Although it may not outwardly seem much different, the Cayman’s look has been comprehensively revised.

Only the bootlid, roof and windscreen are unaltered. The effect is to align the model even more obviously with the Boxster, although the technical rationale behind the noticeably larger and more numerous air intakes all around is to ensure the 718’s new turbocharged engines are fed with ample air.

Matt Saunders Autocar

Matt Saunders

Road test editor
The metallic paintjobs are around one-third the cost of the Lava Orange, but none is as spectacular. No-cost yellow might be the best alternative

From the rear, it’s chiefly the sweatband-like accent strip, complete with ‘Porsche’ branding, that distinguishes the car from its predecessor.

Is it the best-looking Cayman yet? Several of our testers thought so.

The chassis has been reworked, too, with a view to enhancing the precision and lateral stability of a car already endowed with considerable reserves of both.

The Cayman has earned additional rebound buffer springs on the front axle to reduce lift while accelerating and, as with the Boxster, there are higher spring rates all round to further limit body roll.

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The smaller boxer engine has delivered a slightly lower centre of gravity than its predecessor had, although ‘smaller’ should not be misread as ‘lighter’.

The addition of turbochargers has meant the latest Cayman emerges from the factory very marginally heavier than the equivalent six-pot model.

Still, Porsche has ensured that there can be no question of inferior power-to-weight ratios across the generational divide.

Forced induction comes in two formats: with a variable geometry turbo in the bigger-bore 2.5-litre S, and without in the standard 2.0-litre Cayman – but with only one turbocharger in both cases.

To enhance throttle response, both engines are capable of pre-charging their single turbocharger by retarding the ignition timing and keeping the throttle ajar. They’ll also both rev to 7500rpm – even if their respective outputs peak at 6500rpm.

Before that, predictably, both four-cylinder units will have delivered considerably more twist than their larger forebears: 66lb ft more in the case of the lower-rung model, and 37lb ft in the S. Partly to compensate for greater low-end muscle, the stiffness of the Cayman’s rear subframe has been increased – there’s now a trace of GT4 back there – and the rear tyres swell by half an inch of width.

And to keep the car suitably agile, Porsche has transplanted the more direct gear ratio of the 911 Turbo’s steering rack, making it 10% quicker than before.

In the S, the brakes have been beefed up, too, with the 911 Carrera’s four-piston calipers and thicker discs.

Our test car also came with Porsche Active Suspension Management (PASM), which lowers the S by 20mm and includes adaptive damping. 

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