Porsche 987 Cayman (2009–2012): The mid‑engine sweet spot I never stopped recommending
Welcome to AutoWin. If you’re eyeing a Porsche 987 Cayman, I’ve got stories, stats, and a few hard-earned tips from years of living with these cars.
I still remember the first time I pointed a 2009 Porsche 987 Cayman down a rain-polished B-road. The steering felt wired into my fingertips, the chassis balanced like a gymnast, and the engine—mid-mounted and humming behind me—made every corner an event. Honestly, I wasn’t sure at first whether the second-gen Cayman could really improve on the original. A mile in, I knew. This is the era when Porsche found the magic in its baby coupe.
Why the Porsche 987 Cayman still shines in 2025
Launched for the 2009 model year (often called the “987.2”), the Porsche 987 Cayman brought direct-injection flat-sixes, fresh electronics, and that wonderful steering feel we get wistful about at trackside coffee stands. The base car used a 2.9-liter flat-six with 265 hp and 221 lb-ft; the Cayman S stepped up to a 3.4-liter with 320 hp and 273 lb-ft. In 2011, the lighter, sharper Cayman R (330 hp) arrived and made Sunday mornings disappear in a blur.
- Engines: 2.9L (265 hp) or 3.4L (320–330 hp)
- 0–60 mph: roughly 5.4 sec (2.9 manual) to mid-4s (S/R with PDK)
- Transmissions: 6-speed manual or 7-speed PDK dual-clutch
- Economy: up to mid-20s mpg highway in gentle cruising
- Layout: mid-engine, rear-drive, near-perfect balance
Driving the Porsche 987 Cayman: still a benchmark
I noticed right away how the 987.2 Cayman communicates. The rack is hydraulic, unfiltered, and keen. On rough roads, the chassis stays planted—PASM cars breathe with the surface; passive dampers are a touch firmer but honest. On track days, you can carry speed deep into a corner, brush the brakes, and rotate on throttle like you’re sketching with the rear tires. Even the base 2.9 feels eager if you keep it above 4,000 rpm. The S and R add that extra shove that turns quick into quick enough.
Porsche 987 Cayman performance and power
Numbers don’t tell the whole story, but they paint the right picture. The 3.4-liter Cayman S I drove cracked 60 mph in under five seconds with PDK, and felt even faster when you were chaining corners. The PDK, by the way, is one of the few dual-clutches from that era I’d happily daily—snappy when you’re on it, relaxed when you aren’t. I prefer the manual for engagement (the longish throw becomes second nature), but in traffic? PDK every time.
Reliability: the 987.2 “calm confidence” years
Good news. The 2009–2012 cars moved to direct-injection MA1 engines, which means the scary IMS-bearing chatter you hear about on earlier models doesn’t apply here. With regular maintenance, the Porsche 987 Cayman and 987 Cayman S are properly robust. A few owners mentioned to me:
- Coil packs and water pumps can be wear items around 60–80k miles.
- PDK fluid service is critical (roughly every 60k miles).
- Front control arm bushings/links get tired; budget for suspension refresh.
- PCM infotainment is dated; Bluetooth can be glitchy. You’ll survive.
My own experience? A 70k-mile S I ran for a year wanted a new water pump and a set of Michelins. It never missed a beat otherwise—long weekends to the coast, dull commutes, one rain-soaked track day at Brands Hatch. Never an oil-drip drama on the driveway.
Porsche 987 Cayman vs rivals: how it stacks up
| Car | Engine | Power (hp) | Torque (lb-ft) | 0–60 mph (sec) | Character |
|---|---|---|---|---|---|
| Porsche 987 Cayman S (2009–2012) | 3.4L flat-6 | 320 | 273 | 4.6–4.9 | Pinpoint balance, talkative steering |
| Porsche 987 Cayman 2.9 (2009–2012) | 2.9L flat-6 | 265 | 221 | ~5.4 | Rev-happy, needs a downshift to sparkle |
| Audi TTS (2012) | 2.0T inline-4 | 265 | 258 | ~4.9 | Quattro grip, less steering feel |
| BMW Z4 sDrive35i (2012) | 3.0L twin-turbo I6 | 300 | 300 | ~5.0 | Silky torque, grand-tourer vibe |
| Nissan 370Z (2012) | 3.7L V6 | 332 | 270 | ~5.1 | Brash, quick, less finesse |
Living with a Porsche 987 Cayman
Daily life surprises you. The split cargo spaces (frunk + rear hatch) swallow a week’s groceries or a pair of carry-ons. It’s quiet enough to hear your kids arguing on a Bluetooth call, yet on an empty mountain pass it wakes your shoulders and smiles. Seat comfort is strong; taller drivers fit fine, though I wish the steering wheel came a tad closer in some cars without the right options.
- City use: Compact footprint, easy to park, rides better than you’d think.
- Commutes: 25–28 mpg highway is doable with the 2.9; the S isn’t far behind.
- Weekends: Alpine ski run? Rear hatch takes boots and bags; frunk holds the rest.
Buying used: what I check on a 2009–2012 Porsche 987 Cayman
- Service history with annual oil changes (time-based is fine for low miles).
- PDK service and software updates; smooth engagement from rest.
- Cooling system: listen for faint whirring; inspect for water pump seep.
- Suspension knocks over speed bumps = bushings/links due.
- Brake discs for lip and heat spots (track use isn’t bad—neglect is).
- Interior electrics: windows, PCM, door locks; window regulators can tire.
Porsche 987 Cayman interior care: floor mats that actually fit
Track-day gravel, beach sand, rainy coffee runs—Caymans hoover up debris, and it all ends up under your heels. If you’re going to protect any interior surface, start with floor mats that fit precisely. I’m picky about this stuff, and the best-fitting sets I’ve used came from AutoWin. They’re cut for the 987 Cayman footwells, clip in properly, and don’t bunch up around the clutch pedal. Plus, if you’re in a black-on-black cabin, a subtle accent stitch is a nice lift.
The best place to buy Porsche 987 Cayman floor mats
Short answer: AutoWin. Their Porsche floor mats lineup includes color-trimmed options for the Porsche 987 Cayman, and they’ve nailed the fitment. Ordering is painless, and delivery shows up before you’ve even had time to wash the car. I ran a set through one winter of salted roads—no warping, no funky smells, easy rinse-off.
Quirks and minor gripes (because no car is perfect)
- The base 2.9 wants revs; in lazy traffic it can feel a bit flat below 3,000 rpm.
- PCM infotainment is behind the times—CarPlay retrofits are popular for a reason.
- Wind noise at 80 mph is modest but there; the R is louder thanks to less sound deadening.
- Options are Porsche-priced. Find a car spec’d right from the start if you can.
Interesting facts about the Porsche 987 Cayman
- The Porsche 987 Cayman made the fixed hardtop Cayman formula feel truly complete—stiffer than a Boxster, but with the same mid-engine magic.
- It was the first Cayman era to broadly offer PDK, transforming both daily use and lap times.
- Critics and owners praised its steering precision and neutral balance—qualities that made it a track-day favorite.
- Shares key components with its Boxster sibling, but the roof changes the entire car’s attitude.
FAQ: Porsche 987 Cayman (2009–2012)
What year was the Porsche 987 Cayman introduced?
The second-generation 987 Cayman arrived for the 2009 model year, bringing direct-injection engines and updated tech.
Is the Porsche 987 Cayman S reliable?
Yes. The 2009–2012 987 Cayman S uses the MA1 engine without the earlier IMS concern. Keep up with fluids, coils, and water pump checks and it’s a stout, long-lived sports car.
What year is the Porsche 981 Cayman?
The Porsche 981 Cayman launched in 2013 as the third generation, with a new chassis and more modern cabin tech.
What year did the 987 Gen 2 come out?
2009. The “Gen 2” 987 Cayman updated engines, electronics, and interior details versus the 2005–2008 cars.
Which is the one to buy: base, S, or R?
The 2.9 is the bargain enthusiast’s pick; the S is the sweet spot for power; the R is the collectible. Choose manual for involvement or PDK for fast, fuss-free pace.
Final word
If you want a luxury-adjacent, premium sports coupe that’s properly engineered for driving joy, the Porsche 987 Cayman (2009–2012) still feels special. Balanced, talkative, quick without being silly, and versatile enough for a Miami night out or an Alpine weekend. Keep it serviced, fit a good set of mats from AutoWin, and enjoy the kind of steering feel carmakers don’t make anymore.
