Porsche 718 Cayman review

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. 

The higher spring rates that supply the superbly managed turn-in and mid-corner control don’t constrict its ability to stay wonderfully pliant on the average B-road.

In its most comfort-orientated default setting, the 718 soaks up the huge punishment presumably being taken by the optional 20in rims, leaving its driver serene in a matchless brand of tacked-down composure – even as the car’s appetite for speed edges you towards ever more frenetic, rear-drive reward.

In this respect, as a classic affordable sports car in a contemporary mould, the 718 remains without dynamic equal.

The 718 Cayman S takes to a circuit so matter-of-factly — and utterly brilliantly. Although it doesn’t have the straight-line punch of some £50k cars, the engine does its best impression of a naturally aspirated lump when surging through gear after gear beyond 3500rpm, and the optional carbon-ceramic brakes will soak up as many flat-out laps as you’re likely to want to throw at them.

The genius of the chassis is to first deliver just enough throttle-on stability to allow you to carry as much speed as you want through faster corners but then to bring in balletic cornering balance and tender adjustability of attitude for those who call for it by entering any given bend on a trailing throttle.

Set the tail wagging that way and there’s enough power to develop a 100-yard powerslide in second and third gears — and exiting that slide can be done with supreme precision and confidence through Porsche’s ever-forgiving steering rack.