LuxuryCarMagazine En Luxury Car Review and News
My job has never been more difficult. Despite my youthful appearance and my enthusiasm akin to that of a 10-year old getting ice cream, I’m quickly approaching the two-decade mark in my career. The tales you once heard about terrible cars, seemingly assembled by drunken one-armed macaques are a thing of the past. Nearly all cars are good enough, a fair number are great but only a handful is mind-blowing.
The Porsche 718 Cayman is one of the latter, along with the McLaren 570, Chevy Corvette Grand Sport (no word of a lie) and the Mazda MX-5. At the very thought of these cars, I get goose bumps and begin to fizz. Pleasure no longer registers on a typical scale of smiles; it is a full body experience.
Porsche excels at designing and building outstanding products and don’t go thinking that a $60k Boxster does not get the same amount of attention as does a $220k + 911 Turbo S because you’d be wrong. If you feel up to it, drive a CPO 2010 Cayman S then a new 2017 718 Cayman S and let me know how they stack up. These are quality automobiles. Fast, too.
Styling inside/out
Porsche has a gift, and it was given to them some 55 years ago. When the 911 was drawn up, little did they know it was going to serve the brand not only as an ambassador but also as a design beacon.
The 718 Cayman turned 10 last year and to celebrate, was introduced to its 4th generation as the 982, along with its near identical twin, the 718 Boxster. The Cayman is now sharper in every way and has never looked more in its place along side the 911. And yes, I did mention that it is not a 911 and it is true that this its only fault, if at all. That is until you take a 718 for a spin. Only the clueless jump to this conclusion. Those in the know will congratulate you on your purchase.
On the inside, it’s all Porsche. The center tunnel is a key feature in all of Stuttgart’s beauties. The dashboard is deceptively simple looking but it exists to serve a single purpose and that is to drive. This is why the 918-derived steering wheel is so at home here.
Comfort/space
The 718 Cayman’s cabin is expertly crafted, as you would expect any luxury car to be. The triple round gauge cluster is a throwback but its functionality is as current as ever.
Even if the Cayman is a fairly small car, the afforded room for the passengers is quite good. More importantly, the multiple adjustable seats and decent headroom are perfect for those that will don a helmet come track day. The basic Sport Seats included as standard in the base S provide all the necessary lateral support, ideal for apex carving through the Esses at the Circuit Mt. Tremblant. They’re also great for the drive back home thanks to their high level of comfort.
Unlike most mid-rear engine sports cars, the Cayman offers a real rear trunk that complements the frunk. The front one swallows the larger baggage while the rear is perfect for bags and softer stuff.
I’m a big fan of Porsche’s approach to ergonomics. The important controls, i.e., those directly linked to driving, are clearest and closest to the person in charge. HMI is excellent, both on screen and through the laid out switchgear.
Value/equipment
Porsches are not inexpensive, but then nor are Mercedes or Bentleys. As a pure driving tool, the base 718 Cayman is a good deal but then so is a Chevy Corvette Stingray, which retails for roughly the same money. An S with choice options such as Carrera S wheels, the Sport Seats Plus, PASM Sport suspension and Sport Chrono package come together for the ultimate 718, in my opinion, for just over $83k.
At the other end of the option spectrum, one could option out a 718 Cayman S for nearly $150k. For that kind of money, a Carrera S with the Powerkit and PASM Sport suspension would suit me better. As tested, my car retailed for $93k and change.
Powertrain/handling
When Porsche unveiled the new 718s, they did not reinvent both the Boxster and the Cayman. They instead, gave the cars a healthy dose of 21st Century. Because of environmental considerations, Porsche’s done the previously unthinkable and dropped 4-cylinder engines in the cars.
In the S, the 2.5-litre flat-4 is simply monstrous. All of its 309 lb.-ft. of torque are on tap from 1,900 rpm. The previous flat-6 generated 37 fewer pounds 2,600 rpm later. Therein lies the biggest difference. Instant boost and torque make for a very quick car, but also make for an easy car to drive quickly.
Getting up to speed requires less time, and overall, less fuel. You may not believe it but Porsche does sell highly efficient sports cars. Combined with the flawless 7-speed PDK transmission, a fuel consumption average of well below 10L/100 km is easily achievable. If only I could…
The car’s power is addictive and when equipped with the Sport Chrono package, will reach 100 km/h in only 4.2 seconds. The speed and transmission are something but the car’s breadth of abilities is something else.
The 718 Cayman is a dedicated driver’s car with ideal weight distribution, more brakes than really necessary and suspension (especially with PASM) that provide the ideal blend of grip and comfort. In fact, so good is the dampers tuning that when left in normal, they are capable handling all conditions save for the track. Only then is it useful to press the button below the one indicated by the word “Sport”. Steering is responsive but not so sharp or quick that it makes the car difficult to drive smoothly in town.
This car is a gift from the automotive gods for mortals of reasonable means. I’ve nothing more to say.
