How's this for an ad slogan? "Porsche 911 Carrera: A $15,400 back seat for really small people."
Indeed, the new mid-engine Porsche Cayman S coupe is so good it makes the rear-engine 911 Carrera 2 almost superfluous, unless you actually need the parcel space that passes for the 911's rear seat. At the very least, the new Cayman makes the standard 911 seem a little overpriced.
Known inside Porsche as the 987c Gen II, the 2009 Cayman S gets improvements similar to those introduced in the '09 Carreras: a more efficient, more powerful engine, subtle updates inside and out and the optional PDK transmission, arguably the best auto-manual yet.
All of Porsche's 987 models, including the base Cayman and Boxster roadsters, get the Gen II treatment for '09. To date, however, Porsche has offered keys only to the Cayman S. Having reluctantly returned those keys, we conclude that Gen II further closes the performance gap between the upgraded Cayman and the base 911, to the point where there's really no gap at all.
Gen II engines all retain Porsche's familiar six-cylinder boxer configuration but have new bore and stroke dimensions. Displacement in the base engine increases from 2.7 liters to 2.9 liters; S models continue at 3.4 liters. The 3.4 is about 20 pounds lighter than its predecessor, with less reciprocating mass and higher maximum speed. Its bearings generate less friction, and its accessories draw less power. A variable-demand oil pump delivers more pressure at higher g loads but also reduces peak power demand and single-handedly cuts fuel consumption 2 percent.
The new engines also have direct fuel injection. An engine-driven fuel pump squirts gasoline directly into the combustion chambers at up to 1,750 psi, allowing for a 12.5:1 compression ratio that approaches stoichiometric nirvana and milks more power from less fuel.
The benefits are pronounced. The new Cayman S engine increases horsepower by 25 and torque by 22 lb-ft (to 320 hp at 7,200 rpm and 273 lb-ft at 4,750). It also reduces fuel consumption as much as 16 percent.
The most efficient transmission in the new Cayman is the PDK, or dual clutch. The seven-speed PDK is similar in concept to Audi's DSG. It has two wet clutches, packaged concentrically at the flywheel, feeding one solid input shaft fitted inside a hollow one. One shaft preloads the next gear before the other clutch/shaft releases the selected gear. The engine is never decoupled from the rest of the powertrain, so very little energy is wasted. The PDK delivers better acceleration and better fuel economy than the conventional six-speed manual. Shifts are substantially quicker than in Porsche's Tiptronic torque-converter automatic, and the PDK's seventh gear is a tall overdrive that reduces cruising rpm as much as 30 percent.
The new Cayman's shocks, springs and bushings have been re calibrated for new tires with lower pressure and lower rolling resistance. The variable-rate steering rack increases the steering rate when the wheel is turned beyond 30 degrees. The Cayman S will come with standard 18-inch wheels or a 19-inch upgrade.
The Gen II mechanicals are wrapped in a mildly restyled steel body. Taillights and front markers use LED bulbs, and bixenon projector beams are standard. Mirrors are larger, and an aluminum hood trims 13 pounds.
Inside, Porsche's new PCM-3 touch-screen interface reduces the number of buttons from 32 to 16 and is easier to manipulate. The center console has been redesigned, and while the overall ambience is perhaps less rich than inside a 911, most components are the same.
Musings on the 911's price/value equation should not be construed as dissatisfaction with the product. The new Carrera is fantastic--maybe the best wash-'n'-wear sports car money can buy. The Cayman S is different from the 911 C2, but it's no less fantastic. And it will cost a lot less.
Steering response, pedal operation, gear engagement--everything in the new Cayman is familiar, satisfying Porsche. Yet this car also has that distinct mid-engine feel, as if there's a pivot point anchored to the pavement between the seats. It lacks the tail-heavy temperament that Porsche has alleviated but not completely eliminated through 45 years of 911 evolution.
The direct-injection engine merely raises the Cayman bar a peg or two. The range of satisfaction is a bit broader, with a bit more torque flowing from the bottom and steadier breathing up top, accompanied by gleeful desire to make revs. The boxer engine embodies what loyalists love about Porsches, and the Cayman S does not disappoint.
And there's a lot more to love. As with the 911, the Cayman's steering feels more satisfying, perhaps purer, than that generated by other variable-ratio racks of recent years. Its accurate trajectory and lateral stability create more confidence and less consternation through fast bends than some other huge-tire, 1-g sports cars do. Yet there's more lateral grip in the Cayman S than we could use during a 200-mile road trip through the mountains and valleys of southern Spain.
The Cayman doesn't feel any less solid or substantial than the 911. There's a hint more road noise in the Cayman S but no significant increase in cockpit vibration. Its unibody is tighter than ever, with plenty of isolation and suspension compliance for the typical urban landscape.
Here are some numbers from Porsche, with Cayman S listed first and 911 Carrera second: 320/345 hp, 273/288 lb-ft, 9.30/9.47 pounds per hp (manual), 0 to 60 mph (manual) in 4.9/4.7 seconds, top speed 172/179 mph.
The Cayman and the C2 have identical 0.29 drag coefficients. The Cayman has more cargo space (not counting the 911's rear parcel shelf, er, seat) and should deliver significantly higher EPA mileage.
As for price, when the Gen II Cayman reaches U.S. showrooms in March, the base car with 265-hp, 2.9-liter boxer will be $51,250. The S will be $61,150, or $15,700 less than the base 2009 911. With everything from PDK with Sport Chrono and launch control to a new differential to PCM-3 with nav, the Cayman S still comes in at $3,500 less than the base 911.
Where's that extra $15,400 in the base 911? Must be somewhere in the back seat.
SPECS
BASE PRICE: $61,150
DRIVETRAIN: 3.4-liter, 320-hp, 273-lb-ft H6; RWD, six-speed manual
CURB WEIGHT: 3,031 lb
0-60 MPH: 4.9 sec (mfr)
FUEL ECONOMY (EPA): 24 mpg (est)
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