   2014 Porsche Cayman S. Click image to enlarge |
Review by Justin Pritchard, photos by Chris Koski
At full throttle past 6,300 rpm, the flood of engine intake noise from the air scoop behind the 2014 Porsche Cayman’s door steeply ramps up into a furious wail that penetrates the driver’s ear canal. It’s a clean, pure and vibrant sound – but one that’s generated with such piercing intensity, it sounds like it’s being transmitted directly into the brain.
Fire off a shift via the upshift paddle, and in a blink, Cayman grabs the next gear with a ‘kick’ through the driveline, a leap forward, an instant drop of about a thousand revs, and repetition of the process until the throttle is released.
The resulting sensory stimulation is on par with chugging a case of Russian energy drinks, and the sound of the high-strung little flat-six will play in your head for hours.
The ability of the 2014 Cayman S to turn premium unleaded into 325 horsepower worth of raucous sound effects is front and centre in its qualities as a performance car. That is, “performance” in the sense of putting on a show for the driver – via unforgettable sounds, sights and sensations.
Unforgettable sights include much of the new machine’s sheet metal. The Cayman is smaller than Porsche’s trademark 911 and arguably a more serious looker, too.
In the 911, Porsche designers are limited by the machine’s historically rooted looks, and the way its owner’s community starts frothing at the mouth if designers play too much with its appearance. A 911 has to look a certain way, because it’s a 911.
The relatively newer Cayman model line has no such constraints, and thus, is a model that designers can get a little wild with.
They have – and their latest work has turned in a machine that looks like a proper mini-supercar thanks to deep side air scoops, a dramatic spoiler, and headlights that call other modern go-fast Porsches like the Carrera GT or 918 Spyder to mind. Cayman is swoopier, slimmer and more dynamic than a 911 in appearance and presence, not to mention a far more serious looking machine than its predecessor.
Every piece of sculpting, this time around, seems to draw the eyes to the Cayman’s exotic, mid-engine silhouette. Add in the huge wheels that afford a glance at the various subframes, brake components and other hardware behind them, and you’ve got a machine that rewards even lengthy visual inspection.
   2014 Porsche Cayman S. Click image to enlarge |
When rolling along, the tester left numerous dropped jaws, craned necks and pointed fingers in its wake. It’s the best-looking Porsche I’ve ever driven.
Sights aside, Cayman is full of unforgettable sensations that support its performance, too. With the engine, gearbox, passenger cell and fuel tank centrally mounted, handling comes with tremendous grip and stability, even at higher-than-advisable speeds. Without the rear-mounted engine layout found in the 911, Cayman’s hindquarters aren’t, perhaps, as firmly planted to the road at the limit – meaning it’s less opposed to sliding and slipping a little on corner exit when drivers push it hard.
Steering is quick enough to capitalize on the front end’s lightness, but without being hyperactive or nervous. It loads up nicely in corners at high speed, directing the chassis with a sense of playful precision and confidence. It all feels remarkably dialed-in to the machine’s weight, size, character and suspension tuning.
There’s a lot you feel when guiding the Cayman quickly through a stretch of empty winding road – but I took note of some important things you don’t feel. Namely, the sensation of fighting mass and physics and grip during spirited driving, is largely absent here. Thank the Cayman’s ‘sportscar from the start’ engineering and lightweight body for the delightfully effortless delivery of dazzling handling dynamics.
Brakes are similarly dialed in: precise, aggressive and packing nearly enough stopping power to make the Cayman do an endo when called upon for urgent ditching of forward momentum.
The tester featured the dual-clutch PDK transmission, installed in place of a manual box. This optional seven-speed piece computerizes the most rewarding part of driving a performance car – although it shifts gears impossibly fast, with impossible smoothness, and is far more instant and consistent than a human’s clumsy muscle fibres and hands and legs.
I appreciated the PDK box most while firing off millisecond gear changes via the shift paddles during highway passing exercises, and equally as much while travelling home after purchasing a basil plant for my kitchen. I decided the safest way to get this delicious little fella home would be in my hand, to avoid spilling dirt all over the inside of the tester. As no shifting and clutching is required of the driver, Basil and I made it home, all intact. The resulting pizza was delicious.
   2014 Porsche Cayman S. Click image to enlarge |
Cayman’s new cabin has transitioned fully into the latest Porsche interior design first seen in the Panamera. Unlike the last-generation machine, there’s now a cohesive visual theme in here – high quality materials throughout and a modern, upscale and unique overall atmosphere. Just like the new Cayman’s body, the interior is more up to date and serious. Also, like the body, the cabin now fully pulls its weight towards the hefty sticker price.
Other notes? I noted good ride quality, even in spite of the massive wheels, low profile tires, and terribly maintained roads in my locale. The active suspension system is partly to thank – since it’s been recalibrated and made smarter ahead of duty in the new Cayman.
Tweaks to the direct-injected flat-six engine, and reduced weight for 2014 help drive fuel consumption further downward, and I was happy with overall mileage landing at just 9.9 L /100 km.
At hand storage facilities are more than adequate, and two separate trunks will easily accept a weekend’s worth of road-trip gear. The dual trunks come as a result of the engine being mounted just behind the cabin, though it can’t be seen or accessed topside.
Fantastic high-beam performance at night, too.
  2014 Porsche Cayman S. Click image to enlarge |
Complaints were relatively minimal. Despite Cayman’s slightly enlarged size this year, it’s still a small car that larger drivers may feel like they’re wearing. Rearward visibility for parking is limited, though it should be mentioned that blind-spot visibility is very good. Further, the stereo system forgot its equalizer settings every time it was powered off – though I suspect this may be a fluke specifically dealing with the tester.
Pricing? The up-level Cayman S starts at $72,900, with the tester’s options list spiking that figure into the mid-nineties.
In terms of power per dollar, that’s a lot of money. A Shelby GT500 packs double the horsepower for $20,000 less. Ninety grand will also get you a nice Subaru WRX STI and a lifetime supply of nitrous and replacement drive axles.
But Cayman is a heck of a deal on the other hand – given that any other mid-engine performance car on the road today with moves like this starts somewhere around double the money. Audi R8, I’m looking at you.
Budget permitting, consider the Cayman S a priority test drive when fuel efficient, high-performance driving and killer looks are priorities in a mini-supercar that’s ready for everyday life.
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Pricing: 2014 Porsche Cayman S
Base price (Cayman S): $72,900
Options: Silver Metallic Paint ($820), Torque Vectoring Rear Differential ($1,510), PDK ($3,660), 20-inch Carrera S Wheel ($1,790), Porsche Active Suspension Management ($2,050), Sport Chrono Package ($2,710), Sport Steering Wheel ($560), Sports Seats with Memory ($2,650), Premium package ($1,340), Infotainment Package with BOSE Stereo ($4,560)
Freight: $1,085
A/C Fee: $100
Price as tested: $95,635
Competitors
Audi S5
BMW M3
Chevrolet Corvette
SRT Viper
Crash Test Results:
National Highway Traffic Safety Administration (NHTSA)
Insurance Institute for Highway Safety (IIHS)
