H
Boxster/Cayman (981) [Official] Porsche Cayman (981)
- Thread starter omoderncultureo
- Start date
-
- Tags
- cayman porsche porsche cayman
The Porsche 981 is the internal designation given to the third-generation Boxster/Cayman (second generation Cayman) models built by Porsche. Production: 2012–2016. It was succeeded by the Porsche 982.
mini_cooper4
Autotechnik Ace
- Messages
- 5,777
Damn I want it soooooo much! So it revs up itself to get a perfect shift in the manual ?
Sounds cool. Ohhh that manual is so tempting...
Sounds cool. Ohhh that manual is so tempting...
Porsche Cayman 2.7 first drive review
The base Cayman with a manual transmission is as captivating as the PDK-equipped Cayman S, and usefully cheaper, too
by Matt Prior, 15 February 2013
What is it?
This is the new Porsche Cayman, driven here for the first time in its base 2.7-litre form and, joy of joys, with a manual gearbox instead of the dual-clutch PDK automatic transmission.
You’ve probably read elsewhere how good the new Cayman is in S form. In this sub-£40k base trim it is 730cc down on capacity and, therefore, comes up shy of the S by 50bhp, making 271bhp.
Elsewhere, the differences are more slight. The 2.7 is just 10kg lighter (at 1340kg) than the S and has a rear track 4mm narrower, because it wears 8-inch rather than 8.5-inch-wide rear wheels. Both models wear the same width rubber, mind: 235-section at the front and 265 at the back, on 18-inch (2.7) or 19-inch (3.4) rims as standard. The manual 2.7 has slightly shorter gear ratios than the manual S, though the PDK's ratios are the same for both models. The rest of it is as the Cayman S, so should prove just as lovely.
What is it like?
No surprises: it’s just as sweet as the S model. Depending on where you drive and how, you might even argue it’s more enjoyable because it’s a touch slower (bear with me). Instead of a 0-62mph time that starts with a four, the 2.7-litre Cayman wants 5.7sec to hit 62mph from rest in manual form, which is still plenty quick but means that, for the same throttle inputs, you’d spend more time to enjoying what the Cayman offers – a brilliant noise and a slick gearshift – before you hit the legal or safe limit and have to back off.
The power delivery is similar in both cars. Their power peaks both come in at 7400rpm (both rev to a touch under 8000rpm) and their torques peak from 4500, with the 2.7's 214lb ft hanging around around until 6500rpm. And the noise is equally fantastic. Some said that the first-generation Cayman was a little short on drama and emotion, but that's not a charge you’d level at this car.
Then, of course, there’s the handling. The Cayman is the sports car refined, honed and perfected until it’s so complete, so capable, that you almost feel sorry for any carmaker who takes the trouble to compete with it. It rides well, it steers sweetly (I'll come back to that), it controls its body movements over crests and dips sublimely and its handling is first rate: a touch of understeer at first, a touch of oversteer later, all to the degree you want it, with outstanding levels of controllability and adjustability for a mid-engined car. You’d have to try it back to back on a mix of circuits and roads before deciding whether this or a Lotus Evora was the better handler. It’s that good.
I said I'd come back to the steering: you could argue that it's a little short on feel; it’s an electric rather than hydraulic set-up, so perhaps that’s inevitable, and it’s slick, accurate, precise and has a really lovely weighting to it. Truth be told, I mention it only because of some obligation to pick a hole somewhere in this car. Um, what else? It could have more storage on the centre console. The cupholders don’t hold bottles very well. And, er, well, um ...
Should I buy one?
Sure. The case for the Cayman is every bit as compelling as it is for the Cayman S. No, it’s not as fast but that might not be a deal breaker, while it uses a bit less fuel, emits fewer CO2s and is a respectable amount cheaper.
Those who say that the Cayman is a Porsche for those who can’t afford a 911 have always been wrong. But they’ve never been more wrong than now.
Porsche Cayman 2013-2016 review | Autocar
The base Cayman with a manual transmission is as captivating as the PDK-equipped Cayman S, and usefully cheaper, too
by Matt Prior, 15 February 2013
What is it?
This is the new Porsche Cayman, driven here for the first time in its base 2.7-litre form and, joy of joys, with a manual gearbox instead of the dual-clutch PDK automatic transmission.
You’ve probably read elsewhere how good the new Cayman is in S form. In this sub-£40k base trim it is 730cc down on capacity and, therefore, comes up shy of the S by 50bhp, making 271bhp.
Elsewhere, the differences are more slight. The 2.7 is just 10kg lighter (at 1340kg) than the S and has a rear track 4mm narrower, because it wears 8-inch rather than 8.5-inch-wide rear wheels. Both models wear the same width rubber, mind: 235-section at the front and 265 at the back, on 18-inch (2.7) or 19-inch (3.4) rims as standard. The manual 2.7 has slightly shorter gear ratios than the manual S, though the PDK's ratios are the same for both models. The rest of it is as the Cayman S, so should prove just as lovely.
What is it like?
No surprises: it’s just as sweet as the S model. Depending on where you drive and how, you might even argue it’s more enjoyable because it’s a touch slower (bear with me). Instead of a 0-62mph time that starts with a four, the 2.7-litre Cayman wants 5.7sec to hit 62mph from rest in manual form, which is still plenty quick but means that, for the same throttle inputs, you’d spend more time to enjoying what the Cayman offers – a brilliant noise and a slick gearshift – before you hit the legal or safe limit and have to back off.
The power delivery is similar in both cars. Their power peaks both come in at 7400rpm (both rev to a touch under 8000rpm) and their torques peak from 4500, with the 2.7's 214lb ft hanging around around until 6500rpm. And the noise is equally fantastic. Some said that the first-generation Cayman was a little short on drama and emotion, but that's not a charge you’d level at this car.
Then, of course, there’s the handling. The Cayman is the sports car refined, honed and perfected until it’s so complete, so capable, that you almost feel sorry for any carmaker who takes the trouble to compete with it. It rides well, it steers sweetly (I'll come back to that), it controls its body movements over crests and dips sublimely and its handling is first rate: a touch of understeer at first, a touch of oversteer later, all to the degree you want it, with outstanding levels of controllability and adjustability for a mid-engined car. You’d have to try it back to back on a mix of circuits and roads before deciding whether this or a Lotus Evora was the better handler. It’s that good.
I said I'd come back to the steering: you could argue that it's a little short on feel; it’s an electric rather than hydraulic set-up, so perhaps that’s inevitable, and it’s slick, accurate, precise and has a really lovely weighting to it. Truth be told, I mention it only because of some obligation to pick a hole somewhere in this car. Um, what else? It could have more storage on the centre console. The cupholders don’t hold bottles very well. And, er, well, um ...
Should I buy one?
Sure. The case for the Cayman is every bit as compelling as it is for the Cayman S. No, it’s not as fast but that might not be a deal breaker, while it uses a bit less fuel, emits fewer CO2s and is a respectable amount cheaper.
Those who say that the Cayman is a Porsche for those who can’t afford a 911 have always been wrong. But they’ve never been more wrong than now.
Porsche Cayman 2013-2016 review | Autocar
- Messages
- 10,047
That road towards the end of the video is the A4069 or "Black Mountain Pass" in Wales.
https://maps.google.co.uk/maps?q=51.818644,-3.86075&num=1&t=h&z=14
I did it a few weeks ago in my A1.
- Messages
- 8,621
Drives: 2014 Porsche Cayman S
Walter Röhrl likes it better. What more do you need to know?
Drives 2014 Porsche Cayman S - Test Review 2014 Porsche Cayman S
You've got the world's greatest stretch of twisty tarmac ahead of you," goes our pitch to Walter Röhrl, World Rally legend and Porsche test driver, "and two sets of keys. One for a 911 Carrera, the other for the new Cayman S. Which do you choose?"
For Porsche fans, this year is all about the 911, which turns 50. But the arrival of the second-generation Cayman cements a suspicion we've had for some time: Porsche's most famous sports car may no longer be its best. Neunelfer obsessives, quick to dismiss the comparison on the grounds that one of the two models has its engine in the wrong place, should remember that Porsche's first prototype car was mid-engined, as was a whole generation of incredible race-winning sports cars from the 1950s and '60s. To remind us to remind you, Porsche parked a stunning 904/8 racer—all 225 hp and 1500 pounds of it— in the pit lane of Portugal's Portimão circuit.
The latest Cayman weighs double that, loaded with modern creature comforts and constructed with the goal of preventing you from looking like an IED victim in the event of a fender bender. At 2910 pounds, it's actually 66 pounds lighter than its predecessor and some 200 pounds lighter than its rivals, thanks to the extensive use of aluminum. This new chassis is also 40 percent more rigid than the old, and Porsche quotes torsional stiffness of 40,000 Newton-meters per degree, making it less bendy than Lamborghini's carbon-fiber Aventador supercar.
The Cayman concedes jaw/pavement interfacing ability to the Italian, but it does at least look like a junior supercar this go-round, and less like a Boxster with a tin bubble glued on top. Perceived quality makes a similar leap forward. Even the base Cayman's cabin is as beautiful as that of a six-figure 911. It's also roomier than last time, thanks in part to a 2.4-inch wheelbase stretch.
You'd take that entry-level car over a BMW Z4 or Mercedes SLK, sports-car pretenders both, without thinking twice. The Cayman feels tighter than a hamstring the morning after a double marathon. Lean, lithe, and alert, it turns into corners like a 911 wouldn't believe. It steers with such precision via its electrically assisted rack that you might forgive Porsche for dialing out the peripheral sensations its engineers call "noise," but which we actually enjoyed about the old hydraulic system.
Even the $53,550 entry-level Cayman has 275 hp at its disposal, just broaching the magic 100-hp-per-liter milestone. A simple ECU tweak delivers that extra 10 hp over the equivalent Boxster to reinforce the coupe's sportier market positioning and nonsensical $3100 price premium. But it's no threat to the 911. The little 2.7-liter flat-sixspins like a rotary but makes only 213 lb-ft of torque, so if you want it to feel fast, you'll need to keep the revs beyond 4500. No chore on a winding road, but a pain in the city when you see a gap in traffic, stomp the throttle, and expect to be pinned to your seat.
The $64,750 Cayman S, however, might have the 911 running scared. Exhaust and cooling compromises (plus, we'd guess, Porsche's keenness to protect the 911) mean the S's 3.4-liter six is rated at 325 hp and 272 lb-ft here, 25 hp and 15 lb-ft down from the same engine in the Carrera. Sixty is done in 4.7 seconds, a tenth faster than the 911, and that drops to 4.4 if you go for the dual-clutch PDK version with the Sport Chrono package, which adds launch control. Most buyers will go the two-pedal route; the transmission is so responsive that even the most ardent manual fans would agree it's no longer inferior on a technical level, aside from what it lacks on the emotional one. The 911's seven-speed manual is too long to fit, so stick-shift Caymans get the (brilliant) old six-speed, plus some Nissan 370Z-style electronic heel-and-toe fakery on Sport Chrono cars.
The 911 is still an amazing machine, still delivers that sports-car experience its GT rivals fail to muster. And it still ticks a few boxes the Cayman can't: In the vastly more expensive Carrera S, it has the power that speed junkies crave; those back seats help convince killjoy spouses you're buying a family car; and there's a four-wheel-drive option for those who just can't get enough traction. It also has that three-digit number on its butt, which counts for much in car-guy kudos. But if you like driving, the unarguable truth is that the Cayman is more fun. Factor in the $20,500 difference between a Cayman S and a base Carrera, and it's no contest.
If you're still in doubt, here's how Röhrl answered our question: "The way it turns, the balance…" and then a shake of the head in admiration. "Okay, so it's a little down on power, and it doesn't have the traction, but it's a much easier car to play with, and much easier to catch when it slides. Cayman every time, no question." The master has spoken.
Price $64,750
Powertrain 3.4-liter H6, 325 hp, 272 lb-ft; RWD, six-speed manual
Weight 2910 lb
0–60 MPH 4.7 sec
Top Speed 175 mph
EPA CITY/HWY 20/28 mpg
On Sale Now
Walter Röhrl likes it better. What more do you need to know?
Drives 2014 Porsche Cayman S - Test Review 2014 Porsche Cayman S
You've got the world's greatest stretch of twisty tarmac ahead of you," goes our pitch to Walter Röhrl, World Rally legend and Porsche test driver, "and two sets of keys. One for a 911 Carrera, the other for the new Cayman S. Which do you choose?"
For Porsche fans, this year is all about the 911, which turns 50. But the arrival of the second-generation Cayman cements a suspicion we've had for some time: Porsche's most famous sports car may no longer be its best. Neunelfer obsessives, quick to dismiss the comparison on the grounds that one of the two models has its engine in the wrong place, should remember that Porsche's first prototype car was mid-engined, as was a whole generation of incredible race-winning sports cars from the 1950s and '60s. To remind us to remind you, Porsche parked a stunning 904/8 racer—all 225 hp and 1500 pounds of it— in the pit lane of Portugal's Portimão circuit.
The latest Cayman weighs double that, loaded with modern creature comforts and constructed with the goal of preventing you from looking like an IED victim in the event of a fender bender. At 2910 pounds, it's actually 66 pounds lighter than its predecessor and some 200 pounds lighter than its rivals, thanks to the extensive use of aluminum. This new chassis is also 40 percent more rigid than the old, and Porsche quotes torsional stiffness of 40,000 Newton-meters per degree, making it less bendy than Lamborghini's carbon-fiber Aventador supercar.
The Cayman concedes jaw/pavement interfacing ability to the Italian, but it does at least look like a junior supercar this go-round, and less like a Boxster with a tin bubble glued on top. Perceived quality makes a similar leap forward. Even the base Cayman's cabin is as beautiful as that of a six-figure 911. It's also roomier than last time, thanks in part to a 2.4-inch wheelbase stretch.
You'd take that entry-level car over a BMW Z4 or Mercedes SLK, sports-car pretenders both, without thinking twice. The Cayman feels tighter than a hamstring the morning after a double marathon. Lean, lithe, and alert, it turns into corners like a 911 wouldn't believe. It steers with such precision via its electrically assisted rack that you might forgive Porsche for dialing out the peripheral sensations its engineers call "noise," but which we actually enjoyed about the old hydraulic system.
Even the $53,550 entry-level Cayman has 275 hp at its disposal, just broaching the magic 100-hp-per-liter milestone. A simple ECU tweak delivers that extra 10 hp over the equivalent Boxster to reinforce the coupe's sportier market positioning and nonsensical $3100 price premium. But it's no threat to the 911. The little 2.7-liter flat-sixspins like a rotary but makes only 213 lb-ft of torque, so if you want it to feel fast, you'll need to keep the revs beyond 4500. No chore on a winding road, but a pain in the city when you see a gap in traffic, stomp the throttle, and expect to be pinned to your seat.
The $64,750 Cayman S, however, might have the 911 running scared. Exhaust and cooling compromises (plus, we'd guess, Porsche's keenness to protect the 911) mean the S's 3.4-liter six is rated at 325 hp and 272 lb-ft here, 25 hp and 15 lb-ft down from the same engine in the Carrera. Sixty is done in 4.7 seconds, a tenth faster than the 911, and that drops to 4.4 if you go for the dual-clutch PDK version with the Sport Chrono package, which adds launch control. Most buyers will go the two-pedal route; the transmission is so responsive that even the most ardent manual fans would agree it's no longer inferior on a technical level, aside from what it lacks on the emotional one. The 911's seven-speed manual is too long to fit, so stick-shift Caymans get the (brilliant) old six-speed, plus some Nissan 370Z-style electronic heel-and-toe fakery on Sport Chrono cars.
The 911 is still an amazing machine, still delivers that sports-car experience its GT rivals fail to muster. And it still ticks a few boxes the Cayman can't: In the vastly more expensive Carrera S, it has the power that speed junkies crave; those back seats help convince killjoy spouses you're buying a family car; and there's a four-wheel-drive option for those who just can't get enough traction. It also has that three-digit number on its butt, which counts for much in car-guy kudos. But if you like driving, the unarguable truth is that the Cayman is more fun. Factor in the $20,500 difference between a Cayman S and a base Carrera, and it's no contest.
If you're still in doubt, here's how Röhrl answered our question: "The way it turns, the balance…" and then a shake of the head in admiration. "Okay, so it's a little down on power, and it doesn't have the traction, but it's a much easier car to play with, and much easier to catch when it slides. Cayman every time, no question." The master has spoken.
Price $64,750
Powertrain 3.4-liter H6, 325 hp, 272 lb-ft; RWD, six-speed manual
Weight 2910 lb
0–60 MPH 4.7 sec
Top Speed 175 mph
EPA CITY/HWY 20/28 mpg
On Sale Now
mini_cooper4
Autotechnik Ace
- Messages
- 5,777
^I am gonna pull a mini cooper here and say next Cayman R will be my car. Just kidding!
Damn, you're flattering me
- Messages
- 13,235
BGB motorsports is selling a Cayman with 400HP 3.8L engine from Carrera S -
I wonder how long before someone transplants the new GT3 engine now that it is also based on same 9A1 into a Cayman (something you unfortunately could never do with the old Mezger GT3 engine). Now, that could be one heck of a car - 9k rpm 475HP NA engine, mid engine, 2900 lbs and old school 6 speed manual.
I wonder how long before someone transplants the new GT3 engine now that it is also based on same 9A1 into a Cayman (something you unfortunately could never do with the old Mezger GT3 engine). Now, that could be one heck of a car - 9k rpm 475HP NA engine, mid engine, 2900 lbs and old school 6 speed manual.
hoffmeister_fan
Kraftwagen König
- Messages
- 11,310
^delicious. Just delicious.
mini_cooper4
Autotechnik Ace
- Messages
- 5,777
Damn... that's a gigantic difference!
How is it even possible?
How is it even possible?
mini_cooper4
Autotechnik Ace
- Messages
- 5,777
Similar threads
Porsche
Dr. Ing. h.c. F. Porsche AG, is a German automobile manufacturer
specializing in high-performance sports cars, SUVs, and sedans,
headquartered in Stuttgart, Baden-Württemberg, Germany. Owned by
Volkswagen AG, it was founded in 1931 by Ferdinand Porsche.
In its early days, Porsche was contracted by the German government
to create a vehicle for the masses, which later became the Volkswagen
Beetle. In the late 1940s, Ferdinand's son Ferry Porsche began
building his car, which would result in the Porsche 356.
Official website: Porsche
Official website: Porsche
