2012 Porsche Cayman

Base RWD 2-Dr Coupe H6 man trans

2012 porsche cayman Reviews and News

Porsche Cayman R Vs Lotus Evora S Front Side View
A contemporary Lotus will never win a comparison test that values practicality. The sills are too wide, the pedal box is too cramped, and the switch gear is too finicky for daily use. So even though the Evora is the most livable model in Lotus's narrow lineup, it's only a daily driver if your commute consists of descending the stairs from the tower to pit lane. Porsche's Cayman, by almost every measure, is a much more accommodating everyday sports car.
Porsche Cayman R Vs Lotus Evora S Right Side View
Usually.
But the latest variant, the Cayman R, trades niceties for race-inspired minimalism. Following the formula of last year's Boxster Spyder, the R tosses the extraneous equipment (air-conditioning, radio, door handles) and swaps in a handful of lightweight bits (special seats, aluminum door skins, fabric pulls acting as door handles). There's also a stiffened suspension and 10 extra hp. Porsche says the maximum weight decrease is about 120 pounds, but you can add the luxuries -- and mass -- back in as options. On this particularly swampy Michigan morning, I'd gladly lug the 27-pound air-conditioner around the track if it means I don't have to ration breaths to keep the windshield clear. The gray sky overhead say "leave the sports cars parked," but our calendar says "Track Day, Grattan Raceway."
To match the sharpened skill set of the Cayman R, we've brought along the new Evora S, which adds a supercharger on top of the mid-mounted Toyota V-6. Power swells from 276 hp to 345 hp and torque rises from 258 lb-ft to 295 lb-ft. The S also includes the base Evora's optional sport package as standard fare. A single button to the left of the steering wheel quickens throttle response, opens an exhaust bypass, raises the rev limit, and relaxes the stability control.
Wet track, dry track
For a small-time, rural Michigan track, Grattan offers a brilliant series of off-camber curves, elevation changes, and off-camber curves occurring over elevation changes. The persistent rain makes the track significantly slower, but it also forces us into gradual familiarization with both the cars and the track. We log a couple hours exploring the limit behaviors of our mid-engine track toys at comfortable speeds while also picking up on the driving line. Based on previous Evora experiences, I'm surprised at how readily the Evora S understeers on the wet pavement. It takes an intense amount of precision to complete a full lap within the Evora's narrow envelope of traction, but the Lotus is also more immediate in responding to mid-corner throttle adjustments and it is easier to toy with understeer and oversteer. The Cayman has a broad, predictable swath of neutral grip and follows the driver's intentions more closely. It instills confidence, but you can't edge into oversteer with the same amount of control as in the Evora.
The Lotus's steering effort -- light and delicate yet masterfully precise -- is the stuff of dreams. Surprisingly, though, the Evora massages front-end information more than the Porsche. That's not to say it masks or eliminates feedback, but once you go beyond the limit of adhesion, the Lotus communicates a sensation of tires softly gliding over the pavement while the Porsche faithfully transmits the gritty scrub of tires under duress. The Cayman's steering is much heavier and stiffer, and is less inviting of micro-adjustments through a corner. So we like the Cayman's honesty and the Evora's feel and weight. Those inane pro/con pads of paper exist for quandaries like this. Any way you cut it, though, after an hour of writing adjectives, you'll have two sheets with a pro list that's five times longer than the con list. Both cars offer steering that's quick, progressive, and confidence inspiring, and they both set standards for the rest of the industry to emulate. As the rain breaks, our track day turns into a low-speed parade of Porsche 911s, Audi R8s, and Ford Super Duty trucks wringing the water out of the pavement. Nature -- apparently impressed that such a concentration of testosterone and horsepower could slow down long enough to choreograph that kind of effort -- abides with a reprieve from the wetness.
Even before the truly hard driving has started, the Cayman's brake pedal is softer and less certain than the Evora's. There's a long squeeze of lifeless travel before the brakes start biting and once they do they're less easy to modulate. The ambiguity transforms the brake pedal from a progressive precision tool into a simple switch, and leads the driver to make more deliberate, less measured braking inputs. Accordingly, anti-lock braking comes into play sooner, more frequently, and more often unintentionally. As the track dries and we drive faster and brake harder, the Cayman shows evidence of fade, exaggerating the dull-knife feeling. It's disappointing for a Porsche and unacceptable for a Cayman R. In contrast, the Evora's brakes deliver faithful, responsive stopping power all day long. While we regularly pull off the track because the Cayman's brakes begged for relief, the Evora lets us lap on our own schedule.
Drier, grippier pavement redefines the Evora's handling, bringing it much closer to the neutrality of the Cayman. We're delighted, though, that the Lotus retains its willingness to respond to minute throttle changes. While the Cayman's handling behavior isn't seriously affected by the pavement's dampness, the dry track makes the Porsche that much more planted and poised. Again, it's less eager to deviate from the driver's initial inputs mid-turn, but it's so easily to place the car on the right line.
Porsche Cayman R Vs Lotus Evora S Side View
These two cars also reveal a key character difference in how their stability control systems operate. The Evora's metaphorical safety net sits just inches away from disaster, allowing the driver to aggressively lap the track and dip into small amounts of oversteer without ever exciting the electronic nannies, even in the standard setting. In fact, since the sport button makes the throttle artificially jumpy, we favor the standard setting and happily marvel at the laissez-faire stability system. When you do finally upset the Lotus, the stability control steps in with a calm confidence and gentleness that seems almost revolutionary. The brakes carefully correct your actions like a professorial mentor rather than reprimand like a weary parent. Where most stability control systems quash your forward momentum, the Evora just nudges you back on course. It shouldn't come as a surprise that the sophisticated computers in today's cars are capable of manipulating the brakes with such finesse, but there are few cars that do it. We blame the lawyers, who clearly must have gotten their hands on the Cayman. Whether in standard or sport mode, the Porsche doesn't come close to offering the freedom of the Evora. The stability control will intervene sooner and interrupt with a nasty abruptness. With the grace and subtlety of Jon Lovitz, Porsche's stability control chops your speed and yanks the car back into a harmless trajectory.
One shift away from excellence
Our Cayman R is equipped with the excellent seven-speed dual-clutch automatic. It is quick, intelligent, and pleasantly engaging. It also adds 55 pounds to the R's curb weight. While the 3.4-liter horizontally opposed six-cylinder makes less torque than the Evora S (273 lb-ft vs 295 lb-ft) and has a steeper torque curve, the tall, well-placed paddles are perfect for keeping the engine on boil at the upper end of the tachometer.
Both engines are flexible and willing to rev, but the potent powerplant in the Evora S is hampered by the six-speed manual that lacks any meaningful feel. The stick is sloppily loose and there's an infuriating reluctance to downshift into second gear. Fortunately, the supercharger spinning above the 3.5-liter V-6 means torque is omnipresent throughout the power band, making up for the one or two turns where we would like to be in second but the gearbox dictates third.
Former road test editor Marc Nordeloos lays down some laps for time just as the weather starts turning again. The track wasn't dry to begin with and the last couple of Evora laps were run as a fine mist fell, so we don't put much weight into the numbers here. Still, the Cayman's 1.6-second quicker time (1:31.33 to the Lotus's 1:32.98) backs our subjective judgments: the Cayman R is confidence, poise, and consistency; the Evora S is finesse, art, and agility. Turning out equally fast laps in these cars is possible, but doing so requires two very different approaches.
R is for reason, S is for seduction
The Evora's recalcitrant gearbox would be out of place in a Honda Fit, which means it's practically a deal-breaker in a car like this. There's also no doubt that most drivers could jump into a Cayman R and lay down faster laps far sooner than they could with the Evora S.
Yet weeks after we visited Grattan, it's the Lotus that still haunts my daydreams. Its delicacy and responsiveness challenge you to be a better driver and deliver immense satisfaction when you get things right. While the Cayman R commands your respect, the Evora S seduces your heart and clouds your brain. If I were buying a track toy, I'd choose the Cayman R, but If I were staring at both cars in the pits, you'd soon find me on the track in the Evora S.
Porsche Cayman R
Porsche Cayman R Front View
Base price: $67,250
Price as tested: $75,900
Overview
Body Style:
2-door coupe
Accommodation: 2-passenger
Construction: Steel unibody
Powertrain
Engine:
24-valve DOHC flat-6
Displacement: 3.4 liters (210 cu in)
Power: 330 hp @ 7400 rpm
Torque: 273 lb-ft @ 4750 rpm
Transmission: 7-speed automatic
Drive: Rear-wheel
Fuel economy: 20/29 (city/hwy)
Chassis
Steering:
Hydraulically assisted
Turning circle: 36.4 ft
Suspension, front: Struts, coil springs
Suspension, rear: Struts, coil springs
Brakes: Ventilated discs, ABS
Wheels: 19-inch alloy
Tires: Michelin Pilot Sport II
Tire size, front: 235/35R-19
Tire size, rear: 265/35R-19
Measurements
Wheelbase:
95.1 in
Track F/R: 58.7 in/ 60.2 in
L x W x H: 171.7 x 76.9 x 50.6 in
Cargo capacity, F/R: 5.3/9.2 cu ft
Weight: 2855 lb
Fuel Capacity: 14.3 gal
Fuel grade: 91 octane

Lotus Evora S
Base price: $77,175
Price as tested: $88,100
Overview
Body style:
2-door coupe
Accommodations: 2-passenger
Construction: Aluminum unibody
Powertrain
Engine:
24-valve DOHC supercharged V6
Displacement: 3.5 liters (211 cu in)
Power: 345 hp @ 7000 rpm
Torque: 295 lb-ft @ 4500 rpm
Transmission: 6-speed manual
Drive: Rear-wheel
Fuel economy: 17/26 (city/hwy)
Chassis
Steering:
Hydraulically assisted
Turning circle: 33.3 ft
Suspension, front: Control arms, coil springs
Suspension, rear: Control arms, coil springs
Brakes: Ventilated discs, ABS
Tires: Pirelli P-Zero Corsa
Tire size, front: 235/35R-19
Tire size, rear: 275/35R-20
Measurements
Wheelbase:
101.4 in
Track F/R: 61.7 in/62.0 in
L x W x H: 170.9 in x 72.8 in x 48.1 in
Cargo capacity: 6 cu ft (23 cu ft behind rear seat)
Weight: 3168 lb
Fuel capacity: 15.9 gallons
Fuel grade: 91 octane
2012 Porsche Cayman R Front View
The weather turned to crap the minute we started driving the Porsche Cayman R on the Spanish island of Mallorca. Jawbreaker-sized hail and gusty winds tried to slow us down -- but we didn't give in. That happened a few seconds later, when we realized that when wet, the island's roads are as slick as ice.
2012 Porsche Cayman R Side View On The Track
Sadly, by the time we returned from our drive in the Cayman R, conditions hadn't improved one bit. The people from Porsche seemed worried that the slippery surface had ruined our chances to push the R to its limit. Well, we were definitely at -- and above -- the limit, but we did miss out on some of fun.
The R is based on the Cayman S and Boxster Spyder, two of the best sports cars in the world. To make an R, Porsche starts with a Cayman S and yanks just over 120 lb out of it. Out come the air conditioning, the radio, and the navigation system. With the main objective of "improving agility and performance," clearly the 6.6-lb stereo system had to go. The door skins (usually made of steel) are replaced with the aluminum skins from the 911 Turbo, saving 33 pounds. The missing A/C saves 26.5 pounds. Lightweight seats (similar to those in the Boxster Spyder) save another 26.5. Lightweight wheels save another 10 pounds, and other changes (including a lithium-ion battery and a smaller fuel tank) shave another couple pounds from the Cayman.
Besides adding lightness, Porsche also added more power. Whereas the 3.4-liter flat six in the Cayman S (and in the Boxster Spyder) is good for 320 hp @ 7200 rpm, the Cayman R, with its revised exhaust system and engine management, makes 330 hp @ 7400 rpm -- and, with the optional sport exhaust, enough beautiful music to replace the missing radio.
The R rides 20 mm (0.79 inch) lower than the regular S. Stiffer springs and dampers work with revised sway bars to flatten handling. Visually, the R is quite outspoken, with a rear spoiler whose upper surface is painted silver or black, whichever provides more contrast with the car's base color. It comes with the nineteen-inch wheels from the Boxster Spyder as well as the limited-slip differential that's optional on the Cayman S. Inside, ultra-cool pull-straps replace the interior door handles, just like in the 911 GT3 RS (and the Boxster Spyder).
Porsche says the changes drop the Cayman S's 4.8-second 0-60 mph time down to 4.4 seconds (with the dual-clutch PDK transmission and Sport Chrono package.) Manual transmission cars do the deed in 4.7 seconds (down from 4.9 in the Cayman S) and top speed increases by 2 mph to 175 mph, or 174 with the PDK. Unfortunately, Mother Nature prevented us from verifying those claims.
2012 Porsche Cayman R Front 3q
But regardless of road conditions, this Cayman is a pleasure to drive. The clutch-shifter-throttle calibration might be the world's best, and the cabin is comfortable and well built. The steering is, of course, damn near perfect, and the brakes feel like they could stop Charlie Sheen's career freefall.
Our previous experience with the Cayman S in inclement conditions had us a little surprised at the R's performance. Normally extraordinarily forgiving, this Cayman is a bit of a handful at its limits. Understeer disappears by the time you hit 40 mph, and the R's neutral balance made concentration an absolute must in the slippery conditions. On Mallorca's crazy-slick pavement, the Bridgestones' breakaway characteristics were as progressive as a popcorn kernel in a microwave -- and since the Cayman was just as likely to oversteer as understeer, it made for a lot of work (and a couple of, um, moments) on the island's cliff-side roads.
We suspect this hotrod Cayman is far better poised in grippier conditions, but we reserve full judgment until we've had more time behind the wheel. The Cayman R should be hitting dealers right now, with a base price of $67,250 -- more than ten grand less than a base, 345-hp 911 Carrera.
2012 Porsche Cayman
2012 Porsche Cayman
The Cayman, depending on how you view it, is either a cynical way to make more money off the Porsche Boxster or the best sports car in the world. We tend to lean toward the latter. Yes, Porsche charges nearly $4000 more for the Cayman than it does for the Boxster, and yes, that $52,850 doesn't buy you nearly as much horsepower as you can get in a Chevrolet Corvette or a Nissan 370Z. But the Cayman, which is twice as stiff as the very rigid Boxster, makes up for its spec-sheet shortcomings with unparalleled balance and reflexes. It helps that the roof traps the wail of the boxer engine right behind your ears. The Cayman is not one of those cars that will allow you to pretend you're a great driver, though--it does exactly what you tell it to, for better or for worse. For those who seek more than the base model's 265 hp, there's the 320-hp Cayman S and, new for this year, the 330-hp Cayman S Black Edition. The hottest variant remains the Cayman R, which combines a hopped-up 3.4-liter flat six with a stiffer suspension. Like the Boxster Spyder, it spares no effort in shedding weight. There's no radio or air-conditioning, the door skins are made of aluminum, the battery is a compact lithium-ion unit, and the door pulls are canvas. The replacement for the five-year-old Cayman is not far off and will, we presume, be faster and more efficient (and possibly will offer a four-cylinder engine). For now, though, this is as good as it gets.
2014 Jaguar XFR S Front Three Quarter
Thoughts about November often involve images of falling leaves, family meals over turkey, and crisp autumn weather. However, if you're a car enthusiast November also marks the first North American auto show of the season in Los Angeles, California. Here are our five favorite new cars from the 2012 Los Angeles Auto Show to rip us all out of our tryptophan-induced lulls.
2013 Porsche Cayman Front Three Quarter
Well, well, well, what do we have here? Could it be the all-new 2013 Porsche Cayman? Why, in fact, it does seem to be, making an appearance prior to its Los Angeles Auto Show debut later this month. We already know almost all there is to know about the 2013 Cayman. Since it is based off of the Porsche Boxster, expect the Cayman to share all of the roadster's mechanicals. That means the base Cayman will be powered by a 2.7-liter flat-six good for 265 hp and 206 lb-ft of torque. There will, of course, also be a hotter Cayman S that will use the same 315-hp, 266-lb-ft 3.4-liter flat-six from the Boxster S. Six-speed manual and PDK dual-clutch transmissions will send power rearward for both Cayman models, of course. Because of the Cayman's very close relation to the Boxster – it's essentially just a coupe version of the roadster – we have a pretty good idea how it will look, and these Instagram shots confirm our suspicions. The Cayman's greenhouse will look almost identical to the outgoing car, complete with the same upsweep at the C-pillar; however, as we know from the Boxster, the new Cayman will be slightly longer than the first-generation car. A new front end will incorporated stacked headlights with thin LED running lights and large intakes. The same fantastic taillight-integrated spoiler from the Boxster makes the jump to the Cayman, although here it looks to be integrated to the bottom of the hatchback liftgate. The profile is dominated by a sharp character line below the door handles, which sweeps back into new, enlarged cooling ducts. From these shots, we can see that the Cayman will be every bit as stunning as its drop-top sister, a car that we named 2013 Automobile Magazine Design of the Year. Expect Porsche to reveal more information when the car debuts on Wednesday, November 28 at the Los Angeles Auto Show. Source: Instagram
2013 Porsche Cayman Spied AMAG
Whether you love or hate the changes revealed in the new 2013 Porsche Boxster, expect much of what you see to migrate over to the next-gen Cayman. In typical Porsche fashion, the new coupe will be an evolutionary transformation, especially from the side, which, aside from the door-mounted side-view mirror, appears identical to the current-gen model. The front end should get the 2013 Boxster’s more narrow headlights, while the tail is expected to get the same dramatic spoiler and taillight design.
2012 Porsche 911 Carrera S Rear Side
Porsche Works driver Patrick Long and Rolex Grand-Am champ Leh Keen gear up for another day at the office to show the 2012 911 Carrera S in all its glory as they play chase around the Laguna Seca raceway.

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Certified Pre-Owned 2012 Porsche Cayman Pricing

Certified Pre Owned Price
$38,850

Used 2012 Porsche Cayman Values / Pricing

Suggested Retail Price
$51,900

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5
2012 Porsche Cayman
2012 Porsche Cayman
Base RWD 2-Dr Coupe H6
19 MPG City | 27 MPG Hwy
Top Ranking Vehicles - MPG
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2
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5
2012 Porsche Cayman
2012 Porsche Cayman
Base RWD 2-Dr Coupe H6
19 MPG City | 27 MPG Hwy
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22
2012 Porsche Cayman
2012 Porsche Cayman
Base RWD 2-Dr Coupe H6
$51,900
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10
2012 Porsche Cayman
2012 Porsche Cayman
Base RWD 2-Dr Coupe H6
265hp
Top Ranking Vehicles - Horsepower

2012 Porsche Cayman Specifications

Quick Glance:
Engine
2.9L H6Engine
Fuel economy City:
19 MPG
Fuel economy Highway:
27 MPG
Horsepower:
265 hp @ 7200rpm
Torque:
221 ft lb of torque @ 4400rpm
  • Air Conditioning
  • Power Windows
  • Power Locks
  • Power Seats
  • Steering Wheel Tilt
  • Cruise Control
  • Sunroof (optional)
  • ABS
  • Stabilizer Front
  • Stabilizer RearABS
  • Electronic Traction Control
  • Electronic Stability Control
  • Locking Differential (optional)
  • Limited Slip Differential (optional)
  • Airbag Driver
  • Airbag Passenger
  • Airbag Side Front
  • Airbag Side Rear (optional)
  • Radio
  • CD Player
  • CD Changer (optional)
  • DVD (optional)
  • Navigation (optional)
Vehicle
50,000 miles / 48 months
Powertrain
50,000 miles / 48 months
Corrosion
Unlimited miles / 120 months
Roadside
50,000 miles / 48 months
Recall Date
12-31-1969:21:35:10
Component
SEAT BELTS
Summary
PORSCHE IS RECALLING CERTAIN MODEL YEAR 2011 911 SPEEDSTER AND 911 GTS RS 4.0; AND MODEL YEAR 2012 BOXSTER (INCLUDING S AND SPYDER); CAYMAN (INCLUDING S AND R); 911 CARRERA (INCLUDING S, GTS, 4, 4S, AND 4 GTS); 911 TARGA 4 AND TARGA 4S; AND 911 TURBO AND TURBO S MODELS MANUFACTURED FROM MAY 31, 2011, THROUGH JUNE 10, 2011. THERE IS A POSSIBILITY THAT THE MOUNTING HOLES IN THE SEAT BELT ANCHOR PLATES FITTED TO THE VEHICLE ARE TOO SMALL. IF THE HOLE DIAMETER IS TOO SMALL, THE ANCHOR PLATE MAY NOT BE ABLE TO ROTATE ABOUT THE FASTENING BOLT AS DESIGNED.
Consequences
SHOULD THIS OCCUR, THE SEAT BELT MAY NOT BE ROUTED OPTIMALLY AROUND THE OCCUPANT, OR MAY POTENTIALLY LOOSEN AT SOME POINT IN THE FUTURE INCREASING THE RISK OF INJURY DURING A CRASH.
Remedy
PORSCHE WILL NOTIFY OWNERS, AND DEALERS WILL INSPECT THE SEAT BELT ANCHORS AND, IF NECESSARY, REPLACE THE SEAT BELT. THE REPAIRS WILL BE PERFORMED FREE OF CHARGE. THE SAFETY RECALL BEGAN ON SEPTEMBER 2, 2011. OWNERS MAY CONTACT PORSCHE AT 1-800-767-7243.
Potential Units Affected
235
Notes
PORSCHE CARS NORTH AMERICA, INC.


NHTSA Rating Front Driver
Not Rated
NHTSA Rating Front Passenger
Not Rated
NHTSA Rating Front Side
Not Rated
NHTSA Rating Rear Side
Not Rated
NHTSA Rating Overall
Not Rated
NHTSA Rating Rollover
Not Rated
IIHS Front Moderate Overlap
N/R
IIHS Overall Side Crash
N/R
IIHS Best Pick
N/R
IIHS Rear Crash
N/R
IIHS Roof Strength
N/R

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5-Year Total Cost to Own For The 2012 Porsche Cayman

Depreciation
34.8%
Loss in Value + Expenses
= 5 Year Cost to Own
Depreciation
$18,156
34.8%
Insurance
$8,030
15.4%
Fuel Cost
$12,354
23.6%
Financing
$4,550
8.7%
Maintenance
$4,242
8.1%
Repair Costs
$4,422
8.5%
State Fees
$484
0.9%
Five Year Cost of Ownership: $52,238 What's This?
Value Rating: Above Average