Driving the Cayman S represents a failure on my part. I've always liked the idea of doing a bit of speculating on new cars, and the 'Boxster Coupe' that's been touted around for years was the car that I always said I'd make try my hand at it with. I liked the idea of driving a desirable, exclusive car for a few months and having someone else pay for it for me. A small profit would merely be a bonus.
It didn't happen; I never had the balls nor the finances to put in a letter of intent with my local Porsche dealer, so my name has never appeared at the bottom of a document entitled Porsche Cayman S Order Form. Sadly, it's not likely to either unless I hold up a bank. If it had though, the car I've just been driving on the brilliant roads around Tuscany would probably been to exactly the specification I'd have chosen, except perhaps for the colour...
The yellow of the bodywork would have to go, but the yellow painted callipers would stay. Porsche people will know that yellow callipers on a Porsche means PCCB (Porsche Ceramic Composite Brakes in longhand). In truth there's not a lot wrong with the standard brakes, indeed they're sensational giving amazing retardation from any speed. However, ask this sort of performance from them repeatedly and that middle pedal will eventually go soft. Not so with PCCB, they'll keep on biting hard so long as you've got the energy to keep pushing that brake pedal. You'll want them, as once you get behind the wheel of the Cayman S you'll find yourself totally immersed in the driving experience, those fade free brakes allowing you to enjoy it without limit.
It's wickedly quick out of the box, too. Those of you who have experienced
a 911 will understand that it takes a while before you have the confidence to really lean on it. Once you've got there it's an awesome car, but it is a car that even experienced drivers benefit from a little time for learning. The Cayman S doesn't need the kid-glove treatment; it's a quick, immediate kind of car. After only a few miles I've switched off the standard PSM (Porsche Stability Management) system and am enjoying the beautifully balanced chassis on the sinuous roads leading away from the hotel Porsche is using as a base.
Ordinary to look at in pictures the Cayman has to be seen in the metal to really be appreciated. Images don't convey the tension or lithe athleticism of the body. Although looking similar, bar a few minor changes, to its Boxster relative front on, it has its own unique lines in outline and from the rear. Those rear haunches have a real Porsche 550 look to them, the roofline profile reminiscent of the 911 GT1 racers of 1996. The Cayman exhibits a muscularity that's not present in the simply penned Boxster, and a visual aggression that's absent in the classic 911 Carrera shape.
That aggression is carried through to the interior. Visually it's no different to the Boxster apart from a different cowl over the instrument binnacle, but there's no harm in that as it's simple, well built and beautifully laid out. One major difference is the noise, the Cayman's interior being filled with the sonorous note from its mid-mounted engine. Unsurprisingly, it's based on the Boxster S's 3.2-litre flat-six, as good a starting place as any, but it gains 200cc (taking it to 3.4-litres) and also the VarioCam Plus system from the 911 Carrera S. The crankshaft, the main bearings and the pistons are all new developments; the engine bore the same as the Carrera's, the short stroke of 78mm coming from the Boxster.
That 'bitsa' engine sees a power boost to 295bhp, 15bhp over the Boxster S. That, along with shorter ratios in first and second gears allows it to the sprint to 62mph in 5.4 seconds. The Cayman S's superior aerodynamics also enable it to reach a maximum speed of 171mph compared to the 166mph v-max of the Boxster S. Its 295bhp peak power is reached at 6,250rpm, maximum torque of 224lb.ft delivered between 4,400 and 6,000rpm. Powerful and tractable at low engine speeds the flat six reveals its true character in the upper rev range.
Though this engine red lines at 7,300rpm, over the spread of the rev counter's needle the variable intake manifold continually alters its action to optimise air flow. This not only gives it a good spread of torque but also changes the aural character of the engine constantly. Above 5,200rpm, when all the butterfly valves are opened to maximise breathing the bass rich tone that's the accompaniment to this point changes to an addictively rasping, menacing note. It's quite an experience.
The ride and handling was always going to be impressive being based on the Boxster. But the revisions to the suspension combined with the aero tweaks and that coupe body that gains 100% in torsional rigidity over the Boxster results in the Cayman S delivering a particularly focussed driving experience. Its softer rear anti-roll bar with stiffer rear springs and a stiffer front anti-roll bar combined with different damper settings gives the Cayman S remarkable poise and control, even when the roads offer a challenging surface and camber.
The front feels remarkably tied down, the steering supremely quick in response, turn-in fantastic. The helm is also weighty and confidence inspiring, the rear being similarly impressive in communicating what's going on with grip levels and direction changes. In most corners the Cayman S is nicely balanced in a neutral stance with minimal body roll. However, push it beyond its high levels of grip and the Cayman S will understeer. It's easily corrected by balanced use of the throttle. Here the Cayman S lets you be as lairy or as clinical as you like; if you're after power oversteer it's easily achieved, similarly it'll tuck its nose in and regain its neutral composure if hanging the rear out isn't your aim.
In standard form it's a hugely competent sports car, but Porsche will happily sell you PASM (Porsche Active Suspension Management) a Sports Chrono Pack, bigger 19-inch wheels to replace the Carrera GT styled standard 18-inch rims and those PCCB brakes to add to the £43,990 price of the standard car. On the road for everyday driving the benefits of these are negligible, the standard suspension is more than up to the job, as are the brakes. But if you want to take your Cayman S to the track, or just want bragging rights, the Chrono Pack (which changes the engine mapping and heightens the threshold of the standard PSM) does make a difference: Porsche claims that a PASM-equipped, 19-inch wheeled, Chrono Pack Cayman S recorded a time of 8 minutes and 11 seconds around the Nordschleife compared to 8 minutes 20 seconds in standard guise.
I'll admit, my expectations were high, and if anything the Cayman S exceeds them. The Boxster is the benchmark car in its class, and adding a rigid coupe roof and more power could only result in an even better drive. But Porsche has done something extraordinary with the Cayman S, developing an underling for the 911 that offers performance almost equal to it, yet different enough in character not to compete with it. It's obviously Porsche in its execution, but it's respectful of its place in the company's sports car hierarchy. After driving it I see a problem in my original speculation plan. Chiefly, you need to sell the car; the Cayman S is something of a keeper.
