پورشه کایمن جدید با کد 981 تحت تاثیر باکستر طراحی شده و مشخصاتی مشابه آن نیز دارد. کایمن 2013 درازتر، خوابیده تر، سبک تر و سریعتر از مدلهای فعلی می باشد. کایمن جدید با موتور 2.7 لیتری شش سیلندر مسطح استفاده شده در باکستر با توان 265 اسب بخار عرضه خواهد شد. مدل قوی تر کایمن S نیز با موتور 3.4 لیتری 325 اسبی تولید خواهد شد. برای انتقال نیرو از گیربکس شش سرعته دستی یا 7 سرعته PDK دو کلاچه استفاده خواهد شد . شتاب مدل 2.7 لیتری با گیربکس PDK 5.1 ثانیه و مدل S تنها 4.6 ثانیه است. مصرف سوخت مدل S با گیربکس دستی در شهر 11.7 لیتر و در بزرگراه 8.4 لیتر است که برای این موتور با این قدرت رقم خوبی محسوب می شود. استفاده از گیربکس PDK این ارقام را به ترتیب به 11.2 و 7.8 لیتر کاهش می دهد. مدل پایه کایمن هم در شهر 10.7 و در جاده 7.3 لیتر بنزین می سوزاند.
The new Porsche Cayman is once again promising to set new standards for driving performance in its class – with an all-round new chassis, longer wheelbase and significantly lower weight compared to the previous model. The two-seater, newly developed from the ground up is – after the 911 Carrera and Boxster – the third sports car model series from Porsche to feature innovative lightweight body design.
The new Cayman is up to 30 kg lighter, depending on the specific model and equipment, and it consumes up to 15 per cent less fuel per 100 km than the previous model – despite more powerful engines and better driving performance. In addition, the body is 40 per cent stiffer, which further enhances the sportiness of this driving artist in bends.
Porsche is also upgrading the Cayman with new optional features. For the first time, the sport coupé is available with Adaptive Cruise Control (ACC), which controls the distance to the car ahead in traffic and vehicle speed, as well as a specially developed Burmester sound system. Another new feature for the Porsche Cayman is the optional Entry & Drive keyless system that can be factory installed
Design: new proportions, prominent lines
The new Porsche Cayman is more distinctive than ever. Its proportions were moderately changed to emphasise its character as a sport coupé. The 60 mm longer wheelbase and broader track width give the Cayman a lower and more extended look in combination with the ten millimetre lower (Cayman S: eleven mm) body height. Nonetheless, the two-seat sports car is still compact, having grown just 33 mm in length. The body’s front overhang was shortened 26 mm. Other visual features reflecting the car’s more enhanced driving performance include an extended wheelbase with shorter overhangs and 18-inch or 19-inch diameter wheels with tyres that have larger rolling circumferences.
Its styling is marked by precise lines and razor-sharp sculpted edges. They emphasise the car’s low, extended silhouette with the windscreen shifted forward by approx. 100 millimetres and a roof line that reaches far back. Typical of the more advanced styling is the shoulder line, which runs from the wings – which flare strongly upwards – towards the rear side panels. The door mirrors are now positioned near the top shoulder. Especially expressive and characteristic are the dynamic recesses in the doors, which guide induction air into the distinctive air scoops on the rear side panels and from there directly to the engine. This is the most prominent visual feature that highlights the mid-engine concept.
From the front end, the new Porsche Cayman is marked by its dominant cooling air inlet to the left and right at the front end, which increase in size towards the sides of the car. Integrated in them, far outboard, are the round headlights with four-point daytime running lights or position lights, an unmistakable identifying feature of the new Cayman. Just as unique to the new generation sport coupé are the large, low rear lid made of aluminium and the rear section with its wrap-around edges. Above the rear window, an LED brake light spanning the entire window width warns traffic behind. Mounted directly to the rear lid is the thin blade of the rear spoiler, which – in contrast to that of the Boxster – is higher and deploys at a steeper angle. The overall appearance of the Cayman is more independent than before, and it is well-differentiated from the previous model. The newly designed tailpipes of the exhaust system visually terminate at a low, central point. The Porsche Cayman gets an oval tailpipe, while the Cayman S has two-branch dual tailpipes.
Six-cylinder with high-revving concept: the heart of an athlete
Porsche is implementing two exceptional sport engines in the Porsche Cayman, which combine ample torque with high power in the upper engine speed range. One consequence of this high-revving concept is that it enabled a 0.2 litre reduction in engine displacement compared to the previous model, while producing a higher power output.
With its specific power of 101.6 hp/litre, the 2.7-litre engine is the first Cayman to break the magic 100 hp per litre displacement barrier for sports car engines. Both engines now produce their maximum nominal power at 7,400/min; it was 7,200/min previously. Not only were peak powers increased by 10 hp to 275 hp (202 kW) in the Porsche Cayman and by five hp to 325 hp (239 kW) in the S-model; their two power curves also lie above those of the previous engines. This means that overall the six-cylinder engines produce more power at identical engine revs.
The new Cayman models now offer a Sport button as standard that lets the driver choose between sport-oriented engine tuning and comfortable tuning optimised for fuel efficiency. In Sport mode, the electronic engine management system modifies engine response; it makes engine dynamics more direct. In vehicles with PDK, the Automatic mode results in later upshifts and earlier downshifts. Moreover, the start/stop function and coasting function are deactivated.
The new engines get their combustion air from the air intakes on the left and right sides of the body in front of the rear wheels. In the 3.4-litre six-cylinder engine of the Porsche Cayman S, a switching resonance flap improves cylinder fill, providing high torque at low revs as well as a uniform torque curve. Both engines feature variable valve timing and lift (VarioCam Plus) on the intake side for optimal timing in charge changes. The engines draw their air via a very smoothly flowing and therefore efficient air induction system. The main reason for its reduced resistance to air flow is that the air is now inducted via two air intakes on the left and right sides. In addition, a pressure sensor monitors induction pipe pressure instead of a conventional hot-film mass air flow sensor – which would otherwise be placed in the air stream and would act as an obstacle.
A sport exhaust system is available as an option for the new Cayman models. The new sport exhaust system makes the already standard and very emotional Porsche sound even more intensive and sonorous. For visual differentiation, two-branch dual tailpipes are included with unique styling.
Intelligent efficiency: Electrical system recuperation and thermal management
The six-cylinder boxer engines – positioned in front of the rear axle – make the two-seat Porsche cars prime examples of efficient performance. The engines of both models are up to 15 per cent more fuel efficient due to direct petrol injection, thermal management, electrical system recuperation and auto start/stop function. Key components for improving efficiency are electrical system recuperation and map-controlled thermal management of engine cooling. In electrical system recuperation, the battery is charged more intensively during braking and coasting phases. In turn, alternator charge current can be reduced when the battery is fully charged. This reduces the load of the internal combustion engine in acceleration phases, because it does not need to output as much power to charge the battery. Thanks to intelligent control of the combined engine and transmission cooling systems, both engines reach their operating temperatures more quickly, which results in better combustion under part-load with less friction.
Standard six-speed manual transmission, PDK is an option
The transmission is also crucial for driving performance, comfort and fuel economy. In the new Porsche Cayman models, a standard six-speed manual transmission is employed; its gear ratios are optimally laid out for the engine’s unique characteristics. The Porsche Doppelkupplungsgetriebe (PDK) is also available as an option. It offers seven gears and shifting without any interruption in propulsive power, and it enables faster sprints and better fuel economy. The latest generation PDK has been systematically engineered for performance, but its fuel economy and convenience were also improved. The driver immediately notices that shift points are executed significantly faster in response to driver inputs. The new Cayman models are noticeably more direct in their throttle response; even in normal mode, higher revs are reached quicker for increased agility. Passing is also supported by PDK functionality: A brief and forceful press of the accelerator pedal lets the PDK know that a sprint is about to begin, and it selects the lowest possible gear to keep the passing manoeuvre as short as possible with high acceleration power.
More powerful braking actions are supported by quicker downshifts from higher engine revs, and they are initiated sooner by declutching – always accompanied by emotionally charged engine sound. This maintains a higher level of revs and consequently of performance. It also enables greater power in exiting bends, which can be traced back to the sharper shifting programmes and significantly reduced shift times – the latter was especially improved in manual mode. One example: in manual mode, the Cayman enables controlled drifts with the Porsche Stability Management (PSM) deactivated – assuming a suitably protected roadway. Detection of the yaw angle and steering input angle initiates prevention of upshifting and permits this very special kind of driving fun.
Saving without compromising on dynamics: PDK enables efficient coasting
In conjunction with the PDK transmission, the new Porsche Cayman – like the Boxster and the 911 Carrera – follows the principle of generating engine power only when it is actually needed. This is done during ‘sailing’ which refers to unpowered coasting in which the engine runs in neutral with low fuel consumption. In practice, this results in optimal savings of up to one litre fuel per 100 km with an anticipatory style of driving. Coasting is initiated when the driver slowly releases the accelerator pedal or applies a manual upshift pulse when the highest possible gear is already engaged for the driving situation. Coasting ends when the driver presses the accelerator pedal, brakes or manually shifts. Coasting is more fuel efficient, because the vehicle exploits its kinetic energy for forward motion.
Option: Sport Chrono package with dynamic transmission mounts
The optional Sport Chrono package offers a very wide spread of gear ratios ranging from sporty tuning – e.g. for circuit courses – to tuning for maximum ride comfort in everyday use. It also includes dynamic transmission mounts. It delivers the best possible drive-off acceleration in conjunction with PDK and the Sport Plus button with the Launch Control function. This shortens the sprint from zero to 100 km/h by 0.2 s compared to normal mode. The Sport Plus button also activates the PDK “race course” shifting strategy.
For even better driving performance and ride comfort, the Sport Chrono package provides dynamic transmission mounts. They alter their stiffness and damping as a function of the specific driving situation. A hard setting of the mounts, for example, significantly reduces the drivetrain’s moment of inertia when steering into a bend and in quickly alternating bends, which minimises rear body press. Its effects are similar to those of motorsport cars, in which the engine is rigidly bolt-mounted to the body, resulting in more stable and precise handling.
Also new is an extension of the optional Sport Chrono Package, which includes automatic declutching with downshifts in the Sport Plus mode in vehicles with a manual transmission. This adjusts engine revs to the lower gear even better during quick shifting, and this also lets the driver optimally utilise engine power or braking.
New chassis system for even better handling
The driving performance of the Porsche Cayman is extraordinary. More than ever, the interplay of the mid-engine concept and chassis tuning assures it the top position in its class. The car’s fundamental geometry creates ideal conditions for this performance: a 60 millimetre longer wheelbase for greater stability at very high speeds.
At the front axle, engineers widened the track width of the Porsche Cayman by 36 mm and that of the Cayman S by 40 mm, which significantly improves driving stability and agility in bends. At the rear axle as well, the two sport coupés have wider stances on the road – rear track width was increased by two and twelve millimetres, respectively. A third measure, which produces immediate effects on driving dynamics, was to increase the tyre diameter and thereby the contact area for even better road grip up to the limits of maximum performance.
Porsche engineers placed high priority on tuning of the Cayman, but not only with the goal of improving driving performance and agility, but to simultaneously improve comfort and everyday practicality as well. For example, the standard chassis with conventional hydraulic, gas-filled shock absorbers has been completely redesigned. The front axle with optimised lightweight design MacPherson spring struts has been redesigned. The new struts are more compact than those of the previous model, making them stiffer and more precise in maintaining camber. New, lightweight aluminium support bearings for the struts isolate the forces transferred to the shock absorbers and auxiliary springs for even better chassis tuning. The front axle cross members have also been designed to be optimised for crash strength and rigidity. Improved anti-dive characteristics reduce the degree to which the body front section dives during full braking and shortens the braking distance.
The rear suspension was developed based on the previous version. As with the front suspension, many components were made lighter, but without compromising stiffness and rigidity. The suspension components consist primarily of aluminium. For reasons of stiffness, components exposed to high stresses are made of sheet steel and are thus lighter and more compact than comparable light metal components.