Porsche Cayman 2013 Review

Price Guide (recommended price before statutory & delivery charges): $107,100
Options fitted to test car (not included in above price): Seven-speed PDK transmission $5300; Sport Chrono package $4790; 19-inch Cayman S wheels $3390; BOSE Surround Sound system $1450; Sportdesign steering wheel $950; Metallic Paint $1850
Crash rating: N/A
Fuel: 98 RON PULP
Claimed fuel economy (L/100km): 7.7
CO2 emissions (g/km): 180
Also consider: Audi TT RS Plus (from $139,400); BMW M3 Coupe (from $1354,745); BMW Z4 sDrive35is (from $119,545); Lotus Exige S (from $120,000); Mercedes-Benz SLK 350 (from $118,950)

The mid-engined Cayman is often dubbed the “poor man’s Porsche”. If that’s the case, then more fool the rich man.

The new 981-series Cayman is a cracking thing to drive and has an honesty about it many in this category seem to have lost along the way. The communication the Cayman delivers and the tenacity of grip from its chassis is nothing short of brilliant.

And while the aurally intoxicating 2.8-litre flat six lacks a little horsepower during roll-on acceleration, the figures from standstill (0-100km/h in 5.4 seconds) are impressive -- though in part these come from quick-acting launch control and an intuitive dual-clutch PDK (Porsche Doppel Kupplungsgetriebe) transmission.

But perhaps I’m getting ahead of myself...

The second-generation Cayman is bigger, stiffer, quicker, better-equipped and more efficient than the model it replaces -- all good things -- and all things which we covered in greater detail at the local launch. And I personally feel it is better looking, too. The shape is more in keeping with the classic Porsche silhouette. It’s more pure and quite curvaceous where it counts, and the cabin is equally well presented.

There are no shortcuts or shortfalls inside and most everything falls readily to hand, and is clearly visible. If I had an issue, it’s that the position of the seats mean short drivers will have trouble getting in and out of them (seriously, I had to wind the seat all the way back to hop in and out, especially in tight car parks). Unfortunately, the seating position is dictated by the body shape and resultantly, there’s not much that can be done to work around it.

But what it loses in entry and egress ergonomics it makes up for in amenity. The boot at the back/boot at the front carrying flexibility means the Cayman is inherently usable (425 litres total). It’s a breeze to park with well-placed mirrors and back-up sensors to cover the shortfall, and at car park speeds, the steering is well assisted. It’s even pretty compliant over speed humps and driveways, provided you’re sensible about it, of course.

Though we’re not too sure most people shopping a Cayman will care a great deal about the sportscar’s practical side. For most, this is the first step towards owning a 911, to others (and perhaps the majority) it’s a milestone purchase that will “cover all bases”.

And perhaps that’s where the Cayman finds its forte. It’s a sportscar that’s as easy to live with as it is to drive -- and drive fast -- though we should add that our test vehicle was equipped with a few options that added to its arsenal.

Chief amongst these is Porsche’s seven-speed dual-clutch transmission. And as much of a fan of DIY gearboxes as I am, I must admit that this particular self-shifter is so precise and so quick that any driver, even a professional driver, would be stretched to match its capabilities.

The transmission just seems to know when to shift, and works precisely with inputs from the throttle pedal to ensure the correct ratio is always in use. The paddles add to the elasticity of the unit, and in sporty driving offer a direct diktat over proceedings that allow that perfect set-up for corners of all shapes and angles.

The Cayman tips in to corners with a bite that sets it up perfectly for the reapplication of throttle. Get on the loud pedal at the Cayman drives from mid-corner with all its gusto, though on exit, you may have to lift off the noise momentarily to keep the nose tucked in line.

There’s no leaning or scrubbing here, just a whisker of ‘push’ from the nose as it finds its feet. The feedback through the steering will let you know exactly where the wheels are heading long before you lose grip and with a little twitch in the opposite direction, the rear-end push corrects the balance quickly to accelerate the Cayman towards the next bend.

It’s a predictable and somewhat endearing trait to a car offering immense levels of stability. Even in the wet it’s hard to upset the Cayman’s hold on the tarmac, though the extra horsepower of the S might just prove us wrong here.

When we first collected the Cayman, the brakes felt a little loose, almost as if the discs were glazed. But after a day’s driving the feel -- and stopping power -- came to life, proving that the combination of strong stoppers and a predictable pedal only adds to the late-braking thrills on offer in a high-grip corner-carver like this one.

After a few days, it’s easy to get the distinct feeling that prospective buyers might just come away grinning wryly from traffic-light rendezvous with 911 owners.

The Cayman might be half the price of its big sister but it’s not half the car. And as a usable, fun-loving coupe with the talent to perform both within and beyond the confines of the speed limit, there’s few in this category that can compete on a level footing. The best things in life might not be free, but as the Cayman proves, they don’t have to be too expensive either.

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