The Cayman is almost exactly the same car as the Porsche Boxster, with the exception that its roof is part of the body structure rather than a separate item that can be folded away if desired. Those who enjoy top-down motoring will prefer the Boxster. The more expensive Cayman is for people who don't like this, or who are looking for a more focussed driving experience.
The current car was launched in 2013 and is substantially different from its predecessor, being longer and wider and having a lower centre of gravity.
It's available in four forms - in order of power output (lowest first) the standard car, the S, the GTS and the GT4. The regular Cayman has a 2.7-litre engine, the next two a 3.4 and the last a 3.8, all of them naturally aspirated and in six-cylinder "boxer" form.
Each one has a six-speed manual gearbox, and all but the GT4 have the option of a seven-speed PDK semi-automatic.
Performance
One feature shared by all the engines is that they produce their maximum power output at 7400rpm. That's pretty high, and while it's fun to stretch them to that extent (not least because the sound effects are absolutely wonderful) you're not going to be able to do this on a regular basis.
Fortunately, they also perform well at much lower speeds, so they're flexible enough for when you want to drive briskly rather than flat-out.
The 2.7-litre engine in the entry-level model is by some way the least powerful, with 271bhp. In manual form this car takes 5.7 seconds to accelerate from 0-62mph, which is good but not all that impressive for a Porsche. But it shouldn't be dismissed, because this level of performance suits the Cayman's wonderful handling very well. You don't need any more power.
But if you want it, it's there. The S, GTS and GT4 produce 321bhp, 335bhp and 380bhp respectively, and their 0-62mph times are 5.0, 4.9 and 4.4 seconds. Top speeds range from 165mph to 183mph.
Where available, the PDK gearbox knocks a tenth off the 0-62mph and fractionally lowers the top speed. The PDK's gearchanges are super-quick, and of course it makes the car a little easier to drive. Manual models, which have quite a heavy clutch action, reflect your shifting ability. If you're clumsy, the car will thud inelegantly from one gear to another. If you're smooth and accurate, the changes will be almost seamless.
Ride and Handling
The level of grip is extraordinarily high, and unless you do something spectacularly stupid there is no sign on public roads that either end will ever let go.
The chassis is more tolerant of below-standard driving than the manual gearbox is. Apply the throttle at the wrong time, or lift off mid-corner because you went in too quickly, and the Cayman will quietly sort things out for you. Driven properly, it handles magnificently. The level of grip is extraordinarily high, and unless you do something spectacularly stupid there is no sign on public roads that either end will ever let go. As with most other modern Porsches (though definitely not a Macan fitted with overly large wheels) the ride quality is better than seems possible in a car that can take corners with such gusto. Driving the length of France in one day, for example, should not be unduly tiring. The GT4, launched in early 2015, is not only the most powerful Cayman but is also the one with the highest cornering ability. An aerodynamic package (including a very purposeful looking rear wing) is standard, and the ride height is 30mm lower than that of the other versions.
Interior and Equipment
It's named after the caiman, a close relative of the alligator. References to the Cayman Islands are inaccurate, if sometimes amusing.
From the outside, the Cayman looks as if it might be unsuitable for taller drivers, but that simply isn't the case. We've seen one six foot five chap sit inside it with a good couple of inches between his head and the roof. Luggage space isn't bad either, and certainly better than that of the Porsche 911 at 425 litres. That capacity is split between two luggage compartments, one under the bonnet and one behind the mid-mounted engine, so you're not going to be able to carry really large objects. Your certainly can't store anything on the back seats, as you can in the 911, because the Cayman doesn't have any. Following current Porsche practice, the interior is beautifully designed and made of high-quality materials. As usual, though, it's not as well-equipped as you might expect for the price, and you have to pay extra for things like Bluetooth connectivity and satellite navigation.
Cost
The 2.7-litre with manual transmission and no optional extras costs just under £40,000, and if driving enjoyment is your main priority this is quite a bargain
Since there's no really high-performance Cayman (a 500-plus bhp version is presumably possible but could do significant damage to 911 sales), average running costs across the Cayman range are not too excessive. Combined fuel economy for the 2.7 is 33.6mpg, and this is one of the very few Porsches ever built with CO2 emissions of less than 200g/km. The actual figure of 192g/km means it will cost £265 per year to tax. Despite their different power outputs, the 3.4-litre engines in the S and the GTS are officially identical in terms of environmental effect, at 31.4mpg and 211g/km, with the GT4 trailing behind at 27.4mpg and 238g/km. The 2.7-litre with manual transmission and no optional extras costs just under £40,000, and if driving enjoyment is your main priority this is quite a bargain. We'd expect, however, that most buyers will insist on spending more because they want extra power or more equipment or both.
Our Verdict
The Cayman is Porsche's best car. There, we said it. With a full body structure and the engine in the right place it has two immediate advantages over any other of the company's models, and it uses these to such good effect that it outhandles almost anything else on the road, or certainly anything of remotely comparable price. It also sounds fantastic and is incredibly roomy. We'd go for the 2.7 manual (and not just because it's the cheapest) but, honestly, any of them would do.
