Half Boxster, half 911, entirely outstanding

For 2006 Porsche has introduced a new Boxster-based sports car to its lineup, the Cayman S. The two-seat Cayman S slots neatly between the Boxster S roadster and the 911 Carrera, and its name is derived from the animal (which is a close relative of the alligator), not the island.

Cayman shares 40 percent of its components with the second generation Boxster, including the hood, headlamps, front guards, doors and taillamps. But the Cayman S is more than a higher priced fixed-roof version of the Boxster, enjoying unique performance and styling cues.

Design inspiration comes from Porsche’s classic 904 Carrera GTS Coupe and and the Porsche 550 Coupe, both legendary mid-engined racecars from previous eras. Unlike the Boxster, the modified bumper has larger air ducts below each headlight and fog lamps are mounted on bars that extend across the air intakes. The roof is heavily curved with small fixed windows incorporated behind the edge of the doors. The roofline profile is noticeably high and the most flattering view of the car is from the rear with its broad, curvy shoulders and sloping rear hatch.

Similar to the exterior, the Cayman’s dashboard, instruments, switchgear, seats and door trim are identical to the Boxster. Headroom is exceptional, seats comfortable and supportive, but those taller than 6 foot 3 just won’t fit well. Even with the optional 12-way power seat and tilt-telescoping steering wheel, at 6 foot 6, this too-tall journalist had some problems.

With a base MSRP of $59,695 (including shipping), Cayman S slots between the Boxster S at $55,495 and the 911 Carrera at $72,095. The advantage over the Boxster is a more powerful 3.4-liter, 295-horsepower, six-cylinder engine compared to the 3.2-liter, 280-horsepower Boxster S, and 14 cubic feet more cargo space.

The significant disadvantage is you don’t get open-air-motoring enjoyment. It’s also highly unusual that a fixed roof would cost more than a convertible. Then again, the fixed-roof significantly stiffens the chassis and dramatically improves handling.

Our test Cayman S came equipped with the standard 6-speed manual transmission, the same unit found in the Boxster S, but with shorter ratios in the first two gears. The short throws are precise and helps accomplish a zero to 60 miles per hour time of just 5.1 seconds, according to Porsche. The quarter-mile mark is accomplished in 13.3 seconds at a speed of 106 miles per hour. Compared to the 325-horsepower 911 Carrera, the Cayman S is just 0.3 seconds slower to 60 mph and less than a half second off the 911’s quarter-mile time. Top speed, according to Porsche, is 171 mph.

Additional options on our well-equipped Cayman S raised the sticker price to $73,050 and made me wonder whether you’d be better off with the base 911 Carrera for $1000 less.

As with any Porsche, the true enjoyment comes behind the wheel and you certainly don’t need triple digit speeds to enjoy the car. On a warm Arizona afternoon we found our way along the twisty roads to Tortilla Flats where the Cayman S snaked its way through canyon roads with absolute control, stability and composure. Brakes are world class and for those wanting more can order the optional ceramic composite brakes ($8,150).

At speeds exceeding 75 mph, a small rear spoiler wing fixed just below the rear lift hatch extends automatically to help stability and reduce rear lift. It retracts automatically when the car slows below 50 mph.

The safety stuff includes six airbags, two each in the front, side and head/thorax. Also included: stability and traction control, active brake differential, and antilock brakes. The Cayman S has not been crash tested.

The rest of the week we basically used the Cayman S as a daily commuter and other than being somewhat cramped behind the wheel, I never tired of the urban traffic drive.

Interestingly, it has a feel all its own, neither a Boxster nor a 911 Carrera. To be certain the Cayman S will be a move up car from the Boxster, but will it steal sales from the 911 Carrera? It might just be the best all around Porsche you can buy, but be aware of the options — they are very expensive. But then again, everything with Porsche is expensive.

By the end of our week-long test drive we’re left with little doubt that Porsche has once again delivered a ridiculously expensive, precision built, superbly performing vehicle worthy of the name Porsche and destined to be enjoyed by the privileged few.