Porsche Cayman S - Perfect 10 (Part 2)

It’s interesting to think that despite all the gains in our perceptions of the new Cayman’s point-to-point speed and agility, it’s just 5bhp more powerful than before, producing 325bhp from a largely unchanged 3.4-litre flat-6 also used in the base 911 Carrera (a base Cayman is also available).

That engine, used to such devastating effect on Faro’s hills and on the track, is also devastatingly effective around town. Of a maximum of 370Nm, 310Nm is available from just below 2000rpm.

A peaky, track-only machine this isn’t, which makes it remarkably easy to live with on the daily grind. It has excellent all-round visibility, and will even provide a modicum of practicality, with a combined total of 425L of luggage space underneath the bonnet and in the boot.

See the force: The central multifunction display also shows G-forces for an authentic racecar feel

And that might just be the crux of the Cayman’s considerable charm. It’s as magical around the twisties as it is in the city, plus it doesn’t make any serious concessions to either (though thanks to the strict two-seater configuration, the brood might disagree).

Interior quality is up (way up) and the new lines make it look more purposeful on the road, with the pinched line bisecting its rump a particularly appealing feature.

There’s no such thing as a perfect car, but if there’s a car that could come perilously, tantalizingly close, the Cayman would be it.

Living Electric

During the Cayman’s launch, we managed to spend a bit of time chatting with Jan Roth, its development team lead (pictured). We asked him why the decision was made to make the Cayman’s power steering system electromechanical, instead of going with a more purist-friendly hydraulic version. Roth replied that because Porsche is a performance brand (as opposed to a purist’s brand); and electromechanical system provides feedback without unnecessary distractions.

Now, this might sound a little like them blowing some smoke our way, but if we sat down to think about it, they’re right. An electromechanical system does lack the granular feel of a hydraulic setup, but a good electromechanical setup (and the Cayman certainly has a superlative one) cuts out road buzz. This, we found, did lessen fatigue on long, hard drives. Besides, its press materials even claim that it can deliver “a steering pulse in the desired direction, making it easier for the driver to stabilize the vehicle”. In a nutshell, it’s deliciously digital over a good Hydraulic gloriously analogue nature.

Crocodilian Evolution

The Cayman’s story doesn’t begin with the Boxster (its close soft-top sibling), but with the Cayenne. It might stand to reason that the Cayman and Boxsters would have release dates that aren’t too far apart, but the first Cayman only made its debut in 2006, a good decade and a full model generation after the first Boxster.

The Cayman and Boxsters would have release dates that aren’t too far apart

That’s because Porsche was in a spot of financial bother in 1996 (when the first Boxster made its debut). The company’s problems only got worse until around 2002, when the Cayenne made its appearance. Critics and purists laughed, but the only place Porsche was laughing to be the bank. The Cayenne single-handedly rescued the marque from bankruptcy, and then some.

What Porsche did with the money was build a car to appease the purists (and regain some of its swallowed pride) by building a hardtop Boxster, the Cayman. And it was good.

So good, in fact, that some cynics have criticized the marque for deliberately holding the Cayman back in order not to steal too much thunder from the 911, its flagship product.

Small Croc

Even sports cars aren’t immune to downsizing. The base-model Cayman, which we also got to have a quick go in, now comes with a 2.7-litre flat-6 engine, from a 2.9-litre flat-6. However, power is up by 10bhp to 275bhp.

With a 50bhp deficit over the S, it might seem that the baby Cayman is good for little else but boulevard posturing, but in reality, we found it to be even sharper than the S.

With a 50bhp deficit over the S, it might seem that the baby Cayman is good for little else but boulevard posturing

Possibly because it’s on the smaller 19-inch wheels (our Cayman S ran on 20-inchers), it rides poor surfaces noticeably better than the S’ sometimes jittery ride and it feels a little more agile, too. The smaller engine still sings as sweetly, and a 5.4 second century sprint (fully tricked out with PDK and the Sport Chrono pack) can’t be sneezed at either.

In our minds, there’s really no need to spend any more than this should you be in the market for the new Cayman. Unless, of course, you’ll need the extra 50bhp for bragging rights or the like

Specifications