Porsche Cayman S - All About The New Porsche Sports Car (Part 2)

To enhance efficiency further, Porsche have added a coasting function that decouples the engine and transmission when the driver gently lifts off the throttle, causing the engine revs to fall to idle speed. Whereas most modern cars shut off fuel delivery on deceleration, Porsche claim this coasting method further reduces fuel consumption and emission while keeping the catalytic converter at its ideal operating temperature. In the coasting mode the tachometer needle goes limp, engine idling is quieter, and it takes a fraction of a second before power returns once I engage the throttle again.

The mid-engined car has additional 150-liter storage space upfront

The Sport mode, which was earlier part of the Sport Chrono package, is also a standard feature now. So I had the option of keeping it switched off when I needed comfortable tuning or turn it on making the Porsche snappier and more fun. Basically, it’s a shortcut to deactivate the coasting and the engine stop-start programs. It also relaxes the stability control, quickens shifts, and sharpens throttle tip-in. It takes just a couple seconds for this reasonably efficient car stretching the greenhouse gases to transform into this agile beast surging ahead in such ferocity. The body weight and the center of gravity are so well balanced in the Cayman that I felt that my driving skills have gone up a couple of notches, whereas, in reality, the electronics were sorting things out for me.

It’s fundamental geometry. I sit low and almost in the middle of the car with the major bulk of the engine just behind me. The additional 60-mm longer wheelbase offers greater stability at high, er... very high speeds. Then the wide front and rear tracks make for additional stability and agility while cornering. How can I forget the optional 20-inch wheels of the test car (standard Cayman S gets 19-inch) which are massive and grip the roads like rails? To be honest, I did roll my eyes seeing the ‘Pimp My Ride’ inspired ultra-low 35-profile tires, but it wasn’t as bad as I anticipated it to be on our roads. Road undulations and bumps do tend to filter in the car at low speeds, but it does not trash around like other hardcore sports cars do.

Stylish air ducts revealing Cayman’s mid-engine concept

It gets the ‘good for low-profile tire’ ride quality tag thanks to the optional PASM active damping system, which would set you back by another $3,225. The upgraded system has four additional vertical sensors at the front and rear wheels, which improve the damping management. You can choose from Sport and Normal modes for specific driving situations. But the Cayman S is neutral and so responsive that you really don’t feel the need of the PASM. However, as I went faster, the high damping forces helped improve the road grip and body control further.

No matter which engine or suspension setting I selected, the Porsche has only one steering calibration on offer and that’s as close to perfect as an electrically assisted steering gets. It may not be as direct compared to the older hydraulic system, but it does wipe out unwanted disturbances making the communication more clear.

The wide track, sticky tires and low stance of the brilliantly balanced car sweeps across the fastest of turns, pretty much effortlessly

Being rear-wheel-driven, I had the exciting option of flooring the gas and using the thrust to make the car turn, but I mostly preferred to employ the more acceptable torque vectoring system, which brakes the inside rear wheel to help the car negotiate corners better and faster. It’s worth the additional $3,032. The wide track, sticky tires and low stance of the brilliantly balanced car sweeps across the fastest of turns, pretty much effortlessly. The firm suspension and sporty steering make the drive twice the fun. Its driving dynamics are as beautiful as the car itself. Meanwhile, the snug sport seats held my photographer on the passenger seat in place, as the Cayman jived down 101 turns of the mountain roads.

Time to bring this test drive to a screeching stop and the imposing 330-mm discs, borrowed from the 911, come handy. With stiffer front brake calipers, upgraded pads and larger brake contact the Cayman comes to halt from 100 km/h to zero in just 2.71 seconds! And to provide better warning to vehicles behind, the brake lights pulsate as soon as ABS control is activated.

This compact two-seater costs about half the price of a Porsche 911, and with surprisingly similar ability. It’s very attractive, efficient, and practical for daily use (as long as you can cross speed-breakers at a more acute angle) and is sensational to drive. With this test we would like to welcome the Cayman S 2014 to our ‘Cars to Drive before You Die’ list.