Porsche 718 Cayman

Like the Boxster, the 718 Cayman has made the switch from six-cylinder engines to turbocharged four-cylinders. This results in the loss of the high-revving zing we loved in the previous Cayman but also means drivers can get power more easily and better fuel economy.

The Cayman S fires up with a bark from its centrally located, twin-outlet exhaust. After an initial hesitation when accelerating from a standstill, the turbocharged four-cylinder engine responds vigorously to the driver's right foot, moving the Cayman S down the road with impressive speed. It won't be mistaken for the wailing, high-revving six-cylinder engine that came in the last Cayman, but the new flat-four has a unique sound of its own, which becomes sweeter as the revs increase.

Porsche's optional seven-speed automatic transmission delivers quick, direct, and timely shifts. Paddles behind the steering wheel can be used to manually control shifts during enthusiastic driving, but the transmission works well even when left to its own devices. For driving purists, a six-speed manual comes standard.

The EPA rates the Cayman S at 24 mpg combined, which is pretty efficient for a high-performance sports car. We got 26 mpg overall during our testing of the 718 Boxster with the smaller, base four-cylinder turbo.

The Cayman takes to corners with a precision few other cars--regardless of price--can match. The mid-engine layout and well-tuned suspension endow the Cayman with fantastic balance, while the precise steering communicates excellent feedback. Not only is the Cayman capable of taking corners with great speed, but it's also a stable and forgiving partner, helping even less skilled drivers feel at ease with its capabilities.

Our rented Cayman S had a sport version of Porsche's optional adaptive suspension system. Switching the adjustable suspension to its stiffer setting makes the car unyielding that's best reserved for canyon strafing and track days. The car rides on the firm side even in its normal mode, but there's enough bump absorption to make it livable driving around town or when cruising on the highway.

Porsches are usually known for having firm, easy-to-modulate brakes, and the Cayman doesn't disappoint. Porsche's optional ceramic-composite brakes tack on nearly $7,500 and are worth it if track days will be a big part of the owner's lifestyle.

The Cayman is louder inside than most cars. The biggest ruckus comes from the engine that's just behind the driver's head. The sound is ever-present and clatters even when driven gently. The exhaust roar becomes more invigorating as the revs climb.

The Cayman sits low to the ground. It helps if occupants are limber enough to slide into the contoured seats; exiting is less-than-graceful also.

Once in, the driving position feels perfect for sporty driving, with a great view out over the low hood. The well-bolstered seats hold occupants in place, and provide all-day comfort. 

The instrument cluster is dominated by a large tachometer that sits directly in the middle, a reminder of Porsche's racing heritage. The center console is chock full of tightly packed, similar-looking buttons that take some familiarity to understand their purpose, but the infotainment screen has clear graphics and is easy enough to use. Small-item storage inside the cabin is sparse, but the Cayman comes with two trunks: a narrow, deep well under the hood and space behind the engine under the hatchback.

The Cayman is skimpy on driver-assist features. Forward collision warning is available as part of the optional adaptive cruise control package. This important safety feature is only available on cars with the automatic transmission. Blind spot warning is a helpful option, especially because rear visibility is hampered by thick back pillars.