Sport” mode, now a standard feature, sharpens the throttle response and relaxes the traction control settings, although the steering feel remains consistent. A separate button allows for further stiffening of the chassis, resulting in a noticeably firmer ride that might be too aggressive for daily commutes. For the ultimate performance, “Sport Plus” mode can be activated, but this setting is truly best reserved for track environments, as it unleashes the car’s full potential, potentially overwhelming public roads and traffic.
The “Sport” button also conveniently deactivates the automatic start/stop system, a fuel-saving feature that contributes to the Cayman S’s EPA ratings of 20 mpg in the city and 28 mpg on the highway. I found this system to be remarkably smooth in operation: approaching a stop, shifting to neutral, and releasing the clutch smoothly shuts off the engine. When the light changes, depressing the clutch and engaging a gear seamlessly restarts the engine, allowing for quick launches off the line.
Inside the cabin, the seats are both comfortable for long journeys and supportive enough for spirited driving. The 2014 Porsche Cayman Coupe features a slightly longer wheelbase than its predecessor, resulting in increased cabin space. At 5’9”, I found headroom to be abundant, with ample room to adjust the seat further back. Even a taller friend, at 6’4” and 250 pounds, found the driving position to be perfectly accommodating. True to Porsche tradition, the tachometer is prominently positioned in the center of the instrument cluster, with the speedometer to the left and a configurable display to the right, providing access to navigation, temperature, and audio information. The steering wheel feels substantial in hand, wrapped in supple leather, although a flat-bottom design would be a welcome sporty touch.
2014 porsche cayman s front
Front three-quarter view of a dark grey 2014 Porsche Cayman S Coupe parked outdoors, highlighting its aggressive front fascia and headlights.
The infotainment system, while not the most intuitive on the market, is functional and gets the job done. My test car was equipped with an optional Burmester audio system boasting 12 speakers and 800 watts of power. While impressive, with a hefty $6,730 price tag, it’s a luxury I could personally forgo. My preference leans towards enjoying the naturally aspirated flat-six engine’s symphony over even the most high-fidelity audio.
I had the opportunity to test the Cayman’s handling on a challenging mountain road, both in wet and dry conditions. Initially, on a rain-soaked road covered in fallen leaves and with well-worn Pirelli P-Zero summer tires, I opted to keep the traction control engaged for the first few passes through the Appalachian mountains. The car remained composed, with only a single instance of minor slip, which the system quickly corrected. Later in the day, as the roads dried, it was time to explore the Cayman’s limits. With traction control deactivated, the 2014 Porsche Cayman Coupe operates at the very edge of grip, yet remains remarkably composed and predictable. When the limit is approached, a slight steering correction brings it back in line with ease. The car feels incredibly intuitive, almost anticipating driver inputs, creating a symbiotic driving experience.
After experiencing the exceptional balance and poise of this mid-engine sports car, it’s hard to fathom why one would consider any other Porsche, especially when considering the significant price difference of over $20,000 between the Cayman S and the base 911. Could more power be desired? Perhaps, but the Cayman’s essence isn’t about brute force; it’s about the intimate connection between driver and machine. It’s about carving through corners, feeling in perfect harmony between masterful control and exhilarating chaos. It’s about the car reacting to your thoughts, and the unadulterated joy of driving. In the 2014 Porsche Cayman Coupe, every drive is a good day.
Visually, the new Cayman generation has evolved with slightly larger dimensions while shedding approximately 66 pounds compared to its predecessor. The enlarged side air intakes not only aid in cooling the mid-mounted engine but also contribute to a more aggressive stance. However, the rear view is arguably the most captivating aspect of the Cayman’s design. The seamlessly integrated spoiler and taillight design create a rear end that is both muscular and elegant, a truly standout feature.
Cayman S int
Interior shot of a 2014 Porsche Cayman S Coupe, showcasing the dashboard, steering wheel, and center console, emphasizing the sporty yet luxurious cabin.
The base price for the Cayman S starts at $63,800, but the test model I drove included several optional extras, some more essential than others. Porsche Torque Vectoring (PTV) for $1,320, which enhances cornering agility by applying brake force to the inside rear wheel, is a worthwhile addition. However, it necessitates the Porsche Active Suspension Management (PASM) option for an additional $1,790 and the sport suspension for $1,235. The Sport Chrono package, at $1,850, adds the Sport Plus button and other track-focused features, a must-have for those planning track days. One option I felt was notably absent from my test car was the Sport Exhaust System. While it adds $2,825 to the price, the intoxicating sound of the flat-six engine is an integral part of the Porsche driving experience.
Of course, the extensive Porsche options list allows for further customization of the 2014 Porsche Cayman Coupe, potentially pushing the price into 911 territory. Whether these options are justifiable ultimately depends on individual preferences and budget.
In the realm of two-door, two-seat, hardtop sports cars, the 2014 Porsche Cayman Coupe exists in a somewhat unique class. While the Jaguar XK could be considered a competitor in terms of rear-wheel drive configuration, it comes at a higher price point and, despite offering more power, exhibits slower 0-60 mph acceleration. The Jaguar F-Type is a closer match, but its convertible nature positions it more as a Boxster rival, similar to the BMW Z4. The Audi TTS could also be seen as a competitor, but its all-wheel-drive system differentiates it significantly from the Cayman’s rear-wheel-drive dynamics. It seems the Cayman truly occupies a niche of its own.
On the TFLcar scale of:
- Buy it!
- Lease it!
- Rent it!
- … or Forget it!
The 2014 Porsche Cayman S Coupe earns a resounding BUY IT! It’s a driver-focused car that seamlessly blends daily usability, exhilarating cornering prowess, and track capability, all while upholding the high standards of luxury and quality synonymous with the Porsche brand.
