Britain’s Best Driver’s Car 2014 - sports coupes

However, this doesn’t mean that it’s not exciting, especially for one tester, who complained that it was too easy to tip the Porsche into oversteer. But most marvelled at the Cayman’s balance, not only in chassis terms but as a complete car. “What can’t this thing do?” asked one. “The only reason the Cayman S didn’t get my vote last year is because it lacked that final hard edge when you really wanted it. The GTS has that and also improves every component on top of it.”

Despite its 335bhp, ‘measured’ often describes the performance, too, the Cayman’s fuel-eking gearing making third practically a 100mph ratio, with three more to go. Absurd, and it takes the edge off its grunt.

On the road, this makes it a bit less of a thrill than you’d think until you learn to work the lower gears, doubtless to the detriment of economy. But that’s when the tactile rewards really flow and the Cayman emphatically underlines its credibility as a properly sorted piece of driver’s kit. It’s also very civilised. With the fire of lower gearing, it would be close to perfection.

Fire is what you think you’re going to get from the i8, with its satisfyingly dramatic, supercar looks. It may be the unlikely wearer of an eDrive badge, but the little three-pot sounds at least twice as big as it really is and, together with the electric motor, allows the i8 to get going pretty smartly.

This dramatic machine looks like a  mid-engined car and duly behaves like one on track, with the impression of a chassis pivot point not far forward of your seat. It turns in well and, in contrast to the early reports from its launch, understeer is not  an issue. It will oversteer readily enough on a trailing throttle, too, before transitioning smoothly to gently run wide.

Your enjoyment of this behaviour is somewhat spoiled by a steering wheel that feels unpromisingly light unless you’re in Sport and, regardless of mode, this turns out to be the numbest rim here. But the wheel does shuffle encouragingly over camber changes. Fulsome brake feel has also been neutered by the i8’s electronics, although there’s no doubting their effectiveness. And while we’re whining, the instruments are near unreadable at speed despite their trick graphics.

The brakes’ scope for recharging the BMW’s battery pack in track conditions appears to be limited, though, the battery charge sinking to a solitary segment’s worth within a couple of hours of intermittent use. Which doesn’t mean that the electric motor turns dormant; the battery always retains enough charge to power the front wheels when necessary, BMW’s aim being to provide consistent handling regardless of circumstance.

However, what you won’t get is the overboost that a semi-charged or fully charged battery pack would provide. To restore that, you’ll need a session of less committed action to allow the battery power to regenerate. Or a mains recharge.

A less frenetic drive will allow you to enjoy the BMW’s near-languid suppleness over bumps, its motion over these surfaces integral to its sophisticated allure. So is the sound of that engine – the unaware will be amazed to hear that it’s shared with the Mini – whose racey downshifting blips are satisfyingly timed. This BMW is quick, too, but feels less so at higher speeds, its progress dulled by eco-oriented gearing.

All of which makes the i8 a more intriguing machine on the road, where its twin engines usually function at full strength and its sharp handling and supple ride gel in a manner that makes you dream of long-distance drives. The disappointment of the steering is less evident here, and you get the pleasure of uncovering what it’s up to via the information displays. “A complete enigma, better on road than on track but not entirely out of its depth here,” concluded one tester.

The i8 offers many rewards, but the best of them are not found on a race circuit. Its more traditional sister, the M4, is of far less complicated character, almost too much so on the track, where its lively rear end denies it some of the delicate driftability of M3s past. Still, there’s little wrong with its powertrain, although some yearned for the previous-generation M3’s normally aspirated V8.

You won’t be doing much yearning in the Cayman GTS unless it’s for shorter gearing; the Porsche is the most complete, and completely satisfying, driver’s car of our trio. “Beguiling controls, velvet-smooth powertrain and a forgiving ride make it great on the road or track” was one summation, and that just about nails it.