SPORTS CAR CHARMS WITH ITS COARSENESS
The 2017 Porsche 718 Cayman appeals to traditionalists in search of some raw edge
I believe it was the American poet Emily Dickinson who said “a little madness in the Spring is wholesome even for the King.” Good ol’ Emily, even though she died about the same time Karl Benz drove what is considered to be the first automobile, she must have intuitively known the yearning motorheads (and monarchs) have for a sunny day with a temperature above zero to dust off our convertibles and performance machines.
Ah, yes, it is a fine madness, one that can only be alleviated by the dropping of top, a long overdue blast from dual exhausts, the snicking of gears, the clipping of an apex. Admittedly, it is the sort of behaviour that gets a “tsk-tsk” from the non-afflicted populace as well as the local constabulary, which is out in full force to curtail such scofflaw activities.
More by coincidence than planning, the vernal equinox had me in possession of one of the most apropos cars to celebrate this brand-new season: Porsche’s fierce little 718 Cayman sportster. The mid-engine two-seater, redesigned for the 2017 model year (along with the Boxster convertible), is a wanton beast, enticing in its Guards Red paint job and only truly happy when driven with authority. Sure, it can be pedalled around town like a boulevardier, eliciting stares from jealous passersby. That, however, is more the purview of Mazda’s cute-as-a-bug MX-5 (née Miata) roadster, the world’s most happiness-inducing car (I own one). When you’re driving something with just about double the Miata’s power (though about 270 kilograms heavier), more serious intent is required.
Be advised, though, exercising the rearwheel-drive Cayman comes with a mechanical clamour behind the head that wears mightily over longer distances and makes one contemplate the benefits and legality of noisecancelling headphones. It’s not the mechanical whirring of Porsche’s familiar flat six, either. No, the company has committed a heresy of epic proportions — at least, according to a significant portion of the faithful — by dumping this hallowed engine layout for a turbocharged fourcylinder. Some of the uproar is mitigated once the realization kicks in that the turbo flat four — a 2.0-litre engine for the base Cayman and a more robust 2.5 L for the Cayman S — is more powerful and less thirsty than the now-departed sixes that powered the first two generations.
From my standpoint, the six sounded better in the Boxster, at least with the top down, where it would blend with all the other outside sounds. Within the confines of the hardtop Cayman’s cosy cabin, it’s all just noise, though the 2.0 L makes up for any lack of harmony with a fairly explosive amount of thrust that comes with having 300 horsepower and a stout 280 pound-feet of torque (from 1,950 rpm).
Now, the more ardent gearheads will tell you the Cayman S and the extra 50 hp that comes with the larger 2.5-L engine is the model to have, but the base version is no wimp, plus you save $14,100 in the process ($61,500 base versus $75,600).
Porsche lists the Cayman’s acceleration time to 100 km/h as 5.1 seconds, certainly speedy if not mind blowing. But the sound and fury that comes from the engine bay elicits such a visceral reaction as to make the sports car feel much quicker, as does rowing through the six-speed manual’s gears. Yes, the seven-speed PDK is faster and smoother, but it can’t replicate marrying clutch with the bolt-action mechanical precision of the shifter. Call me old school; I’ll happily wear that label all day long.
Naturally, the Cayman’s handling is brilliant, every twisting stretch of tarmac or highway on-ramp an invitation to play. Steering feel is firm and turn-in is razor sharp.
Moving to the inside reveals a cabin that is simple, logical and very driver focused. The optional ($2,650) 14-way powered sport seats are super-supportive in all the right areas, especially when hugging the inside line of an on-ramp at a very imprudent speed. A sport steering wheel is standard, which can be optioned up to a smaller-diameter version or with multi-function and heat.
Located in the centre stack is the upgradeable Porsche Communication Management unit, which consists of a highresolution, seven-inch colour touch screen with proximity sensors and multi-touch gesture control. It also includes mobile phone preparation, and two SD card readers with a single CD/ DVD drive. The tester came with the optional navigation module, with a much improved map display that show maps two-dimensionally and in perspective.
In the past, I have said the sleek and taut Cayman and Boxster represent Porsche at its purest, as an iconic builder of traditional sports cars. Concerning these newest “718” versions, I’ll stand by that statement. Yes, the 911 in its myriad permutations is still the company’s shining beacon. And the Macan and Cayenne sport utes remain the cash cows. But the Cayman and Boxster are the past brought to the present.
In the Cayman’s case, there’s a coarseness to it that — maybe it’s just me — I find more endearing than annoying. That doesn’t ignore the car’s two biggest complaints: poor rear-view visibility and the engine noise. (Oh, and the fact that, beyond the basics, almost everything is an option.)
Then again, I was smitten by the Alfa Romeo 4C, perhaps the only sports car in the Cayenne’s
sphere from a price and intent standpoint that’s even more polarizing. These cars appeal to the traditionalist, those who want a car with a raw edge. Don’t pass them up; their entertainment value is worth the price of admission. Especially now that spring has arrived.