Porsche 718 Cayman - official
Recovered from the shock of a four-cylinder Boxster? Here's the new Cayman!
So it's the same choice between 300hp, 2.0-litre standard model and 350hp, 2.5-litre 'S'. Again, torque has climbed significantly, the base 718 Cayman producing 280lb ft between 1,950 and 4,500rpm, the S upping that to 310lb ft between 1,900rpm and 4,500rpm. Big, big numbers for Porsche's junior sports car, even with prior knowledge of the Boxster. With the correct options ticked and right foot mashed to the carpet, Porsche claims 0-62mph in 4.7 seconds for the 718 Cayman, dropping to just 4.2 seconds for the S. Top speeds are 170 and 177mph.
The same changes wrought underneath the Boxster are found here too. Damper settings are revised and the steering is 10 per cent quicker, plus both springs and anti-roll bars are firmer in the name of increased agility. Suspension options include PASM (10mm lower than standard), PASM Sport (20mm lower) and Porsche Torque Vectoring with a limited-slip diff. The brakes are larger to deal with the additional performance, the 718 Cayman taking on the system from the old Cayman S and the 718 S using 911 four-piston calipers. Discs are 330mm at the front and 299mm at the rear on both models, although the S uses 6mm wider front discs.
The styling changes will be familiar - you're getting the theme here, hopefully - to anyone who has spent time poring over a four-cylinder Boxster as well. Same 'floating' rear lights with the script across the middle, same reprofiled intakes to force more air in and same updated front end with a "more purposeful" appearance. An improvement? As always, it's up for debate...
The four-cylinder Cayman is available to order now, priced - as promised - below the equivalent Boxster. That means a 718 Cayman costs £39,878 and a 718 S is £48,834. With the M2 still available to order, BMW's alternative arguably presents a stronger threat than ever at £45K. There will surely be a TT RS in time also. Stretching the price envelope a little (or add a few options to the Cayman) and you're soon into Exige territory, plus there's the Nissan 370Z NISMO, the affordability of which has been proven only this week.
How different will the 718 Cayman be to the Boxster? What will it sound like with a roof permanently on? And just how expensive can you make a four-cylinder Porsche coupe? Answers to (hopefully) follow soon!
Small size, good engine, aggressive yet refined looks, and doesn't sound half bad either.
This one, whilst similar just isn't doing it for me, and what's with all the blue lights?
Hopefully be able to pick up one of the current Caymans in a few years, unless everyone appreciates them like I do...
Is a 2.0 litre four cylinder engine inherently more economical than a six cylinder 2.0 litre one? I don't see how, unless there's marginally less friction losses or something (assuming that is actually a thing)?
Or is it just cheaper and easier to make and package? Maybe for these cars that packaging aspect is actually the key issue, but if so that seems a real shame that it led to the losing of two cylinders and so much character. Couldn't they have got rid of or reduced the size of the the boot or something? These cars presumably still have the bulk of their boot storage in the front?
For comparison the old RB20DET (straight six not a boxer obviously) out of the 2 litre Skylines is one of the most charismatic, exotic and sexy sounding engines ever (with the right boy racer exhaust attached).
Is a 2.0 litre four cylinder engine inherently more economical than a six cylinder 2.0 litre one? I don't see how, unless there's marginally less friction losses or something (assuming that is actually a thing)?
Or is it just cheaper and easier to make and package? Maybe for these cars that packaging aspect is actually the key issue, but if so that seems a real shame that it led to the losing of two cylinders and so much character. Couldn't they have got rid of or reduced the size of the the boot or something? These cars presumably still have the bulk of their boot storage in the front?
For comparison the old RB20DET (straight six not a boxer obviously) out of the 2 litre Skylines is one of the most charismatic, exotic and sexy sounding engines ever (with the right boy racer exhaust attached).
If Audi were to adapt the GKN AWD system from the Focus RS then I'd get that over this Cayman any day.
No thanks.
If Audi were to adapt the GKN AWD system from the Focus RS then I'd get that over this Cayman any day.
the TTRS apparently is €66K without netherlands specific taxes, while the Cayman start at €66K, which is including those taxes (and those tend to not be cheap, especially for performance cars). The TTS, for reference, is €68K over here.
Personally i'd have the cayman out of these two, in yellow please! (although i might go for a lightly used 6 cilinder cayman instead)
Is a 2.0 litre four cylinder engine inherently more economical than a six cylinder 2.0 litre one? I don't see how, unless there's marginally less friction losses or something (assuming that is actually a thing)?
Or is it just cheaper and easier to make and package? Maybe for these cars that packaging aspect is actually the key issue, but if so that seems a real shame that it led to the losing of two cylinders and so much character. Couldn't they have got rid of or reduced the size of the the boot or something? These cars presumably still have the bulk of their boot storage in the front?
For comparison the old RB20DET (straight six not a boxer obviously) out of the 2 litre Skylines is one of the most charismatic, exotic and sexy sounding engines ever (with the right boy racer exhaust attached).
They can't hide this one and so are going to have to market their way through. It does appear that more and more people are beginning to see what has been happening to key brands in the last decade.
Is a 2.0 litre four cylinder engine inherently more economical than a six cylinder 2.0 litre one? I don't see how, unless there's marginally less friction losses or something (assuming that is actually a thing)?
Or is it just cheaper and easier to make and package? Maybe for these cars that packaging aspect is actually the key issue, but if so that seems a real shame that it led to the losing of two cylinders and so much character. Couldn't they have got rid of or reduced the size of the the boot or something? These cars presumably still have the bulk of their boot storage in the front?
For comparison the old RB20DET (straight six not a boxer obviously) out of the 2 litre Skylines is one of the most charismatic, exotic and sexy sounding engines ever (with the right boy racer exhaust attached).
The 718 Cayman looks as good as I hoped it would after they revealled the 718 Boxster & it starts below £40k too.
Cayman > 4 pot 2.0 turbo for the taxation benefit
Cayman S > Naturally aspirated 6 (the 3.4 from the 981 GTS would make sense. The 3.8 from the 981 GT4 would be great but developments need to be reserved for a next GT version.)
And
-Why not the same strategy for the 911.
-A smaller, lighter model that sits below the Cayman with only the 4 pot in various states of tune.
As I am not Porsche diehard I am merely judging the car on its merits as a package. I will change my Audi S1 in a couple of years .The "basic" Cayman with a manual and not too many extras would definitely represent a step up in performance and a nice overall package. Having been on the Boxster configurator (Cayman not available yet)it is evident how Porsche make there money on extras , perhaps a lightly used well specced one will be the way to go.
It is either going down this route or down the used route, 996 Carrera 4 currently is my auto trader save (search).
http://www.autobild.de/bilder/neue-porsche-bis-202...
Personally I cant see it happening because it would be a 4-cylinder roadster and cannibalise sales from the 718 which already seems like a somewhat disappointing package compared to the old cars.
Cayman > 4 pot 2.0 turbo for the taxation benefit
Cayman S > Naturally aspirated 6 (the 3.4 from the 981 GTS would make sense. The 3.8 from the 981 GT4 would be great but developments need to be reserved for a next GT version.)
And
-Why not the same strategy for the 911.
-A smaller, lighter model that sits below the Cayman with only the 4 pot in various states of tune.
Porsche SE has the VW up to lower its group average and it sells millions of low CO2 cars a year. The Cayman could emit what it likes and have no impact at all on Porsche's data.
But I guess this is more about the individual tightening of CO2 restrictions on key global cities and the need to keep pumping out product to people who can't afford to pay the increased charges for using certain types of cars where they live?
Ergo, enthusiasts end up paying the price to enable brand ambassadors to buy in.
Cayman > 4 pot 2.0 turbo for the taxation benefit
Cayman S > Naturally aspirated 6 (the 3.4 from the 981 GTS would make sense. The 3.8 from the 981 GT4 would be great but developments need to be reserved for a next GT version.)
And
-Why not the same strategy for the 911.
It may be that the days of the n/a flat 6 are numbered. Not immediately maybe, but some time in the mid term future, as a 4 pot turbo maybe easier to get the required economy and emissions out of, plus the torquey nature of turbos may mean that's it's a "better" drive in the real world?
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