2017 Porsche Cayman Reviews

Porsche Cayman S and Lotus Evora S go head-to-head in this comparative review.

WRAP yourself in Porsche's latest coupe and the feelings better than a warm blanket on a winter's morning.  The analogy isn't wasted on Porsche's Cayman R - the coupe that outdoes its honourable siblings to become the company's "best balance car - ever''.That's pretty tough words - these from Cayman R product manager Jan Roth - but it's all meat in the slickly-styled offering.  Cayman R outsprints Cayman S in power, acceleration, weight loss and even fuel economy.It is probably the last derivative of the Cayman success package - including the Boxster that saved Porsche's financial life - before the new generation that's due in 2013, almost a year after the all-new 911.Porsche did relatively simple tricks to make the Cayman R so spectacular.  There are bigger header pipes for the exhaust and some revised engine computer mapping.Technically, it doesn't seem a lot. But emotionally, it draws so much tighter the strings between the car and its driver.  If you love the Cayman, desire the Cayman S, then you'll be swept away by the R.There is, unfortunately, some bad news. The R isn't cheap and you will note it has been relieved of a couple of comfort and convenience features.Porsche Australia spokesman Paul Ellis says the car comes at a whopping $17,500 premium over the Cayman S on which it's based.  Pragmatic buyers - if indeed they exist within the Porsche customer database - will scoff at that premium in a car that removes some expected features yet adds - ostensibly - only 7kW.But the devil's in the detail.  That power increase comes almost at the top - 7400rpm - of the rev range that closes down at 7600rpm."We wanted to give the engine more breathing space for drivers to enjoy the entire rev range," Roth explains.  So while the power step is relatively imperceptible - especially given these's no torque upgrade - it gets to have fun in a bigger playground.The six-speed manual gearbox (PDK dual clutch is a $5300 option) has short-throw mechanicals that further tightens the package. That's on top of a body that gets shorter coils and re-rated dampers for a 20mm lower stance than the Cayman S, fatter rubber and honed aerodynamics that include the fixed rear spoiler.Then there's the diet. Porsche shaved 55kg off the cars driven at launch in Spain's big island, Majorca. That was achieved, quite simply, by deleting things it saw may be unnecesary - things like the airconditioner, radio, standard seats, cupholders, door handles and door trim.Overweight drivers, it seems, isn't in Porsche's control.However, Australia gets a reprieve. For the entry-level $165,000, we get a six-speed manual model with aircon and a radio. True, you won't visit McDonalds for a thick shake because there won't be a hole in the console to accept it. Your maps won't find a place in the door pockets and your girl will be opening the door by pulling on a nylon strap.But compared with your European and US counterparts, you'll be cool and there'll be music. And you'll still revel in a car that weighs 40kg less than Cayman S and even further embraces the driver's whims.Options still apply to this model, including Sports Chrono and ceramic brakes, but some may miss the point of the lightweight concept.  Porsche Australia says the Cayman R won't nibble at Cayman and Boxster sales and expects only about 20 R sales a year.DRIVINGIt's the seats that get you first. The thin-walled sports seats that hold the body tight and put the driver up against the alcantara-rimmed steering wheel and poised above the gear shifter.It's all hard-edged and purposeful but never intimidating.  Treat the Cayman R gently off the mark and it's a benign two-seater, trundling with the muffled beat of its six-cylinder engine nestled low behind the driver's hips.Find the open road and it can be urged through a linear power delivery that ends with the bass resonance of the exhaust barking off the mountain faces of the Majorca test route.Black ice - unexpected in a moment of sheer terror on the mountain-edged road - repeatedly flicked the tail before the traction control took hold. Yet the car held firm.On drier roads the superb steering and brakes worked with the near perfect weight balance to lure the driver quicker into corners to the point where car confidence and driver ability discovered understeer.Yet it wasn't as unpleasant as some experiences in other cars.  Ride comfort was also a surprise with sufficient suppleness absorbing rather than relaying some rutted Spanish asphalt.But it's still not the quietest car. If the exhaust bark doesn't annoy you, then the tyre roar over coarse bitumen - common of course in Australia - will make you turn up the radio. Which is just as well we get that as standard.Like the other Cayman models, the R gets two boots - a deep one in the nose and a shallow effort over the drivetrain at the back - but precious little cabin storage.  But that's not what this car is about. It's for the purist and will reward them precisely.Porsche Cayman RPrice: $165,000On sale: nowEngine: 3.4-litre flat-6Power: 243kW @ 7400rpmTorque: 370Nm @ 4750rpm0-100km/h: 5sec (manual); 4.9sec (PDK)Economy: 9.3 l/100km; 228g/km CO2Transmission: 6-speed manual or 7-speed dual-clutch PDKDrive: RearSuspension: Front and rear - MacPherson struts, wishbonesBrakes: Ventilated discs, 4-piston calipers, ESP, ABS brake assistWheels: 19-inch alloysTyres: Front - 235/35ZR19; Rear - 265/35ZR19Dimensions: 4347mm (L); 1801mm (W); 1285mm (H); 2415mm (WB)Weight: 1295kg (man); 1320kg (PDK)

Traditionally a car company will build a hard top sports car and then leverage that by knocking off the top and charging a lump extra for the privilege of having the convertible version of whatever that car may be.Porsche — as is their wont — did it differently. Not only did they build the soft-top version first but when they stuck the roof on they charged a lump extra for that. Also, true to form, Porsche did a damn fine job of building that hard-top car.Starting with the Boxster's sweet chassis and mid-engine layout Porsche's stylists went to work to produce a car that was different enough to look at that some casual observers still believe it to be a model in its own right, and took it to the market as the Cayman.PricingFor the privilege of having a solid roof the Cayman S — the upper tier of the range — starts some $15,000 above the equivalent Boxster and at $155,300 there is some debate over whether this two-door sporty is any sort of bargain at all. The popular defence to that is that while it may be more expensive than the drop-top Boxster it is far less so than the hard-top 911 against which it has claims for handling and performance. Not sure where I stand on that debate, I just know that if the readies weren't a problem there would be a Cayman S in the garage.Drivetrain The 3.4-litre engine has the distinctive busy sound of the flat-six. There is no gentle rumbling of a big-bore engine waiting to be ignited but rather an impression of noise that quickly becomes a crackling howl when the whips are produced.Punch the throttle and the Cayman comes to life, happy to put the horizon behind at a rapidly increasing rate or throw itself at the next corner with an inspiring surety. The Cayman is not a selfish car, happy to share its dynamism with drivers of many and varied abilities.The test car came with Porsche's sublime 7-speed PDK double-clutch automatic, a $5500 option. So sharp are the changes and so intelligent the programming that you are going to quickly forget how deeply you were gouged to have this gearbox. The beauty of the PDK is that it really is a set-and-forget performance hero. The shifts are razor sharp and there is rarely a time when urge is not in the meat of the 370Nm available across a very usable rev range.Vary the throttle agression and vary the shift agression ... it's that simple. If all you want to do is shift quietly through traffic then the PDK is there make it as seamless as possible. Attack the road and there is a whole new character to the box as it skips gears to get to the most effect ratio for maximum torque — and then holds hard like a hungry dog to a bone.If you really must you can self-select the changes but its is going to be a happier relationship if you sooner rather than later come to terms with the fact that left to its own devices the PDK in full auto can do a better job than you can.DrivingIt is a masterclass in automotive engineering. Packaging feel, balance, excitement, a goodly degree of refinement and within the bounds of what it is a surprising amount of space and comfort into a low-slung two-door sportscar is no small feat.Whether trundling through city traffic or attacking the open road the Cayman cabin is a lovely place to be. Around town the Cayman is docile, with the light yet precise steering seemingly immune from tramlining over road imperfections and a ride compliant enough to take the very worst out of Sydney's awful road surfaces.The cargo space — split front to rear — is not generous but there is enough to get away for a weekend or get the (small) family shopping in. Still, load carrying and domestic duties are not what the Cayman S is about. This is a thoroughbred sportscar and given the chance it will behave as such. Accelerate strongly, stop positively and turn in with the balance of a dancer. What more can you ask of a car.Bottom line: Yes please!Porsche Cayman S Price: as tested $174,250 ($155,300 base)Engine: 3.4L/flat 6, 235kW/370NmTransmission: 7-speed PDK auto, rear-wheel driveEconomy: 9.2L/100km (supplied), 9.8L/100km (as tested)Rating: 92/100Rivals BMW Z4 35i from $116,900 87/100Nissan 370Z from $67,990 82/100Mercedes-Benz SLK 350 from $115,637 86/100Audi S5 from $138,600 88/100

No matter what Porsche would like to think, the new Cayman is becoming a serious threat to the 911. While the 911 will always be the icon, the Cayman simply offers too much bang for the buck to be ignored.It looks hot, handles well and has more than enough sting to satisfy most of us.With new engines and suspension set-up, cosmetic improvements, better economy and the option of Porsche’s twin-clutch transmission, there’s little to dislike about the car.Drivetrains The base model Cayman we tested gets a 195kW/300Nm 2.9-litre boxer engine (up 200cc and 15kW). Mated to the six-speed manual, this gives a 0-100 speed of 5.8 seconds, which is shaved by 0.1 if you option the PDK box that was on the test car – the downside being 2km/h also being shaved off the manual’s top speed of 265km/h due to weight gain. But while the manual uses 9.2L of fuel per 100km, the new transmission manages 8.9 – an improvement of 11 per cent on the outgoing model with its sequential Tiptronic.Step up to the Cayman S and you get a direct fuel-injected 3.4-litre unit that develops 235kW (up 18kW). The six-speed manual gives you a 0-100 speed of 5.2 seconds, but getting the PDK here gets you down to 5.1 – and with the optional Sports Chrono Pack drops down to a blistering 4.9 — but again cuts 2km/h off the manual’s top speed of 277km/h. And again the PDK offers fuel savings on the previous Cayman S, using 16 per cent less at 9.2L/100km, while the base model comes in at 9.6L/100km.Appearance and equipment There has been little change to the body styling of the Cayman, but it has been freshened at nose and tail with light clusters featuring twin tube halogens at the front and LED strips at the back that accentuate the swelling curves of the haunches, a new wind deflector plate and foglights. To dress up further, there’s an optional lighting pack with bi-xenon lamps and LED daytime running lights.The interior gets some facelifted touches, the main one being a revised centre control stack with larger screen for nav, info and entertainment. And ventilation has been added to the heating for the perforated-leather covered seats. And you could almost claim it’s practical too, with a 410-litre luggage capacity, although there’s little in the way of cabin storage to augment that for smaller items, and the cupholders that spring out of the dash are a nightmare.UnderpinningsThe base Cayman has new 17” wheels — 12mm wider than the previous version – and the larger 318mm front and 299mm rear brakes of the S variant, plus the chance to option its 18” wheels. The S itself can upgrade to 19” and also option an awesome 350mm ceramic brake package.Meanwhile, new mapping has given the steering a sharper response, while the suspension has been adjusted to account for the engines’ extra power.Porsche’s electronically controlled Active Suspension management is available for both models, lowering the body by 10mm over the standard suspension. It has been enhanced with brake assistance that includes a pre-loading function that comes into play if you lift off the accelerator quickly – even before your foot touches the brake pedal.The Sports Chrono Package adds a Sport Plus function that further sharpens steering, quickens gearchanges and throttle response and hardens the suspension. And if you’ve got the PDK box, the Chrono addition tosses in a Launch Start function as well as a handy auto kick-down if you stab the accelerator.Driving Helm the Cayman in city traffic and you’ll need to treat the throttle gingerly. This is a car with a top speed of over 200km/h and you’ll feel that it wants to do exactly that. Once you’ve realised that only gentle pressure is needed, the Cayman is remarkably well-mannered and easy to drive.There is plenty of torque at low revs, and the PDK gearbox is so slick that you’ll barely notice as it changes. A small indicator next to the tachometer shows which gear the car has chosen but it never gets it wrong, and you quickly learn that around town you are best served by leaving it to do its own thing.On a country road away and away from traffic, this car comes into its own. With a clear path ahead the Cayman can be driven a little more exuberantly and it becomes enormous fun. The 2.9-litre engine just wants to keep revving and the steering is positive and direct.Whether you leave the gearbox in auto mode, or change gear yourself using either the stick or the paddles on the steering wheel, the car responds to the throttle, and feels tight and firm on the road. If you push it, you’re rewarded with a healthy snarl from the exhaust, and a tacho that might be doing duty as a wiper. Driving a car like this won’t make you a better driver, but it will certainly make you feel like one.If you had to pick something to mark down with this car, it is the amount of wind and road noise that makes its way to the cabin, especially over the rougher surfaces of secondary roads outside the city. Conversation at highway speed is difficult, and on a long journey the noise would become wearing.There’s a surprising amount of room for luggage, given that this is a true two-seater. The front trunk is large enough for a weekend away, and this is augmented by the amount of space under the liftback, including a cargo-netted parcel shelf.Overall, this is a fantastic package that makes you wonder whether spending the extra for a 911 is overkill.SnapshotPorsche Cayman Price: from $122,200 (plus dealer and statutory charges), as tested $134,190 (plus dealer and statutory charges)Engine: 195kW/300Nm 2.9-litre boxerTransmissions: six-speed manual, seven-speed twin-clutch automaticPerformance: 0-100km/h 5.8secs man, 5.7secs auto; top speed 265km/h man, 263km/h autoEconomy: 9.2L/100km man, 8.9L/100km auto

The '09 update to the pocket rockets in the Porsche playpen includes everything from a new engines to extra equipment and some minor visual tweaking - as well as an available seven-speed PDK gearbox - but the bottom line is all about the bottom line.The Boxster is now effectively priced at the same level as when the baby droptop first hit the road in Australia - in 1997 - and the Cayman is just as sharp.We're not talking a Hyundai-style $13,990 ticket, so the starting price for the 2009 Boxster is still a lot of money at $113,00. And the top-line Cayman S tips the scales at $160,800, without dipping into the optional equipment.But compare the new numbers with the $109,900 the Boxster cost more than a decade ago, and factor a value improvement which puts as much as $12,000 more equipment into the '09 cars, and the dollars look like a deal.So, too, does the performance upgrade which takes the basic Boxster up to 188kW and 290Nm of torque, and the top Cayman S to 235kW and 370Nm.Anyone struggling with power potential can easily translate the engine work into a 5.6 second sprint to 100km/h and 274 km/h at the top end for the Boxster and 4.9 and 277 for the Cayman S.Those are seriously big numbers for a car which has done a solid job for Porsche sales, particularly a Cayman S which is now a real threat to the classic 911.And Porsche Cars Australia needs those sales. Its results are down by 45 per cent after the first two months of 2009, although company chief Michael Winkler is expecting a rebound - helped by new models including a diesel-engined Cayenne SUV - by the end of the year."We're hoping for 1000 registrations this calendar year. It's a very interesting situation, now, in the marketplace," Winkler says."We've looked at the basic substance of the cars but also the equipment. There is a value story to tell on Boxster and Cayman."So there is a lot riding on the new babies, which are called the 'Generation 2' models of the 987 series and pick up a lot of the changes from last year's updating work on the 911.Visually, the biggest tweak is the new headlamp cluster with two separate reflectors. The grilles in the nose, mirrors and tailpipes are changed, but only a Porsche fanatic would notice.Inside, the only real difference is the shift stick for the PDK twin-clutch gearbox. But there is a major upgrade of the system behind the dash, with satnav and a touch-screen monitor as standard.So the real work is in the new engines, tweaked suspension and the transmissions.Porsche claims it has achieved the extra performance while cutting emissions and improving fuel economy. It's a similar deal to most major makers in 2009, but took a lot of work."There are a whole lot of changes that add up to big things. Porsche has always been good at bringing the detail together. We are a detail company," says technical chief Paul Watson.That detail work even includes lowering the centre of gravity of the engine, as well as PDK gearing which means seventh gear is so tall - for economy - that top speed comes in sixth. A limited-slip differential is now available for the Cayman S.And the work is reflected in lap times at Porsche's ultimate test track, the Nurburgring in Germany.The '09 Boxster is now a massive 31 seconds quicker than the original.DrivingWindswept Melbourne, in a state where speeding is almost a hanging offence, is not the right time to be pushing hard in a new Porsche.Things were so bad with lashing rain showers during the preview drive that I never got a chance to take the top down in the Boxster . . .Even so, the basic Boxster and the Cayman S - top and bottom of the update efforts - showed that Porsche has pushed again to get the best from its cars. They barely look any different, but Porsche people will see the changes and that is what really matters.Both showed more response in the chassis and engine, driving inland down towards the Great Ocean Road, with more a slightly more fluid feeling through the suspension and better drive from slow speed up to solid overtaking pace.It is hard to say what the changes really means because the roads were damp and crowded with all sorts of traffic, including caravan parades and gawking overseas tourists.But the Boxster was a sweet drive, with the incredible mid-engined grip I have come to expect and a little more go from the bottom of the rev range.And the Cayman S, on the few occasions I could crack the throttle, remained as pin-sharp as I remembered with even more of a thump in the back. The PDK gearbox is an excellent device, with sweet auto changes and excellent response in manual mode - although the touch-change buttons on the wheel are a silly fiddle and hard to use, with a gearlever which is set for changes the wrong way (pull back to downshift) for brisk driving.Porsche has given the coupe more go than the droptop because the Cayman chassis can handle the extra, but also because there are a growing number of people who want more from a car they are genuinely choosing ahead of a 911 for driving enjoyment and not just a cash saving.It will take more time with the cars to pin down the exact improvements, but Porsche has put the real emphasis on the dollars and rated against any value-for-money measure in the sports car class the newcomers are winners.Porsche Cayman and Cayman SPrice: from $122,200 to $160,800Engine: 2.9-litre flat six 195kW/300Nm (Cayman); 3.4-litre flat six 235kW/370Nm (Cayman S)Transmission: 6-speed manual, 7-speed PDKEconomy: 8.9L/100km (Cayman); 9.2L/100km (Cayman S) Porsche Boxster and Boxster SPrice: from $113,000 to $145,900Engine: 2.9-litre flat six 188kW/290Nm (Boxster); 3.4-litre flat six 228kW/360Nm (Boxster S)Transmission: 6-speed manual, 7-speed PDKEconomy: 8.9L/100km (Boxster); 9.2L/100km (Boxster S)

When the Cayman was first revealed by Porsche in 2005, it was to a mixed reception. There were those who loved the idea of a mid-engined model to sit just above the Boxster, and there were those who saw it as ... well, just another Boxster.But, despite the detractors, it was a good little car — attractive, dynamic and powerful enough to attract a lot of new buyers into the brand.Now it’s an even better little car, with new engines and suspension set-up, tweaked jewellery, better economy and the option of Porsche’s twin-clutch transmission to really sweeten the deal.DrivetrainsPorsche has put a lot of effort into reducing the weight and friction levels of both new engines to boost power while reducing fuel consumption.The base model Cayman gets a 195kW/300Nm 2.9-litre six-cylinder boxer engine (up 200cc and 15kW). Mated to a new manual transmission with six slots over the previous five, this gives a 0-100 speed of 5.8 seconds, which is shaved by 0.1 if you option the PDK box – the downside being 2km/h also being shaved off the manual’s top speed of 265km/h due to weight gain. But while the manual uses 9.2L of fuel per 100km, the new transmission manages 8.9 — an improvement of 11 per cent on the outgoing model with its sequential Tiptronic.The Cayman S carries a direct fuel-injected 3.4-litre six-cylinder that develops 235kW (up 18kW). With the six-speed manual you get a 0-100 speed of 5.2 seconds, but getting the PDK here gets you down to 5.1 – and with the optional Sports Chrono Pack drops down to a blistering 4.9 — but again cuts 2km/h off the manual’s top speed of 277km/h. And again the PDK offers fuel savings on the previous Cayman S, using 16 per cent less at 9.2L/100km, while the base model comes in at 9.6L/100km.Appearance and equipmentThere has been little change to the body styling of the Cayman, but it has been freshened at nose and tail with light clusters featuring twin tube halogens at the front and LED strips at the back that accentuate the swelling curves of the haunches, a new wind deflector plate and foglights. To dress up further, there’s an optional lighting pack with bi-xenon lamps and LED daytime running lights.Porsche says these changes have been made while maintaining the Cayman's aerodynamic drag figure of 0.29 and downforce — increased by the split wing spoiler moving up 80mm when the car hits 120km/h.The interior gets some facelifted touches, the main one being a revised centre control stack with larger screen for nav, info and entertainment. And ventilation has been added to the heating for the perforated-leather covered seats. And you could almost claim it’s practical too, with a 410-litre luggage capacity, although there’s little in the way of cabin storage to augment that for smaller items, and the cupholders that spring out of the dash are a nightmare.UnderpinningsThe Caymans roll on new wheels — 17” and 12mm wider on the base model, which now gets the larger 318mm front and 299mm rear brakes of its big brother — and 18” on the S, with the chance to upgrade to 19” and also nab the awesome 350mm ceramic brake package plus a locking rear diff. But in Porsche tradition, there's no spare wheel, simply a can of tyre sealant and a compressor — and perhaps a prayer for our councils to sweep the streets more often.Meanwhile, new mapping has given the steering a sharper response, while the suspension has been adjusted to account for the engines’ extra power.Porsche’s electronically controlled Active Suspension management is available for both models, lowering the body by 10mm over the standard suspension. It has been enhanced with brake assistance that includes a pre-loading function that comes into play if you lift off the accelerator quickly – even before your foot touches the brake pedal.The Sports Chrono Package adds a Sport Plus function that further sharpens steering, quickens gearchanges and throttle response and hardens the suspension. And if you’ve got the PDK box, the Chrono addition tosses in a Launch Start function — where you can look like Lewis Hamilton by plunging your feet onto both pedals, revving up and then wiping your foot off the brake and letting the car slingshot you into the horizon — as well as a handy auto kick-down if you stab the accelerator.There have been some weight losses and gains overall, with the Cayman tipping the scales at 1330kg with the manual box and 1360kg with the PDK, while the S is 1350kg with the manual and 1375 with the PDK.This means the S with PDK comes in at 15kg lighter than the previous model with the Tiptronic, but the base model has gained about the same mainly because of the extra gear and larger brakes.PricingFinal Australian spec and the price tags are yet to be revealed, and we should have more information close to the car’s local launch in March 2009.DrivingOn the road the Cayman S we tested was a joy. The engine is keen to let you dip into its extra sauce, and just keep pouring it on, delivering it in a smooth progressive stream with no sign of it letting up as it swings the needle up to the 7500rpm redline.And it sounds better too – with Porsche saying they retuned the exhaust specifically for that effect. But it still falls short of the kind of guttural growl that vibrates through your stomach lining when you’re in something like the 911 Carrera.On the noise side, there’s quite a bit of wind rush, and a lot of tyre noise over rougher surfaces.But those same bits of bad road revealed the remarkable qualities of the new suspension set-up. Patchy bitumen, gaping potholes – no matter what the semi-rural roads on the southern Spain launch threw at it – the Cayman S simply snubbed its nose at the challenge. You could hear it all passing under the wheels, but there was little in the way of jarring or jumping that upset the handling – or the occupants.One question we always have of suspensions designed with European markets in mind is whether or not they will handle our poor Aussie blacktop well enough. In the case of the Cayman, the answer is a resounding `yes’.It tracks confidently and the wide stance helps keep it glued to the road.Pressing the Sports Plus button sharpened everything up to near-race track standards – but in this case the car became almost too responsive to joust with oncoming farmers on the narrow winding mountain roads.With the PDK predicting which gear you want to be in next and getting it set up for you, once you get used to thumbing the forward-back paddles wrapped around the spokes of the steering wheel, this car is simply a bundle of fun that makes the most of its power-to-weight ratio.No, it’s not a 911. But then, only a 911 is a 911. But what it is – especially in the current economy – is a fantastic drive-to-dollar ratio. 

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: