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Code of the Curve, indeed

Canadian Tire Motorsports Track, ON - When Porsche Canada asked me to join them at a local race track for a day of testing their latest 2013 model lineup, I wasn't about to say no. And when I found out the 2014 Porsche Cayman was going to be there, I was prepared to do anything in my power to get there and drive it.

Which is precisely what I did.

There's absolutely nothing cold-blooded about this new Cayman (which derives its name from the caiman lizard) from its looks to its handling abilities, this thing is hot.


What is the Porsche Cayman?
First introduced in 2005, the Porsche Cayman coupe is a rear-wheel drive, mid-engine sports car. Originally sharing the same platform as the Porsche Boxster, the Cayman offered up hard-top cruising where the Boxster didn't, and also offered up more storage space up front and in the back where the Boxster didn't.

Far from diluting the lineup, the Porsche Cayman adds a new level of driving dynamics to an already dynamic stable of vehicles. Abiding by Porsche's “code of the curve” the Cayman filled a gap between the 911 and the Boxster that no one really knew existed, but we're damn happy they filled it.

Technicalities
The 2014 Porsche Cayman S features a mid-mounted 3.4L flat-6, 3.4L good for 325 horsepower and roughly 273 lb-ft of torque attached to the ever-fantastic 7-speed dual clutch PDK transmission all pushed out the rear wheels and aboard a vehicle that only weighs 1,695 kg. Need I say more?

Wait, there are a few more important numbers: You'll see 100 km/hr from a standstill in just under 5 seconds and on the track you could potentially take the 2014 Cayman S up to 281 km/hr (believe me, I tried).

Perhaps a few of the most intriguing numbers attached to the Porsche Cayman S are its cost-to-own digits, because there aren't as many as you might expect. With a starting price of just $76,560 owning a Cayman S is conceivable for more than just a select few -- which makes this sporty model even more appealing.

The 2014 Porsche Cayman S features a mid-mounted 3.4L flat-6, 3.4L good for 325 horsepower and roughly 273 lb-ft of torque. (Photo: Philippe Champoux)

Driving the Porsche Cayman S
From the moment I sat behind the wheel of my bright Racing Yellow (complete with matching yellow seat belts) 2014 Porsche Cayman S in the pits at the Canadian Tire Motorsports Track, I knew I was in for a treat.

Having just stepped out of a Porsche 911 Carrera 4, the difference in handling, weight and dynamics was immediately clear. And I actually preferred the feel of the Cayman S.

Light and nimble, the 2014 Cayman S will go where you want and need it to with the slightest input to the steering wheel. Throttle response is also spot on, and thanks to the PDK transmission it'll keep you in the juicy part of the powerband, no matter what you ask of it. Cornering is slick and precise, with just the right amount of grip or tail snap when asked. This two-seater coupe begs to be driven hard, so how could I resist?

While paddle shifters are available with the PDK in the 2014 Porsche Cayman S, I chose to let the transmission handle all the gear selections for me, and was never disappointed. Seamless cog swaps meant I could focus on the correct line on the track, cutting my apexes and hammering down as soon as I reached the back straight. Yes, this thing is fast.

Well-balanced to the point where only the G-force meter lets you know what's really going on, the 2014 Porsche Cayman S is as composed on the track as it would be on the city streets. And that flat-6 wail at wide-open throttle? Well, I'm pretty sure you'll never get sick of hearing that.

Light and nimble, the 2014 Cayman S will go where you want and need it to with the slightest input to the steering wheel. (Photo: Philippe Champoux)

Inside and Out of the Porsche Cayman S
Some criticize the exterior look of the 2014 Cayman S with its pout-y rear end, but I think it's fantastic. As per the norm, the Cayman is instantly recognizable as a Porsche. With the classic headlights and fog light housing, the 2014 Cayman S is curvaceous in all the right spots, and angular where needed.

Inside, standard Porsche fare ensues. Very customizable, Porsche offers a long list of extras that can push your personal Porker into a whole new level of cool (as well as price bracket). For example, the colour-matched seatbelts found in my 2014 Porsche Cayman S were an extra $400, which I suppose in the grand scheme of things isn't that much, but still.

Very customizable, Porsche offers a long list of extras that can push your personal Porker into a whole new level. (Photo: Philippe Champoux)

Comparing the Porsche Cayman S
The 2014 Cayman S is in very good company amongst the likes of the BMW M3 Coupe and Lotus Evora. When it comes to track-ready performance and luxury amenities, there's also the Audi TT RS. The Porsche carries the loftiest price tag of the bunch but I think it's a warranted difference.

The DMCC (Drift Mania Canadian Championship) added a ProAm amateur category to its championship back in 2010 in order to ensure a steady flow of new participants. It helps new drivers test their skills against each other without breaking the bank.

In general, the cars are less powerful as the drivers are competing at a lower skill level than the Pro racers. The Pros garner most of the media attention as they are frequently in the spotlight.

However, a newcomer to the ProAm series managed to gain some attention by capturing the pole position in the first race of the 2013 season, leading to an impressive second-place finish in the season opener.

Trois-Rivières, Quebec native Martin Langlois is a machinist by trade, and he singlehandedly performs the majority of pre-race chassis and engine modifications. Langlois took a few minutes of his time to tell us his story.

Marie-Laurance Paquin (MLP): Where does your passion for this sport come from?

Martin Langlois (ML): My passion for motorsports mainly comes from my family. As a kid, I always tagged along with my dad at various rally events. I immediately modified the first car I ever owned. I went out and bought my Silvia (Nissan 240SX) five years ago. The first few months I only drove it on the street, before slowly transforming it into a track car. It's exactly the same car that I'm driving in this year's series.


MLP: Were any modifications made to the car over the winter?

ML: I put in a lot of work last winter to modify the suspension. The engine remains as is because I firmly believe that the way the car handles is what really counts. The Nissan Silvia is a popular car for drifting. I think that the time I spent modifying the suspension to get the jump on my competitors is time well spent.


MLP: Is it your goal to participate in the Pro series in the near future?

ML: Everything depends on this year's results. It certainly would give me a boost if I manage to climb on the podium a few times, and the prize money is certainly interesting, too. It would help me raise the money I need to modify the engine in order to be more competitive.


MLP: Which engine are you using now?

ML: I've got a SR20DET under the hood. I replaced the original turbocharger for a twin-scroll GT3071R, boosting the output to 500 hp, which is approximately 400 to 430 hp at the wheels.

MLP: What's your objective for the current season?


ML: Last year was my first on the circuit, and I never got the chance to climb on the podium. I had quite a few mechanical issues, and was stressed out to the point that it affected my confidence. I worked on the mental aspect of the sport last winter and I'm looking to “kick butt” this season!


MLP: Who are your toughest opponents?

ML: Eric Belanger, who (I'm surprised) didn't qualify today. He's a great driver. Maxime Cyrenne and Michel Pelchat are also worth mentioning.

Photo: Joel Couture

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