There has long been a sneaking suspicion
that the Cayman is the best driving machine of the entire Porsche range. More
rigid than the open-topped Boxster, the Cayman is compact Like an original 911,
but its mid-mounted engine means there’s no threat of 911-style, tail-heavy
over steer. Choosing a new Porsche ought to be a no-brainer.
So why does the 911 continue to outsell the
Cayman? Is it the shape? The name? The history? Whatever the answer, a brand
new Cayman is an exciting prospect indeed, particularly since the 2012 Boxster
was so much of an improvement on the previous version. Might the Cayman be able
to make a similarly breathtaking leap?
There
has long been a sneaking suspicion that the Cayman is the best driving machine
of the entire Porsche range.
It seemed unlikely, if only because the old
one was so marvelous, but the changes made augured well: the Cayman is now
around 30kg lighter thanks to aluminum doors, bonnet, boot lid and floor; 11mm
Lower, only a touch wider, and a massive 40% stiffer than before. The wheelbase
is 60mm Longer and the car 33mm longer overall, creating foot space for a
Lower, more reclined driving position as well as a better-proportioned look.
And to drive, it is... as wonderful as you
could ever have hoped. To begin with, though, I did wonder if hubris was
kicking in. Sitting behind the wheel of the 325bhp, 3.4-liter Cayman S, I
immediately found myself craving the sort of driver/car interaction denied by
the seven-speed, double-dutch PDK gearbox. I am not naturally a fan of
two-pedal transmissions with no physical connection between driver and gear
selectors, and the computer game feeling was enhanced by the intelligently
weighted electric power steering that nevertheless filters out the micro
changes in effort that create true road feel.
Whatever
the answer, a brand new Cayman is an exciting prospect indeed, particularly
since the 2012 Boxster was so much of an improvement on the previous version.
Too bad that over 70% of Porsche buyers now
specify a paddle shift PDK which shows how the company’s market has broadened
beyond pure enthusiasts. Anyway, before night fell I got into a six-speed
manuals and so was able to sleep happily. This is a delicious machine - even
more adhesive than the old Cayman thanks in part to the torque-vectoring system
that uses the brakes to help point the car into the bend and rein in any
push-on under steer in an almost supernatural way. It’s truly a life-size slot
racer.
The engine has strong torque throughout but
comes a Live with a bellow above 4500rpm, continuing past the peak-power speed
of 7400rpm with such a sound that the optional sports exhaust with volume
control hardly seems necessary. Specify the ‘Sport Chrono Pack’ ¡n a manual and
in ‘Sport Plus’ mode the throttle blips automatically on downshifts, provided
the Porsche Stability Management is on. I’d still rather do them myself,
though.
Anyway,
before night fell I got into a six-speed manuals and so was able to sleep
happily.
Top speed is 176mph and 0-62mph takes as
little as 4.9sec with PDK and Sport Plus, and prices start at $73,174. That’s
for the S; $13,633 Less gets you a 2.7-liter Cayman with an ample 275bhp, an
acceptable diminution of mid-range urge, near-identical ride and handling, and
165mph/5.4sec pace. That one will do nicely, I think, but either way, there’s
no better Porsche for the proper driving enthusiast.
