In light of Porsche’s conservative approach to design evolution, the new Cayman’s remodelling looks extensive.

Attention is commonly drawn to the new front end, which shows the influence of the 918 Spyder hypercar, but it’s the higher haunches, bigger arches and swept-back roofline that make this Cayman more distinctive than its predecessor.

Matt Saunders Autocar

Matt Saunders

Road test editor
PDK and Sport Chrono pack models have launch control

The dimensional sprawl isn't quite as obvious. This is a bigger brand of Cayman, most notably in a wheelbase that has expanded by 60mm, but shorter overhangs have contained the overall growth to just 33mm. The width expands not a jot, despite a 40mm expansion of the front track and a 12mm increase at the rear.

The car is 11mm lower, too, and on now-standard 18-inch wheels (19s for the S) it appears squatter, meaner and heftier than before.

In reality, the new Cayman is a cutting-edge concoction of aluminium and hot-formed, high-strength steel and should be 30kg lighter than its predecessor, model for model. Crucially, it’s stiffer than the previous generation of Porsche Cayman, too, to the remarkable tune of 40 per cent.

Mounted just ahead of the rear axle is a direct-injection flat six producing 271bhp from 2.7 litres in the base car and 321bhp from 3.4 litres in the Cayman S. Both feature variable valve timing and Porsche’s VarioCam valve lift technology on the intake side, and the larger motor receives a resonance flap for improved cylinder fill.

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Both engines now produce their peak power at 7400rpm, and although the S gets 59lb ft more torque from the same 4500rpm, the 2.7-litre unit’s specific output now exceeds 100bhp per litre. 

Operating efficiency is improved by better thermal management, electrical system recuperation and automatic stop-start, contributing to a 15 percent boost in fuel economy for both models. A six-speed manual gearbox is standard, while Porsche’s seven-speed PDK automatic is likely to be a popular option. 

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