Porsche Cayman S - Has Porsche Topped Itself? (Part 2)

We stop for coffee and I think about what really sets the latest Cayman apart from previous vintages. Although the design theme has not changed much, the new coupe looks crisper and more mature. The longer wheelbase, the bigger footwear and the wider track relay a more self-conscious stance. While Porsche claims that there is now a distinctive visual difference between Cayman and Boxster, both two-seaters still share the same headlamp graphics and the trademark wraparound rear spoiler lip. Having said that, the wing of the fixed-head model extends to a higher position and at a more upright angle. Thanks to the modified tailgate, the new Cayman can accommodate up to 425 liters of luggage – 15 liters more than before but you still need to stack the goods all the way to the roof. The roadster holds 280 liters in two lidded compartments. Power output is not really a discerning factor. The Cayman has a 7kW advantage over the ragtop, which in turn costs $4,286 less. This price point actually dates back to the year 2003 when chairman Wendelin Wiedeking decided on a whim to position the Cayman above the Boxster and not below it, as originally planned.

Porsche says Cayman and Boxster now look very different, but that's pushing it: they share these bi-xenons and that rear spoiler shape

Featuring 19-inch wheels and bi-xenon headlamps, the new Cayman S is not exactly under-equipped, but it certainly isn’t fully loaded either. Among the most desirable extras are active cruise control, active dampers and the Sport Chrono kit, which includes the afore-mentioned Sport Plus mode and dynamic transmission mounts. Hardly essential but worth considering are power-operated bucket seats, 20-inch wheels, keyless entry, a Bose or Burmester sound system and the sports exhaust. The optional ‘power steering plus’ provides extra assistance at speeds of up to 50kph, thereby complementing the green picture, which also features brake energy recuperation, thermo-management and stop/start. When equipped with the PDK ’box, the Cayman can coast in near total silence with the engine cut off, which comes as a bit of a surprise after an extensive blast through the decibel stratosphere. These mod-cons certainly contribute to the fuel consumption, which has improved by 15%. On paper, the 2013 PDK-equipped model uses a remarkable 8.0l/100km. On that empty country road, however…

Cayman is brilliant, but skilled drivers (and skilled drivers with small kids) will choose 911. So, in the end the order of things just remains intact

The extended wheelbase yields a little more legroom, but while the seat pushes back further, the seatback recline is still compromised by the rear firewall. Engine oil and water must be topped up via the carpeted luggage bay, where a chromed bar stops suitcases from scalping you from behind. Despite the perfectly spaced pedals and the generously adjustable steering-wheel, the meticulously put together cockpit is a mix of good and not so good elements. On the credit side, there’s a larger in-dash color monitor, the three trademark round instruments and two ergonomically correct shift paddles. Downsides include the messy air-con panel, the confusing array of chocolate-bar push buttons, the digital speedo readout (much too small), and the unintuitive access to the limited choice of driving programs. A head-up display would clean up the center stack and the instrument binnacle, and a manettino-style drive mode selector would cater for a greater variety of user profiles at the twist of a toggle. Plus, it’s a pity that such basics as active cruise control, automatic brake activation and keyless go are cost options. Porsche’s standard kit lists aren’t noted for generosity, but this is arguably a bit mean.

These mod-cons certainly contribute to the fuel consumption, which has improved by 15%.

Although the question at the top of the show was Cayman or 911, today’s drive has shown the bigger conundrum to be this: Cayman or Boxster? I would take the soft-top any day of the week. After all, it is two cars in one, it solves the luggage problem in a more elegant fashion, it costs less and is every bit as much fun to drive. There are those who prefer the coupe for integrity, stability and flexibility reasons, but I am convinced that, even when you drive the two Porsches back-to-back, the difference in handling prowess and road holding talent is going to be marginal. This may change, of course, as soon as Porsche introduces the more potent and even more focused Cayman R.

Tapping the memory chip inside my head helps to compare old and new, Cayman and Boxster, Cayman and 911

But does the Cayman live up to expectations? Yes, with some minor reservations. More so than Audi TT, BMW Z4 , Mercedes-Benz SLK or Nissan 370Z, the mid-engine Porsche is a compelling all-rounder which ticks all boxes. Fast, well-built, sporty and safe, it’s also a soulful and emotional drive. The suspension blends decent ride comfort with entertaining handling, riveting grip, strong traction and a behavior at the limit that varies between docile and demanding. The revised flat-six mixes a goose pimple soundtrack with an addictive willingness to rev, sensational smoothness and pyrotechnical performance. The PDK transmission fuses time warp upshifts with no shifts at all under trailing throttle. The brakes are out of this world, but the steering isn’t. Like so many modern high-tech automobiles, the new Cayman turns out to be an extremely spec-sensitive buy. Get the mix right, and you will love it. Get it wrong, and you may keep on longing for that 911.