2006 Porsche Cayman Reviews

Ewan Kennedy reviews the Porsche Boxster and Cayman from 1997, 1998, 1999, 2000, 2001, 2002, 2003, 2004, 2005, 2006, 2007, 2008, 2009, 2010, 2011, 2012, 2013, 2014, and 2015 as a used buy.

The Porsche Boxster and Cayman are pure mid-engined sports machines, meaning the engine is installed just behind the cabin, unlike the the engine in the Porsche 911 that’s fitted behind the back wheels.A mid-engine layout gives exceptionally good weight distribution and therefore the best in chassis balance and higher cornering speeds than the 911.Interestingly, the Boxster and Cayman share quite a few of their front-end components with the Porsche 911. At the rear they are quite different machine visually, though there’s still a family resemblance.Porsche Boxster is sold only as a convertible, Cayman is a fixed hardtop coupe and didn’t go on sale till 2006, nine years after its open-top brother.Boxster’s roof is one of the simplest in the business, note the clever way the roof acts as its own cover when it’s powered open. It can be left open even if the weather is threatening as it can easily be powered closed at a red traffic light. You can usually avoid the embarrassment of having to wait for roof closure to be complete after the lights turn green.Both models are brilliant machines that cry out to be pushed hard and fast. Their naturally-aspirated engines are wonderfully responsive, the gearbox is a delight to use, road grip is very high and the feel through the steering wheel and the seat of the pants is magnificent.It takes a lot of provocation to get the tail out of line, and if it does start to slide the cars remains controllable - up to a point, that is. As with all full-on sports cars with mid-mounted engines, if the tail gets out too far you'll need quick reflexes to correct it.An advanced driving course is recommended if you really want to get the best from your Porsche. These days electronics aids can save you from over-reaching; they can be detuned should you wish to make your own decisions, particularly for track days.Unlike the 911, these Porsches are strictly two-seaters. The seats are supportive and comfortable and shoulder room is plentiful, with the two occupants well insulated from buffeting with the roof down.A real bonus of the mid-engined layout is that Boxster and Cayman are surprisingly practical for sportscars, with luggage compartments front and rear, this can almost be used as a daily driver by a one or two-person household.The Boxster arrived in Australia in January 1997. It received minor upgrades in October 1999, August 2001 and August 2002, then a major upgrading in February 2005. The latter, tagged the 987 series, replaced the previous 986 models.This was upgraded again in November 2006, November 2007 and March 2009. An all-new Boxster came out in June 2012, followed by a new Cayman 12 months later.The Boxster was initially criticised for being down on power, mainly due to its smallish 2.5-litre, flat-six engine. That problem was solved in 1999 when a bigger 2.7-litre unit was installed.Even better news was the shoehorning of an optional 3.2-litre engine into the models called the Boxster S and Cayman S. This was increased to 3387 cc in 2006 and to 3436 cc in 2009, with the standard Boxster going up to 2.9 litres in 2009.These superb Porsche engines, even the smallest ones, really come alive above 4000 rpm, their tone initially hardening, then rising to a wonderfully metallic howl as it goes through 5000 rpm. Get the top down whenever you can and hold on to the lower gears just for the sheer pleasure of listening to it.There were major changes to the Boxster engine in 2009. Though the flat-six engines still capacities of 2.9 or 3.4 litres, they featured a direct injection fuel system.This was complemented by numerous other changes. Power was increased, and even more importantly peak torque remained constant over large parts of the rev band. Unlike the older powerplants, that needed 4000 revs to come on song, the newer units really begin to buzz from not much over 3000 rpm.Powerful ventilated brake discs are installed. If you think going from a standstill to 100km/h in under six seconds in the bigger engined models feels sensational, just wait until you experience 100 to zero in less than three seconds. That really makes your eyes bulge and gives a most satisfying feeling of security.Boxster initially used either a five-speed or six-speed manual gearbox or a five-speed Tiptronic automatic transmission. From the 2009 upgrade a seven-speed dual-clutch gearbox was installed.Porsche is long established in Australia. The dealer network isn’t huge, but it’s well organised and we seldom hear complaints about parts or service availability. Prices aren’t cheap, but neither are they outrageous for what you get.Insurance ratings are generally moderate for what is, after all, a prestige sports car aimed at those who like to drive hard and fast.A Porsche Boxster that’s always been serviced and repaired by an official dealer is relatively common and we feel it's the one to aim for. You probably be asked to pay more because of its history. And may we suggest you keep up the servicing to make your car a sound investmentWHAT TO LOOK FORHard driving is what the Boxster and Cayman are built for - butt too much can decrease their lives. Look for severe tyre wear, heavy brake dust buildup and repairs to the body. Rust is very unusual and almost certainly means the car has been badly repaired after a crash.These cars are well engineered and solidly built and unless poorly repaired after a crash should last well. If you suspect collision repairs it’s wise to have it professionally inspected.Check the interior for signs of mistreatment. Look under the floor mats for signs of dampness caused by a Boxster being caught out in the rain. The engine should start easily, idle smoothly virtually from the moment it kicks over and have throttle response that’s all-but instantaneous.Heavy operation of the clutch is likely to mean it’s due for an overhaul. Not a complex job, but there are no cheap repairs on a Porsche. The gearbox should be light and easy to use, with no noises at any time, even during the fastest of gearchanges.Be sure the brakes pull the car up cleanly without one wheel locking ahead of the others. If ABS is installed feel for a pulse through the brake pedal under hard braking.CAR BUYING TIPMost sports cars are only driven gently - sad but true - however it’s a fact of life they probably make a better used-car buy. 

The third time we drove a Cayman, in Australia on local roads, we knew it was a keeper.Now, after back-to-back tests in two states in all sorts of road and weather conditions, we are giving it a big tick.It's not a rival to the Mercedes S-Class we rated last week as the world's best car, but it is a car that sits right at the top of the sportscar world.We are even prepared to recommend it ahead of Porsche's all-time classic pace-setter, the 911, and not just because it is much, much cheaper.As far as the CARSguide team is concerned, the Cayman S gives a more involving and satisfying drive more accessibly more of the time. It is also way, way above the Boxster convertible, which still opens the action for Porsche.The Cayman does not have the impact of a Ferrari F430 or the nice price of a Mazda MX-5, but it is the car that would be first choice if we had enough money to splash on an everyday sportscar hero.It's not perfect, because it has only two seats and still costs at least $148,500 — until, probably, Porsche adds a cheaper basic Cayman with a smaller engine — but it is a car for most seasons and reasons.We've been through the basics before, but it is still worth a revision sheet.The Cayman S is basically a Boxster coupe, but Porsche has done a lot more than just slap a metal roof on its convertible. A lot of the car is wholly new, many of the parts come from the latest 997-series of the 911, and the tuning and set-up are unique. It has a mid-engined layout, a 3.4-litre flat six with 217kW and 340Nm, a six-speed manual gearbox (tiptronic auto is optional) with rear-wheel drive, fully independent suspension and giant brakes and tyres.The layout puts the engine beneath a large lift-up rear hatch, which brings extra luggage space beyond the deep boot under the bonnet, and gives an excellent weight distribution to go with the car's super-rigid body.Standard equipment is much as you would expect, from CD sound and cruise control to airbags and anti-skid brakes, electronic stability control, cruise control and leather trim.The list of extra-cost gear goes on and on, from sports seats and xenon lamps to seat belts and instrument dials that are colour-matched to the car's body colour.So you can easily spend $170,000 or more on a Cayman, but that has to be considered against the cheapest 911 Carrera from $203,225.Porsche has said a lot about the Cayman S, but the company's chief test driver probably says it best. Walter Rohrl, a former world rally champion, spends most of his working days pounding Porsches. He believes the Cayman is the best-balanced and most enjoyable car in the line-up."All the Cayman really needs is a limited-slip differential, then it would be perfect," Rohrl says.There is plenty of talk about the future of the Cayman, and we should have some good news next week, but Porsche has ruled out any chance of it racing or picking up an engine bigger than the present six.Insiders say a Carrera 3.8 has been slotted into a test car, but it was so quick — and such a potential threat to the 911 — that the engine was ripped out and the project dropped.ON THE ROADThe more we drive the Cayman S the more we like it, but that does not mean an all-out thrash down a deserted road.The car is a great sports drive, but the basic engineering means it is also relaxed and comfy on a freeway cruise or dribbling through stop-start traffic on the way to work.It never feels like hard work, even compared with a 911, and cannot be faulted if you are comparing it to a Ferrari or Lamborghini.In that way it is a bit like an MX-5: it is accessible, usable and friendly from the time you turn the key.It gives its best when you are pushing along on a road you know well, but it can also be fun and friendly for a trip to the shops.And we don't know too many real sportscars that pass that test every time.The engine gets going almost from the bottom of the tachometer, thanks to 3.4 litres in a light body, which means the car is very flexible in the first four of its six gears.It makes top torque from only 4400 revs, but the real delight — complete with a deep sucking intake noise — is when you push towards the redline at 6250.Overtaking response is excellent; it will sprint to 100km/h in only 5.4 seconds.And our fuel check came in at 11.3 litres/100km, despite some lively driving.But it is the way the engine is matched to the short-shift gearbox, and the way the whole package responds to your right foot, that makes the car so memorable.Our first drive in Italy showed the enjoyment is more accessible in a Cayman S than a 911, partly thanks to the mid-engined layout.It responds better and quicker, has a more neutral balance, and can be hustled without having to fight.Yes, the new 911 is much better than early cars, but you still feel as if it has to be balanced, teased and tweaked to give its best.In the Cayman you pretty much turn the wheel and go.The suspension in the car also proves that top-class engineering is better than any collection of new-age gadgets.The Cayman is one of the grippiest cars we have driven, but the ride is still supple and there is no crash-bang or deflection over bumps. It is firm, but not rough.Still, there are shortcomings. Some people will always need more than two seats; our test cars had a few irritating squeaks and rattles; and the rear carpet does not fit properly.The alloy wheels also get dirty quickly, thanks to the power of the brakes, and the car should have a rear wiper as standard.But that's about it, unless you consider the extra cost of customising a Cayman. Our test cars had sports seats that should be compulsory, excellent bi-xenon lamps, coloured centres in the wheels and a three-spoke steering wheel for an all-up price of $154,760. And there is a lot more good stuff.It is hard to look for rivals to the Cayman, because the 911 and Ferrari F430 cost a lot more, and the Nissan 350Z and Mazda RX-8 are a step back. The Mercedes SLK55 AMG is a very different sort of car, and the BMW M3 is a very quick coupe that is also coming to the end of its current life.So there are alternatives, but nothing that will shake a Cayman fan or cut into the orders at Porsche Cars Australia.THE BOTTOM LINE88/100TheCayman S has become a classic in less than a year, making real Porsche sportscars more accessible and even more enjoyable.

The name Porsche defines sports cars and is backed by years of success in motorsport and a reputation for high performance going back at least 50 years.But something is happening at Porsche as it diversifies into more market niches, presumably chasing the dollar but in so doing, there is greater access to Porsche products to a wider audience.The entry level Porsche (if that's what you can call it) is the $114,000 Boxster roadster, a gorgeous drop top with wicked performance and unbelievable handling.It was recently joined by what is in some ways a hard top version called the Cayman S at a snip over $155,000 or $35 grand premium over the soft top Boxster.The pricing flies in the face of convention which always puts soft tops above hard tops because of the extra equipment involved.Whatever, Porsche can get away with it because the Cayman S is such a polished performer, who is going to argue.It's an amalgam of components from both Boxster and the Porsche 911 with the latter contributing more than 50 per cent of the bits. Some 20 per cent are new.The flat six cylinder engine is a reworked Boxster 3.2 punched out to 3.4 litres and is good for 217kW/340Nm _ plenty for a car weighing a bit over 1300kg.Engine placement is amidships and the chassis is half as strong again as the Boxster thanks to the roof. It rides low on big 18in wheels and has a low centre of gravity.Everything is optimised for handling.The transmission options are six speed manual or optional five speed Tiptronic.To make an understatement, punting the Cayman S is rewarding as it feels almost as one with the driver - you can just about think it around corners.The suspension and steering have characteristic Porsche feel with every nuance of the road and what the wheels are doing telegraphed to the driver.Weight balance is perfect with predictable results for cornering.It is the classic "slot car" in tight stretches, so wieldy that you can feel queasy after a run of tight switchbacks due to the G-forces the stopping power of those massive brakes and the poke from the engine.Acceleration is brutal allowing the Cayman S to clock 5.4 seconds for the 0-100kmh sprint. And it sounds other-worldly _ like a trumpeting banshee with a bit of machine thrown in.The engine is mere cms from your ears behind a firewall so it isn't the quietest ride in town.Build quality is superb and the interior is stylish and functional with the necessary luxuries including an excellent satnav system. Luggage capacity is acceptable in the fore and aft storage bins. The rear is accessed through a large tailgate. 

It has been a couple of months since the Cayman S, alternatively a more expensive hard-top Boxster or a value-for-money 911, arrived in a landslide of superlatives.Few new cars have been so puffed and fluffed pre-launch. Even fewer have measured up to the hype without suffering the whiplash venom of critics. Just how the Cayman managed to be one of the few became obvious around the same time the first sweeping curves of the Old Pacific Highway disappeared from the rear-view mirror. I am and have been for the longest time an unabashed fan of most things Porsche — with the possible exception of the Cayenne, which proved even Porsche can get it wrong once every decade or so.Cayman is proof that it still has what it takes to get it all right.Sharing large gobs of engineering with the Boxster, not the least of which is the glorious balance of the mid-engine layout, and almost 50per cent of its genes with the 911 the Cayman S sits in a cosseted automotive wonderland. At $148,500 for the base six-speed manual — the test car added the Porsche command centre with satellite navigation for $7250, a sports steering wheel for $2090, a phone module for $2190 and metallic paint for $1890 — the car represents a saving of more than $50,000 over the bottom of the 911 range. Is it better than the 911? There are points you can argue for either car.Is it better value than a 911? Absolutely.With its 3.4-litre flat-six snarling away right at the driver's shoulder the Cayman's 217kW and 340Nm simply demands to be used.Jump on the right pedal and the Cayman S will scamper from standstill to 100km/h in just 5.4 seconds, racing on to 160km/h in 11.7 accompanied by the spine-tingling crackle of the exhaust as the Variocam Plus valve timing soaks the last bit of urge from the engine. For a car on the performance limit the Cayman reaches, the gearbox is surprisingly friendly. The throws are not particularly short nor the gates close enough to demand Swiss precision with the changes.Like the rest of Cayman's key characteristics, it can be as relaxed or as hectic as the driver wishes. As with all manual Porsches, the relationship of brake to accelerator is an invitation to heel-toe. It just is.The steering is worthy of a Porsche. Every nuance of the car's behaviour is fed back through the twin contact points of steering wheel and seat of the pants.The Cayman cabin echoes the Boxster and there is little reason for complaint there. Entry and exit can be a bit of a dexterity test but once settled into the sports seats the impression is one of a comfortable suit.Headroom is excellent and gives the cabin a spacious feel, as does the carpeted platform behind the seats, which doubles as the limited luggage space and cover for the engine.Tucked away on the rear platform is an access port with nozzles for oil and water — and that is as much contact with the engine Porsche wants to see from the vast majority of its owners. Other than for a flat-pack under the lift-up hatch the only option for luggage is Porsche's usual bin under the bonnet — just big enough for a small airline carry-on bag. Not surprisingly you don't get a spare of any type with the Cayman, rather a bottle of puncture goo and membership to the 24-hour roadside assistance program.Is it a major issue?Not in the least, there are far too many things about the Cayman with the potential for endorphin release to worry about a flat tyre that may never happen.

A reference close to the average Porsche buyer's heart, you might sarcastically think. And the lip curls further as the eye scans the options list. The test Cayman came in blue metallic paint — for an extra $5990 — a sports steering wheel is $1790 and the sport chrono package — essentially a dash-mounted stopwatch — is $2190. Who needs taxes with options prices like that? The $6000 paint, incidentally, is almost identical to the shade of metallic blue that costs Holden Viva buyers an extra $300.Outrageous, but does anyone care? Not me. After a week in the Cayman S, options prices faded into insignificance. The question was academic: I wasn't paying and will probably never be in a position to order my own Cayman. But its performance, quality and sheer rightness were real. Even with its many marginal rip-offs the Cayman S is still an outstanding sportscar — and outstanding value. It offers at least as much ability as the Porsche 911 — for nearly $50,000 less.So stand by for another Porsche paean. I don't much like crocodiles, loathe tax cheats and tried to dislike the Cayman, but nobody with any feeling for how a car should drive can do anything but love this one.The Cayman S is a new Porsche model between the Boxster roadster and the rear-engined 911 range. It is mid-engined like the Boxster but uses a larger capacity unit. At 3.4-litres the Cayman's flat-six lies between the 3.2-litre engine of a Boxster S and the 3.6-litre motor of the cheapest 911 Carrera. Its 217kW of power puts it between the 206kW of the Boxster S and the 235kW of the 911. And at $148,500 (plus options, easily another $15,000) also sits between them in price. Marvellous thing, marketing.In time there will probably be a Cayman without the S, once Porsche works out how to position a cheaper version in its price range. For now the Cayman S is a hybrid of 911 Carrera, Carrera S and Boxster S. The engine is based on the the Boxster S motor but adds 911 cylinder heads with the Variocam Plus system that alters both valve timing and lift (how much the valve opens). The cams are taken from the 3.8-litre 911 Carrera S and the brakes are shared with the 911 and Boxster S. Porsche says the Cayman shares 51 per cent of its components with the 911, 29 per cent with the Boxster and is 20 per cent unique.It's easy to see where the Boxster parts are. The interior is identical, which means it's both luxurious and an authentic feeling homage to the sparse Porsche cockpits of the 1960s and 70s. A slightly awkward looking hump in the roof line ensures good head space, even when sitting in the upright position that the Cayman's considerable acceleration and braking abilities make necessary.There are only two seats, unlike the 911 which makes the pretence of offering four. Despite a large rear hatch there's little luggage space. Porsche says the Cayman can carry a snowboard, which sounds impressive, but they're being selective. The engine sits in a carpeted hump just below the hatchback glass. Near the tail it's a little deeper but narrow — take no more than a soft overnight bag for your Cayman caper. Like the Boxster and the old VW Beetle there's a bucket-shaped boot between the headlights. It could carry a case of wine perhaps. What space there is comes at the expense of a spare wheel. Instead you get an inflation kit and 12 months of Porsche's 24-hour priority road service — so long as you're in mobile range, eh?But as with the Boxster it takes more than no spare tyre to spoil the Cayman. As a fan of the Boxster's combination of open-top freedom and solidity I thought I'd miss the sensuality of roadster motoring, but no, the payoff for the Cayman's fixed roof is an even more solid feel.Porsche says the Cayman S gets around Germany's Nurburgring road circuit faster than a Boxster S and only marginally slower than a 911 Carrera. Maybe, but that's with test driver Walter Rohrl at the wheel. For less talented drivers — and that's most of the human race — the Cayman would probably be faster because it is an easier car to drive than the 911 although it still rewards co-ordination and finesse.Although tamed by modern tyres and electronics, the 911 never quite overcomes the fact that its rear-mounted engine is in the wrong place for ultimate roadholding. To borrow Quentin Tarantino's memorable phrase, it gives the disquieting impression it will "get medieval on your ass" should you misjudge a corner. The Cayman's mid-mounted engine makes no such threats.You could use plenty of glowing jargon to describe a Cayman's handling — sharp turn-in, massive front-end grip and delicious adjustability are just three in a long list. Instead let's just say it takes corners like an Olympic skier, with carving precision, rather than the sliding antics of lesser athletes.The steering is, like all Porsche cars, unencumbered by the weight of an engine over the front wheels. Hold the expensive wheel correctly and you feel it dropping strong hints about how much grip is available and how much angle you need. It makes other cars feel like their steering gear is made from chewing gum and string.The six-speed manual gearshift and clutch are just as exemplary. They are light enough for the car never to be a chore in city traffic but positive in harder driving. A wide gate minimises confusion between gears with fifth and sixth well-separated from third and fourth but the shift action remains quick and harmonisation with the pedals is exquisite, transforming almost any driver into a fluent heel and toe shifter. Stopping power is extreme with an aggressive initial bite but plenty of subtlety and modulation in the brake pedal. Braver men than me have reported they endure repeated high-speed stops without the least sign of fading.The one criticism of the standard 2.7-litre Porsche Boxster was a relative lack of mid-range torque. Not in the Cayman. It's strong from idle to redline with a linear power delivery that makes it fast whenever the driver's foot goes down. Using mid-range torque to press on rather than storm brings another reward — between 4000 and 6000rpm it howls like a dive bomber in an old war movie — an irresistible fantasy for men of a certain age. Fuel consumption at 12.5 litres per 100km on test was surprisingly good for a high-performance car. It gives the Cayman a range the thirstier 911 lacks.But be aware the Cayman has another type of consumption. According to the owner's manual, it's entirely normal for the engine to consume up to 1.5 litres of oil for every 1000km. In engineering terms it's the price of power — a tighter, non-oil-burning motor could not produce the same output and throttle response. That's why refilling the dry-sump engine's oil tank is one of the few mechanical tasks Cayman owners can do themselves, and why the car checks its own oil level every time it starts.There's no standard CD stacker, just a single slot and no steering wheel audio controls. They aren't missed on such an entertaining car but the lack of a rear wiper was slightly irritating. Instead Porsche offers active suspension management as an option. A sport button near the gearshift selects harder damper settings for more responsive handling and changes the throttle map for sharper response to the pedal. The system also monitors road conditions and will firm or ease off the shocks, as it sees fit. It does this even in normal mode. The result is at moderate pace the Cayman rides unusually well for a high-performance coupe — and is ready for action even if you don't hit the this-is-serious-folks button. But it's worth doing so for the sharper throttle even at the cost of some discomfort.The sport chrono package fitted to the test car further winds up suspension and engine settings, while timing your progress on a centrally mounted stopwatch. Sounds good, but even by Porsche's reckoning it's only worth 3 seconds on Nurburgring. That's flat-out over 20.4km and 73 bends, not a difference you're likely to notice in road use.It's yet another thing to be cynical about in the Cayman. There's only one cure: you just have to drive it.Verdict:

The comment came from my buddy less than a minute into taking him for a spin in this succulent beauty – "where are the prayer bars?". Call them what you like – and my mate had a whole array of suggestions throughout the short, relatively high-speed strap in the Cayman S – but there are no grab handles to assist passengers in their attempt to look as sleek and cool on the inside as this baby looks to the wide world.Fortunately, Porsche has kitted the compact cabin out with body-forming, fully adjustable leather-trimmed seats to wrap the occupants in comfort and keep them relatively well placed while putting the Cayman S through its paces. Let's face it, grab handles on this gorgeous face would look somewhat like a big, ugly pimple.And a simplistic, yet very functional, array of controls for the stereo and airconditioning systems, leaves no doubt about what the Cayman is. It screams sports car. Forget the confusing knick-knacks, just set the aircon to cool, turn up the stereo and get on with the job ... this is all about the driving experience.That experience – driven by a 3.4-litre flat-six related to the engine in the Boxster S, which gets the Variocam plus system (variable valve set up) from the 911 – involves a 0-100km sprint time of 5.4 seconds for the six-speed manual. The $7000 optional five-speed tiptronic auto, as road tested, has a claimed time of 6.1 seconds for the 0-100km sprint, and both sound brilliant getting there.Power is quoted at 217kW at 6250rpm, while the torque curve offers 340Nm between 4400rpm and 6000rpm.The numbers, quite simply, add up to a whole lot of fun, particularly given the sports coupe's wonderful balance and sharp handling. The ride quality is remarkable with only the more significant bumps and potholes serving as a reminder of the sports-tuned machine you're riding in.The Cayman S is a car you can connect with. The steering is almost instinctive ... you think where you want it to go and I swear it has read your mind and done the job itself.Delivering that almost psychic steering experience is a rack and pinion arrangement with variable ratio. Superb balance is offered by the mid-engine layout, with the engine just 300mm behind the driver's shoulder line. Cayman feels light and nimble – point it where you want to go and it gets there with next to no fuss – and the Porsche Stability Management system is always on hand to monitor and assist the over exuberant driver. It can be switched off to put the driver's skills to the test, but with such technology at hand, who would want to do that?It laps up the open road, too, offering an additional 11kW of power over its Boxster S sibling, while delivering fuel-consumption figures of 10.6 litres/100km (as quoted by Porsche). A week of CARSguide driving in the city and open-road cruises returned a figure of 14.5 litres/100km. Getting the speed up to the state limit of 110km/h won't prompt the rear spoiler up automatically – that clicks in at 120km/h – but it's handy to know you can manually raise this with a click of an interior button ... if only to woo a crowd.The rear spoiler, however nice an addition you view it as, is not needed on the Cayman to attract onlookers' attention.We now can be sure what the "S" which adorns Porsche's models stands for – "sexy". Porsche authorities may well argue and try to convince punters it means "sport", but the Cayman S at least confirms my personal thoughts. The snout is unmistakably Porsche, while a killer profile and luscious rear end keeps you on your toes deciding on just what angle is best to take in this beauty.The Cayman S can be likened to a catwalk model – plenty of front, superb curves, hips in the form of its rear wheel arches and a behind you'll be disappointed to see disappear off the runway.Unlike such models, the Cayman is not completely out of reach of those looking for a true sports car experience.Priced at $148,500 for the manual and $155,500 for the tiptronic auto, the Cayman S sits above the Boxster (baseline price $114,400) and below the 911 Carerra (starting at $203,225).The mid-$100,000 price tag for the Cayman S should create a bit of a stir for the middle-of-the-range Porsche model. About 70 are expected to take up permanent residence in Australia in the sports coupe's first year here.SMALL TORQUEPorsche Cayman SPrice: $148,500 (manual), $155,500 (tiptronic auto)Engine: 3.4-litre alloy DOHC 24-valve flat six with VariocamPower: 217kW @ 6250rpmTorque: 340Nm between 4400rpm and 6000rpmTransmission: Six-speed manual or five-speed tiptronic autoBrakes: 318mm discs (front), 299mm discs, four-piston aluminium brake calipers, cross-drilled and inner-vented (rear), Porsche Ceramic Composite Brake option $18,990Wheels: 18in alloys with 235/40 ZR tyres (front) and 265/40 ZR tyres (rear), optional 19in rims $5000

If a 911 has its engine in the wrong spot and the rag-top Boxster is just not your scene, then the Cayman offers much of both.It is a car of curves, built with its own very attractive curves – not since Ava Gardner or Jayne Mansfield have curves so seductive been seen.The Cayman S has the unmistakable snout that says Porsche, with flanks that scream performance and a killer profile.Porsche Australia boss Michael Winkler believes the 911 will retain its position as the halo car of Porsche's range, with the Cayman bringing new customers in."It's a completely new driving experience. From our point of view, it's a logical slot between the 911 and the Boxster," he says."We don't see cannibalisation. We see Boxster people moving up to the Cayman and at the same time the 911 retaining its halo position."We do see this car bringing in a lot of first-time Porsche buyers. It is for the customer who wants a Porsche coupe but doesn't have $200,000 to spend."Porsche Australia says it will not be shooting for sales records this year but, instead, is looking to consolidate its position, with the Cayman set to make a decent contribution, as will the upcoming Cayenne Turbo S, the new 911 Turbo and GT3 later in the year. Just 70 of the new sports coupes will make it here in the first half of 2006 and Porsche already holds orders for about half of that.Immediately apparent from behind the wheel is the coupe's close relationship with the Boxster, even though Porsche engineering staff suggest there's more 911 DNA than Boxster. The superb balance offered by the mid-engine layout is felt even during suburban commuting, with the engine just 300mm behind the occupant's shoulder line.Where the Boxster felt tight and taut, particularly for a drop-top, the Cayman surpasses it, feeling light on its feet and nimble.The 3.4-litre flat-six from the Boxster S gets the Variocam plus system from the 911, which bumps the power to 217kW at 6250rpm, while the torque curve offers peak torque of 340Nm between 4400rpm and 6000rpm.Porsche claims fuel-economy figures in the region of 10.6 litres/100km, although that figure climbed to about 16 litres/100km during the enthusiastic launch drive.The Cayman S manual offers a 0-100km/h time of 5.4 seconds for the six-speed manual – and it makes a glorious noise getting there.The Cayman S's balance is matched by a chassis package that delivers sharp handling and a decent (for a purpose-built sports coupe) ride quality, with only some of the worst Adelaide Hills roads prompting groans from occupants.The six-speed manual is by far the pick of the litter – Porsche expects early uptake to be two-thirds manual, with a shift action that takes a little time to warm to, but quickly becomes intuitive.The $7000 optional five-speed tiptronic auto might well be the thing for commuters, but the manual is easily the number one choice.Surprisingly (given the swoopy roofline) head room was not an issue, even for someone just over 190cm tall, but a little more seat adjustment range was needed to get the ideal distance from the pedals.Luggage space is scattered but not inconsiderable, with a total of 410 litres available – around 260 litres in the rear hatchback compartment, 150 litres in the nose and several handy, if small compartments within the tight cabin.Priced from $148,500, the Cayman S slots in closer to the Boxster than a 911 in pricing terms but offers a driving package that makes it worthy of consideration in the same realm as the flagship.SMALL TORQUEPorsche Cayman S Engine: 3.4-litre alloy DOHC 24-valve horizontally opposed six-cylinder enginePower: 217kW at 6250rpmTorque: 340Nm between 4400rpm and 6000rpmTransmission: Six-speed manual, or optional five-speed Tiptronic S $7000Suspension: Front and rear axle in McPherson design (optimised by Porsche)Brakes: 318mm front discs, 299mm rear discs, four-piston aluminium brake calipers, cross-drilled and inner-vented; Porsche Ceramic Composite Brake option $18,990Wheels/tyres: Front 18in with 235/40 ZR front and 265/40 ZR rear tyres (19in option for about $5000)Weight: 1340kgDimensions: Length 4341mm, width 1801mm, height 1305mm, wheelbase 2415mm, track (fr/rr) 1486/1528mmFuel consumption/capacity: Combined 10.6 litre/100km (11 litre/100km – auto), tank 64 litresPerformance: Top speed 275km/h, 0-100km/h 5.4sec (manual)

Porsche has build a beaut baby based on the Boxster, but goes far beyond that soft-edged droptop.It has its own name and will take its own special place in the sports-car company's history. It's the Cayman S.If you showed most people the Cayman and told them it was the new 911 they would believe you.If they then went for a sprint in the Cayman, working it hard and pushing the edges, they would be convinced it was a 911.Porsche purists and 911 owners will shudder at the idea that their hero has been undermined by anything else, but it is true.So it's as well that the Cayman is still going to cost $148,500. Basic. Without any extras or insurance.That price takes it nearly $50,000 beyond the Boxster, and well beyond many sports-car dream machines -- including the new Mazda MX-5 and the Nissan 350Z.But the Cayman still sits comfortably below the benchmark 911 in the Porsche line-up.Most companies rip off the roof to create a new sports car, but Porsche has gone the other way, adding a roof to the Boxster to make the Cayman.This gives it a tighter drive than any convertible and allows the car to carry a punchy mechanical package.Its name comes from a crocodile, not the Cayman Islands used by some of the super rich as a tax haven.The Cayman was developed with the basics from the Boxster, but using some of the cash that has flooded through the company thanks to the success of the four-wheel-drive Cayenne.Seventy per cent of the parts in the Cayman are new -- including the roof and signature rear guards -- and it gets a 3.4-litre six-cylinder engine with many 911 parts, and a six-speed manual gearbox.The 217kW and 340Nm give a 0-100km/h sprint of 5.4 seconds and a top of 275km/h.They are big numbers, but the Cayman also has more luggage space than a Boxster and has picked up the latest cabin overhaul work from the other Porsche sports cars.Porsche is touchy about reaction to its Cayman project, and needs people to believe that it created the car to sit between the Boxster and 911, but -- more importantly -- to give it a new hero for keen drivers.It says it is not a cut-price 911, nor an attempt to fight potential rivals."This is not a Boxster coupe. It's a different car. It drives differently and has a different performance potential," managing director of Porsche Cars Australia Michael Winkler says."Our research shows a lot of people will come out of a BMW M3 or Mercedes CLK but won't want a ragtop. There are also people who have had a Boxster but cannot jump to a 911, so they get more performance and a different character without the big price increase."ON THE ROADTHE drive in the Cayman was as memorable as the introduction to the original Mazda MX-5 in 1989.You can see and feel the return of real quality to Porsche in the Cayman, just as the latest 997-model 911 is a step change over the previous 996.But there is something else about the Cayman. You feel it when you snap the throttle open for the first time, or push a bit too briskly into an unseen corner.The car works with you. Classic Porsche 911s always demand respect. They are tough and quirky to drive. Even the latest 911 needs respect until you know the car or the road - or both.The Cayman, by contrast, encourages you to have a go and have fun.It might just be a fast blast through first and second from the traffic lights, or it could be Sunday morning fun on a favourite road, but you can feel the car is wrapped around you.The Cayman will turn even harder into a corner if you push down on the accelerator.Most others run wide or fail to deliver, even the 911.The Cayman is not perfect, with the chance for luggage to slide around below the rear hatch, and the driving position could benefit from a reach-adjustable wheel.But there are no problems with its powerful sports-car brakes, a ride that soaks up bumps, and a slick six-speed manual shift.Some people will complain about the Cayman's $150,000-ish price, particularly when the Boxster costs far less.But, ripping across the Italian countryside on a quiet Saturday morning, it was hard to complain.