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The Third Coming
356…911…Cayman… Wait, Could it really be that good?
Story by Pete Stout
Photos by Markus Leser/Porsche
Quick: Name a Porsche model line offered
only
as a convertible. Of course, the 356 and 911 are out. Both of these iconic Porsches began life as 2+2 coupes. Only later — a lot later in the case of the 911 — were they offered as true cabriolets. The 924 and 928 were never offered as open cars. The 944 only lost its top towards the end of its model life. The 968? It was offered both ways from the start — so it’s out, too.
A good guess, then, is the 914. This mid-engined sports car had two seats, twin trunks, and a mandatory removable top. But it wasn’t
really
a convertible and, just two years after introducing the 914, Porsche was working on a coupe version. After getting a steel top, the car received new bumpers, aggressive fender flares, and a flat six with more power and displacement. The resulting two-seat coupe was clearly a 914, but Porsche gave the car its own designation: 916. Less than a dozen 916s were built — certainly not enough to give the 914 platform the legitimacy it lacked in the eyes of many enthusiasts. To them, the 914 would remain little more than a “cute” car — despite its impressive performance credentials.
That brings us to the Boxster — the only full-production, full-blooded Porsche chassis offered as a convertible and nothing else. That’s about to change, thanks to a new, 987-based car that benefits from all the ingredients in the 916 recipe. It, too, gets a new name: Cayman. But this time, we suspect Porsche will build more than 11 examples. In fact, Stuttgart thinks it will sell 8,000 Caymans in the first year…
The question on our minds as we’re departing for Italy to attend the world press introduction for the Cayman S really isn’t how this car will enter into Porsche history. It’s just that the subject is kind of hard to avoid. A quick glance at my wristwatch brings on the realization that we’re leaving on 9/14, with a return flight booked for 9/17. In Porsche numerology, those numbers recall an epic chapter in the marque’s mid-engined road and racing history…
But we’ve got to put the past aside and find out if the Cayman is good enough to make a name for itself. Ian Kuah’s first drive in our last issue happened in the rain and was a limited engagement. Even so, he called it the best-handling Porsche ever, RS and GT models aside. Them’s big words, but he also said the Cayman was too quiet and that it could use more power. Was he right?
Fortunately, Porsche’s introduction schedule has not one but two driving days in store. The first is just a taste, an hour or so on the superb driving roads of Tuscany. We pick a Guards Red car with 19-inch alloy wheels from the ten or so Caymans in the lot. Speed Yellow, Black, Arctic Silver, Cobalt Blue, and Dark Teal are on hand, too. But everyone seems to agree that fire-engine red suits this car’s shape best. Maybe it’s the red-car-in-Italy thing, maybe not. But the Cayman looks absolutely sensational in person.
Foglights that looked awkward in initial photos are no longer an issue. They work, even, doing their job to make the Cayman’s front end instantly different from both the Boxster and the 911. The new fascia also results in a slight reduction in front-end lift at speed. If there’s a flaw, it’s that the Cayman’s roofline can look a little too “bubble-topped” when viewed in profile at certain heights.
From the dead rear or any three-quarter-rear view, the Cayman S is stunning, powerful, and exotic. The semi-flying buttresses create multiple surfaces when viewed from some angles, offering an intriguing juxtaposition of sharp creases and flowing curves. Square-tip tailpipes kick up with a subtle nod to DTM culture and the ducktail spoiler is just right. But in the end, the commanding feature is that pair of high rear flares. They’re inescapable. Open the door, sit down, adjust the mirror, and…meet them again. With the side mirror adjusted slightly inward — as most people like it — it’s impossible to miss the tall, shapely hump covering the left rear wheel. It’s the best view back in a modern Porsche this side of the $450,000 Carrera GT.
The tintop does create new blind spots, but any visibility lost due to the thick and strong C-pillars is certainly less than you’d get in a Boxster with its top up. Keep looking and something familiar winks back at you: It’s a rear dome light on each pillar, small ovals pilfered from the lower door edges of 986s and 996s. These previously red-and-white lights have been tinted almost black for their new task.
Time to depress the clutch, twist the key, and get going. “Very familiar” are the first words that come to mind as the flat six bursts to life. The noise is no different at idle than a Boxster’s. The dashboard looks about the same and the shifter feels no different. Slotted into first gear and idling down the driveway, however, the Cayman S yields the first clues to its unique identity.
It’s quickly apparent that we’ve been missing something in Boxsters we rarely thought about: rigidity. Porsche’s two-seat roadster always had a commendably stiff chassis — but driving the Cayman clearly reveals the droptop’s subtle flex. Down an uneven and unpaved driveway, the new Cayman S feels solid like a 997 coupe — but the proximity of its flat-six engine says “Boxster.” It’s an odd feeling of opposites, but a welcome one because it promises the best of both worlds: the superior rigidity of a 911 coupe with the peerless handling balance of the Boxster.
What’s more, the Cayman S is instantly, deeply intuitive — so much so that considerable jet lag and a serious lack of sleep don’t really matter anymore. As the car’s fluids circulate, so does the adrenaline. Even at a mild pace, the Cayman is seductive. Its handling can be summed up in a single word: fluidity. But the promise of a harder core within and bigger thrills to come is definitely there.
In the meantime, a five- to six-tenths pace seems perfect for getting to know these Tuscan roads and the car. As in the 997 and Boxster, Porsche’s new variable-ratio steering is superb, chiefly because this purely mechanical system is transparent in use. But the benefit of dialing in less lock for tight corners is real. In terms of feel, this power-assisted rack is truly exceptional, returning accurate information from the sharp end of the chassis as well as a good idea of what the surface it’s trying to stick to is like.
The Cayman’s front end has more grip than any current 911, but the car can’t match the rear-engined Porsche’s traction out of turns. It’s a happy trade, however, as a feeling of greater responsiveness and precision results. Speaking of responsiveness, acceleration is strong but not overwhelming — at least when compared to the fastest sports cars in Porsche’s stables. It doesn’t take long behind the wheel to realize that the Cayman’s chassis
could
easily handle the power and torque of the 3.8-liter Carrera S motor — possibly even in 381-horse X51 trim.
We’ll probably never see that combo from Porsche, however. So the 3.4 liter will have to do for the time being and that’s no great loss. It’s plenty strong, with solid torque served up over a fabulous power curve. Though the Cayman S’s six-speed manual transmission is shared with the 3.2-liter 987 Boxster S, its gear spacing has been revised. It’s obvious the new ratios for first and second gears as well as fifth and sixth were picked carefully; the right gear for every hill or curve is always in hand. Shift throws via the balled knob on the center tunnel are both swift and well defined — though they are still a little long for our tastes.
Porsche’s first-day driving route leads back to the hotel all too soon, but it’s clear that 15 hours of travel are catching up with our ability to evaluate the car’s intricacies. When a colleague asks if the car we just drove had the PASM adjustable suspension or not, the answer is hazy before the recollection we didn’t even check filters in. Better to get a full night’s sleep, then. Thankfully, it’s not a fitful one — with a solid seven or eight hours coming easily.
A clear sunrise over Tuscan hills promises a perfect driving day, too. We pick another red car in the morning, this time with the standard 18-inch wheels and tires. At dinner last night, we asked factory test driver and all-around sensitive shoe Walter Röhrl for his tire preference: “While the 19s are necessary for ultimate performance numbers, a sensitive driver will have more fun on 18s.”
Our plan, then, is to start the day in a Guards Red Cayman S fitted out Röhrl’s way, with 18s. It also has PASM, PCCB, Sport Chrono Plus, and the Adaptive Sport Seats. After the lunch stop, we’ll switch to a Cobalt Blue Metallic car on 19s
without
PASM and Sport Chrono. That car has PCCB, too, so a chance to sample the standard brakes isn’t in the cards for today. But we’ve tried them on 987S test cars before and know they’re perfectly fine. And, with just 12 pounds less to stop in the Cayman, they should perform just as well. The standard seats in the blue car will also provide a nice contrast to the adaptive items in the red car.
Sister-mag
Sports Car International
Editor Eric Gustafson takes the wheel first, and is quickly up to speed. He hasn’t gone five kilometers before noting that there’s a lot of headroom. And he’s right — there’s enough for a helmet on top of a helmet. As his pace builds, a quick readjustment of the side bolsters on the Adaptive Sport Seat snugs the bolsters against my ribs. Stellar lateral support paired with total comfort makes it clear these seats are more than worth their $2,500+ price tag. Getting better support would require a fixed, racing-style bucket that can easily cost $1,500-3,000 per pair. But then the daily convenience and long-haul comfort these seats provide — as well as their integrated side airbags — would be lost.
Soon, though, any thoughts about the relative merits of these highly adjustable chairs fade away. Gustafson’s done with the Tuscan country lanes and entering the autostrada — Italy’s take on the autobahn. There
are
speed limits, but no one seems to have told the Italians — at least whenever we’re around. The onramp is slow and tight, but Gus tackles it well in second gear. After that, he’s running hard through second, third, and fourth. The speed readout at the base of the large, central tachometer spools quickly past 150 km/h and continues its counting relentlessly — all the way to 228 kilometers per hour, or about 142 mph.
The strongest impression, though, comes from the sound the Cayman S makes while hurtling you forward, gear after gear. It’s a harder-edged song than that of a 997. The 3.4-liter makes fantastic noise — so much so that we can only wonder if Ian Kuah’s perception of the Cayman soundtrack in his early drive report was sabotaged by the severely rain-soaked roads he was stuck with. Or maybe he was expecting a V8?
To Gustafson’s ear, the Cayman S sounds perfect. And it’s hard to argue with him. It’s a gritty, metallic sound — as if the flat six is reboring its own cylinders. Pin the throttle in third and the intake tract behind your left ear can be heard sucking air, with what sounds like a hint of each cylinder head’s inner workings filtering back through the intake plenum. The core music is a strong flat-six tune emanating from the big, carpeted hump behind the seats. There’s also more than a bit of the tailpipe’s signature filtering back through the steel-and-glass tailgate.
The resulting noise is better than any 911 Carrera in recent memory, eclipsed among modern Porsches by only the 996 GT3 and Carrera GT — both of which play their music to thrilling, intoxicating redlines well past 8000 rpm. This car’s short-stroke 3.4 can’t match the exhilarating nature of those exotic powerplants at or near their redlines, but that’s only because it’s not been allowed to. The tach needle in the Cayman S sprints past 6000 rpm as if it wants to — no, needs to — get to eight grand and beyond. It’s too bad the rev-limiter cuts in at 7300 rpm.
In this drive, on these roads, it will do so often. That’s because the Cayman S’s 3.4-liter flat six is so creamy at 6000 rpm that it can deceive a driver into thinking he or she is at, say, 4000 rpm. Back on curvy country lanes, both of us exit a few corners and trip the limiter. Every time, the boxer six felt and sounded like it was at 4000 rpm or so. But the needle was really sitting at six grand, just 1300 rpm short of the rev-limiter. It’s a mistake we haven’t made in 3.6- and 3.8-liter 997s — or, oddly, in a 3.2-liter Boxster S.
The reason is this 3.4-liter version of the 987/997 motor feels far more eager than any of the three powerplants listed above. The sprint from 6000 to 7300 rpm is positively
electric
, as if this engine is closer to the normally-aspirated GT family than its Boxster/Carrera roots should allow it to be. Like the underrated 3.4-liter engine Porsche used in its 1999-2001 996, the Cayman S’s flat six is far more elastic than its cousins — as if this is the exact displacement, bore, and stroke it was really meant to have.
The Cayman S engine shares its bore and stroke figures with the early 996, but the factory press kit says it’s one cubic centimeter larger, at 3387 cc. That could be down to different pistons, mathematics, or marketing — but Porsche wants to stress that it is not the same engine. It benefits from VarioCam Plus variable valve timing as well as completely different intake and exhaust systems.
Even so, the result — in terms of peak power, at least — is highly similar. The Cayman S makes 295 hp to the initial 996 3.4’s 296 horses. But
where
the power peaks tells more of the story. The Cayman S makes max power at 6250 instead of the 996’s 6800 rpm and creates similar torque more of the time. 251 lb-ft of torque is available from 4400 rpm to 6000 rpm against the 996 3.4’s 258 lb-ft at 4700 rpm. It should be noted, however, that the earlier 3.4 made 220 lb-ft available from 2700 to 7000 rpm. These numbers are telling from another perspective, too: They indicate there is more than a little extra power waiting to be unlocked from this latest 3.4-liter flat six.
As it is, the 3.4’s power is adequate — and then some. The Cayman S doesn’t pull as hard as a 997 or 997S, so it’s not quite as impressive in a straight line. That’s not to say the Cayman S is
slow
, though. It’s just that Porsche has left its 3.6-liter 997 (325 hp, 273 lb-ft) and 3.8-liter 997S (355 hp, 295 lb-ft) with enough of an edge in horsepower and torque to keep them safe. The factory’s always conservative 0-62 mph times say the Cayman S — at 5.4 seconds — is 0.4 and 0.6 second slower than the 997 and 997S. But we suspect the Cayman S time is even more conservative than usual.
Whatever the case, straight-line speed is not what the Cayman is all about. It’s a Porsche for drivers who savor the total experience more than the occasional blast up an onramp. For them, the Cayman S might be the most satisfying new driver’s Porsche this side of $100,000 — or a GT3. That’s because it’s sweeter than the current Carreras and more engaging, too. A 3.6- or 3.8-liter Cayman would be an absolute rocketship — but the 3.4-liter six is a well-matched partner to a very willing chassis. A big part of the experience is that superlative sound, and 987 program head Hans-Jürgen Wöhler beams when he mentions that U.S.-market Cayman Ss will be a bit louder due to relaxed exhaust-noise restrictions stateside. He says it’s the same tune, just more of it.
Then there’s the handling. Our Guards Red test car demonstrates that PASM is no detriment whatsoever to the 987 chassis — furthering our guess that it’s a bushing choice that hampers this system (for hard-core drivers) in the 997. PASM might also work better in the 987’s longer wheelbase and mid-engine layout. Whatever the case, Ian Kuah was right about the brilliance of the Cayman’s handling. Notch the pace up to seven- or eight-tenths — and beyond in a few greasy, low-speed corners with plenty of visibility and runoff — and the Cayman S is scintillating. It’s composed in every situation, but there’s an inherent sense of playfulness, too.
Switching the Sport Chrono Plus system into its Sport mode helps; there’s a tangible difference in how the PSM stability management system reacts when the Cayman’s rear end begins to rotate in Sport versus the Normal setting. In the more aggressive mode, PSM allows a mild drift angle while exiting a turn — so long as a little corrective lock is dialed in and the brake pedal isn’t brushed. But, leaving a corner, there’s no need for brakes. The driver is left with an even less intrusive safety net than PSM has offered in the past, one that allows far more aggressive driving without intervention. If that’s not enough, the “PSM Off” button is just a short reach away. But unless a driver wants to get
really
sideways, there’s just no reason to kill the system.
In any event, the Cayman is not a tail-happy car. Driven this side of sanity on public roads, it takes a particularly wet or greasy piece of pavement to get the rear end out. Everywhere else, the rear end simply hooks up and transmits the power as soon as the Cayman S wails past the apex. When it comes to putting the power down, a 911 does do it a little better. But this mid/rear-engine setup doesn’t give up much to the 911’s pure rear-engine layout. It also allows more speed to be carried
into
a given corner, thanks to superior turn-in along with better stability through the turn. All in all, it’s a welcome trade on one hand and a nice way to keep the handling character of both these Porsches separate on the other.
Swapping for the Cobalt Blue Metallic car after lunch reveals a lot about the value of Sport Chrono Plus. The quicker throttle response in Sport is worth its $920 price of admission. The blue car’s standard E-gas isn’t bad, but you quickly miss Sport Chrono’s snappier throttle. For this reason alone, we’d order it. The fact that this Cayman S pairs its standard E-gas with PCCB ceramic brakes brings yet another observation about Sport Chrono — one we would have missed in a Cayman S with the standard “Big Red” brakes.
PCCBs are, without question, the best road-car brakes on the market. But they don’t really improve stopping power or shorten stopping distances, tests that are really tire-limited these days. What PCCBs do offer is true, fade-free braking and something even more satisfying: a feeling of incredible initial grip through the brake pedal. Initially, PCCBs feel a bit grabby, but the muscle-memory revisions come quickly enough and, after that, it’s hard not to get hooked by PCCB. In terms of control response, this is the mechanical fuel injection of our day.
A few corners in, the blue Cayman S makes it obvious that PCCBs feel best when paired with Sport Chrono. With standard E-gas, the control feedback between the throttle and brake pedals is too disparate. PCCB is there instantly, the throttle a tad lazy by comparison. It’s a subtle thing, something that would have certainly been missed had the day played out differently. But the resulting synergy between these two optional systems means that we feel Sport Chrono is a must for buyers who choose the expensive PCCB ceramic-composite brake setup.
The Cobalt Blue Cayman S is also riding on 19-inch wheels and tires. Just as it did yesterday, the setup offers incredible grip and composure. But, after spending the morning on the standard 18-inch wheels and tires, we would pass on the optional 19s unless we were after TTOD. The 19s offer more grip and security, but a sense of precision and some feedback have been lost. Plus, the Cayman-specific 18s look great in person, recalling the classic Fuchs alloys introduced on the early 911S while mixing in a bit of the Carrera GT’s wheels at the same time — not exactly bad bloodlines.
There’s one more point to be discussed when it comes to wheel choices. This is a highly subjective subject, but the delicate 19-inch “Carrera Classic” thin-spoke stars ($1,940) that look so good on 997s somehow look out of place on the Cayman. And not just to our eyes — most of the journalists present agreed and even Porsche’s own people seemed to think so. If you’ve got to have 19s, it’s better to go with the 19-inch multi-spoke “Sport Design” alloys ($1,940). Whatever the reason, these delicate rims are a better match for the Cayman’s visual character.
To PASM or not to PASM remains a tough choice, but a far less agonizing one than 997 buyers face because both setups are so good. Plus, choosing to skip PASM in a Cayman won’t limit which model you can get. In 997s, we prefer the base car’s well-judged standard “steel” suspension. The standard Cayman S’s suspension is just as brilliant. You’d never feel like you’re missing out on something, and there were only a few instances where the PASM-equipped Cayman felt better composed. In the end, we’d probably opt for PASM on a Boxster or Cayman S — mainly for its ability to stiffen things up at the touch of a button during a track day and for its sexy, 10-mm ride-height drop.
Criticisms? Well, the Cayman S hides its faults better than any Porsche in recent memory, so we’ll need to spend more time with one to discover any real shortcomings. In the meantime, we’ve got just two superficial complaints. Very superficial. The first is the sun visors, which are carried over from the 996 just as in the 987/997. The visors retain the oval theme dominant in 986/996 interior design, both in overall shape and the vanity mirror lids. Trouble is, 987/997 interiors have moved on to a straighter theme. The sun visors somehow look even worse in the Cayman — probably because this car’s bubble-top roofline means you see more of them when they’re resting against the headliner.
Our other criticism concerns a couple of interior trim choices. Porsche’s choice to skip the gorgeous faux-suede headliner in 997 coupes is understandable, but the semi-metallic, textured gray cloth it chose for this $58,900 car looks too VW Golf-ish. It’s not
bad
by any means, but neither is it a success. The other bit that looks out of place is the steel bar meant to prevent items stored on the engine hump from coming forward under braking. It’s a good idea, but a dull, metallic-gray finish (meant to cut down on reflections) makes the bar look like a cheap leftover from IKEA.
Speaking of luggage, trunk space is up when compared to a Boxster. The Cayman has the same 150-liter front trunk as the soft-top 987, but rear luggage space doubles from 130 to 260 liters. That translates to 9.8 cubic feet of trunk space for the 987 Boxster and 14.35 cubic feet for the new Cayman S. In reality, though, all of the extra room has been added in the area above the engine cover. While that allows a crucial extra suitcase — so long as it’s low — adding much more than that will impair vision to the rear. Even so, the combination of the 987’s generous and well-shaped front trunk and the larger rear cargo area is unmatched by competitors such as the Audi TT and Nissan 350Z.
When it comes to optioning a Cayman S, our picks are the standard 18-inch wheels, PCCBs ($8,150), Sport Chrono Plus ($920), and Adaptive Sport Seats ($2,655). But it should be noted that the standard seats are, as always, superb. PASM, at $1,990, is a nice addition — but not a requirement. We’d strongly consider a Sport Steering Wheel ($250). After that, the options list is a long one, and optioning a Cayman S up to Carrera S money will be all too easy. But it’s strictly not necessary; a plain Cayman S with no options whatsoever will still be a brilliant drive.
Of course, the Cayman S we’ve just described will cost a lot: $72,865 plus destination and taxes. That puts it in truly expensive company, and a large number of Cayman S buyers will inevitably face a harsh realization:
For this money, I could have a <u>new</u> 911
. But it must be remembered that optioning a $71,300 2006 911 Carrera (up from $69,300 in 2005) similarly will maintain the $12,400 gulf these cars start out with. Thanks to the 911 price hike, the Cayman S pricing strategy starts to make sense. A Cayman with all the trick bits can be had for 911-stripper money. Unless one needs a 911’s rear seats, likes its styling better, or prefers its rear-engine handling dynamics, the Cayman S is the smart pick for serious drivers — and those who choose it will be making a statement.
We’ll be curious to see how many do. Porsche projects a five-percent cannibalization rate and a large number of Boxster owners trading in for a Cayman. With production at Valmet in Finland gearing up and an official Cayman S launch date in the United States slated for January 14, 2006, we’ll find out if it’s right soon enough. As for derivatives, a base Cayman is sure to follow. Porsche isn’t talking, but a 3.0-liter engine with roughly 260 hp is a good guess; it would slot neatly between the 2.7-liter Boxster and 3.2-liter Boxster S.
What about a much-rumored Cayman Club Sport? Porsche brass won’t say anything about it — other than shaking their heads in a stern and negative manner. With less weight, only 30 fewer horses, and a superior chassis, the Cayman S is already close enough to the 911. But it’s not as if the thought of lightening the Cayman further hasn’t occurred to them. We asked Hans-Jürgen Wöhler how much weight could be saved by deleting the air-conditioning, which is not presently possible. His eyes sparkled before he said, “About 25 kilos.” That’s a useful 55 pounds, and it wouldn’t take a lot of imagination to conjure a lightweight hatch to replace the heavy steel-and-glass item there now.
In the meantime, we’re left to wonder if the new Cayman will finally legitimize the Boxster line in the eyes of some holdouts. We suspect it may do more than that. The Cayman brings a sense of completeness — and hard-core driver appeal — to the 987/986 chassis that was missing because the Boxster was offered only as a convertible. As a coupe that can make the most of a gifted, mid-engined chassis, the new Cayman might be Porsche’s best chance at creating a third icon in 40 years.
Edited by - mpollard on 12/24/2005 09:34:08 AM
The Third Coming
: 356...911... Cayman... Wait, Could it be that good?
Story by
Pete Stout
Photos by
Markus Leser/Porsche
'It might be
the most satisfying
new driver's Porsche
this side of $100,000
or a GT3...'
Fog lights that looked awkward in initial photos are no longer an issue. They work, even doing their job to make the Cayman's front end instantly different from both the Boxster and the 911. The new fascia also results in a slight reduction in front-end lift at speed.... From the dead rear or any three-quarter view the Cayman S is stunning , powerful and exotic. The semi-flying buttresses create multiple surfaces when viewed from some angles, offering an intriguing juxtaposition of sharp creases and flowing curves. Square-tip tailpipes kick up with a subtle nod to DTM culture and the duck tail spoiler is just right. But in the end, the commanding feature is that pair of high rear flares. They're inescapable. Open the door, sit down, adjust the mirror, and...meet them again. With the side mirror adjusted slightly inward - as most people like it - it's impossible to miss the tall, shapely hump covering the left rear wheel. It's the best view back in a modern Porsche this side of the $450,000 Carrera GT.
It doesn't take long behind the wheel to realize that the Cayman's chassis
could easily
handle the power and torque of the 3.8-liter Carrera S motor - possibly even in 381-horse X51 trim.
To Gustafson's ear, the Cayman S sounds perfect. And it's hard to argue with him. It's a gritty metallic sound - as if the flat six is reboring its own cylinders. Pin the throttle in third and the intake tract behind your left ear can be heard sucking air, with what sounds like a hint of each cylinder head's inner workings filtering back through the intake plenum. The core music is a strong flat-six tune emanating from the big carpeted hump behind the seats. There's also more than a bit of the tailpipe's signature filtering back through the steel-and-glass tailgate.
The resulting noise is better than any 911 Carrera in recent memory, eclipsed among modern Porsche's by only the 996 GT3 and Carrera GT - both of which play their music to thrilling, intoxicating red-lines well past 8000 rpm. This car's short-stroke 3.4 can't match the exhilarating nature of those exotic power plants at or near their red-lines, but that's only because it's not been allowed to. The tach needle in the Cayman S sprints past 6000 rpm as if it wants to - no, needs to - get to eight grand and beyond. It's too bad the rev-limiter cuts in at 7300 rpm.
In this drive, on these roads, it will do so often. That because the Cayman S' 3.4 liter flat six is so creamy at 6000 rpm that it can deceive a driver into thinking he or she is at, say, 4000 rpm.Back on curvy country lanes, both of us exit a few corners and trip the limiter. Every time, the boxer six felt and sounded like it was at 4000 rpm or so. But the needle was sitting at six grand, just 1300 rpm short of the rev-limiter. It's a mistake we haven't made in a 3.6 and 3.8 liter 997s -or -oddly, in a 3.2 liter Boxster S.
The reason is this 3.4-liter version of the 987/997 motor feels far more eager than any of the three power plants listed above. The sprint from 6000 to 7300 rpm is positively
electric,
as if this engine is closer to the normally-aspirated GT family than its Boxster/Carrera roots should allow it to be. Like the underrated 3.4 liter engine Porsche used in its 1999-2001 996, the Cayman S' flat six is far more elastic than its cousins - as if this is the exact displacement, bore, and stroke it was really meant to have.
The Cayman S engine shares its bore and stroke figures with the early 996, but the factory press kit says it's one cubic centimeter larger, at 3387 cc.
These numbers are telling from another perspective, too: They indicate that there is more than a little extra power waiting to be unlocked from this latest 3.4-liter flat six...A 3.6 or 3.8-liter Cayman would be an absolute rocket ship - but the 3.4 liter six is a well-matched partner to a very willing chassis. A big part of the experience is that superlative sound, and 987 program head Hans-Jürgen Wöhler beams when he mentions that US-market Cayman S' will be a bit louder due to relaxed exhaust-noise restrictions stateside. He says it's the same tune, just more of it.
The Cobalt Blue Cayman S is also riding on 19 inch wheels and tires. Just as it did yesterday, the setup offers incredible grip and composure. But, after spending the morning on the standard 18 inch wheels and tires, we would pass on the optional 19s unless we were after TTOD. The 19s offer more grip and security, but a sense of precision and some feedback have been lost. Plus, the Cayman-specific 18s look great in person, recalling the classic Fuchs alloys introduced on the early 911S while mixing in a bit of the Carrera GT's wheels at the same time - not exactly bad bloodlines.
There's one more point to be discussed when it comes to wheel choices. This is highly subjective, but the delicate 19-inch 'Carrera Classic' thin-spoke stars ($1,900) that look so good on 997s somehow look out of place on the Cayman. And not just to our eyes - most of the journalists present agreed and even Porsche's own people seemed to think so. If you have to have 19s it's better to go with the 19 inch multi-spoke 'Sports Design' alloys ($1,940). Whatever the reason, these delicate rims are a better match for the Cayman's visual character.
At dinner last night, we asked factory test driver Walter Röhrl for his tire preference: 'While the 19s are necessary for ultimate performance numbers, a sensitive driver will have more fun on 18s.'
To PASM or not to PASM remains a tough choice, but a far less agonizing one than 997 buyers face because both setups are so good. Plus, choosing to skip PASM in a Cayman won't limit which model you get. In 997s, we prefer the base car's well-judged standard 'steel' suspension. The standard cayman S's suspension is just as brilliant. You'd never feel like you're missing out on something, and there were only a few instances where the PASM-equipped Cayman felt better composed. In the end, we'd probably opt for PASM on a Boxster or Cayman S - mainly for its ability to stiffen things up at the touch of a button during a track day and for its sexy, 10mm ride-height drop.
Criticisms: The Cayman S hides its faults better than any Porsche in recent memory, so we will need to spend some more time with one to discover any real shortcomings. In the meantime, we've got just two superficial complaints. Very superficial. The first is the sun visors, which are carried over from the 996 just as in the 987/997. The visors retain the oval theme dominant in 986/996 interior design, both in overall shape and the vanity mirror lids. Trouble is, 987/997 interiors move on to a straighter theme. The sun visors somehow look even worse in the Cayman - probably because this car's bubble-top roof line means you see more of them when they're resting against the headliner.
The headroom is excellent, a boon for track-day regulars who will need to don a helmet.
The 2.7-ish ducktail is highly attractive in person and does not create the wall a Boxster's spoiler does when it's up. Thus, it adds downforce without adding drag. very slick...
Our other criticism concerns a couple of interior trim choices. Porsche's choice to skip the gorgeous faux-suede headliner in 997 coupes is understandable, but the semi-metallic, textured gray cloth it chose for this $58,900 car looks too VW Golf-ish. its not bad by any means, but neither is it a success. The other bit that looks out of place is the steel bar meant to prevent items stored over the engine hump from coming forward under braking. It's a good idea, but a dull, metallic-gray finish (meant to cut down reflections) makes the bar look like a cheap, leftover from IKEA.
When it comes to optioning a Cayman S, our picks are the standard 18-inch wheels, PCCBs 9$8,150), Sport Chrono Plus ($920), and Adaptive Sport Seats ($2,655). But, it should be noted that the standard seats are, as always, superb. PASM, at $1,990, is a nice addition - but not a requirement. We'd strongly consider a Sport Steering Wheel ($250). After that, the options list is a long one, and optioning Cayman S up to Carrera S money will be all to easy. But it is strictly not necessary; a plain Cayman S with no options whatsoever will still be a brilliant drive.
Of course, the Cayman S we've just described will cost a lot: $72,865 plus destination and taxes.
Edited by - mpollard on 11/02/2005 6:37:27 PM
