FIRSTDRIVEPORSCHE CAYMAN S: The Cayman has long played second fiddle to the 911, but Kyle Fortunefinds that it's no longer the poor relation
A POOR MAN’S 911. That’s what many called the Cayman when it was introduced in 2005. The thing is, there’s always been a feeling that, with more power, the 3.4-litre, mid-engined Cayman S could give its rear-engined relative a real fright.
The standard Cayman, with its 2.7-litre engine and relatively modest output of 241bhp underlined the fact that the package was right, combining mid-engined poise, beautiful steering and a friendly, yet involving driving experience. The more powerful S got so near to greatness but always felt a bit reigned in to protect 911 sales.
That’s no longer the case. With new revisions to the Cayman range for 2009, the mid-engined upstart now has the measure of its rear-engined relative. The entry-level Cayman sees its engine increase in capacity to 2.9 litres and its output increase to a slightly healthier 261bhp. But it’s the Cayman S that makes all but the most extreme 911 models look unnecessary. Its engine capacity remains the same, at 3.4 litres, but the addition of direct injection allows it to deliver 315bhp.
Porsche hasn’t just upped the power either, as it’s also fitted the twin-clutch PDK automatic transmission that debuted recently on the 911. Opt for that transmission – and add the Sport Chrono pack to the specification – and the Cayman S can reach 100km/h in just 4.9 seconds. That’s as fast as the 3.6-litre 911 Carrera and only 0.2 seconds slower than the Carrera S. Really, unless you need the 911’s extra seats, the Cayman S is all the Porsche you could ask for.
At its Spanish launch, Porsche only brought along range-topping Cayman S models, every single one fitted with the two-pedal PDK transmission. All but three parked outside the venue were fitted with a limited-slip differential, too. That’s hugely significant, as now Porsche is not only offering the Cayman with 911-rivalling pace, but that limited-slip differential should take its already fantastic handling to a new level.
When the Cayman was launched in 2005, Porsche categorically said it wouldn’t offer it with a limited-slip differential. Apparently customers didn’t need it, though clearly the real reason was to protect the 911.
After driving the new Cayman S with its limited-slip differential it’s clear to see why Porsche held back. The Cayman S has always impressed dynamically but the new car, with the optional differential, is sensational. The roads in Spain are slick with muck from farmers’ tractors and some unseasonal rain, but the Cayman S is devastatingly effective at covering them, shrugging off the conditions with utter impunity.
Revisions to the steering have improved the consistency of its weighting without robbing it of the crisp response and the clarity of information it provides. Turn the chunky wheel and the Cayman S seems to pivot around its centre, the rich flow of information telegraphing through the steering wheel allowing you to lean hard with real confidence through the bends. The tighter rear allows the Cayman S to better exploit its increased output. It feels significantly faster through and on the exit of bends.
When it does reach and breach its high levels of grip, it’s so easy to catch and control that exiting corners with a touch of corrective lock on the steering becomes second nature.
What’s never natural is the operation of the trick PDK transmission. It might be faster at shifting than a skilled driver with the six-speed manual, but all too often it’s a case of “transmission knows best” – leaving you frustrated with its decisions. The push-me-pull-me switches on the steering wheel spokes are hopeless too, Porsche insisting that it’s just us journalists, rather than customers, who have an issue with it. I seriously doubt that. Press the Sport or Sport Plus modes and it’s impossible to access the seventh ratio, meaning you’re forever messing with the settings on a mixed route drive – the merest brush of the accelerator having the PDK shifting down and raising revs unnecessarily.
It really doesn’t need to drop a gear as often as the gearbox does in these modes, as the direct-injected 3.4-litre engine has plenty of urgency in its mid-range. Peak torque of 370Nm arrives at 4,750rpm, though there’s real punch from as low as 1,500rpm right up to the 7,500rpm redline. While the fitting of the direct injection system has robbed the 911 relative of some of its aural appeal, with the engine so close to you in the Cayman’s interior it’s still clear of voice – albeit slightly muted and a touch more civilised.
Civilised but still glorious, the 3.4-litre engine is one of Porsche’s finest. With its increased pace, it turns the Cayman S into a very rapid car. Helping achieve and maintain its pace is the improved ride and body control. With optional PASM (Porsche Active Suspension Management) the Cayman S delivers phenomenal poise and precision, mixed with remarkable ride quality. The Cayman S really is a car you can drive every day in comfort.
It’s practical, too – for a two-seat sports car – and the addition of direct injection has allowed Porsche to increase power without raising emissions and consumption; both the PDK and manual Cayman S models come in at under 225g/km and return around 9.4l/100km on the combined cycle.
It’s a car for our fiscally-challenged times then – perhaps being poorer is no bad thing, if it means you have to drive the new Cayman, rather than a 911.
Factfile Porsche Cayman S PDK
Engine: 3.4 flat-six petrol.
Peak power: 315bhp at 7,200rpm
Peak torque: 370Nm at 4,750rpm
Transmission: seven-speed automatic, rear-wheel-drive
0-100km/h: 5.1 seconds
Top speed: 250km/h
CO2 emissions: 221g/km
Combined cycle fuel economy: 9.4 litres/100km
Price: €98,805