Next generation Porsche Cayman with increased power and efficiency

Porsche is presenting the second generation of the mid-engined Cayman sports coupe at the Los Angeles Motor Show (November 21 – 30) this week. The highlight is the new, flat-six ‘boxer’ engines, developed to incorporate new technical features from the ground up, providing not only more power, but also significantly greater fuel efficiency.

A further improvement of both fuel economy and performance is guaranteed by the Porsche Doppelkupplungsgetriebe (PDK), the new double-clutch gearbox now available as an option on both the Cayman and Cayman S.

Newly-developed’ boxer’ engines deliver more power on less fuel
The Cayman now has an engine displacing 2.9-litres, which develops 265 bhp (195 kW), an increase by 20 horsepower over the prior 2.7-litre model.

The 3.4-litre power unit in the Cayman S now features Direct Fuel Injection, and delivers 320 bhp (235 kW), up by 25 bhp.

These developments see the engines fitted to the Cayman and Cayman S coupes offering more horsepower than those in the Boxster roadster. This move emphasises the sports driving orientation of the Cayman and further differentiates the coupe.

An outstanding power-to-weight ratio of 4.2kg/bhp on the Cayman S in particular ensures optimum driving dynamics. For example, the Cayman S with PDK and Launch Control (featured in the optional Sports Chrono Package Plus) accelerates from 0-62mph (0-100 km/h) in 4.9 seconds, setting the benchmark in the range.

When combined with the PDK transmission, the new 2.9-litre engine of the Cayman clearly breaks through the 30.0mpg fuel consumption boundary. Indeed, the figure of 31.0mpg (9.1 litres/100km) is approximately 10 per cent better than the previous model with the Tiptronic S automatic transmission. Increasing fuel economy by an even more significant 15 per cent to 30.1mpg (9.4 litres/100km), the 3.4-litre Cayman S with PDK offers an even greater saving over its predecessor with Tiptronic S.

In parallel with the improvement in fuel economy, so emissions of the engines have decreased also. Depending on model, emissions have been reduced by up to 16 per cent. The Cayman with the standard six-speed manual gearbox emits 221g/km CO2, and 214g/km CO2 when fitted with PDK. The Cayman S manual emits 223g/km CO2, and 221g/km CO2 with PDK.

Significantly, these developments move every Cayman model – whether manual or PDK – into Band F for Vehicle Excise Duty and company car taxation purposes.

Direct Fuel Injection standard on 3.4-litre S engine
The driver benefits from a further advantage of direct injection every time they touch the throttle pedal: with fuel being injected fractions of a second prior to combustion, the engine responds more directly and spontaneously to even the slightest movement of the driver’s right foot. This is not only the case when accelerating, but also when lifting off the throttle, for engine speed drops more quickly and smoothly since there is no residual fuel left in the intake manifold which might otherwise prolong the combustion process.

Depending on engine load and speed, fuel is injected into the combustion chamber at a pressure of 120 bar. The big advantage is that unlike conventional intake manifold injection, direct fuel injection serves to form the fuel/air mixture directly in the combustion chamber. This better mixes the air and fuel in the cylinder, establishing an important prerequisite for clean and complete combustion. This ensures the ‘homogeneous’ operation of the power unit with a consistent balance of the fuel/air mixture in the combustion chamber at all times and under all running conditions. Such smooth operation guarantees optimum combustion and maintains low emissions, across a range of fuel qualities.

A coupé of distinction
While instantly recognisable as a Porsche sports car, the Cayman is individual in its design. Originally launched in 2005, the characteristic silhouette of the Cayman has remained fresh and contemporary. Its distinctive coupé lines are combined with a long wheelbase and a rear aspect that slopes gently downwards. From the rear, the Cayman is defined by a large, opening rear lid, powerfully sweeping wheel arches and an automatically extending spoiler.

The rear lid opens upwards to provide access to the 260 litre luggage compartment. This, in conjunction with the 150 litre capacity luggage compartment in the nose, plus numerous additional storage compartments, ensures that this two-seater sports car combines real functionality with elegant aesthetic form.

As is Porsche tradition, the styling of the next generation two-seater Coupe has evolved subtly. However, it is clearly distinguishable from outside through its newly-designed nose and tail. The new halogen headlights with their integrated direction indicators are reminiscent of the lights on the Carrera GT, and the new LED rear lights tapering to the outside are integrated elegantly in the remodelled bodywork.

The rod-shaped side lights in LED light conductor technology add distinction to the car’s looks, which are further enhanced through their horizontal arrangement in the outer air intakes. Yet a further highlight is provided by the round fog lamps featured as standard.

For the first time the Cayman is available with a Lights Package featuring bi-xenon headlights, dynamic cornering lights and LED day-time driving lights. Replacing the fog lamps, these light units are made up of four LEDs arranged in round light units like the eyes on dice.

PDK: quickly shifting gears, reducing fuel consumption
The Cayman is available with the Porsche-Doppelkupplungsgetriebe (PDK) carried over directly from motor sport, and replacing the former Tiptronic S torque converter automatic transmission. When equipped with PDK, the Cayman accelerates from 0-62 mph (100km/h) 0.1 seconds faster than with the manual six-speed gearbox.

Acceleration is particularly fast and dynamic with the optional Sports Chrono Package Plus featuring Launch Control; this offers maximum acceleration from a standing start and also a Race Track Gearshift Strategy for the fastest conceivable gear change as an exclusive highlight on the PDK models.

Benefiting from Launch Control, the respective models accelerate from a standstill to 62 mph (100 km/h) yet another 2/10ths of a second faster.

Porsche Doppelkupplungsgetriebe (PDK) – in detail
The next generation Cayman and Cayman S are available for the first time with the new Porsche Doppelkupplungsgetriebe (PDK), literally Porsche double-clutch gearbox. Offering no less than seven forward gears, the new gearbox combines the driving comfort of a torque converter-equipped automatic transmission with the dynamic manual gearshift functionality of a sequential racing gearbox. PDK also boasts an entirely automatic gearshift function, and replaces the Porsche Tiptronic S automatic transmission previously offered. Through its optimised and adaptive gearshift programmes, PDK further improves the acceleration of the Cayman models and reduces fuel consumption to an even lower level.

In principle, the PDK consists of a conventional manual gearbox and a hydraulic control system divided into two separate transmission units. Two wet clutches in radial arrangement, controlled hydraulically, and using oil for both cooling and lubrication, form the heart of the transmission. One clutch is for the first transmission unit with the uneven gear ratios (1,3,5,7) and reverse, and the other clutch is for the second transmission unit with the even gears (2,4,6). Via a number of pressure valves, the hydraulic control unit masterminds both the wet clutches and the shift cylinders activating the transmission ratio required.

The gearshift perceived by the driver comes not from the gears actually changing, but from the change of positive clutch engagement. In this case, the clutch on one transmission opens or disengages while the clutch on the other transmission closes or engages in a simultaneous process. The big advantage is an even faster gearshift than with a conventional manual gearbox or torque converter automatic transmission. The gears are already ‘in mesh’ when shifting and the power of the engine need not be interrupted in the process.

PDK also reduces to a minimum transmission power loss courtesy of the high standard of mechanical efficiency in the double-clutch, and this manifests itself in fuel economy improvements of approximately 13 per cent compared with a conventional Tiptronic S transmission. PDK also offers an advantage in terms of weight – despite two additional gears, it weighs 10kg less than Tiptronic S.

To use the various functions of the double-clutch transmission, the driver can either shift gears by means of sliding buttons on the spokes of the new steering wheel, or via the new gear selector lever. The driver can press forwards to shift the gears up, and press them from behind to shift downwards. Alternatively, pushing the gear selector lever forwards shifts up a gear, and pulling it back shifts down. The option of PDK costs £1,961.

This PDK gearshift principle was first developed by Porsche for motor sport 25 years ago. Porsche works drivers benefiting from this technology were able to accelerate faster than their competitors and keep both hands on the steering wheel while changing gears, thus avoiding even the slightest distraction while shifting.

The seven-speed PDK shifts gears up to 60 per cent faster than a conventional automatic transmission, and naturally, gives the new Cayman models even better performance. And those in search of optimum driving dynamics have the option to combine PDK with Sport Chrono Package Plus, now featuring Launch Control.

Dynamic suspension and supreme brakes – new option of limited-slip differential
The suspension with its new set-up gives the new Cayman models a combination of even greater driving dynamics and enhanced comfort all in one. Modification of the valve control map on the steering gear serves furthermore to reduce steering forces, giving the Cayman more agile and spontaneous steering behaviour.

The wheels come in new designs and are half an inch wider than previously on the Cayman 2.9-litre model in order to accommodate the larger brake system of the S-models which are now fitted on the front axle. The Cayman and Cayman S feature the latest generation Porsche Stability Management (PSM) which now offers two new functions: Brake Pre-Loading and the Brake Assistant. Whenever the driver lifts off the throttle pedal very quickly – which is typical immediately prior to an emergency braking manoeuvre – the PSM hydraulic control unit builds up an appropriate level of pressure in the brakes before the driver even presses the brake pedal down, which has the effect of moving the brake pads slightly towards the discs, and ready for immediate action. This significantly improves brake response and shortens stopping distances accordingly.

When recognising that the driver is braking in an emergency due to the very fast operation of the brake pedal and a defined brake force, the PSM hydraulic control unit actively delivers the brake pressure required for maximum stopping power.

In conjunction with 18- and 19-inch wheels, the new models in the Cayman range are also available with a limited-slip differential on the rear axle. Locking action is 22 per cent under power and 27 per cent in overrun. This significantly improves both traction and stability, providing a substantially higher level of performance on winding roads, particularly on the race track. A further advantage is the more stable load change behaviour. At the same time, the mechanical differential, through its particular function, interacts perfectly with the electronic Automatic Brake Differential (ABD) for optimum traction control, the locking action delaying the tendency of one wheel to spin on a road surface slippery only on one side.

New audio and communication systems
The next generation Cayman features as standard the new CDR-30 CD radio. The new Porsche Communication Management (PCM) 3.0 complete with hard disc navigation is available as an option and when specified serves as the central control unit for all audio, communication and navigation features.

PCM 3.0 is more versatile, efficient and easier to use than before, standing out in particular through its touch-screen which enables the driver to select specific functions simply by pressing the appropriate key on the larger 6.5-inch monitor. PCM 3.0 is available with highly convenient voice control and, in conjunction with the optional, universal audio interface, can now be used also to control external audio sources such as an iPod®, USB stick, or Bluetooth.

Seat ventilation combined with seat heating is also available as an option.

The next generation Porsche Cayman goes on sale in the UK and Ireland from February 21 2009. The Cayman is priced from £36,870 and the Cayman S priced from £45,050. Customers will also be able to explore the dynamic attributes of their car, and develop their own skills behind the wheel, courtesy of a Driving Experience Programme at the new Porsche Driving Experience Centre at Silverstone.

[Source: Porsche]

Next generation Porsche Cayman with increased power and efficiency

Porsche is presenting the second generation of the mid-engined Cayman sports coupe at the Los Angeles Motor Show (November 21 – 30) this week. The highlight is the new, flat-six ‘boxer’ engines, developed to incorporate new technical features from the ground up, providing not only more power, but also significantly greater fuel efficiency.

A further improvement of both fuel economy and performance is guaranteed by the Porsche Doppelkupplungsgetriebe (PDK), the new double-clutch gearbox now available as an option on both the Cayman and Cayman S.

Newly-developed’ boxer’ engines deliver more power on less fuel
The Cayman now has an engine displacing 2.9-litres, which develops 265 bhp (195 kW), an increase by 20 horsepower over the prior 2.7-litre model.

The 3.4-litre power unit in the Cayman S now features Direct Fuel Injection, and delivers 320 bhp (235 kW), up by 25 bhp.

These developments see the engines fitted to the Cayman and Cayman S coupes offering more horsepower than those in the Boxster roadster. This move emphasises the sports driving orientation of the Cayman and further differentiates the coupe.

An outstanding power-to-weight ratio of 4.2kg/bhp on the Cayman S in particular ensures optimum driving dynamics. For example, the Cayman S with PDK and Launch Control (featured in the optional Sports Chrono Package Plus) accelerates from 0-62mph (0-100 km/h) in 4.9 seconds, setting the benchmark in the range.

When combined with the PDK transmission, the new 2.9-litre engine of the Cayman clearly breaks through the 30.0mpg fuel consumption boundary. Indeed, the figure of 31.0mpg (9.1 litres/100km) is approximately 10 per cent better than the previous model with the Tiptronic S automatic transmission. Increasing fuel economy by an even more significant 15 per cent to 30.1mpg (9.4 litres/100km), the 3.4-litre Cayman S with PDK offers an even greater saving over its predecessor with Tiptronic S.

In parallel with the improvement in fuel economy, so emissions of the engines have decreased also. Depending on model, emissions have been reduced by up to 16 per cent. The Cayman with the standard six-speed manual gearbox emits 221g/km CO2, and 214g/km CO2 when fitted with PDK. The Cayman S manual emits 223g/km CO2, and 221g/km CO2 with PDK.

Significantly, these developments move every Cayman model – whether manual or PDK – into Band F for Vehicle Excise Duty and company car taxation purposes.

Direct Fuel Injection standard on 3.4-litre S engine
The driver benefits from a further advantage of direct injection every time they touch the throttle pedal: with fuel being injected fractions of a second prior to combustion, the engine responds more directly and spontaneously to even the slightest movement of the driver’s right foot. This is not only the case when accelerating, but also when lifting off the throttle, for engine speed drops more quickly and smoothly since there is no residual fuel left in the intake manifold which might otherwise prolong the combustion process.

Depending on engine load and speed, fuel is injected into the combustion chamber at a pressure of 120 bar. The big advantage is that unlike conventional intake manifold injection, direct fuel injection serves to form the fuel/air mixture directly in the combustion chamber. This better mixes the air and fuel in the cylinder, establishing an important prerequisite for clean and complete combustion. This ensures the ‘homogeneous’ operation of the power unit with a consistent balance of the fuel/air mixture in the combustion chamber at all times and under all running conditions. Such smooth operation guarantees optimum combustion and maintains low emissions, across a range of fuel qualities.

A coupé of distinction
While instantly recognisable as a Porsche sports car, the Cayman is individual in its design. Originally launched in 2005, the characteristic silhouette of the Cayman has remained fresh and contemporary. Its distinctive coupé lines are combined with a long wheelbase and a rear aspect that slopes gently downwards. From the rear, the Cayman is defined by a large, opening rear lid, powerfully sweeping wheel arches and an automatically extending spoiler.

The rear lid opens upwards to provide access to the 260 litre luggage compartment. This, in conjunction with the 150 litre capacity luggage compartment in the nose, plus numerous additional storage compartments, ensures that this two-seater sports car combines real functionality with elegant aesthetic form.

As is Porsche tradition, the styling of the next generation two-seater Coupe has evolved subtly. However, it is clearly distinguishable from outside through its newly-designed nose and tail. The new halogen headlights with their integrated direction indicators are reminiscent of the lights on the Carrera GT, and the new LED rear lights tapering to the outside are integrated elegantly in the remodelled bodywork.

The rod-shaped side lights in LED light conductor technology add distinction to the car’s looks, which are further enhanced through their horizontal arrangement in the outer air intakes. Yet a further highlight is provided by the round fog lamps featured as standard.

For the first time the Cayman is available with a Lights Package featuring bi-xenon headlights, dynamic cornering lights and LED day-time driving lights. Replacing the fog lamps, these light units are made up of four LEDs arranged in round light units like the eyes on dice.

PDK: quickly shifting gears, reducing fuel consumption
The Cayman is available with the Porsche-Doppelkupplungsgetriebe (PDK) carried over directly from motor sport, and replacing the former Tiptronic S torque converter automatic transmission. When equipped with PDK, the Cayman accelerates from 0-62 mph (100km/h) 0.1 seconds faster than with the manual six-speed gearbox.

Acceleration is particularly fast and dynamic with the optional Sports Chrono Package Plus featuring Launch Control; this offers maximum acceleration from a standing start and also a Race Track Gearshift Strategy for the fastest conceivable gear change as an exclusive highlight on the PDK models.

Benefiting from Launch Control, the respective models accelerate from a standstill to 62 mph (100 km/h) yet another 2/10ths of a second faster.

Porsche Doppelkupplungsgetriebe (PDK) – in detail
The next generation Cayman and Cayman S are available for the first time with the new Porsche Doppelkupplungsgetriebe (PDK), literally Porsche double-clutch gearbox. Offering no less than seven forward gears, the new gearbox combines the driving comfort of a torque converter-equipped automatic transmission with the dynamic manual gearshift functionality of a sequential racing gearbox. PDK also boasts an entirely automatic gearshift function, and replaces the Porsche Tiptronic S automatic transmission previously offered. Through its optimised and adaptive gearshift programmes, PDK further improves the acceleration of the Cayman models and reduces fuel consumption to an even lower level.

In principle, the PDK consists of a conventional manual gearbox and a hydraulic control system divided into two separate transmission units. Two wet clutches in radial arrangement, controlled hydraulically, and using oil for both cooling and lubrication, form the heart of the transmission. One clutch is for the first transmission unit with the uneven gear ratios (1,3,5,7) and reverse, and the other clutch is for the second transmission unit with the even gears (2,4,6). Via a number of pressure valves, the hydraulic control unit masterminds both the wet clutches and the shift cylinders activating the transmission ratio required.

The gearshift perceived by the driver comes not from the gears actually changing, but from the change of positive clutch engagement. In this case, the clutch on one transmission opens or disengages while the clutch on the other transmission closes or engages in a simultaneous process. The big advantage is an even faster gearshift than with a conventional manual gearbox or torque converter automatic transmission. The gears are already ‘in mesh’ when shifting and the power of the engine need not be interrupted in the process.

PDK also reduces to a minimum transmission power loss courtesy of the high standard of mechanical efficiency in the double-clutch, and this manifests itself in fuel economy improvements of approximately 13 per cent compared with a conventional Tiptronic S transmission. PDK also offers an advantage in terms of weight – despite two additional gears, it weighs 10kg less than Tiptronic S.

To use the various functions of the double-clutch transmission, the driver can either shift gears by means of sliding buttons on the spokes of the new steering wheel, or via the new gear selector lever. The driver can press forwards to shift the gears up, and press them from behind to shift downwards. Alternatively, pushing the gear selector lever forwards shifts up a gear, and pulling it back shifts down. The option of PDK costs £1,961.

This PDK gearshift principle was first developed by Porsche for motor sport 25 years ago. Porsche works drivers benefiting from this technology were able to accelerate faster than their competitors and keep both hands on the steering wheel while changing gears, thus avoiding even the slightest distraction while shifting.

The seven-speed PDK shifts gears up to 60 per cent faster than a conventional automatic transmission, and naturally, gives the new Cayman models even better performance. And those in search of optimum driving dynamics have the option to combine PDK with Sport Chrono Package Plus, now featuring Launch Control.

Dynamic suspension and supreme brakes – new option of limited-slip differential
The suspension with its new set-up gives the new Cayman models a combination of even greater driving dynamics and enhanced comfort all in one. Modification of the valve control map on the steering gear serves furthermore to reduce steering forces, giving the Cayman more agile and spontaneous steering behaviour.

The wheels come in new designs and are half an inch wider than previously on the Cayman 2.9-litre model in order to accommodate the larger brake system of the S-models which are now fitted on the front axle. The Cayman and Cayman S feature the latest generation Porsche Stability Management (PSM) which now offers two new functions: Brake Pre-Loading and the Brake Assistant. Whenever the driver lifts off the throttle pedal very quickly – which is typical immediately prior to an emergency braking manoeuvre – the PSM hydraulic control unit builds up an appropriate level of pressure in the brakes before the driver even presses the brake pedal down, which has the effect of moving the brake pads slightly towards the discs, and ready for immediate action. This significantly improves brake response and shortens stopping distances accordingly.

When recognising that the driver is braking in an emergency due to the very fast operation of the brake pedal and a defined brake force, the PSM hydraulic control unit actively delivers the brake pressure required for maximum stopping power.

In conjunction with 18- and 19-inch wheels, the new models in the Cayman range are also available with a limited-slip differential on the rear axle. Locking action is 22 per cent under power and 27 per cent in overrun. This significantly improves both traction and stability, providing a substantially higher level of performance on winding roads, particularly on the race track. A further advantage is the more stable load change behaviour. At the same time, the mechanical differential, through its particular function, interacts perfectly with the electronic Automatic Brake Differential (ABD) for optimum traction control, the locking action delaying the tendency of one wheel to spin on a road surface slippery only on one side.

New audio and communication systems
The next generation Cayman features as standard the new CDR-30 CD radio. The new Porsche Communication Management (PCM) 3.0 complete with hard disc navigation is available as an option and when specified serves as the central control unit for all audio, communication and navigation features.

PCM 3.0 is more versatile, efficient and easier to use than before, standing out in particular through its touch-screen which enables the driver to select specific functions simply by pressing the appropriate key on the larger 6.5-inch monitor. PCM 3.0 is available with highly convenient voice control and, in conjunction with the optional, universal audio interface, can now be used also to control external audio sources such as an iPod®, USB stick, or Bluetooth.

Seat ventilation combined with seat heating is also available as an option.

The next generation Porsche Cayman goes on sale in the UK and Ireland from February 21 2009. The Cayman is priced from £36,870 and the Cayman S priced from £45,050. Customers will also be able to explore the dynamic attributes of their car, and develop their own skills behind the wheel, courtesy of a Driving Experience Programme at the new Porsche Driving Experience Centre at Silverstone.

[Source: Porsche]

Back in July we showed you an internal document that leaked renderings and details of not only the new Cayman, but the 2010 Porsche Boxster too. The biggest update is the addition of an optional limited-slip differential, which could just elevate the cars to 911 levels of performance. Check out the specs below and check back with us in two weeks for full coverage from the LA Auto Show.

• More power and torque in comparison to Cayman/S:
+20 HP / +25 HP and +27 Nm / +30 Nm (2010 Cayman: 265 HP, 221 lb-ft; Cayman S: 320 HP, 273 lb-ft)

• Performance differentiation in comparison to Boxster II/S II:
+10 HP/ +15 HP (2010 Boxster: 255 HP; Boxster S: 310 HP)

• Improved performance (driving dynamics, laptimes, fun to drive):
- increased power and torque: new DFI technology for S-model
- faster acceleration and take-off:

• PDK 7-speed with new steering wheel, shifts faster than manual gearbox

• Launch Control, with Sport Chrono package in conjunction with PDK
- improved driving dynamics/lap times: axle-differential-lock,

• PDK, PASM and 19" wheels

• Reduced fuel consumption:
-2% - 14% (with DFI Engine + PDK) vs. Cayman I

• Improved standard equipment:
6-speed MT, CDR 30, PSM+, drive-off assistant

• Light Innovation
- New double tube headlights
- LED front position lights,
- Bi-Xenon headlights incl. dynamic cornering lights and LED daytime running lights (option)

• Interior Change
- New CDR 30 with 5 inch screen
- New PCM 3.0 touchscreen (option)
- Air ventilated seats (option)
- New PDK steering wheel

• Style Change
- Front and rear end
- Mirrors
- Exhaust pipes
- Wheels 17" / 18 "/ 19"

• Light Innovation II
- LED taillights
- LED brake lights
- LED rear fog light

• Chassis Innovation
- Revised chassis setup
- Rear axle-differential-lock (option)
- Brake assistant
- Larger brake disc/caliper front

• Improved dynamics

• Powertrain Innovation
- New DFI-engine generation for 3.4 l
- New VC+ 2.9 l engine
- New 7-speed PDK (option)

• Improved fuel efficiency

[via Cayman Club] Thanks for the tip, Ken!

The standard internal-combustion RUF 3400K with 400 HP and 325 lb-ft of torque sprints from 0-62 MPH in 4.4 seconds on the way to its 180 MPH top speed. The electric car is expected to reach 62 MPH a few tenths of a second quicker, but will top out at only 124 MPH or so. This, of course, begs the question, "which would you rather drive?" [via Auto Motor und Sport, MotorAuthority]

On one hand, Porsche has no reservations about producing special editions. On the other hand, the Cayman S was already close enough to the 911 to create a risk of cannibalizing sales of its big brother, and an RS version could push it closer to that territory. [Next Autos]

Jalopnik Snap Judgment: Not content to leave mocking its own brand to cars like the Porsche Cayenne and the ever-pending Panamera, Porsche seems happy to offer marginal upgrades with forced exclusivity in exchange for large sums of money. And good on 'em: If you can make a buck, why not, right? Consider these cars a tribute to someone's ego and, while still great performers, not worth the extra dough. That is, unless you really want that new wristwatch.

MORE POWER AND UNIQUE DESIGN CUES MARK NEW PORSCHE BOXSTER S AND CAYMAN S LIMITED EDITIONS ATLANTA, AUGUST 4, 2008 - A comprehensive list of enhancements, led by more powerful engines and unique visual features, will distinguish the new, limited-edition Boxster S Porsche Design Edition 2 and Porsche Cayman S Sport mid-engine sports cars when they are introduced in October by Porsche Cars North America (PCNA) and Porsche Cars Canada. Porsche will build 500 Boxster S Porsche Design Edition 2 and 700 Cayman S Sport models, and less than 50 of the Boxster S and approximately 100 of the Cayman S limited-edition sports cars - each one with a glove box plaque bearing its number from the exclusive series - will reach U.S. shores. Both cars will be available through authorized U.S. Porsche dealers this October, and the Boxster S Porsche Design Edition 2 and Cayman S Sport U.S. MSRPs are $66,900 and $69,900, respectively.

A range of standard equipment, beyond the eight-horsepower bump to 303 from the 3.4-Liter engine, further sets these variants apart from the standard Porsche Cayman S and Boxster S. The Cayman S Sport's appearance emulates that of the Porsche 911 GT3 RS, beginning with standard GT3 RS exterior colors of green or orange, which are enhanced by GT3 RS touches likeblack rims, exterior mirrors and air-intake grilles and a black interior design package. Like the GT3 RS, the sides of the new car feature its model designation, "Cayman S" in black letters. In addition to orange and green, the Cayman S Sport will be available in black, Guards Red, Speed Yellow, Carrara White or Arctic Silver.

Performance upgrades standard on the Cayman S Sport beyond the engine include Porsche Active Suspension Management (PASM) with a 10mm-lowered suspension, as well as 5mm spacers on the 19-inch SportDesign wheels. Additional standard features include Bi-Xenon headlamps, the Sports Chrono Package, sports seats, alcantara finish for the gearshift lever, hand brake and the rim of the GT3 steering wheel, as well as a sports exhaust system featuring a twin-chamber tailpipe. Spotting the new Boxster S Porsche Design Edition 2 will be easy - look for the Carrara White mid- engine Porsche roadster with white finishes on the star-spoke, painted 19-inch SportDesign wheels, side air intakes, center console and instrument dials. Contrasting the white features are grey stripes lengthwise along the body, and black standard leather upholstery and convertible top in stone grey. Echoing the white tachometer and speedometer is the included Boxster S Porsche Design Edition 2 Chronograph, a men's wristwatch from the Porsche Design Dashboard Collection designed in conjunction with the car.

These renderings appeared on the Cayman Club message board, where details of their origin were not known. Internal sources have now revealed to us that these are authentic representations of both new models.

We hate to say it, but it looks like two of the best sports cars on sale are getting better. Direct injection and revised variable cam profiles combine to deliver both improved power and economy, while the standard spec receives a welcome boost. But — and this is a big 'but' — there's still no limited-slip differential, which, in our opinion was the only thing holding the current model back. Regardless, the current Cayman and Boxster are not just our pick of the Porsche litter, but our favorite contemporary sports cars, delivering the right blend of performance, handling and involvement, making them capable of embarrassing cars that cost several times the Cayman S' $59,100 price tag. Oh yeah, and expect that to increase as well.

The revised 7-speed PDK manumatic will cease being the manual's poor relation for 2010, now offering faster shift times and 911-like launch control.

It looks like the 911 Turbo-esque LED driving lights are just an optional extra, rather than an indicator of a new turbocharged model, as previously rumored.

• More power and torque in comparison to Cayman/S:
+20 HP / +25 HP and +27 Nm / +30 Nm (2010 Cayman: 265 HP, 221 lb-ft; Cayman S: 320 HP, 273 lb-ft)

• Performance differentiation in comparison to Boxster II/S II:
+10 HP/ +15 HP (2010 Boxster: 255 HP; Boxster S: 310 HP)

• Improved performance (driving dynamics, laptimes, fun to drive):
- increased power and torque: new DFI technology for S-model
- faster acceleration and take-off:

• PDK 7-speed with new steering wheel, shifts faster than manual gearbox

• Launch Control, with Sport Chrono package in conjunction with PDK
- improved driving dynamics/lap times: axle-differential-lock,

• PDK, PASM and 19" wheels

• Reduced fuel consumption:
-2% - 14% (with DFI Engine + PDK) vs. Cayman I

• Improved standard equipment:
6-speed MT, CDR 30, PSM+, drive-off assistant

• Light Innovation
- New double tube headlights
- LED front position lights,
- Bi-Xenon headlights incl. dynamic cornering lights and LED daytime running lights (option)

• Interior Change
- New CDR 30 with 5 inch screen
- New PCM 3.0 touchscreen (option)
- Air ventilated seats (option)
- New PDK steering wheel

• Style Change
- Front and rear end
- Mirrors
- Exhaust pipes
- Wheels 17" / 18 "/ 19"

• Light Innovation II
- LED taillights
- LED brake lights
- LED rear fog light

• Chassis Innovation
- Revised chassis setup
- Rear axle-differential-lock (option)
- Brake assistant
- Larger brake disc/caliper front

• Improved dynamics

• Powertrain Innovation
- New DFI-engine generation for 3.4 l
- New VC+ 2.9 l engine
- New 7-speed PDK (option)

• Improved fuel efficiency

...the array of LED running lights — a setup similar to those on the 911 Turbo — your guess is really as good as ours. However we will say our sources tell us the engine note on this Cayman's significantly more turbo-tinged than a normal Cayman. If this is a Turbo Porsche Cayman, we want to be the first to tell Porsche we'd be happy to hear it's happening and even happier to help them test it. [BridgeToGantry]

Press Release:

Porsche Design presents Edition 1 at the IAA

Stuttgart. On occasion of the International Frankfurt Motor Show (IAA), the Porsche
Design Group and the Dr. Ing. h.c. F. Porsche AG proudly present the Porsche
Design Edition 1, a limited edition of 777 cars that consists of a black special-
design Porsche Cayman S and a special case containing a selection of Porsche
Design products. As homage to the 'Chronograph 1', which Ferdinand Alexander
Porsche designed 35 years ago, all products are coloured black.

The special-design Cayman S Porsche Design Edition 1 is based on the 3.4-litre
six-cylinder flat engine Cayman S with an output of 295 bhp (217 kW) at 6,250
revolutions per minute. The exterior eye-catcher of the special-design edition is the
combination of glossy and matte surfaces, while the interior has a noble and at the
same time sporty appeal thanks to the black leather/Alcantara combination that the
designers chose. The special case that comes with the special-design Cayman S
contains a quartz chronograph, a pocket knife, a ballpoint pen, sunglasses and a
key ring.

The sports car and special case will be on sale in select Porsche Centres around
the world as of November 2007, while in the US, the special edition will be available
from January 2008 onwards. On top of this collection, there will be further Edition 1
products that can be purchased on their own from Porsche Design Stores,
specialist dealers and select Porsche Centres. These include, among other things,
a jacket, a belt and a variety of accessories made of leather, titanium, steel and
aluminium.

This month, we've been celebrating the 20th anniversary of the Road and Track comparo piece that introduced the Ruf "Yellow Bird" 911 to our motoring databank. (Celebrating to ourselves, that is.) Now, the Porsche tweakers who stunned the world with a 211-mph Porker are rolling out a "25th Anniversary" edition. It's the 3400 K, and comes in coupe and cabrio versions. They're mild by Alois Ruf's standards — 400 hp and 324 lb-ft of torque at peak — but they're billed as entry models. That's because — surprise — it's based on the Cayman and Boxster. They're no record breakers, at a top speed of 181, but as an introduction of the joys of Rufdom, they could be a bargain at any price (79,800 Euros coupe, 75,100 Euros roadster). – Mike Spinelli

Press Release:

3400 K "25 Jahre Jubiläms-Edition"

With the "25th anniversary edition" model RUF offers an exciting entry vehicle for an attractive price. The 25 years of experience of RUF Automobile GmbH as an authorised automobile manufacturer are the reason for this edition model.

RUF offers the 3400 K in two body versions - as a Coupé (price Euro 79,800 plus VAT) and Roadster (price Euro 75,100 plus VAT).

The agile mid engine concept in combination with a powerful torque and high revving Kompressor engine offers effortless performance and driving pleasure at the highest level.

Power
294 kW (400 bhp)
at 7,000 rpm

max. Torque
440 Nm
at 5,500 rpm

Displacement
3,387 cm³

Compression ratio
10.0 : 1

Performance
0-62 mph (0-100 kph) in 4.4 s
0-125 mph (0-200 kph)
Coupé: in 14.6 s
Roadster: in 14.8 s

Top speed
181 mph (290 kph)

Related:

In a perfect world all of us would have a garage stuffed with fantastic cars of every type, stripe and creed. But for the majority of us financial reality dictates the dreaded axiom, "one paycheck, one car." Though, there are several variations on that theme including, "one paycheck, two cars, one angry spouse" and, "one paycheck, one car, several piles of parts." Regardless, our desires are unburdened by bottom lines. Our preferences are free to soar. So what will it be? The tail-out muscularity of an engine up front? The ballerina like balance and poise of an engine mounted midship? Or the understeer/oversteer bouillabaisse you get from cars with their mills parked behind the rear wheels? As for us, we can't choose. We have too many found memories from each type of design (though if we were to be honest, we would have to admit to the Miata vs. Boxster battle taking place in our mind). But forget us – how about you? – Jonny Lieberman

[The Jalopnik Question of the Day is happier when asked. Do you have a question you want answered? Email it to tips@jalopnik.com with the subject line "QOTD"]

Related:
What's The Cheapest Way To 500 Horsepower?; What Would You Bury In Tulsa; The Jalopnik Question of the Day [Internal]

Sure, R f has said its 700-hp, 235-mph CTR3 is based on the 911, not the Cayman has earlier reports indicated. And that may be true. But skeptics are sounding off, mainly in reaction to the heavily modded Porsche's mid-engine arrangement and Caymanesque taillight assembly. Some commenters have suggested Porsche wouldn't allow a Cayman to beat a 911, lest its badge's mystique threaten that of the higher-priced (and higher-margin) niner. So is it the stuff of urban legend or do you think someone's pulling a (really) fast one? Sound off. [UPDATE: Check out some illuminating build info after the jump — thanks, Terry.]

Gawker Media polls require Javascript; if you're viewing this in an RSS reader, click through to view in your Javascript-enabled web browser.

Related:
Porsche Ruf CTR3 Not a Cayman, 911 Purists Smile [internal]

From Ferrarichat.com:

The CTR3 is based on the floorpan of the Boxster, which is, incidentally the same bit as used on the 911. The inner structure of both chassis are the same.

The CTR3 has a completely new rear half of the car, as the chassis is cut just behind the seats. The rear structure is a tube frame structure with a billet aluminum rear cross member and suspension mount "plates".

The engine is the RUF RT2 twin turbo "911" motor with 700ish HP. A very powerful and torquey motor.

The gearbox is a 6 speed transverse box, made by a German company called Hoer. The box is similar to the box used in the Carrera GT, but is not the same. The Ruf box is unique to the CTR3

The rear has a pushrod type suspension, with Porsche 997 (modifed) suspension arms and uprights. The front suspension is McPherson strut, with modified uprights/etc.

The front and rear wheels uses acenter lock wheel retention system on RUF bespoke wheels.

The dampers are from Dynamic suspensions.

The rear chassis structure is integrated into the "donor" chassis thru the rollcage structure up top and thru some integral lower chassis tubes that run fore aft thru the rocker panel area.

The rear floor has a large ACO/ALMS style diffuser and is a stressed part of the chassis. (The engine floor is stressed as a shear panel, under the motor.)

The car's styling was done (primarily) by a young Australian, Ben Soderberg-whose dad, Dick, was a designer for Porsche for years. (Dick did the 959 car, among others.)

The mechanical design and engineering of the "new chassis" and drivetrain was done by....me (Yes-it was!)

Get thee to the UAE. Later today, the Porsche tweakers at RUF will introduce the company's new Porsche Cayman tuner, the CT3, at RUF's new plant in the United Arab Emirates state of Bahrain. The CT3 gets its new lightness from aluminum and carbon-fiber body panels, and employs the same powerplant as RUF's 911 RT12 rocketship — that is a 3.8-liter, twin-turbo flat six producing 700 hp and 656 lb-ft of torque. Word is, the a seven-speed sequential automatic will put power to road. Top speed is projected to be in the fleeting neighborhood of 224 mph. What price madness? Figure 300,000 all told. We'll know more soon, but click through to see the invite VIPs got. – Mike Spinelli

Press Release:

"RUF announces 360KMH Porsche Cayman-based CTR3

Exactly 20 years after we saw the original CTR, German tuning house RUF has announced the introduction of its third generation CTR3 coinciding with the launch of its new plant in Bahrain. The latest version will be based on the Porsche Cayman and like the original, the CTR3 will be one of the fastest Porsches on offer when it's released.

Starting with the Porsche Cayman body, RUF has utilized racing technologies first seen on its 911-based RT12 offering. Powering the CTR3 is a twin-turbo 3.8L flat six engine pumping out 700hp at 7,000rpm with torque topping out at 890Nm. To save weight its developers added several unique body panels made from lightweight aluminum and carbon-fiber as well as a new lattice tubing spaceframe. Drive is sent to the wheels via a rumoured seven-speed sequential automatic gearbox that's said to allow the CTR3 to reach a top speed of 360km/h.

When the original CTR was released in 1987, it out-performed many of the supercars of its era including cars like the Ferrari F40, Lamborghini Countach and even Porsche's own 959. The CTR3 is set to do the same but won't come cheap as pricing is expected to fall around the 300,000 mark."

RUF announces 360KMH Porsche Cayman-based CTR3 [MotorAuthority]

Related:
RUF Showdown: RT12 vs R-Turbo; Jalopnik Fantasy Garage: RUF RT12; Veyron vs. Ruf; Flying the RUF Porsche 911 Yellow Bird on the Nurburgring; StudioTorino and RUF Do it Again: The RK Coupe [internal]

Alongside occasional trips to the temples of the automotive world like Ferrari, Lamborghini and Pagani, it is one of my dirty pleasures to tour the German tuning scene whenever I get the chance. Some hacks look down at anything that doesn't come with a bought-and-paid-for test drive in Southern Spain. But for me, the chance to tackle winding roads, the Nordschleife and the kind of automotive lunacy that stays with you forever makes the endless sausage, sauerkraut, Ibis Hotels and foreign porn — the life of a sales rep, in other words — just about worth it.

They're built for a hardcore market, the cars that is, not the Pay Channel specials. And I have driven tuned rockets that felt like bucking death mules from the moment I turned the key. But occasionally they are masterpieces that show just what the manufacturers could and probably should have done. Take Porsche and the Cayman for instance.

It's fairly common knowledge the Cayman was hobbled to stop it beating the 911. The mid-engined stance is certainly a better start and with a lightweight design, all it needed was a few extra ponies and a limited slip diff to blitz its big brother on the lapcharts. And that costs about $5,000.

Now the Cayman will never match the straightline speed of its elder, but none of us spend too much time homing in on 200mph as a part of everyday life - so that won't matter.

In the corners, the Cayman has a finesse that leaves the overtly muscular 911 for dead. It's a different driving sensation, with minimal inputs and a smooth style making the difference. This is arguably the more rewarding car to drive, as momentum replaces bludgeoning power at the apex.

By making a theoretically lesser car so damned good, Porsche sailed dangerously close to the wind. It should spell trouble, but it won't. They understand the market well, which is why they've got the cash sloshing round to buy hunks of VW and not vice-versa.

People who buy the 911, especially the Carrera 4, bling-heavy Turbo, or in the worst instances, a Cabriolet, don't do it because they want the best everyday sportscar in the world. They get that bit for free, by accident. What a Porsche driver wants is to get look slick; he wants something U-ro-peen, he wants the Porschhha — the big one — which explains why that abomination of a Cayenne even got a foothold on this world.

Now trying to explain to such hair-gelled urbanite that they could buy the small one, trick it out and make it faster than the big one would be like teaching religion to a robot. It won't happen, they want to pay more and have the premium brand, even though it's not, if you get me.

Snobbery, rather than technical excellence, will keep the 911 on its pedestal. And the slick-haired, mobile-harassing broker or real estate agent will never, ever know how good the small Porsche really was.

The tuning world has shown the world the light, but luckily for Porsche's ever-expanding profit margins, the target market is more or less blind. – Nick Hall

[Nick Hall, international man of letters, is European Editor for European Car magazine, and reviews the world's most potent and storied cars for such publications as Sports Car International, Winding Road and several hundred billion others.]

Related:
More Hacker's Notebook [internal]

Auto mod house Rinspeed may be best known for such outrageousness as the Zazen concept, with its holographic brake light, and single-section roof dome fashioned by space-age materials by Swiss elves, but it also builds more accessable tuners. Take the new Cayman Imola (above), which sports a 997-Turbo-look body kit that includes a lowdown front dam, air intakes that could suck in low-flying geese, "king me" hood graphics and a high-design rear diffusor insert. It also gets headers, metal catalytic converters and stainless steel exhaust, five spoke aluminum wheels, suspension kit that's 25mm lower than stock and various manner of interior finery. Its Indy 4S sibling is Rinspeed's take on the Porsche 911 Carrera 4 & 4S. It gets the same treatment. Click through for more pics.

More at Rinspeed

Related:
More on the Rinspeed zaZen Concept; Make a Left at HMS Dorsetshire: Rinspeed Splash Breaks Record for English Channel Crossing [internal]

Top 10 Most Appealing Vehicles
(according to JD Power & Associates)

1. 2006 Porsche Cayman
2. 2006 BMW 7 Series
3. 2006 Mercedes-Benz SL-Class
4. 2006 Lexus IS 250/IS 350
5. 2006 Infiniti QX56
6. 2006 Nissan Armada
7. 2006 Scion tC
8. 2006 Mini Cooper
9. 2006 Lexus GX 470
10. 2006 Infiniti M-Series

Most Appealing Vehicles [ForbesAuto.com]

Related:
ForbesAutos On the Sopranos' Coolest Cars [internal]

If the logic behind the RK Spyder is sound — that is, that an Italian design firm and a famed German Porsche tuner can improve on an already attractive and capable Porsche — then the logic behind the RK Coupe is even better. StudioTorino, the joint venture between designer Alfredo Stola and RUF has yielded another full-body recast, this time of the Porsche Cayman. Aside from being nearly completely reskinned by the studios' artistes, in the style of the Porsche 904 and Dino 246 GT, the closed-top RK also gets RUF's supercharged, 3.8-liter flat six (440 hp, 370 ft.-lbs). The result is a Cayman with Italian flair and an engine befitting the stock model's already spectacular geometry. All for four times the price.

RK Coup Project [Studiotorino]

Related:
Studio Torino's RK Spyder on the Road [internal]

We criticized the techies at Porsche tuning haus TechArt when their first engine kit for the Cayman S yielded only 15 hp over the stock model's 295 hp. Now, they've shot back with a full-on tuner turnkey Cayman S tuner, the TechArt GTsport. At a price of 115,000 Euros ($146,900), TechArt will deliver this, particularly juiced coupe, sporting the typical boxer six bored to 3.8-liters and pushing out 385 hp, via new cams a modified intake and stainless-steel high-po exhaust. It's also got an aero kit, TechArt Formula five-spoke billet wheels and coil-over suspension kit. Zero to 60 in 4.6 seconds and a top speed of 177 mph is the result. It's a hefty price to pay for a mid-engined 911, but many see the upside in such a scenario.

Related:
TechArt Releases Engine Kit for Porsche Cayman [internal]

Ahh. What a smashing photo of a Porsche Cayman S in stunning black lacquer. The owner of such a fine machine must be of the kind to treat it with the utmost respect for its drivetrain, brakes and suspension. Why, we'd be surprised if that person didn't carry around a few odds and ends with which to, polish and/or primp such a vehicle. Now where would he put such accouterments in a car with limited cargo space? Say, what's that following behind...

Porsche Spotted Caravan Towing [Pistonheads]

Related:
Jalopnik Reviews: 2006 Porsche Cayman S, Part 1 [internal]

Notwithstanding Porsche's business reasons for not making its Cayman a direct competitor to its own 911, tuning shops around the world are doing what many enthusiasts feel should have been done at the factory: Slotting larger engines into the Cayman's midship engine bay. The latest to do so is 9ff of Dortmund, Germany. Using the expertise from whence came their 911 GT3, which set a speed record back in 2005, the company has inserted a 4.1-liter version of the Porsche flat six, producing 420hp, into one of its tuner cars, dubbed CR42 (it's also preparing a less-potent, 3.8-liter version with 380 hp). According to 9ff, the CR42 can go from zero to 62 mph in 4.4 seconds, just 0.3 from that of a new 911 GT3 in stock trim. No word on price, but we'd imagine the CR42 will probably be competitive with the GT3's six-figure tag, all told. Decisions, decisions.

9ff Cayman CR42 [Classic Driver]

Related:
Tuner Porsche Breaks Speed Record; Porsche Tuner Becomes Supercar Builder [internal]

On today's Jalopnik Precast, Spinelli and Farago hash out marketing issues with Porsche's Cayman model line for like nine minutes. After that, it's all about GM's so-called "Project Arlington" marketing initiative to address markets "not tainted by negative media coverage." Farago says that, like pondwater, the project lacks "transparency."

Relative cheapskates who've been waiting for the non-S version of the Cayman won't have to wait very much longer. As Eurocar Blog is reporting, the base model is going on sale in Europe this July (with a US launch forthcoming as well). Starting at $49,400 (contrasting with the Cayman S's $58,900 MSRP), or $4,500 more than a base Boxster, the plain-Jane Cayman will get a 2.7-liter boxer engine with 50 fewer horses than its S sibling's 3.4-liter six (245 hp vs 295 hp). That smaller mill translates into a lower top speed (160 mph vs 171 mph) and a zero-to-62 (100 km/h) time of 6.1 seconds instead of 5.4. The S-less model will have fewer electronic gizmos and one fewer gear in the box. Still, it's got the same mid-engine mojo and stiff chassis, which could make it one of the best bargains among track-day coupes since the Lotus Exige — and expect lots of head-to-heads from the buff books in that regard.

Porsche Cayman - Without an S [Eurocar Blog]

Related:
More on the Porsche Cayman [internal]

They teased us back in November with a bunch of suspension and body mods for the Porsche Cayman. Now, German tuning house TechArt's ready with the main event: the engine kit. And the envelope please: 310 hp, wrought by a sport air filter and reprogrammed engine electronics. (The 3.6-liter six in the stock model produces 295 hp). C'mon guys, no one gets out of bed for under 400 these days.

More at World Car Fans

Related:
TechArt Tunes the Porsche Cayman S [internal]

Last month, when Farnbacher Loles Motorsports of Connecticut announced it was creating a track-ready tuner Porsche Cayman S, sporting a 3.8-liter Carrera engine, we just about lost our minds with anticipation. The duty of finding out more about the Porsche GTR, as it'll be called, fell to our resident Porscheophile, Robert Farago, who wound up his digital recording device and set it on stun. In this, our first Jalopnik Interview via audio, Farago talks to Roger Garbow of Farnbacher Loles about the project, its roots in Boxster beautification, and how many horsepower is a good starting point for a Porsche.

A commenter who's been conspicuously absent since he called us homophobes and didn't get away with it once referred to us as Dan Neil-wannabes in a vaguely derogatory way. But really, what auto writer doesn't aspire to that level of the craft? (Well, okay, plenty don't.)

"Under the carpeted and soundproofed hillock between the wheels is the car's 3.4-liter, flat-six engine, a fervent bit of machinery that in the throes of aggressive driving swamps the cabin with a bright, metallic resonance. Imagine the sound of someone cutting up Zildjian cymbals with a Husqvarna chain saw. I'll wait."

Oh, and Neil says the same thing that just about everyone's said of the Cayman: namely that it's a 911-killer that Porsche won't allow to take down its venerable sibling. So what?

Where's the 911? Who Cares? [LA Times]

Related:
Jalopnik Reviews: 2006 Porsche Cayman S, Part 1 [Internal]

Our friend Becki asked us the other day how Minor Threat's version of Wire's "12XU" could possibly better than the original. We replied, "Well, it just is. Minor Threat were that good. Better than Wire, better than the Standells and better than the Monkees, all bands they covered and all bands we really dig." And so it is, apparently with Farnbacher Loles Motorsports' Cayman GTR, to be unveiled at Sebring. 3.8L. 375 or 405hp. Lotsa brakes. You wanted more power, Farago? You got it.

Custom Porsche Cayman GTR to Debut in March [Leftlane News]

Related:
Jalopnik Revies: 2006 Porsche Cayman S, Part 1 [Internal]

Why you should buy this car: The Cayman S is the world s safest, best handling sports car.

Why you shouldn t buy this car: The Cayman S is not quite sexy enough to win your heart and not nearly enough powerful enough to exploit its inherent capabilities. Corvette s significantly faster and identically priced (once options are factored in) Z06 and BMW s forthcoming M Roadster are worthy alternatives.

Suitability Parameters:
· Speed Merchants: Yes
· Fashion Victims: Yes
· Treehuggers: No
· Mack Daddies: No
· Tuner Crowd: Yes
· Hairdressers: Yes
· Penny Pinchers: No
· Euro Snobs: Yes
· Working Stiffs: No
· Technogeeks: No
· Poseurs: Yes
· Soccer Moms: No
· Nascar Dads: No
· Golfing Grandparents: No

Vitals:
· Manufacturer: Porsche
· Model tested: Cayman S
· Model year: 2006
· Price as Tested: $69,910
· Engine type: 3.4-liter flat-6, aluminum block and heads
· Horsepower: 295hp @ 6250 rpm
· Torque: 250 ft. lbs. @ 4400 - 6000 rpm
· Redline: 7200 rpm
· Wheels and Tires: Michelin Pilot Sport PS2; F: 235/35ZR-19 (87Y), R: 265/35ZR-19 (94Y)
· Drive type: rear-wheel-drive
· 0 - 60: 5.1 secs.
· 1/4 mile: 13.4 secs. @ 105 mph
· Top speed: 171 mph
· Fuel economy city/highway: 15/30
· NHTSA crash test rating front/side/rollover: NYR

[by Robert Farago]

Related:
Jalopnik Reviews: 2006 Porsche Cayman S, Part 1, Part 2 [internal]

Exterior Design: ***
The Cayman is more color sensitive than Constance Ramos. In silver, it looks like a baby Boxster wearing a bowler hat and a pair of bell bottoms. In black, she s a bad-ass pocket rocket in skin tight 501 s. Saying that, in any hue, the Cayman s front angle is unrelentingly bland (there s a reason all head-on publicity shots are taken from the tarmac) and the rear three quarter is killer. As good as it is, Porsche should have spent the bread to recapture the 550-ness of the original Boxster concept. The Cayman s fit rather than fantastic.

Acceleration ****
The 295-horse 3.4-liter Cayman S is damn quick — or is that damned and quick? Now that Porsche s put the 911 into the federal horsepower protection program, the Cayman hasn t a hope in Hell in getting the shove it needs to off big brother and take its rightful place at the head of the family. Yes, the Cayman S is fast enough for government work (or at least evasion), but the depth of its talent WILL leave you wanting more. Specifically, it lacks low-end grunt. For G-force junkies, it s a problem. For anyone else, I m an over-privileged nutcase. (Uh-oh, here comes the BMW M Roadster )

Braking *****
Our test car s standard brakes hauled the wee beastie down from speed with voracious bite, perfect modulation and YOUR ADJECTIVE HERE indefatigability. I can t imagine any possible reason to add the wildly expensive ceramic stoppers, but then Porsche s performance options have a way of worming their way into your heart/checkbook and never, ever coming out.

Ride *****
There are oak trees that are less well planted than the Porsche Cayman S. Obviously, it s not a Lotus Elise, but then how many people want to drive a dinner tray on a public road? While the Cayman s standard 18 s and Michelin Pilot Sports are sufficiently compliant for daily driving, the set-up still sits on the hard riding side of the fence. We LIKE it.

Handling *****
We ve been saying that the Boxster S is more fun to drive at sane speeds than a 911 for some time. Now that Porsche s stiffened-up their pushmepullyoumobile and given it a new set of stones, we re ready to widen that claim. The Cayman is more precise going into a turn, more stable through the apex and more benign coming out (C4 and Turbo excepted). Sure, a 911 offers more post-corner blastitude (bloody power misers), but a Cayman s balance lets you go in faster. Anyway, screw all this 911 crap. The Cayman corners like nothing else on the road.

Gearbox ****
The six-speed is as precise as a calculator, with a shorter throw than a two-year-old's, but the feel s a tad too light for such a serious speed merchant.

Audio/Video n/a
(I forgot to turn on the radio.)

Toys *****
The Cayman IS a toy.

Trunk n/a
(Does it have one?)

Overall ****1/2
[by Robert Farago]

Related:
Jalopnik Reviews: 2006 Porsche Cayman S, Part 1, Part 3 [internal]

After driving the new Porsche Cayman S, I reached one inescapable conclusion: it s woefully underpowered. Don t get me wrong: Porsche s mid-engined marvel is a crushingly competent sports car that laughs at its direct competitors and smirks knowingly at the heavy hitters. The German/Finnish two-door goes like stink, handles like a dream, stops like bullet striking Kevlar, looks cool, sounds mean and doesn t punish daily drivers. But there s no question that Porsche s hardtop Boxster needs another 100 horses in its belly. Or more. Not to put too fine a point on it, the Cayman S s lack of neck-snapping urge makes it the dickless porn of Porsches.

Here s the deal: Cayman equals confidence. Any driver who hasn t knocked-back a fifth of sour mash can jump straight into this lil bastard, drive it like he or she stole it, and not die. And I mean really fast. Fast enough to show a clean set of [co-joined] pipes to most anything realistic money can buy — especially in the corners, where the Cayman S hold onto the tarmac like its South American namesake clamping on a wild pig. Short of giving the electronic nanny the afternoon off (PSM causes cramps I m told) or entering the car into the Ice Capades, there is no way you re going to get into trouble caning a Cayman S, other than the kind that takes you to jail.

That s why it needs more power. Grabbing the Cayman s blissfully button-free optional sports wheel ($250 well spent), snicking the short-shifting six-speed into any gear (as long as it puts the rev counter above 4000rpm), running the 3.4-liter six to redline with anything but monotonous regularity, you soon discover that everything works so progressively and safely that you have time to think. And the thought that eventually occurs is this: I could have done that a lot faster. So you do. And the same thought occurs again. And again. Until you think, Hmmmm, this thing needs a bit more oomph; something a little less subtle from the G-force aisle that makes me cackle, as opposed to grin like a gator.

Obviously, it s an absurd idea. The Cayman S hits sixty from standstill in 5.1 seconds, a plenty quick sprint by any absolute standard and only .9 seconds slower than a base 911 (which is a similarly priced, equally underpowered car). And yes, I know: Porsche s marketing people thought long and hard about the Cayman/Carrera price/power calculus, relative to protecting their rear-engined cash cow from the very real danger of mid-engined fratricide. But like the aforementioned non-phallic adult entertainment, the Cayman S dearth of whoa Nellie excitement is obvious, annoying and absurd. Porsche constantly harps-on about evolution. If they mean it, they should build the best possible Cayman and let the extinctions fall where they may.

Yes, well, I m the same guy who said The Sultans of Stuttgart should have never built the lardy ass Cayenne SUV, bought one and wished he d plumped for an Infiniti FX45 instead. So take that as you will. And while you re at it, mark my words: with a bigger engine on board, the Cayman S would be the finest sports car Porsche ever built, bar none. Even with just 291hp underfoot, this bad boy has seriously sharp teeth. Is it worth a $5G premium over a Boxster S? Yeah sure, why not? Is it better than a 911? Are you a badge snob? [by Robert Farago]

Related:
Jalopnik Reviews: 2006 Porsche Cayman S, Part 2, Part 3 [internal]

.4 seconds faster to 60! Two more mph! The numbers are 4.8 and 167, and the vehicle in question is the new Porsche Cayenne Turbo S. During a long-winded press conference with two too many speakers, Porsche talked about their wonderful year, and how they'd expected Cayenne sales to flag this year. So they gussied it up with 530 horsepower and booted it outta the womb this afternoon at the LA Auto Show. They themselves admitted that nobody really needs this car. It's just too bad the poor thing resembles a cross-eyed potato. The Porschies also finally debuted the Cayman S on these shores, which should make Farago giddier than a newborn in a field of waving teats. More pix after a hop, a skip and...a...jump!

Related:
New Porsche Cayenne Turbo S [Internal]