First Drive: 2009 Porsche Cayman S/PDK

Story, video and photos by John LeBlanc JEREZ, SPAIN–As most of its middle-aged fans will appreciate, today's Porsche 911 is not the flyweight sports car it started out as 44 years ago. A little heavier, a little larger around the middle – definitely less agile – Porsche has slowly moved its halo vehicle from pure sports car to more of a grand touring machine. Porsche has been careful not to let the junior model's performance close in on the 911's performance advantage, however easier the Cayman is to drive than its more challenging (and powerful) big brother.Cue the Cayman, the coupe version of Porsche's Boxster roadster. The hardtop's arrival three years ago garnered standing ovations from purists looking to rekindle the spirit of smaller 911s of years gone by for about two-thirds the cost of a base model 911 Carrera 2+2. But that was so last year. For 2009 Porsche has given its entry level coupe the requisite mid-life upgrade with new engines, ceramic brakes, wheels and tires, mechanical rear differential, subtle exterior styling tweaks and updated interior bits among other details. Base prices only go up by $300 from last year. The new flat six in the $63,900 Cayman has grown 0.2 litres to 2.9, and gained 20 horsepower to 265, more than likely to give the $57,600 Audi TT-S and $63,500 Mercedes-Benz SLK 350 Roadster a run for their money. A six-speed manual gearbox (formerly exclusive to the S model) is now standard in both Caymans. The higher-performing $75,800 Cayman S starts with a new direct injection 3.4-litre six boosted by 25 horsepower – now only 25 hp shy of the $94,800 911 Carrera's 345 hp. Check off all the right options, and the new Cayman S seriously begs the question: Is a 911 Carrera really worth the extra loot? The most interesting option for 911 slayers is the replacement for last year's optional six-speed Tiptronic S shift-for-yourself automatic transmission. Porsche calls the new feature "Doppelkupplungsgetriebe" (or PDK)– German for double-clutch gearbox (see sidebar). After a day driving a 2009 Cayman S equipped with the estimated $4,660 PDK, I lost some of my long-held desire for a 911 Carrera. Here's why: Porsche says an '09 Cayman S equipped with PDK (and using the launch control that's part of the $1,300 Sports Chrono Package) can rocket from 0-to-100 km/h 0.2 seconds faster than a 911 Carrera with its six-speed manual: 4.9 versus 5.1. Equipped as-is, said 911-beating Cayman S is still $12,200 less than said 911. The base Cayman PDK sips 11 per cent less fuel than older models with Tiptronic S – 8.9 L/100 km on the European cycle. The Cayman S PDK is even better: improved by 16 per cent to 9.2 L. Presumably so we would focus our reports on PDK, Porsche only had fully equipped Cayman S models to drive here in the south of Spain, near the Strait of Gibraltar. No base Caymans, no manual gearboxes – so I can't chime in on the manual versus PDK debate. However, dodging locals in their lumbering Land Rover Defenders on the mountain roads in the foothills north of Jerez, you can't deny the new PDK improves what was already a class-leading sports car. First, you can customize PDK to your driving mood via three settings. Left alone in D for casual driving, it acts like a sporty autobox, upshifting leisurely between 3000-4000 r.p.m. Hit the Sport button, and shifts are now held up to more than 6000 r.p.m. and downshifts are quicker as well. The Sports Chrono package adds an additional Sport Plus setting, which holds gears even longer past 7000 r.p.m. and quickens throttle response. Sport Plus is best suited for track day use. A howling Porsche flat-six is certainly a joy to hear, but driving on public roads constantly near the redline is more annoying than 911 owners with fake Turbo badges. Shifts in both Sport modes really are instantaneous, and make lightning seem tardy. Unlike other dual-clutch transmissions from VW, Audi, Mitsubishi or Nissan, Porsche's PDK is as smooth as a traditional torque converter autobox when toodling around. It also doesn't have the herky-jerky, low-speed hesitations that rival dual-clutch gearboxes have when shifting from Drive to Reverse or pulling away in first gear. (Hello – Nissan GT-R?) As good as PDK is, it has one big flaw: The shifter buttons mounted on the steering wheel. These go against the more intuitive blade-style paddle shifters with upshifts on the left, downshifts in the right. With Porsche's design, you can shift both up and down on either side of the steering wheel: pull for down, push for up. It simply didn't work for me. After giving the shifter buttons a few chances, I ended up leaving PDK in Sport and downshifting manually before corners by either using the left steering wheel button or the console-mounted shifter. I blame plain old German automaker stubbornness for this egregious misstep, which seems to be a design leftover from the old Tiptronic S. (It's kind of like Mercedes's unwillingness to change its unintuitive cruise control wand.) You could save yourself $5,500 by sticking with the six-speed manual. Beyond PDK, Porsche hasn't ruined the previous Cayman S's already class-leading road manners. With its short overhangs, wide track and engine placed mid-car, the Cayman S was arguably already the most dynamic and easy-to-drive sports car in its class. Porsche's ongoing refinements hope to keep it ahead of competition as varied as the $65,205 Chevrolet Corvette, $84,800 Mercedes SLK 55 AMG or the new BMW Z4 and Nissan 370Z coming next spring. Of course, a stripped-out lightweight version would really put a nail in the coffin of the middle-aged 911. But when asked about the possibility of such a model, Porsche suits here silently grimaced or started counting their shoelaces. Whatever. For now at least, know that the new 2009 Cayman S is the purest sports car offering from the German maker – 911 be damned. 2009 Porsche Cayman S PRICE: (base/as-tested) $75,800/$83,900 ENGINE: 3.4 L F6 POWER/TORQUE: 320 hp/273 lb.-ft. FUEL CONSUMPTION: 8.9 L/100 km (combined, EU) COMPETITION: 2010 BMW Z Roadster, Chevrolet Corvette, Mercedes-Benz SLK 55 AMG, Nissan 370Z, Porsche 911 Carrera WHAT'S BEST: More power and fuel efficiency, PDK WHAT'S WORST: Frustrating steering wheel shift nubs WHAT'S INTERESTING: PDK was developed for the 956 Group C racers in the 1980s

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