Porsche Cayman 987.2 S - 2006

When Porsche launched the 987-generation Cayman S in late 2005 for the 2006 model year, it neatly plugged the gap between the Boxster roadster and the 911. Built on the 987 Boxster’s architecture but with a closed, stiffer body and a larger 3.4‑litre flat-six, the S arrived first—good for 295 PS and a chassis balance that instantly won over testers.

The Cayman’s mission was clear: mid‑engine poise with Porsche usability. Its fixed roof added notable torsional rigidity over the Boxster, sharpening turn-in and giving the car uncanny neutrality at the limit. Period road tests from publications like Evo, Autocar and Car and Driver repeatedly praised its steering feel, body control and fade‑free brakes. If there was a recurring gripe, it was the price of options—and the sense that Porsche deliberately kept the Cayman S from encroaching on 911 performance territory by reserving bigger engines and halo variants for the rear‑engined icon.

Competition at the time was varied: the BMW Z4 M Coupé packed more power but couldn’t match the Cayman’s mid‑engine balance; Nissan’s 350Z offered value and brawn; Lotus Elise/Exige rivals were lighter and more focused but far less practical. Against this field the Cayman S often emerged as the real‑world driver’s choice—quick enough (0–100 km/h in about 5.4 s), beautifully damped, and with two luggage compartments totaling roughly 410 litres.

Porsche kept it fresh with desirable options—PASM adaptive dampers, Sport Chrono, Porsche Sport Exhaust and, for the keenest drivers, a -20 mm sport chassis. Toward the end of the 987.1 run came eye‑catching specials such as the Cayman S Design Edition 1 (noted for its black livery and stripes) and the Cayman S Sport, which bundled factory performance and chassis goodies. The full facelift (987.2) landed for 2009 with direct‑injection engines and the debut of PDK, but that’s the next chapter.

In the broader Porsche story, the Cayman S was pivotal. It proved a mid‑engined Porsche coupé could stand as its own proposition—less expensive than a 911 yet often more exploitable on typical roads. It became a favourite in magazine group tests and a darling of track‑day enthusiasts, not least thanks to stout brakes and superb heat management. It also found pop‑culture visibility in contemporary racing games (Forza, Need for Speed), and appeared on TV shows such as Top Gear, where its balance drew plaudits even as debates raged about value versus a used 911.

Curiosities and cautions? The name “Cayman” prompted cheeky references to the reptile, while owners appreciated the car’s uncommon practicality for a two‑seater. Mechanically, the 3.4‑litre M97 is generally robust but enthusiasts watch for age‑related issues like bore scoring on a minority of engines, rear main seal seepage and air‑oil separator failure. Nonetheless, as a package, the 987.1 Cayman S remains one of the era’s sweetest driver’s cars—precise, communicative and timelessly proportioned.