2014 Porsche Cayman

Base RWD 2-Dr Coupe H6 man trans

Base RWD 2-Dr Coupe H6 man trans

2014 porsche cayman Reviews and News

2014 Alfa Romeo 4C Vs 2014 Porsche Cayman Front Left View
With a rigid, carbon-fiber tub in the best Ferrari tradition, the Alfa Romeo 4C's trump card is a waiflike curb weight of roughly 2500 pounds. But there is much more to Alfa's new mid-engine entry, like neck-snapping Brembo brakes, ultrasticky Pirelli PZero rubber, and unassisted and unfiltered steering. Power is courtesy of a 237-hp, 1742-cc turbocharged four-cylinder engine that tattoos your eardrums with lust and desire. The banzai Italian, limited to 3500 units a year, can even outsprint the much more expensive Porsche 911 Carrera to 62 mph.
Has the oft-cited technology transfer from Ferrari and Maserati to Alfa Romeo yielded a winner at last? Is the 4C the brand's promised comeback car, the much-needed halo model capable of putting Alfa Romeo back on the map, both in the United States and in the brand's existing markets? Or is it little more than Italy's belated answer to the Lotus Elise, a minimalist tool that excels only during memorable early-morning blasts? To find out, we paired the rowdy red rascal with the much more formal Porsche Cayman. The outcome of the two-day trial could not have been more eye-opening.
While the Porsche is a comfortable and convenient sports car for grown-ups, the Alfa is both fascinating and flawed. It addresses the hooligan inside, constantly pushing its own limits and those of the driver. The 4C fuses a lightweight physique and heavyweight performance to create a very special sports car experience.
As a marque, Alfa Romeo is currently on a drip feed. The Fiat-owned brand fields a two-model lineup in its home market: the slow-selling MiTo subcompact, which missed the hearts of most Alfisti by a substantial margin, and the Giulietta, which turned out to be a stylish but otherwise inferior Volkswagen Golf competitor. The 8C Competizione, released six years ago, was an overpriced and short-lived glimmer of hope, but it did plant the seed for the 4C, which was conceived as a more affordable but in many ways even more extreme brand-shaper. The uncompromising mid-engine two-seater is skin-over-bones light and focuses primarily on performance and handling. Exciting to drive and yet surprisingly efficient, it scores a ten out of ten for head-turning style, and yet it won't deplete your bank account like all those big-name supercars that are essentially built to the same format. Did Alfa achieve the squaring of the circle, or is the 4C a pretty phony that will fall apart in the real world?
We started day one on the Alfa Romeo test track in Balocco -- in the Porsche, which is supersweet, superstable, and super-balanced. Even with all the chips switched off, the Cayman is a master of creaminess. The steering is smooth and progressive, the light-footed handling is easily modulated, the drivetrain performs in a flow, the brakes do their job with communicative enthusiasm. There are no rough edges, no abrupt transitions, no nasty surprises. You could (but shouldn't) accept an incoming phone call while sliding through the esses, type in a destination while maxing out the boxer six on the long straight, contemplate the dinner menu on the approach to pit lane. Does that make it boring, predictable, two-dimensional, and too perfect for its own good?
The person stepping out of the 4C surely will tell a different story. He or she might be a bit shaken, breathing heavily, fingers trembling, drops of sweat popping up on the forehead. But on the track the Alfa driver will have smiled a bit more broadly than the person at the wheel of the Porsche and perhaps have a deeper, more intense glow about them. Could it be that the Italians are onto something truly exceptional? Can the 4C beat the Cayman at its own game?
In terms of sex appeal, the new supermodel assembled by Maserati in Modena clearly eclipses the challenger from Zuffenhausen. The 4C is exceptionally pretty from all angles. Its proportions are emphatically seductive, as every detail catches the eye and holds it for a second before letting it move on. Even the odd, wart-shaped headlights grow on you. The side air intakes are brash and bold, and the rear end with the round taillights and the see-through engine cover looks like a junior Ferrari 458 Italia.
In terms of practicality, however, the 4C is not one iota more advanced than Alfa Romeo's legendary 33 Stradale that was built between 1967 and 1969. Rear-three-quarter visibility is nonexistent, the cockpit is a droning symphony composed of hard black plastic, and the tiny trunk aft of the engine will fry your luggage like a microwave oven on high. The steering wheel has a squared-off bottom, and the garish all-digital instrumentation looks as silly as that in a Lam-borghini Aventador. The center console houses four push-buttons labeled 1, R, A/M, and N, which are hard to reach and even harder to see. The dual-clutch automatic transmission's transition from reverse to forward takes long enough to double your heart rate, and it is accompanied by an infuriating chime. Headroom and shoulder clearance are not an issue, but climbing into and out of the car should be practiced in private before you embarrass yourself in public. Once installed, one sits tall with stretched arms and legs akimbo in that typical Italian driving position, which works much better for jockeys than for centers or forwards.
If the 4C is a high-tech bivouac on wheels, then the Cayman is a fully furnished luxury condo. It can be optioned with touchscreen navigation, eighteen-way adaptive sport seats, and a Burmester sound system. The Alfa has none of this, but then it is some 450 pounds lighter in American spec. Its carbon-fiber tub weighs only 143 pounds, and the heavily revised version of the 1742-cc engine from the Giulietta has shed 49 pounds. Even the controversial headlamp units save nine pounds each over a less offensive design. To cut more calories, there are only two airbags (U.S. cars will add side and knee airbags), only two speakers, and only two ways to adjust the basic yet comfortable seats. The compact dimensions also help. At 157 inches, the Alfa is fifteen inches shorter than the Porsche. The wheelbase, however, is only 3.7 inches less than the Porsche, which is slightly narrower and 4.3 inches taller. EPA ratings are not yet available for the 4C, but in the European test cycle it is less thirsty than the Cayman, suggesting that it will beat the PDK-equipped Cayman's 22/32 mpg EPA figures. But the Alfa's tiny 10.6-gallon fuel tank creates a frustratingly short cruising range, unlike the Porsche with its 16.9-gallon tank.
Price isn't going to be the deciding factor here, as the Alfa's U.S. starting figure of "approximately $54,000" (according to an Alfa spokesman) is right on top of the Boxster's current base tab of $53,550. What has a real effect is the sprint from 0 to 62 mph, where the 4C's much more energetic 4.5 seconds not only clearly eclipses the Cayman's 5.4 seconds but actually matches that of a stick-shift 400-hp 911 Carrera S. On paper, the six-cylinder car narrowly edges its four-cylinder rival in terms of top speed (164 mph versus 160 mph), but on the A26 autostrada both coupes reached an identical indicated 166 mph. The 4C is not only quicker off the mark, it also dominates the torque sweepstakes. While the Cayman's normally aspirated 2.7-liter flat six develops 213 lb-ft between 4500 and 6500 rpm, the 4C's turbocharged four-cylinder spreads a notably brawnier 258 lb-ft from 2200 to 4250 rpm.
So how does the Cayman manage to keep up? For a start, its engine will rev to 7600 rpm rather than being redlined at 6500 rpm, and its transmission has seven instead of six gears for longer legs and a more progressive acceleration curve. It is, of course, the weight advantage that makes the Alfa shine against the stopwatch and in traffic, where the doctor orders fewer downshifts. In the Porsche, you find yourself driving in hyperactive Sport Plus mode most of the time in order to keep up with the red rebel.
It's a great car, this Ferrari-inspired two-seater, but sooner or later there comes a time when you frown at its idiosyncratic character. Whereas the Porsche is so homogenous it almost morphs with itself, the Alfa releases you with rosy cheeks, sore palms, and the subconscious on fire. The tallest hurdle between mistrust and friendship is the manual steering. Above 10 mph, the effort required is spot-on most of the time, but at parking speeds the direction-finder threatens to freeze in your arms. The quick and responsive rack controls a pair of relatively narrow front tires. Our test car was fitted with the optional racing package, which includes 205/40YR-18 Pirelli PZeros on one end and fatter 235/35YR-19 tires on the other. The 4C's chassis setup also features an unorthodox suspension layout: control arms in front and MacPherson struts in the rear, as well as a pronounced 40/60-percent rear weight bias.
On cold tires, tweaking the cornering balance with the right foot is dead easy. But start pushing, and the slim front footwear heats up quickly, increasing understeer. The DNA mode selector (dynamic, natural, all-weather) calls up different stability control and drivetrain attitudes, including a new race mode that cancels ESP assistance altogether. Even with all electronic aids deactivated, the 4C remains an interactive tool that never leaves you in any doubt about what is going to happen next. Having said that, the Alfa is not as intuitive and confidence-inspiring at the limit as the Porsche. Steering inputs tend to unsettle the front wheels to a greater extent than expected, both on uneven turf and at high speed. Tramlining is an issue on back roads and on the autostrada, where the Alfa's occasionally snappy front end is best left alone so that it can sort itself out like a vintage Porsche 911. Even though more compliance would undoubtedly yield more control, the R&D team under CEO Harald Wester consciously went down the hard-core road for ultimate grip. On the track, the ride is flat and the composure is faultless, but in the land of deep potholes and yawning manhole covers, the 4C puts up more of a fight than the rock-solid yet nicely compliant Cayman.
Both test cars were fitted with nonadjustable dampers, but the Porsche was shod with wider tires sized 235/35YR-20 in the front and 265/35YR-20 in the back. Despite the Cayman's 38-hp advantage, the 4C was almost always the quicker car, and it was also more fun to drive, at least while the driver's physical stamina lasted. Contrary to the fuss-free Cayman, the shirt-sleeved Alfa is always ready to put up a fight. Its angry, electronically controlled Q2 differential cuts sawteeth into any perfectly constant radius, its nineteen-inch rear tires tap dance to an ever so slightly different rhythm than the eighteen-inch front wheels, and its ventilated disc brakes take every opportunity to test your neck muscles. Accompanying this zero-compliance tour de force is a soundtrack so addicting that it might be subject to an entertainment tax. On top of all this there is the incidental music played by the soloists in the 4C orchestra: the rackety-clackety-wham of the busy dual-clutch automatic gearbox, the fine whine of the restless turbocharger, the high-pitched duet of direct injection and wastegate whoosh.
And yet.
By late afternoon, the line for the keys to the 4C is down to the youngest member of our team. By now, the geriatrics need a break from the heat, the vibrations, and the excitement. Enter the Cayman. Its chairs are designed for human beings, not monkeys; its air-conditioning doesn't freeze the face while frying the toes; and its supple suspension has not been signed off by a direct descendant of the Marquis de Sade.
And yet. The base Cayman is not sufficiently special, its hereditary cocktail contains too many Volkswagen genes and not enough from the GT3. Its flat six makes all the right noises while lacking the thrust of its meaner siblings. The entry-level 2.7-liter coupe is too expensive for what it is, and it certainly is not worth the premium over the Boxster, which is two cars in one.
And yet. The 4C is so much more of a statement, so exhilarating to drive, so crude and pure and exotic. Only about 1000 units a year will come to the United States, and the waiting list is said to be six months. To whet your appetite, there are six paint colors to choose from, four types of upholstery, the aforementioned racing package, and a tasteful luxury package.
The Alfa can pull 1.1 g's on the skidpad and 1.25 g's under braking. That's knocking on Ferrari territory, just like the gleaming, naked, carbon-fiber weave that shapes the tall sills and the tapered footwells. Conceptually, this is a street-legal racing car, sold at a discount price. Weight-saving technologies this sophisticated typically carry a much higher sticker than $54,000. The 4C may well emerge as one of a select few desirable and affordable new cars with a near-zero midterm depreciation forecast. Having said that, the Cayman is, of course, the more complete all-around car and the safer bet for those who travel long distances and many miles. But as soon as parking space and funds permit the purchase of a second car, an Alfa Romeo 4C should be on every gearhead's want list. A mere four days after relinquishing the keys, I was already feeling strong withdrawal symptoms and longing for an encore.

2014 Alfa Romeo 4C

Base Price: $54,000 (est.)
Engine: 16-valve DOHC turbo I-4
Displacement: 1.7 liters (106 cu in)
Power: 237 hp @ 6000 rpm
Torque: 258 lb-ft @ 2200–4250 rpm
Transmission: 6-speed automatic
Drive: Rear-wheel
Steering: Unassisted
Front Suspension: Control arms, coil springs
Rear Suspension: Strut-type, coil springs
Brakes: Vented discs
Tires: Pirelli PZero AR Racing
Tire Sizes F, R: 205/40R-18 86Y, 235/35R-19 91Y
L x W x H: 157.0 x 78.4 x 46.6 in
Wheelbase: 93.7 in
Weight: 2500 lb (est.)
Weight Dist. F/R: 40/60%
Cargo Capacity: 3.9 cu ft
Est. Fuel Mileage: 24/33 mpg
0-62 MPH: 4.5 sec
Top Speed: 160 mph

2014 Porsche Cayman

Base Price: $53,550
Engine: 24-valve DOHC flat-6
Displacement: 2.7 liters (165 cu in)
Power: 275 hp @ 7400 rpm
Torque: 213 lb-ft @ 4500–6500 rpm
Transmission: 7-speed automatic
Drive: Rear-wheel
Steering: Electrically assisted
Front Suspension: Strut-type, coil springs
Rear Suspension: Strut-type, coil springs
Brakes: Vented discs
Tires: Pirelli PZero
Tire Sizes F, R: 235/35R-20 (88Y), 265/35R-20 (95Y)
L x W x H: 172.2 x 77.9 x 50.9 in
Wheelbase: 97.4 in
Weight: 2954 lb
Weight Dist. F/R: 48/52%
Cargo Capacity: 5.3/9.7 cu ft (front/rear)
Est. Fuel Mileage: 22/32 mpg
0-62 MPH: 5.4 sec
Top Speed: 164 mph
2014 Porsche Cayman Front Left View
So, you've got a road problem. Not just any road, but the road. The one that comes to you in the middle of the night, haunting you, embracing you in its decreasing-radius corners and never letting go.
The first step to solving the problem is accepting that you need a Cayman. The second is coming up with the cash for one.
We have a road issue ourselves, and on the occasion of Porsche launching its third-generation Cayman, we tested a 2.7-liter base model in southern Portugal. The interior has been tarted up and the bodywork reworked (too subtly for us), but we cared only that the mid-engine two-seater remains a go-to weapon against uphill corkscrews and high-speed wiggles.
If you're looking for purity and Porsche "affordability" (as if!), stay away from the online configurator. Play with the house's money and an S model could brush $110,000. Stick to the base, forgo leather, nav, and flashy paint, and the cost is $53,550. Our base model belied its nature with add-ons: twenty-inch wheels, the Sport Chrono package, torque vectoring, active suspension. We'd have happily dumped all of them. It did retain the six-speed stick.
The mountain roads were narrower than Kate Moss's hips, with no shoulders or runoff. Pebbles and dirt washed down onto the asphalt from clear-cut sections of forest, so traction could quickly go south. We needed a car that was light and light-footed (curb weight is 2888 pounds) and able to slow down instantly. What we didn't need was 600 hp. Or even 325 hp, the rating on the Cayman S's 3.4-liter flat six. Outsize power is a liability when you zing downhill to a right-hand kink only to find a big ol' furry dog standing guard directly in the lane. As the locals know, Marmaduke is there morning and evening, chasing cars. He was pretty excited about the Porsche.
The Cayman's pads and front calipers have been reworked (the S gets bigger front discs) and braking feels markedly better -- welcome every time we came around Barking-Dog Corner. (He never caught us, though not for lack of trying.)
Displacement has dropped 0.2 liter, but power is up 10 horses. Maximum horsepower comes at 7400 rpm, 200 rpm higher than before. That paltry-sounding 275 hp is fine as long as you keep the revs high and sling through corners while finessing the throttle. Torque is only 213 lb-ft at 4500 rpm, and at lower revs second gear is often found wanting, particularly when you need to pass.
You could step into the S model (with 272 lb-ft of torque) to flush away power envy, and its increased oomph just might swamp your guts in a way that the specs don't convey (60 mph comes in 4.7 seconds without Sport Chrono, 4.4 with, compared to the base car's 5.4 and 5.1).
Happily, you can't miss with either transmission. The PDK is clever enough that you can leave it in auto even on the track. Porsche also has added automatic blipping on the manual. Caveat: It works only in Sport Plus mode, which necessitates the Sport Chrono package. What's the sense of this aid on a setting only the most experienced drivers will use? A rep calls it an extra incentive to order Sport Chrono. That's so...Porsche.
Following the example of the 991-series 911, the Cayman loses its hydraulic steering and gets an EPS unit. The truth is that all electric systems sacrifice a measure of feel. (Porsche insists it loses only the "negative" kind of feedback, whatever that means.) Nonetheless, this is one of the best systems we've tested, giving a very exact sense of the limits. Every time we hit a patch of gravel or sand, we knew it.
Less forgivable is the Cayman's occasional skittishness. The wheelbase has increased by 2.4 inches, the front and rear tracks are wider, and the chassis weighs 66 pounds less. But hit a ripple or undulation at full tilt, and the car gets twitchy. At speed, this is deeply unsettling.
The culprit may be the optional twenty-inch wheels -- absurd overkill in which appearance overwhelms practicality. Stick with the standard eighteens. The last thing you want is to compromise your ideal road tool. Heck, even a Portuguese dog understands an obsession with cars and the perfect stretch of road.
The Specs
PRICE: $53,550
ENGINE: 2.7L flat-6, 275 hp, 213 lb-ft
DRIVE: Rear-wheel
FUEL MILEAGE: 21/30 mpg, 22/32 mpg (manual, PDK)
2014 Porsche Cayman S Front Left View 4
Eleven miles up, eleven miles down. No police, no black ice, no farm traffic. Simply eleven miles of the most gorgeous road: corners of all radii, dips and crests, climbs and descents, some blind stuff and some wide open, the black tarmac covered with a light-gray dusting of winter salt. When you hit the Sport Plus button, and pull the gear lever to the left into M, you can feel it straight away: the limits are quite low, the car feels rather nervous, the electronic helpers enter the game much earlier than expected. How come? Because it's 7 degrees outside, the road salt is acting like fine sand, and the fly yellow Cayman S is shod with Michelin Pilot Alpine M&S tires. They are at their best in a relatively narrow temperature window. When cold, the grip slackens suddenly, like a broken fishing line. When really hot, the footwear indulges in ridiculous slip angles, but as long as you keep them in their comfort zone, they will encourage you to put the new Porsche to the real test.
We have always liked the Cayman S for its poise and precision, balanced handling, and accessible performance. The new, second-generation Cayman has those same characteristics, but it has lost 65 pounds and gained 5 hp. Torsional rigidity improves by 40 percent, the wheelbase increases by 2.4 inches, and the standard tire size has gone up from 18 to 19 inches. The result is a nimbler and even more determined sports car that really shines on this deserted Bavarian road. The normally aspirated flat six obeys throttle orders as if it were governed by a telemetric mastermind, the seven-speed PDK dual-clutch gearbox hammers through the ratios like a rapid-fire weapon, stability control works reliably in minimum interference mode, the steering does its best not to let the driver feel its electro-mechanical origins, and the brakes snarl at their ABSolute limit whenever optimism challenges the law of physics.
Normally, SportPlus is only for racetrack use, but when you're lucky enough to have a public road all to yourself, it doesn't hurt to push the chips to overload. That's overload as in full punch all the way to the cutout speed, accelerating hard in third gear at 100-plus mph, relishing each and every whiplash upshift, and changing down so early that your head keeps snapping forward in a sequence of wordless nods. You can either dictate the rhythm and the pace by using the paddleshifters or you can slip the lever in D and let the black box mastermind the very rapid progress by itself.
The harder you go, the more conscientious the input should be. It is surprisingly easy to overdrive the Cayman S by being a touch too slow at the wheel, not determined enough on the brakes, and too impatient with the throttle. Mistreated like this, the car will squirm and wiggle, fighting both tarmac and driver, relying on its computerized cleverness to stay on the road. The worst thing one can do in this situation is switch off PSM stability control and pretend to be on top of the game.
Unlike the 911, which swings around gracefully like a power-operated precision carver, the Cayman wants to be coaxed with verve into rotating around its midriff axis. Push too hard, and you might spin. Push too little, and you might understeer out of the picture. Push too passively, and the drift may come to a premature end. The secret lies in massaging the accelerator and holding the coupe in that narrow bracket where slip and grip maintain a healthy balance. This stability issue reoccurs on certain high-speed autobahn sections, where the Cayman S deserves special attention during flat-out lane changes, lift-off braking, crosswinds, and unilateral surface irregularities. No big thing at rush-hour speed, but traits to be remembered for the next 5 a.m. pedal-to-the-metal stint.
Although the design theme has not changed much, the new Cayman looks crisper and more mature. Its longer wheelbase, bigger footwear, and wider track relay a more self-conscious stance. Porsche claims that there is now a distinct visual difference between the Cayman and the Boxster, but the two-seaters still share headlamp graphics and the trademark wraparound rear spoiler lip. Having said that, the air dam of the fixed-roof model extends to a higher position and at a more upright angle. Thanks to the modified tailgate, the Cayman can accommodate half a cubic foot of cargo more than before, but you still need to stack the goods all the way to the roof.
Featuring 19-inch wheels and bixenon headlamps, the new Cayman S is not exactly underequipped, but it certainly is not fully loaded, either. Among the most desirable extras are leather, navigation, active cruise control, the PDK transmission, active dampers, and the Sport Chrono kit, which includes Sport Plus mode along with launch control and dynamic transmission mounts. Not absolutely essential but worth considering are carbon-ceramic brakes, torque vectoring, power seats, 20-inch wheels, keyless entry and ignition, a Bose or Burmester sound system, and the sport exhaust.
The optional "power steering plus" system provides extra assistance at speeds of up 30 mph, complementing the green picture that also features brake energy recuperation, thermo-management, and auto stop/start. When equipped with PDK, the Cayman will, under certain conditions, coast in near total silence with the engine cut off, which tends to comes as a bit of a surprise after an extensive blast through the decibel stratosphere. These features contribute to the fuel consumption, which has improved by 15 percent.
The extended wheelbase yields a little more legroom, which is welcomed by those who failed to stop growing in time. Although the seat pushes back farther, seatback recline is still stopped short by the rear firewall. Despite the perfectly spaced pedals and the generously adjustable steering wheel, the meticulously put together cockpit is a mixed bag. On the credit side, we note a larger in-dash color monitor, three trademark round instruments, and two ergonomically correct shift paddles. Downsides include a messy A/C control panel, a confusing array of buttons, a digital speedo readout that is much too small, the absence of any assistance systems bar active cruise control, and the not sufficiently intuitive access to the limited choice of driving programs.
The standard six-speed manual is a crisp and eager transmission with surprisingly light throws and positive action. The clutch may be a touch on the heavy side, but it is prompt and progressive. Despite these assets, we would still rather have the PDK, which offers a seventh forward ratio, cuts fuel consumption by ten percent, and shaves up to three-tenths of a second off the 0-to-62-mph acceleration time. Order the optional smaller-diameter sport design steering wheel, and you can shift gears via chromed paddles instead of boring thumb switches. To get the best out of PDK, specify the SportChrono pack. When the launch control lettering lights up in the right spoke of the helm, the Cayman S sprints to 62 mph in 4.7 seconds.
Since it is shod with winter tires, the excursion to the autobahn does not permit us to sample the car's 176 mph top speed. We stick to the rubber-induced 150-mph limit, which feels quick enough on the soft-compound, soft-sidewall Michelins. We would prefer the no-longer-available hydraulic steering system, because the new direction-finder is sometimes too clever for its own good. At low speed, the rack-and-pinion device enhances the self-centering force, which is okay for parking but counterproductive through hairpins. Equally debatable is what Porsche describes as filtering action. Although well meant and effective, these brief and barely noticeable correcting inputs can be more of an irritation than a help. Especially through undulating corners, on off-camber blacktop, and along aquaplaning grooves, it sometimes feels as if car and driver are debating who is in charge.
While the steering is an acquired taste, the upgraded brakes are an undisputed bonus. Like the roadster, the coupe now boasts bigger cross-drilled and inner-ventilated rotors, stiffer calipers, larger pads, and more efficient cooling ducts. If you choose to spend a small fortune on carbon-ceramic stoppers, Porsche will fit the same six-piston calipers as in the 911 along with even more substantial composite discs all-round. The high-tech deceleration apparatus may make sense on the racetrack, but for everyday driving the steel brakes are spot-on. This is especially true on low-friction surfaces where the tires run out of grip long before the pads start to drip with sweat, and where every spirited approach to a corner is accompanied by pulsating ABS intervention. Fading is nonexistent in cold-weather conditions, and the beautifully subtle dynamic brake balance ensures that the rear wheels won't take time out.
We have yet to try a Cayman S with standard suspension, but if it is as good as the no-frills chassis of the base 911, it probably is a safe choice. Alternatively, one could order the non-adjustable sport suspension in combination with the newly available 20-inch wheels and tires, which many hardcore drivers are likely to do. Option number three is the optional adaptive damper system, PASM, which lets you choose between normal and sport calibration. In the new Cayman, PASM employs four additional sensors for a quicker and more sensitive response and is no longer a black-or-white affair.
Even in Sport, the shock absorbers assume a relatively soft setting as long as the driver is holding back. PASM can be combined with PTV, short for Porsche torque vectoring. PTV pairs a mechanical side-to-side diff lock with an advanced ABS algorithm that intermittently decelerates the inner rear wheel through tight corners tackled at speed. As a result, the car turns in more eagerly and puts the power down more effectively at the exit of the bend. It sounds like a must-have, but after 400 miles I'm not sure I could tell the difference.
Does the new Cayman S live up to expectations? Yes, with minor reservations. The mid-engined Porsche is a compelling car that ticks all boxes. Fast, well built, sporty, and safe, the second-generation Cayman is also compelling to drive. The suspension blends decent ride comfort with entertaining handling properties, riveting grip, strong traction, and behavior at the limit that varies between docile and demanding. The revised flat six mixes a riveting soundtrack with an addictive willingness to rev, sensational smoothness, and blazing performance. The PDK transmission fuses instantaneous upshifts with no shifts at all under trailing throttle. The brakes are out of this world, but the steering isn't. Like so many modern high-tech automobiles, the new Cayman turns out to be an extremely spec-sensitive buy. Get the mix right, and you will love it. Get it wrong, and you may keep on longing for that 911.
2014 Porsche Cayman S
3.4-liter flat six
Horsepower: 325 hp
Torque: 273 lb-ft
Transmission: 6-speed manual, 7-speed PDK automatic
Drive: Rear-wheel
2014 Porsche Cayman
2014 Porsche Cayman

New For 2014

The 2014 Porsche Cayman is all-new. It sits on a slightly longer wheelbase, wears attractive new sheetmetal, has a classier interior, and is faster than ever before. It's also more efficient: the base model achieves 30 mpg on the highway.

Vehicle Summary

The 2014 Porsche Cayman is the coupe companion to the excellent Boxster convertible. It shares with the Boxster a mid-engine layout and nearly all of its mechanical components. The latest version of the Cayman, the third-generation, has grown into a more mature, better-looking, more powerful car than its predecessor. It still isn't as fast as some of the powerful coupes you can buy for $50,000, but it is one of the best to drive.


The 2014 Porsche Cayman is one of the best sports cars you can buy for any budget. It debuted in 2005 for people who wanted a Boxster with a fixed roof (necessary for driving on most racetracks). Like the Boxster, the Cayman recently underwent its most significant redesign to date. The biggest improvement may be the styling. Porsche's design team, under the direction of Michael Mauer, has nipped and tucked the Cayman's sheetmetal so that it looks like a sensuous sports car rather than a watered-down 911.

The 2014 Porsche Cayman is also a more convincing luxury car thanks to its new interior. The sweeping center console and tasteful trim lend a premium feel even to the base car -- a good thing since that model commands more than $50,000. Just as important, the improved interior doesn't feel out of place when the Cayman is loaded with options. We've driven Caymans costing more than $95,000 and found them a compelling argument at that price.

As with the latest 911 and Boxster, Porsche has managed to make the Cayman slightly bigger and more powerful but at the same time more efficient. The Cayman S, in particular, has become something of a muscle car: 0 to 60 mph takes as little as 4.4 seconds, according to Porsche. Even so, the Cayman loses a lot of spec-sheet battles. Similarly priced cars such as the Chevrolet Corvette and the Audi RS5 offer more power.

To understand the appeal of the 2014 Porsche Cayman, you need to get out on a winding road or, better still, a racetrack. The mid-engine layout offers wonderful handling balance, such that the car seems to dance through corners. The steering is precise and perfectly weighted. The flat-six engine responds precisely to your right foot as only a normally aspirated engine can, producing a thrilling wail as it climbs toward its peak power (7400 rpm for both the base and S models). That's true, we should add, regardless of whether you opt for the six-speed manual or the seven-speed dual-clutch automatic. If we have to complain about something, we'd say the new electric power steering doesn't communicate as well as the old hydraulic rack, especially at lower speeds. Overall, though, the Cayman is one of those special cars that reminds us why we like driving.

The Cayman's biggest competition probably comes from the other sports cars in the Porsche showroom. The Boxster performs just as well, can lower its top, and costs less. For a bit more money, the 911 offers more power and two (small) rear seats. That said, the Cayman, more than ever before, has carved out its own niche.

You'll like:

  • Cars don't handle better than this
  • Premium cabin
  • Attractive exterior

You won't like:

  • Good steering not perfect as it used to be
  • Gets expensive, quickly
  • The Boxster is cheaper

Key Competitors

  • Audi RS5
  • BMW M3
  • Chevrolet Corvette
  • Jaguar F-type
Porsche Cayman GT4 Spied 03 Front Three Quarter
We’ve had our first sighting of the rumored Porsche Cayman GT4, less than a week after news emerged of the car’s development. Befitting of its surely high level of performance, the Porsche Cayman GT4 prototype was spotted by our spy photographers at the Nürburgring racetrack in Germany.
2014 Porsche 911 Turbo S Rear Right Side View 2
We’re not even halfway through 2014, and the latest news from Motor Trend has us rushing to mark our calendars for 2017. Senior features editor Jonny Lieberman reports that in three years’ time there will be 700-plus-hp plug-in hybrid versions of the 911 Turbo S and Panamera Turbo S, not to mention a high-powered Cayman GT4 with a Boxster GT4 twin dubbed the RS Spyder.
2015 Porsche Cayman GTS Side View On Track
The Porsche Boxster and Porsche Cayman creep ever closer to the performance potential of the vaunted 911 with the addition of new GTS models. The Boxster GTS and Cayman GTS boast more power, additional standard equipment, and a different style than the Boxster S and Cayman S on which they are based.Porsche already offers GTS versions of the Cayenne SUV and the Panamera sedan.
2013 Porsche Boxster Three Quarters View 13
The Porsche Boxster and Cayman sports cars will soon join the Panamera sedan and Cayenne SUV in offering an upgraded GTS model, according to a report from Autocar. These performance-oriented versions will be positioned slightly above the Porsche Boxster S and Cayman S models, with a small power boost and some exterior upgrades.

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2014 Porsche Cayman
2014 Porsche Cayman
Base RWD 2-Dr Coupe H6
21 MPG City | 30 MPG Hwy
Top Ranking Vehicles - MPG
2014 Porsche Cayman
2014 Porsche Cayman
Base RWD 2-Dr Coupe H6
21 MPG City | 30 MPG Hwy
2014 Porsche Cayman
2014 Porsche Cayman
Base RWD 2-Dr Coupe H6
Top Ranking Vehicles - Price

2014 Porsche Cayman Specifications

Quick Glance:
2.7L H6Engine
Fuel economy City:
21 MPG
Fuel economy Highway:
30 MPG
275 hp @ 7400rpm
213 ft lb of torque @ 4500rpm
  • 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)
50,000 miles / 48 months
50,000 miles / 48 months
Unlimited miles / 120 months
50,000 miles / 48 months
Recall Date
Porsche Cars North America, Inc. (Porsche) is recalling certain model year 2014 Boxster, Boxster S, Cayman, Cayman S and 911 Carrera (S, Cabriolet, S Cabriolet, 4, 4S, 4 Cabriolet, 4s Cabriolet) vehicles manufactured September 2, 2013, through September 23, 2013. In the affected vehicles, the passenger seats may be equipped with defective wiring harnesses resulting in intermittent contact with the harness plug.
The intermittent plug may cause the passenger seat frontal and knee airbags may be deactivated. In the event of a crash necessitating airbag deployment, this may increase the risk of injury to the front passenger.
Porsche will notify owners, and dealers will replace the front passenger seat free of charge. The recall began on December 11, 2013. Owners may contact Porsche at 1-770-290-3500. Porsche's recall number is AD04.
Potential Units Affected
Porsche Cars North America, Inc.

Recall Date
Porsche Cars North America, Inc. (Porsche) is recalling certain model year 2014 Boxster, Boxster S, Cayman, Cayman S and 911 Carrera (S, Cabriolet, S Cabriolet, 4, 4S, 4 Cabriolet, 4s Cabriolet) vehicles manufactured September 2, 2013, through September 23, 2013. In the affected vehicles, the passenger seats may be equipped with defective wiring harnesses resulting in intermittent contact with the harness plug.
The intermittent plug may cause the passenger seat frontal and knee airbags may be deactivated. In the event of a crash necessitating airbag deployment, this may increase the risk of injury to the front passenger.
Porsche will notify owners, and dealers will replace the front passenger seat free of charge. The recall began on December 11, 2013. Owners may contact Porsche at 1-770-290-3500. Porsche's recall number is AD04.
Potential Units Affected
Porsche Cars North America, Inc.

Recall Date
Porsche Cars North America, Inc. (Porsche) is recalling certain model year 2014-2015 Porsche 911, Boxster, and Cayman vehicles manufactured May 7, 2014, to September 23, 2014. The front hood upper lock components were not manufactured to specification and may fail to securely latch the vehicle's hood during operation.
A failure of the hood latching mechanism may cause the hood to suddenly open during vehicle operation and will severely impede the driver's ability to see out the front windshield, increasing the risk of a vehicle crash.
Porsche will notify owners, and dealers will replace the lock on the front hood, free of charge. The recall began December 12, 2014. Owners may contact Porsche customer service at 1-800-767-7243. Porsche's number for this recall is AE04.
Potential Units Affected
Porsche Cars North America, Inc.

IIHS Front Small Overlap
IIHS Rear Crash
IIHS Roof Strength
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
IIHS Overall Side Crash

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Five Year Cost of Ownership: $55,630 What's This?
Value Rating: Average