The Porsche Cayman S is reminiscent of classic (and near-priceless) Porsche race cars of the 1950s and 1960s because it has a mid-engine design, with the engine behind the driver but ahead of the rear wheels.
Porsche is best known for lighting-fast 911 models, with the engine behind the rear wheels, although the first Porsche (356/1) was a 1947 prototype mid-engine convertible. However, it soon was followed by the first production Porsche (356/2), which was a rear-engine coupe.
All 356 models -- built until replaced here by the superior 911 in 1965 -- had a rear-engine design, which allows more luggage room. As time passed, suspension modifications, larger tires with more grip, skid-control systems and all-wheel-drive largely compensated for the tail-heavy nature of the 911, which tended to spin out when driven too fast through curves by inexperienced drivers.
A mid-engine car has more even weight distribution for better handling, which is why Porsche's first serious race cars had a mid-engine design. The entry-level 1970-76 Porsche 914 was no racer, but it also featured a mid-engine design. So does the Porsche Boxster convertible, which arrived for 1997.
The Cayman S, introduced for 2006, is based on the lower-priced Boxster but is a hatchback coupe with much slicker styling, a stiffer suspension and the more rigid construction -- and thus sharper handling -- of a fixed-roof car. The hard top gives the Cayman S design features reminiscent of the legendary, competition 1953 Porsche 550 and 1964 Carrera GTS coupes.
The Cayman S fits between the entry Boxster and top-line 911 and doesn't look all that much like a Boxster or 911 coupe, with such items as air scoops in front of the rear axle, strongly curved roof and a rear section that slowly tapers down to the bumper. The rear is dominated by a big tailgate rounded off by the sweeping lines of the rear fenders, which pay homage to the Porsche 550 Spyder race car in which actor James Dean was killed in a traffic accident on his way to a California race in 1955.
The $59,100 Cayman S has a compact 3.4-liter, 295 horsepower six-cylinder engine with horizontally opposed pistons. It does 0-60 mph in 5.8 seconds and tops out at 171 mph, emitting a race-car-style wail if revved hard. I drove one in Italy in late 2005 and was most impressed by its incredible handling on narrow, twisting mountain roads (Sept. 26, 2005, AutoTimes).
Porsche is adept at introducing various versions of the same vehicle, so it introduced an "entry-level" 2007 Cayman. This model (Aug. 18, 2007, AutoTimes) costs $49,400, which still makes it more expensive than the entry $45,800 Boxster. The entry Cayman has a 2.7-liter version of the Cayman S six-cylinder with 245 horsepower and such things as smaller tires. The entry Cayman is no slouch, doing 0-60 mph in 5.1 seconds with a 160 mph top speed. It has many features of the Cayman S and is an alternative to that car for $9,700 less.
The Cayman S comes with six-speed manual or five-speed $3,210 automatic transmission with manual-shift capability, while the Cayman has a five- and six-speed manual and the five-speed automatic.
The Cayman S provides an estimated 18 mpg in the city and 25-26 on highways, while the Cayman delivers 19-20 mpg in the city and 26-29 on open roads. Premium fuel is recommended.
Both have a good number of comfort and convenience items, including air conditioning, cruise control, adjustable steering wheel, bucket seats with power recliners, AM/FM/CD sound system, speed-activated rear spoiler and power mirrors, windows and door locks with remote keyless entry.
Safety features include traction control, anti-skid system, side air bags and anti-lock disc brakes.
Porsche options are costly. For instance, the Cayman S is offered with $8,150 ceramic-composite brakes (handy for track use), $1,550 power seats and a $1,990 Porsche Active Suspension Management (PASM) system with normal and sport settings. My test car also had $550 automatic climate control and $2,190 Preferred package with items including heated seats, upgraded sound system and rain-sensing wipers. Its bottom-line price thus was $67,080.
The Cayman S naturally provides a more exciting driving experience than the entry Cayman with its added power and sharper moves, although there are no mountain roads to tackle in Illinois. My test car's six-speed transmission shifted smoothly, but its firm clutch had a high engagement and briefly took getting used to when moving from a standing start.
All the superlatives apply to the car's acceleration, steering, ride, handling and braking. I always felt just one step removed from a race car. But the firm setting of the PASM system results in a harsh ride on imperfect roads and belongs on a glass-smooth track.
The low-slung car forces a "fall-in" entry and "climb-out" exit, although the upscale interior is roomy. Supportive bucket seats provide excellent support, and gauges are grouped, race-car-style, in front of the driver, with the tachometer dead ahead. The digital readout in the regular speedometer is handy because it's easy to go faster than you think you're moving in this smooth car. However, dashboard buttons are undersized.
Front and rear cargo bays call for careful packing, but awkward large objects such as a golf bag won't fit. There's no room for a spare tire, so Cayman owners are provided with a sealant and electrical air compressor to fix a flat.
Porsche always has prided itself on building high-performance road cars that can be easily driven daily, and the docile Cayman S is no exception.
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