PORSCHE CAYMAN S - The new mid-engine Cayman is pure Porsche sports car with two seats, rear-wheel drive, horizontally opposed six-cylinder engine and the ignition to the left of the steering wheel. CNS Photo courtesy of Porsche. Essentially, the Cayman S coupe is a third sports car for the brand, but it's built from the Boxster roadster. For price and performance, Cayman fits just below the high and mighty 911 Carrera and just above the playful and forgiving Boxster S. And though Cayman is built from the Boxster, it is so much more than a Boxster with a hard top. That's all good for Boxster owners. They've got a lighter, faster new member of the family to which they can aspire. The sound of pride being swallowed will be from the Carrera side of family, which looked down its nose at the entry-level Boxster when it debuted. The long-suffering Carrera owner group has stayed with Porsche through bad times to good. They've endured the rush of new buyers to their brand, brought on by less-expensive models, including an SUV, the Cayenne. And now they will be tested again, but this time with a sports car that has striking lines and performance too sharp to ignore, or so they've read in the magazines. The cars are just arriving in dealerships and preorders were healthy, Porsche says, though it won't say exactly how many. Nor will it comment on anticipated U.S. sales and production numbers. No, nothing's sacred when an independent carmaker has to make ends meet. But Porsche is a patient and wise parent, adding a product line that is likely to appeal to the whole family. Cayman has debuted as an S model, which in Porsche language denotes a higher-performance model. No word on whether a standard model will be offered, nor on whether Cayman's new 3.4 liter engine will find its way into Boxster. The midengine Cayman is pure Porsche sports car: two seats, rear-wheel drive, horizontally opposed boxster six-cylinder and ignition key to the left of the steering wheel. The body is 100 percent more resistant to flex than the Boxster, and its torsional stiffness nearly matches that of the 911. The chassis setup with special springs, shocks and stabilizers is specific for Cayman. The new engine has 15 horsepower more than the Boxster S and 60 hp less than the 911 Carrera S from its 3.8 liter. (Boxsters use a 2.7 liter, or 3.2 in the Boxster S.) The Cayman engine also uses VarioCam Plus, for continuous camshaft adjustment plus valve lift control. It's the first time the technology has been used outside of the 911 engine family. For performance, the Cayman is 11 pounds lighter than a Boxster S and will do zero-to-60 in 5.1 seconds with the manual or 5.8 with the Tiptronic. The standard 911 will do zero-to-60 in 4.8 seconds. I'm not sure I could tell the difference in getting to 60 in 0.3 of a second faster than in a 911, but it costs $12,400 more to do it. The Cayman S starts at $59,695, and as tested was $70,785, with plenty more options to push the price. (The base Carrera has a starting price of $72,095; the Boxster starts at $45,795.) But enough of comparisons. It's not really a decision of good, better or best. It's how will current Porsche owners find a way to get a Cayman in their garage without getting rid of the other Porsche. The Boxster is an ideal body donor. With a trunk in the front and a trunk in the back, two travelers can have exclusive luggage territory for road trips. Cayman adds to this more interior cargo space, and there is usable storage in the door compartments, a large and lockable glove box and a center console. And there are decent cup holders now. The cabin, obviously, is quieter than in the convertible. And visibility over the shoulder is much better because it's not obstructed by the wrap of top fabric around the rear glass. The drive experience is classic Porsche. A little edgy and barefisted, ready to be pushed to the edge of the blacktop. The engine is a howling windstorm of force. It has a huskier note than the Boxster S and the precise pounding of the cylinders, valves and air intake is a tactile experience that sharpens driver control. The car communicates information from the engine forward and from the ground up through suspension and tires. There is a higher standard of engineering that goes into a car that is meant to be driven at high speed, which is just one reason why some people will pay large sums for a car that will go 171 mph, when they seldom will drive that fast. The six-speed manual has smooth engagement and the gearing is such that there is no bad shift point. The short-throw shifter moves easily through the pattern, and I never came close to missing a shift. Can't say that about the 911. Pull gently away from the traffic light and there's enough torque to lope along in second and third gears for the commute. Tach it up for a hard launch and the attitude adjustment sounds fearsome, right up to redline shifts. And, oh, how that engine sings out at 6,000 rpm. It's a boxer concert of polished parts all wailing in harmony. The pedals, of course, are ideal for heel-toe shifts and braking is flat and forceful without being touchy. The optional Porsche Active Suspension Management gives two settings, which may be beneficial for track driving. When not pushing the limits of adhesion, the standard setting gave a firm ride that seemed more than adequate to stay stuck to the road. Cayman has all the good Porsche presence without the overhead. The car is forgiving, yet exhilarating, and acts as instructor to elevate the driver's ability to grow with the car's ability. The 911 can be pouty, but it will always be the flagship. It is an intense sports car that has evolved larger and more powerful with every new generation. It has become so full-bodied and righteous that the hand-in-glove bonding between driver and machine is less palpable. Which is where Cayman will torment the 911 owner group. It's cheaper and more fun, like a return to the air-cooled Porsches. How can any Porschephile not love that? SPECS BOX 2006 Porsche Cayman S Body style: two-seat, rear-wheel-drive, midengine coupe; all-steel body Engine: Water-cooled horizontally opposed boxster 3.4-liter six-cylinder with double overhead camshafts and four valves per cylinder Horsepower: 295 at 6,250 rpm Torque: 251 at 4,400 to 6,000 rpm Transmission: six-speed manual with hydraulic clutch; optional six-speed Tiptronic automatic Acceleration: 0 to 60 mph, 5.1 seconds; Tiptronic, 5.8 EPA estimated fuel mileage: 20 mpg city, 28 highway Fuel Capacity: 19.6 gallons; 91 octane or higher recommended DIMENSIONS Wheelbase: 95.1/172.1 inches Curb weight: 2,954 pounds Trunk space: 5.3 cubic feet front; 9.2 rear Front head/leg/shoulder room: 37.8/43.2 inches FEATURES Standard equipment: Remote locking, power windows-locks-mirrors, height-adjustable driver seat with power-adjusted seatback, leather-trimmed seats, power heated side mirrors, ninespeaker audio and digital radio with in-dash CD, lighted vanity mirrors, cruise control Safety equipment: two front air bags, two seat-mounted thorax bags, two side air bags, active brake differential, ABS, stability management and traction control CHASSIS Steering: Power-assisted, variable ratio; turning circle, 36.4 feet Brakes: four-piston, aluminum monobloc, cross-drilled and internally ventilated discs Tires and wheels: Michelin Pilot Sport 235/40ZR front, 265/40ZR rear; 18-inch alloy wheels; no spare but a Mobility Set of tire sealant and compressor PRICING Base price: $59,695, including $795 freight charge; price as tested, $70,785 Options on test car: Arctic silver metallic paint, $825; special Cocoa leather, $2,525; preferred package, $2,190; bi-xenon headlights, $1,090; 19-inch Carrera S wheels, $1,550; Porsche Active Suspension Management, $1,990; sport Chrono stopwatch package, $920 Waranty: four-years/50,000-miles basic limited coverage with roadside assistance; 10-year corrosion Where assembled: Finland PLUSES: Practicality in a 295-hp sports car. MINUSES: None that really matters. © Copley News Service

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