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| First Drive2014 Porsche Cayman S |
However, there was a moment, a abrupt and cursory moment, entering about-face three area it absolutely acquainted like the mid-engined Cayman and my bare abilities were about to run bottomward a legend. Röhrl told me after as I sat in the 911’s commuter bench while a accumulation of acutely beastly Australians approved to dice with the master: “The Cayman turns in faster than the 911. Of course, the 911 has added traction. And added power.” In a nutshell, that’s been the adventure of the Cayman aback it launched in 2005.
First Drive2014 Porsche Cayman S
First Drive2014 Porsche Cayman SPorsche had us at Portimão to barrage the all-new, second-generation car, and assumption what? The Cayman, abnormally the S adaptation that is the focus of this review, is added of the same. But here’s the thing: There accept been actual few abrogating things anytime accounting about the Cayman. Aside from price—it costs added than the Boxster it’s based on, the alone auto in the industry that’s added cher than its convertible version—there has been actual little to accuse about. There has consistently been, however, a abundant accord to praise. Perhaps the best council in the business, mid-engine antithesis and confidence-inspiring poise, and a actual ablaze barrier weight for a avant-garde car. A Cayman S alike won our Best Driver’s Car antagonism aback in 2009. It was that good. Fans of fast, fun automobiles will be blessed to apprehend nothing’s changed, except it’s better.
The best accessible aberration is its looks. First previewed on its Boxster platform-mate, and apparent at aftermost year’s Los Angeles Auto Show, the Cayman looks added advancing than its predecessor. From the 918 Spyder-aping looks to the scalloped air intakes on the doors to the silicone-injected hips, the car looks buffer. It’s larger, too. The wheelbase has been continued by 2.4 inches, while the overhangs on either end accept been beneath by 10mm. Overall breadth is alone up 0.1 inch. The clue has been widened 40/12mm front/rear. However, body-in-white weight is bottomward 66 pounds because of added aluminum and assorted types of high-strength steel. Body-in-white acerbity is said to be up by 40 percent over the old car (which was affluence stiff), and the new Cayman is said to be alert as annealed as the accepted Boxster. Bigger tires, bigger and bigger brakes, and 5 added application (from 320 to 325 hp) are all allotment of the acumen Porsche was able to almanac a 7:55 lap about the Nürburgring Nordschleife, an 11-second advance over the antecedent Cayman S.
Steering is of advance the mid-engine Cayman’s raison d’être, and alike admitting Porsche ditched the hydraulic bureaucracy for electric assist, it’s still top shelf. Curmudgeons will altercate that some of the “feel” has been lost, but, as Porsche credibility out, abrogating acknowledgment was additionally absent in the switch. These are the aforementioned brand of association who said the 901 (the aboriginal name for the 911 afore Peugeot sued for all the average zeros) was too fat and abundant aback at the 1963 Frankfurt motor show. These bodies adore barking up the amiss tree. There are times back I catechism a manufacturer’s accommodation to barrage a car on a racetrack. This is not one of those times. As acceptable as the Cayman S was on the road—and it was fantastic—the about 3000-pound auto artlessly comes animate back it pretends to be a chase car. Turn-in is quick, sharp, and fast. With best of the vehicle’s weight amid the advanced and rear wheels, additional a hyperstiff chassis, there’s about no understeer. And really, there’s no bad behavior whatsoever. Alone my shortcomings as a driver.
Helping the Cayman S to be such an able clue toy is the PDK (double-clutch) transmission. I collection both a chiral and PDK Cayman S, and there’s no catechism in my apperception the latter’s the one to get. The six-speed chiral is OK (Porsche still expects about a 50-percent booty rate, admitting that sounds high), but like all avant-garde German shift-it-yourself units, the action’s a little rubbery. Compared with the PDK, the chiral seems like an afterthought. The new chiral does affection (non-defeatable) rev analogous back you downshift—a air-conditioned feature, but it does booty some of the fun abroad from assuming your own heel-and-toe downshifts. Still, it’s accessible that the development dollars went into the seven-speed PDK, which not alone accouterment faster, but allotment bigger ammunition economy. In cars able with the Sport Chrono amalgamation (one of those must-have options), you get Sport Additional mode. While the paddles assignment well, on the clue aloof let the PDK do the shifting. It’s freakishly intuitive. I should point out, however, that Walter Rohrl controlled his apparatus via the paddles.
The acceptable beating on the Cayman has been that Porsche won’t acquiesce it to be the car it could be. To assure the all-important 911, Caymans don’t accept abundant power. If you aloof stop and attending at the 0-60 time (Porsche’s ciphering 4.6 abnormal for the PDK-equipped Cayman S, and that’s apparently conservative), it seems as if the car is affluence fast. However, at one point, I was aggravating to get about a van on an impossibly breathtaking Algarvean alley and I begin myself saying, “This affair needs addition 250 lb-ft of torque.” I absolutely admired the Cayman S’ aerial redline (7800 rpm) on the track, but on the alley there aloof wasn’t abundant gumption. Put addition way, it took absolutely a while to ability 145 mph, and you’d charge one hell of a beeline to hit the PDK’s 174-mph top speed. (Manual tranny cars can go 175 mph.) Torque is agee force, and alike the 3.4-liter Cayman S doesn’t accept a lot of it (272 lb-ft). For the record, the abject car’s 2.7-liter comminute makes do with aloof 213 lb-ft. Why no turbo? I asked, and Porsche says it artlessly won’t fit. The chat about the Cayman’s abridgement of ability consistently leads to price, and while Porsche has kept the abject prices reasonable—it added by alone $700 for the Cayman to $53,550 and by $1700 for the Cayman S to $64,750—people who opt for the S tend to go for lots of options. Meaning that, yes, there will be six-figure Caymans. For that affectionate of money, all sorts of cars with way added ability appear to mind. Corvettes with big engines, C63 AMG, Cadillac CTS-V Coupe, Audi RS5, and—dare I say it?—a 911 Carrera S, amid added choices. But “needs added power” is what we said about the aftermost Cayman S, and we admired that car. The Cayman has never been about animal force. It’s consistently been a back-road surgeon, one of the actual best-handling cars for sale, period. In that regard, annihilation has changed. Acquiesce me to say that all the mack-daddy supercars advancing to this year’s Best Driver’s Car accept been put on notice.
First Drive2014 Porsche Cayman S
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