There’s the now familiar 918-derived Sport Design steering wheel. There are no multifunction buttons so as to keep the price down (honestly, you don’t need it). The Sport Response Button, meanwhile, comes as an option. The dashboard has been redesigned; the air-conditioning vents being the most obvious change, which were rectangular in design and are now round. The gauges are also new, although you have to look carefully to tell the difference. For instance, 4,000rpm is now at 12 o’clock.
The Cayman’s mid-engine layout makes it such a practical sports car, with front (as deep as three cases of softdrinks or beer atop each other. Please take note that the example cited is for imaginative purposes only. Don’t drink and drive) and rear luggage compartments, allowing you to bring the things you need for an out-of-town trip, not just a pair of duffel bags. The wife will approve of this sports car.
'I consider the 718 Cayman to be the most sensible sports car, because it possesses a strong argument in terms of its price tag and its capability.'
This entry-level variant is powered by a 2.0-liter turbocharged flat-four, delivering 296hp and 380Nm. It’s coupled to the PDK dual-clutch gearbox. There’s no manual allocation for our market.
The rev range is just about linear all the way to the 7,400rpm redline, with a slight kick just before hitting 3,000. With torque now available from 1,950rpm to 4,500rpm, mid-range is the biggest improvement. While it’s a joy to squeeze the naturally aspirated flat-six to the redline, there’s no denying that the mid-range torque now is more useful.
There’s still some apprehension as to how the flat-four sounds. The growl is rougher compared to the flat-six, but all in all, the tone is almost similar. You have nothing to worry about; it actually still sounds like an NA.
A smaller-displacement turbo means the 718 is more efficient. With more low-end torque, the PDK gearbox short shifts between gears (at around 2,000rpm) even in Sport mode. You have to be more decisive when stepping on the throttle to maximize the rev band. Or better yet, shift to manual mode and shift via the paddles.
Driving the Boxster a year before gave me an idea how much the Cayman can yield, so I wasn’t as conscious with the numbers this time around. Straddling between Normal and Sport mode around the city and on the highway returned a combined 7-7.5km/L. With the Boxster, I managed 8km/L and 13.5km/L respectively in Normal mode when driving efficiently.