2009 Porsche Cayman
The Porsche Cayman has always had a suspicious place in the Porsche lineup. The extra-potent "S" model comes very close to hitting performance figures of the base 911, at much reduced cost. But now that 2009 refreshening adds extra power to the Cayman, how will this stack up?
The second generation of the Cayman is making its debut at the Los Angeles Auto Show right along side its Boxster sibling. Just like the drop top, the 2009 Cayman is being offered in two versions: Cayman and Cayman S (the Cayman S Sport version goes away.)
The Cayman is powered by a 2.9-liter flat-six boxer engine that delivers 265 hp (an increase of 20 hp); the Cayman S gets a 3.4-liter power unit that delivers 320 hp (25 hp more). The Cayman S with PDK dual-clutch automatic and Launch Control can do 0 to 60 mph in 4.9 seconds. That’s a 0.2 second improvement from the previous Cayman S and is within 0.2 seconds of the published figures for the base 911.
As it turns out the increase in power will not mean worse fuel economy. The Cayman equipped with PDK averages 26.3 mpg, and 25.5 mpg for the Cayman S. That’s about a 4 mpg improvement from the Tiptronic automatic transmission cars.
Design improvements take cues from the V10 Carrera GT. The 2009 Cayman gets new front and rear ends with new halogen headlights with integrated direction indicators, new LED rear lights, new air intakes and new rear panels with a wind deflector plate.
Both the Cayman and the Cayman S will go on sale in February 2009 in Europe. It’s expected that the new Cayman will reach these shores soon afterward with only a marginal price increase.
Full details in the press release after the jump.
2009 Porsche Cayman
Dr. Ing. h.c. F. Porsche AG, Stuttgart, is presenting the second generation of the mid-engined Boxster and Cayman sports cars for the first time at the Los Angeles Auto Show. The highlight of the new generation is of course the new flat-six boxer engines developed with new technical features from the ground up, providing not only more power, but also significantly greater fuel efficiency than their predecessors. A further improvement of both fuel economy and performance is guaranteed by the Porsche-Doppelkupplungsgetriebe or PDK for short, the new double-clutch gearbox.
Newly developed Boxer engines with even more power on even less fuel
Displacing 2.9 litres, the “basic“ engine develops 255 bhp (188 kW) in the Boxster and 265 bhp (195 kW) in the Cayman, an increase by 10 and, respectively, 20 horsepower over the preceding models. The 3.4-litre power unit in the S-versions, benefiting from Direct Fuel Injection, now delivers 310 bhp (228 kW) in the Boxster S and 320 bhp (235 kW) in the Cayman S, up by 15 and, respectively, 25 bhp. An outstanding power-to-weight ratio ranging from 4.2 kg (9.3 lb)/bhp on the Cayman S to 5.2 kg (11.5 lb)/bhp on the Boxster offers the driver maximum driving dynamics on minimum fuel. As a result, the Cayman S with PDK and Launch Control featured in the optional Sports Chrono Package accelerates to 100 km/h in 4.9 seconds, setting the benchmark in the range, while the Boxster with its six-speed manual gearbox featured as standard completes the same exercise in 5.9 seconds.
Featuring PDK, both the Boxster and the Cayman for the first time outperform the nine-litre consumption mark: Both models with the new 2.9-litre Boxer engine make do with 8.9 litres/100 kilometres (equal to 26.4 mpg US) according to the EU4 standard – 11 per cent less than the former models with Tiptronic S. Reducing fuel consumption by an even more significant 16 per cent to 9.2 litres/100 kilometres (equal to 25.5 mpg US), the 3.4-litre versions with PDK offer an even greater saving over their predecessors with Tiptronic S.
Roadster and Coupé with even more signs of distinction
The new two-seaters are clearly distinguishable from outside through their newly designed front and rear ends. The new halogen headlights with their integrated direction indicators are reminiscent of the lights on the Carrera GT, the new LED rear lights tapering out to the outside and integrated elegantly in the modified rear end of the car.
From the front the Roadster and Coupé differ clearly from one another through the distinctive design of their air intakes, from the rear through the new rear panels with diffuser inserts on the Boxster and a wind deflector plate on the Cayman.
The rod-shaped positioning lights in LED light conductor technology add a particular touch of class in terms of the cars’ looks, also through their horizontal arrangement in the outer air intakes. Yet a further highlight is provided by the foglamps featured as standard – rectangular in shape on the Boxster, round on the Cayman. For the first time both models are available with a Lights Package featuring bi-xenon headlights, dynamic curve lights and LED daytime driving lights. Replacing the foglamps, these light units are made up on the Boxster of four LEDs positioned next to one another, while on the Cayman four LEDs are arranged in round light units like the eyes of a dice.
PDK: shifting gears even more quickly, reducing fuel consumption by up to 16 per cent
All four sports cars are available for the first time with the Porsche-Doppelkupplungsgetriebe or PDK carried over directly from motorsport and replacing the former Tiptronic S. Equipped with the PDK double-clutch gearbox, the Roadster and Coupé accelerate to 100 km/h or 62 mph 0.1 seconds faster than with the manual six-speed gearbox now also featured on the “basic” models.
Acceleration is particularly fast and dynamic with one of the optional Sports Chrono Packages featuring Launch Control for maximum acceleration from a standing start and the Race Track Gearshift Strategy for the fastest conceivable gearshift as an exclusive highlight on the PDK models. Benefiting from Launch Control, the respective models accelerate from a standstill to 100 km/h or 62 mph yet another 2/10ths of a second faster.
The progress offered by PDK is even more impressive when it comes to fuel economy reduced by up to 16 per cent from the former figure on the first generation: According to the EU4 consumption standard, the Boxster and Cayman equipped with PDK consume just 8.9 litres/100 kilometres, equal to 26.3 mpg US, with the S-models offering almost the same level of economy at just 9.2 litres or 25.5 mpg US.
Dynamic suspension and supreme brakes
The suspension with its new set-up gives the new models a combination of even greater driving dynamics and enhanced comfort all in one. Modification of the valve control map on the steering transmission serves furthermore to reduce steering forces, giving the Boxster and Cayman even more agile and spontaneous steering behaviour.
The wheels come in new design and are half an inch wider on the “basic” models than in the past in order to accommodate the larger brake system of the S-models on the front axle. Both the Boxster and Cayman feature the latest generation of PSM Porsche Stability Management now offering two new functions: Brake Pre-Loading and the Brake Assistant. Whenever the driver lets go of the gas pedal very quickly – which is typical of an upcoming emergency braking manoeuvre – the PSM hydraulic control unit builds up an appropriate level of pressure on the wheel brakes before the driver even presses down the brake pedal, moving the brake pads slightly towards the discs for immediate action. This significantly improves brake response and shortens stopping distances accordingly. When recognising that the driver is braking in an emergency due to very fast operation of the brake pedal and a defined brake force, the PSM hydraulic control unit actively delivers the brake pressure required for maximum stopping power.
New audio and communication systems
Both the Boxster and the Cayman come as standard with the new CDR-30 CD radio boasting an easy-to-read five-inch monochromatic display and the ability to play MP3 CDs. New PCM Porsche Communication Management available as an option complete with hard disc navigation serves as the central control unit for all audio, communication and navigation features.
PCM is now even more versatile, efficient and a lot easier to use than before, standing out in particular through its control monitor enabling the driver to select specific functions simply by tipping the appropriate key and increased in size from 5.8 to 6.5 inches.
As an option PCM is available with highly convenient voice control and, in conjunction with the optional, universal audio interface, can now be used also to control external audio sources such as an iPod® or USB stick.
Last but not least, Porsche’s new two-seaters are available as an option with seat ventilation combined with seat heating on both the standard seats and the comfort seats with full or partial leather.
The new models are entering the market in February 2009. The base price of the Boxster in the Euro countries is Euro 38,600, the base price of the Cayman Euro 41,700. The corresponding prices of the Boxster S are Euro 46,700, of the Cayman S Euro 51,500. Including VAT and national specifications, the Boxster retails in Germany at Euro 46,142, the Cayman at Euro 49,831. The Boxster S, in turn, comes at a retail price of Euro 55,781, the Cayman S at Euro 61,493.
Design and Aerodynamics
The new models in the Cayman range stand out clearly at very first sight through their modified lights at the front and rear as well as their newly designed front and rear body panels. Seen from the front, extra-large outside air intakes with separate surrounds accentuate the dynamic looks of the car, taking up the graphic lines of the luggage compartment lid and extending the lines into the centre air scoop further down.
Above the air intakes at the side horizontal LED positioning lights on the right and left as well as round foglamps add a further distinctive touch. The direction indicators, in turn, are integrated in the new halogen headlights which, through their two-tube look, are reminiscent of the Carrera GT.
A special Lights Package made up of new bi-xenon headlights complete with a dynamic curve light function, separate LED daytime driving lights and a headlight cleaning system is available as an option. The white LEDs come in a very striking crosswise arrangement giving Porsche’s mid-engined sports coupé a truly unmistakable lights profile. The daytime driving lights are housed at the front instead of the conventional foglamps whose function is performed by the xenon headlights optimised in terms of their broad light range and illumination to the side.
The Cayman also offers a very dynamic look from the side further emphasised by the car’s dynamically flowing lines, a clear waistline, and the long wheelbase. And now this perspective is further upgraded by wheels in new styling, the “regular” Cayman coming on 17-inch Cayman II wheels in star-shaped five-spoke design. The S variant, in turn, features 18-inch Cayman S II wheels with turbine-like arrangement of the five spokes.
Through their special design, the wheels also offer a free view of the brakes on both Cayman models, helping to provide a better ventilation effect. And like all of Porsche’s sports cars in the new generation, the Cayman likewise comes with the newly designed double-arm exterior mirrors providing an even better and larger view to the rear and naturally fulfilling legal requirements and standards also in future.
Last but not least, optimised aerodynamics keep the build-up of dirt and water on the mirrors to a minimum even under adverse conditions.
Headlights in new LED technology
The brand-new rear end on Porsche’s sports coupé houses newly designed rear lights with all red light sources in LED technology. Tapering out to a sharp angle at the front, the rear lights are elegantly integrated into the new rear end of the car, LED graphics ensuring dynamic light design both at day and during the night. Indeed, the night design of the rear lights follows the contours of the rear wings.
Like the graphics at the front, the new air flow panel at the bottom of the rear section takes up the shape of the car’s numberplate and comprises the tailpipes in the middle also finished in new design. The result is a very athletic look also from behind, with the Cayman boasting one single rear pipe, the Cayman S a double exhaust pipe extending directly from the interim pipe on the exhaust system to give the car a particularly powerful and muscular look also from behind.
Aerodynamics just as perfect as before
Although the new engines and transmissions require even more efficient cooling under some circumstances, Porsche’s engineers have succeeded in keeping the cars’ aerodynamic standards (Cd coefficient) at the same high level as on the former model: Maintaining a Cd factor of 0.29, both the Cayman and Cayman S in regular trim continue to set the standard against the competition. Such outstanding aerodynamics contributes significantly to the cars’ safe driving behaviour also at very high speeds as well as their superior fuel economy.
A particular aerodynamic highlight is the split wing at the rear of the Cayman moving up some 80 millimetres or 3.15” at speeds above 120 km/h or 75 mph and then moving down again automatically as soon as road speed decreases to 80 km/h or 50 mph. Contrary to a conventional spoiler, a split wing avoids air resistance almost completely, but nevertheless generates appropriate downforce through its profile. The result is an increase in downforce on the rear axle at 270 km/h or 167 mph by 14 kilos, helping to reduce roll and dive forces and enhance driving stability accordingly.
Engine and Transmission
The two new six-cylinder boxer engines now making their world debut in the Cayman and Cayman S set the benchmark in their class through their balance of superior performance and outstanding reliability, greater economy and decreasing emissions. In their basic design and configuration, both power units have the same identical features and characteristics as the new engine generation introduced only recently in the 911 model series.
In the Cayman the 2.9-litre power unit replaces the former 2.7-litre, maximum output of 265 bhp (195 kW) exceeding that of the former six-cylinder by 20 bhp. Peak torque of 300 Nm or 221 lb-ft, in turn, represents an increase over the former model by 27 Newton-metres or 20 lb-ft.
The power unit featured in the new Cayman S displaces 3.4 litres as before, but now, benefiting from Porsche’s new Direct Fuel Injection (DFI), develops maximum output of 320 bhp (235 kW), 25 bhp more than before. Maximum torque is likewise up by 30 Newton-metres (22 lb-ft), now reaching 370 Nm or 273 lb-ft.
The greater efficiency of the new engines results largely from the consistent enhancement of fundamental features in engine technology: Lower weight, lower inner friction and lower moving masses on both six-cylinders combine more power with enhanced fuel economy. Hence, the new engines weigh approximately six kilos less than the former power units, a two-piece crankcase with integrated crankcase bearings replacing the former four-piece block with its separate bearing case. The advantage, again, is lower weight and a smaller number of separate components.
Together with these improvements, Porsche’s engineers have given the engine an even higher standard of thermal and mechanical robustness by changing the design of the crankcase from an open- to a closed-deck configuration. The cylinder liners previously forming a separate unit around the cylinder gasket are therefore now integrated in the casing by a cast cover plate comprising the water flow linings. Again, this serves in particular to give the cylinders greater stability in their shape and design.
A further positive effect is the reduction of oil consumption and, due to lower friction, an improvement in fuel economy. New engine bearings with additional crosswise stops and new bearing specifications serve furthermore to provide extra comfort combined with enhanced driving dynamics, the entire engine forming a firmer and stronger structure and therefore reducing any relative movement versus the body of the car.
Cayman S featuring Direct Fuel Injection for the first time
The 3.4-litre power unit of the new Cayman S comes for the first time in this model series with Porsche’s Direct Fuel Injection or DFI for short, providing a homogeneous fuel/air mixture distributed consistently throughout the combustion chamber in the interest of optimum combustion.
As a function of load and engine speed, fuel is injected at up to 120 bar directly into the combustion chamber. The most important advantage achieved in this way is that contrary to conventional manifold injection, the fuel/air mixture is now formed directly in the combustion chamber. While in the case of indirect injection the fuel is atomised in part upfront of the closed intake valve, fuel is now injected directly into the cylinder only after the valve has opened.
Fitted between the two intake vales, the injector aims directly into the two flows of air. This eliminates the usual wall film losses inevitably suffered in the conventional process due to fuel mist coming to rest on the walls of the intake manifolds. A further significant advantage is that air and fuel are mixed more smoothly and efficiently within the cylinder, an important prerequisite for a clean and complete combustion process. The thermal energy required for evaporating the fuel is extracted from the combustion air within the combustion chamber, cooling down in the process. This reduces the cylinder charge volume and allows the induction of additional air through the open intake valve, again improving the cylinder charge.
A further advantage of this reduction in temperature is that the engine becomes less sensitive to knocking, allowing the engineers to increase the compression ratio to 12.5:1, that is to a higher level than on the former model.
This increase in compression once again increases the thermal efficiency of the engine, helping to provide more power on less fuel.
Direct Fuel Injection has a positive effect not only on the engine’s efficiency, but also on the typical characteristics of the Cayman S power unit. And this the driver will feel immediately: With fuel being injected fractions of a second prior to the actual combustion process, the engine reacts even more spontaneously to even the slightest movement of the gas pedal.
Exemplary emission management
Both power units already fulfil the future EU5 and ULEV emission standards still to come into force in Europe and the USA. To ensure this efficient management, the 2.9-litre comes with a secondary air pump supporting the process when starting the engine cold of burning unburnt fuel in the exhaust emissions and thus increasing catalyst temperature more quickly to the required operating level.
On the 3.4-litre a similar effect is achieved by the high-pressure stratified start-up process likewise heating up the catalyst to the required temperature. In this case exhaust emission temperature is increased by double injection, heating up the catalyst as quickly as possible. The air/fuel mixture is then ignited at a very late point, further increasing exhaust gas temperature and reducing emissions during the start-up phase. And ultimately the newly developed exhaust emission system with two pre-catalysts integrated in the manifolds near the engines as well as two main catalysts serves to clean exhaust emissions at the earliest possible point in time and to the highest conceivable standard.
Fewer moving parts – new timing chain drive
On the new generation of engines the use of new, high-load timing chains allows Porsche’s engineers to drop the former interim shaft which used to drive the chains. Again, this reduces not only moving masses, but also the weight of the engine as a whole.
A further advantage is that this reduces the gap between the flywheel and the first crankshaft bearing, the smaller leverage provided in this way making the entire structure stiffer and allowing the engine to run even more smoothly and harmoniously. The gears on the two double roller chains driving the camshafts are now both fitted on the opposite end of the crankshaft facing the drive belt.
In the process of developing the new engine Porsche’s engineers have also developed new single-piece cylinder heads with integrated camshaft bearings and guide cylinders for the hydraulic cup tappets. As a result, the entire structure is not only lighter, but also more stable.
As in the past, the new engines come with Porsche’s proven and widely lauded VarioCam Plus camshaft adjustment varying valve timing on the intake side and adjusting valve stroke as required. This latter function – adjustment of valve stroke – is performed by hydraulically switching cup tappets on the intake side of the engine operated by two cams varying in size on the intake camshaft.
The big advantage of VarioCam Plus is, first, optimum engine power and torque whenever required and, second, a further improvement of fuel economy, emission management and motoring refinement. Together with Porsche’s new Direct Fuel Injection, this provides an ideal symbiosis increasing engine output and torque while at the same time reducing fuel consumption.
Even lighter valve drive and on-demand oil pump
To further increase the spontaneity, economy and high-revving performance of the engine, the engineers in Weissach have also re-designed the entire valve drive system. Diameter of the switch tappets for the intake valves has been decreased from 33 to 31 millimetres (1.30 to 1.22”), while the tappets on the exhaust valves have been reduced in size from 33 to 28 millimetres (1.30 to 1.10”). Through the smaller dimensions and lower weight of the fast-moving tappets, mass inertia is reduced accordingly, allowing the engine to run at even higher speeds. Hence, maximum output now comes at 7200 rpm, with the engine revving up all the way to 7500 rpm.
An important step in enhancing the efficiency of Porsche’s new engines was to optimise the oil flow system. In this process Porsche’s engineers sought above all to ensure a reliable supply of oil under even higher lateral and longitudinal acceleration, at the same time reducing friction and drive losses to an even lower level than before.
Oil circulation on the new engines follows the principle of integrated dry sump lubrication incorporating an oil pump with four scavenge pumps and, for the first time, a fully controlled pressure stage. Engine management adjusts the flow and delivery of oil at all times to current requirements by means of a gear shifted in axial direction by a hydraulic mechanism, thus varying the width of the gear in mesh and, accordingly, the geometric volume of the gearset in the pressure stage. The bottom line is that the oil pump now no longer consumes more energy than is absolutely required, at the same time ensuring appropriate lubrication at all times.
The compressed oil stage runs on one common shaft together with the four intake stages around the oil sump, while the oil pump is driven by a chain directly from the crankshaft. In each case two suction stages draw in oil from the two cylinder heads and deliver the oil extracted to the oil sump where a new baffle plate largely separates the crankcase and the oil sump from one another. This, in turn, reduces both splash losses in the crankcase and the formation of oil foam in the oil sump. The reduction of friction, finally, serves again to increase engine power, while the reduced formation of oil foam guarantees an appropriate supply of oil at all times even under maximum load.
Separate coolant pump with 20 per cent more output
To ensure efficient heat dissipation from the cylinder head with its high temperatures, the cooling ducts within the cylinder head have been upgraded and the hottest point on the exhaust valve seat ring is cooled additionally. Further new features are the design and position of the coolant pump as a separate module outside of the crankcase itself. The advantage of this particular configuration is flexible adjustment of the coolant pump in its size as well as the reduction of repair costs. To adjust to the increase in engine power and ensure adequate cooling of the engine, the maximum volume flow provided by the new coolant pump is up by approximately 20 per cent.
Even more elaborate intake system with switching flaps
Both power units also come with a new intake system made of a special synthetic material. This resonance intake system features a resonance and distributor pipe between the right- and left-hand intake distributors.
Another new feature is the design and configuration of the central section between the right- and left-hand intake distributor, where the resonance and distributor pipes now form one common unit and are no longer individual pipes separated from one another. Reflecting the shape and design of the central section now oval in shape, the resonance and distributor pipe flaps come in an appropriate semi-oval shape with matching geometry.
The switchable resonance flap serves to adjust air vibration in the intake system to the speed of the engine, providing high torque at low engine speeds, an even smoother and more harmonious torque curve, and a high level of maximum power. The twin-chamber distributor pipe with its switching flap likewise improves engine torque at low speeds.
The intake distributors on the two rows of cylinders come in different geometric design matching the respective characteristics of the two power units. The resonance chamber in the upper section of the intake distributor has also been re-designed, serving as a new function on the “basic” engine to dampen unwanted resonance noise at high engine speeds. Together with the newly developed exhaust system, Porsche’s sound engineers have therefore re-composed the engine’s sound pattern, creating an even higher standard of dynamic brilliance.
Now also available in the Cayman: Porsche’s new PDK Doppelkupplungsgetriebe
The seven-gear PDK Doppelkupplungsgetriebe from Porsche replacing the former Tiptronic S is now available as an option on both of Porsche’s sports coupés. In its functional principle, PDK in both cases follows the same concept as the double-clutch gearbox in the Carrera model series. Reflecting the mid-engine configuration of the Cayman, however, the PDK Porsche-Doppelkupplungsgetriebe differs significantly through its different position and direction of rotation as well as the gear increments adapted to the power units in the Cayman.
In principle PDK is made up of a conventional manual gearbox subdivided into two separate transmission units and a hydraulic control unit. The “heart” of the transmission is formed by the two interacting multiple-plate clutches running in an oil bath on the same axle and operated hydraulically. One clutch is for the first transmission unit with the uneven gears and reverse gear, the other clutch is for the second transmission unit with the even gears.
Incorporating a wide range of pressure valves, the hydraulic control unit controls both the clutches and the gearshift cylinders selecting and engaging the desired transmission ratio. Gears are shifted very quickly, free of vibrations and without the slightest interruption of traction by opening the clutch on one transmission unit and closing the other clutch at the same time.
In selector level position D this process is fully automatic, extra-soft and comfortable. Pushing the paddles on the steering or moving the selector lever, on the other hand, the driver is also able to shift gears manually. And in both cases the driver is no longer required to engage or disengage the clutch.
The big advantage is that PDK shifts gears up to 60 per cent faster than a manual gearbox or automatic transmission, since the gear required is already in mesh when shifting from one gear to the next. And at the same time PDK offers a further benefit in terms of weight, weighing some ten kilos less than the former Tiptronic S transmission despite the use of two additional gears.
Porsche’s new double-clutch gearbox comes with seven forward gears and one reverse gear. Gears 1 – 6 feature an extra-sporting gear ratio with the car reaching top speed in sixth gear. Seventh gear with its long transmission ratio, in turn, serves as an economy or overdrive gear again helping to reduce fuel consumption.
Shifting gears via the selector lever or directly on the steering wheel
The driver of a Cayman or Cayman S with PDK is able to shift gears on the Doppelkupplungsgetriebe in the same way as on the Tiptronic S automatic transmission in the past: Either by means of paddles on the newly designed PDK steering wheel or via the – likewise newly designed – selector lever in the centre console.
The steering wheel in sporting three-spoke design comes with two ergonomically arranged shift paddles with a push function. Pressing the right- or left-hand paddle to the front, the driver shifts up a gear, pushing the paddles from behind the steering wheel, the driver is able to shift down.
The PDK gearshift display in the instrument cluster is based on the enhanced Tiptronic S concept supplemented by an easy-to-read number display showing the gear (1 – 7) currently in mesh. The drive program (P, R, N, D and M) currently in use, in turn, is shown by red LEDs next to the gearshift pattern.
Sports Chrono Package Plus complete with Launch Control and racing gearshift
As in the past, Porsche offers the new models in the Cayman range with both the Sports Chrono Package in conjunction the CDR-30 radio and the Sports Chrono Package Plus in conjunction with PCM Porsche Communication Management – in both cases as an option.
Again taking up the proven concept, both packages comprise an analogue stopwatch on the instrument panel and a sports mode for the engine, for PSM Porsche Stability Management and, where fitted, for PASM Porsche Active Suspension Management activated by the Sports Button.
In combination with PCM Porsche Communication Management there is also a performance indicator in the instrument cluster as well as an individual program memory.
A brand-new feature on both packages is the introduction of an additional Sport Plus function if the Cayman or Cayman S is equipped with the Porsche-Doppelkupplungsgetriebe. Pressing the additional Sport Plus button, the driver is able to choose an uncompromising, ultra-sporting shift program for optimum performance on the race track. At the same time this program offers Launch Control for optimum acceleration from a standstill: To accelerate in the same way as in racing, all the driver has to do is press down the brake pedal with his left foot and kick down the gas pedal completely with his right foot. This will immediately rev up the engine to 6500 rpm. Then, once the driver takes his foot off the brake pedal, the car will set off immediately with maximum acceleration, both models thus reaching 100 km/h two-tenths of a second faster than is otherwise the case, the Cayman S in 4.9, the Cayman in 5.5 seconds.
Six-speed manual gearbox now featured as standard also on the “basic” model
Both the new Cayman and the Cayman S come as standard with a manual six-speed gearbox. Based on the gearbox in the former model, this new transmission unit has been adjusted in its geometric configuration and qualities to the higher output of the new engines.
The “regular” Cayman now therefore also comes as standard with a six-speed manual gearbox replacing the forming five-speed unit. In both cases – that is on both engine variants – the gearbox is combined with a self-adjusting so-called X-Tend clutch registering the gradual decrease in clutch pad thickness and, by turning an adjustment ring, setting off and compensating the gap caused by clutch pad wear. The big advantage of this system is that it reduces the increase in foot pressure required in the course of time until reaching the wear limit by approximately 50 per cent versus a conventional clutch.
Porsche offers drivers of the new Cayman and Cayman S with a manual gearbox the further advantage of reducing fuel consumption and adopting a particularly economical style of motoring with the help of the gearshift indicator. Integrated as a triangle in the rev counter to the right of the digital speedometer, the gearshift indicator operates as a function of the gear in mesh, engine speed and the position of the gas pedal.
Lighting up whenever appropriate, the gearshift indicator advises the driver to shift up to the next gear in the interest of greater fuel economy. Naturally, such advice is provided only if in the next gear the driver is able to maintain the speed at which he has been travelling or the ongoing process of acceleration.
Mechanical differential as an option
Both new models in the Cayman range are available in conjunction with their 18- and 19-inch wheels with a limited-slip differential on the rear axle providing 22 per cent locking action under power and 27 per cent in overrun.
This significantly improves both drive traction and stability, allowing a substantially higher level of performance on winding roads and particularly on the race track. A further advantage is the more stable load change behaviour, and last but certainly not least the mechanical differential, through its particular characteristics, helps to smoothen electronic brake control (ABD) in the traction mode, with the tendency of a wheel to spin on one side of the car under slippery conditions being delayed by the locking action.
Start-Off Assistant standard on all models
Both gearbox versions of the new Cayman and Cayman S come as standard with a Start-Off Assistant offering the driver even smoother driving conditions in everyday use and preventing the car from rolling forwards or backwards when setting off on a gradient by automatically holding and then slowly releasing the brakes after the driver lets go of the brake pedal. As a result, the Start-Off Assistant enables the driver to set off smoothly and comfortably on a gradient without having to use the handbrake.
Chassis and Brakes
While the suspension of the new Cayman remains unchanged in its basic concept, the set-up has been modified for the higher power of the engines and optimised for extra comfort combined with superior sportiness. Indeed, this specific set-up in combination with the very stiff, flexurally and torsionally rigid body gives the Cayman its characteristic driving behaviour with superior safety reserves and enhanced driving comfort.
By tradition, most chassis and suspension components on the new models in the Cayman range are made of aluminium. As with all of Porsche’s sports cars, this not only reduces the weight of the car to a minimum, but also ensures low unsprung masses for superior comfort and enhanced performance. And it almost goes without saying that the low weight of the car helps to save fuel and reduce CO2 emissions.
The combination of wide track with wide wheels and tyres, on the one hand, and the mid-engine arrangement, on the other, gives the new models a very high standard of driving dynamics with superior driving stability and lateral acceleration. Body roll and dive are limited to a minimum and the relatively long wheelbase ensures additional directional stability.
The front wheel suspension is made up of a spring strut axle with longitudinal and track control arms ensuring very precise wheel guidance and a high standard of roll comfort. An additional stop spring in the front axle damper strut reduces the roll angle of the car, making the Cayman even more stable and giving it even better grip even under high lateral acceleration. The rear spring strut, in turn, now comes in special spring supports additionally dampening the transmission of bumps, noise and vibration to the body of the car and enhancing roll comfort as a result.
Active PASM suspension as an option
As an option both the Cayman and the Cayman S may be equipped with Porsche’s Active PASM suspension. This abbreviation stands for Porsche Active Suspension Management, an electronically controlled damper system.
The big advantage of PASM is that it combines two suspensions in one: a sporting but comfortable set-up for everyday motoring and a particularly dynamic suspension for a really committed style of driving – for example on the race track. A further significant difference is that PASM suspension lowers the entire vehicle by 10 millimetres or 0.39” versus the standard suspension. And last but not least, the qualities of Porsche Active Suspension Management have been further improved, now offering even better suspension comfort without making the slightest concessions in terms of driving dynamics.
Benefiting from Porsche Active Suspension Management, the driver is able to choose among two different chassis programs simply by pressing a button on the centre console: Depending on the program he chooses, a damper symbol and the reference to PASM Normal or PASM Sport will appear in the display of the instrument cluster for four seconds. The Normal setting offers a more comfortable damper set-up automatically changing to an increasingly sporting suspension as soon as the driver switches over to a more dynamic style of motoring.
Particularly on longer routes, the occupants therefore enjoy a significant improvement of motoring comfort, with PASM absorbing minor and medium bumps on the road better than the standard suspension. The Sport mode, in turn, activates firmer damper control maps for a very agile and sporting style of motoring. This set-up therefore offers all the benefits of a sports suspension with body movement reduced to a minimum in the interest of even faster lap times.
Porsche Active Suspension Management is made up of adaptive dampers with continuously adjustable damper force, two accelerometers determining vertical movements of the body, and the PASM control unit. The latter sets the signals for the two accelerometers fitted on the damper domes front right and rear left in relation to lateral acceleration, the steering angle, road speed, brake pressure and engine power. Taking these values provided by the CAN-bus, the system determines the optimum damper control map in each situation, activating the right level of damper hardness separately for each wheel.
Rack-and-pinion steering with variable transmission
As in the past, hydraulically-assisted rack-and-pinion steering with a variable transmission ratio converts the driver’s steering commands into appropriate action on the wheels. This allows, first, superior agility on winding roads and, second, a very high standard of driving stability even at very high speeds. At the same time the transmission ratio is larger around the central position of the steering, that is where movements of the steering wheel are relatively small.
As a result, Porsche’s mid-engined sports coupé remains very calm and collected particularly at high speeds, the steering transmission becoming increasingly direct as soon as the driver turns the steering wheel by more than 30°. This ensures a far higher standard of agility on winding routes together with even better handling, for example in a bend, in tight curves or when parking.
The total range of the steering wheel from lock to lock is 2 1/2 revolutions.
By changing the valve control map on the steering transmission Porsche’s engineers have reduced steering forces to give the Cayman an even more agile and spontaneous response and to make parking even easier and more convenient.
Superior Porsche brakes
In their basic technical features, the brakes on the Cayman and Cayman S are the same as on the 911 Carrera and thus meet even the strictest demands under virtually all conditions. And following an old tradition at Porsche, the brake dimensions reflect the power of the engine: At the front brake energy is applied by four-piston aluminium monobloc fixed callipers on both models with inner-vented brake discs measuring 318 millimetres (12.52”) in diameter and 28 millimetres (1.10”) across.
At the rear the Cayman comes with 20-millimetre (0.79”), the Cayman S with 24-millimetre (0.94”) thick brake discs measuring 299 millimetres (11.77”) in diameter for optimum stopping power, again interacting with four-piston aluminium monobloc fixed callipers.
The brake callipers on the Cayman come in a black eloxy finish, the brake callipers on the Cayman S are finished in red. Optimum cooling is ensured in all cases by large brake air spoilers guiding the wind flowing by the car directly towards the brakes under high thermal load.
The brake servo is fed by a mechanical vacuum pump on the engine and is therefore able to reduce the force required on the brake pedal irrespective of engine load, improving brake response accordingly at all times. Connected to the oil scavenge pump, the vacuum pump forms a tandem unit driven by the exhaust camshaft on the right-hand row of cylinders. This serves to maintain a high and consistent vacuum supply with adequate brake power assistance even under unfavourable conditions such as low ambient air pressure at high altitudes or very dynamic driving conditions on the race track with the car running under full load most of the time.
PCCB ceramic brakes for even greater performance
The Cayman S is available as an option with PCCB Porsche Ceramic Composite Brakes. Cross-drilled and inner-vented, these ceramic brake discs measuring 350 millimetres (13.78”) in diameter are approximately 50 per cent lighter than brake discs of the same size made of grey-cast iron, reducing unsprung masses and improving spring response accordingly.
In conjunction with the again quite unique brake linings, the ceramic brake discs immediately build up a high and, in particular, consistent frictional coefficient when acting on the wheels. Brake abrasion is extremely low compared with conventional brake discs thanks to the extremely hard surface of the ceramic discs. This, obviously, guarantees a long service life also thanks to the rustproof qualities of the material used.
Extra-dynamic PSM with enhanced brake functions
The two new models in the Cayman range come as standard with the latest generation of PSM Porsche Stability Management. In its latest version, PSM comprises not only the ABS anti-lock brakes, ASR drive spin control, MSR engine drag force control and the ABD automatic brake differential, but also the new functions Brake Pre-Loading and the Brake Assistant.
Brake Pre-Loading now also featured in PSM Porsche Stability Management on the Cayman models serves to give the car even shorter stopping distances in an emergency: Whenever the driver lets go of the gas pedal very quickly – which is characteristic of an upcoming emergency braking manoeuvre – the PSM hydraulic unit builds up a certain level of pressure on the wheel brakes before the driver even starts to press down the brake pedal. This pushes the brake pads slightly towards the brake discs, preparing the brake system for the upcoming braking manoeuvre.
The result is a signficant improvement of brake response and even shorter stopping distances.
The Brake Assistant likewise serves to shorten the car’s stopping distance. In this case additional hydraulic brake power assistance is generated over and above the vacuum-controlled brake servo effect, thus providing even more brake power in an emergency. When determining an emergency braking manoeuvre – with the driver pressing down the brake pedal very fast beyond a certain limit and applying defined pedal force – the PSM hydraulic unit actively provides the brake pressure required for maximum stopping power.
To give the car an even higher standard of driving dynamics the Brake Assistant and, accordingly, the additional brake servo effect, is deactivated whenever the driver switches off PSM (PSM Off) or pushes the sports button on the optionally available Sports Chrono Package.
PSM intervenes to stabilise the car in critical situations near the extreme limit by acting selectively on the brakes. Hence, the system offers a very high standard of active driving safety with that unique agility so typical of a Porsche combined with superior driving pleasure.
To allow agile driving behaviour also in tight bends, PSM cuts in relatively late at low speeds of up to roughly 70 km/h or 43 mph.
The driver is also able to switch off PSM completely, so that it is only activated again when he presses down the brake pedal. The system is however reactivated only when the driver presses down the brake pedal really hard, exceeding the ABS cut-in point at least on one front wheel. This intentionally gives the sports driver a greater margin for enjoying the thrill of dynamic motoring, since PSM does not cut in when applying the brakes slightly and the driver is able to take the car smoothly round a bend with only slight application of the brakes as necessary.
Wheels and Tyres
The new Cayman comes as standard on 17-inch wheels featuring new design and wider rims. To be specific, rim size is up by half an inch in each case to 7J x 17 on the front axle and 8.5J x 17 at the rear. These wider rims serve to accommodate even larger brake discs on the front axle and to improve both traction and driving dynamics.
Tyre dimensions remain unchanged at 205/55 ZR 17 at the front and 235/50 ZR 17 on the rear wheels.
The new Cayman S comes as standard on new 18-inch wheels again in new design but with the same dimensions as before: 8J x 18 up front on 235/40 ZR 18 tyres and 9J x 18 at the rear on 265/40 ZR 18 tyres.
The newly developed tyres are indeed very special in many respects. The first point is that they are made of PAH (polycyclic aromatic hydrocarbon)-free rubber compounds containing less harmful substances and not required by law until 2010. The second point is that the new tyres allow further reduction of tyre pressure on the rear axle to improve motoring comfort and at the same time minimise roll resistance. Accordingly, the rear tyres on all 17- and 18-inch wheels now run on a tyre pressure of just 2.1 bar compared with 2.5 bar in the past. On the 19-inch wheels, in turn, rear tyre pressure is down from 2.5 to 2.3 bar.
As an option Porsche offers four 19-inch wheels for the Cayman S, measuring 8 inches in width at the front and 9.5 inches in width at the rear:
- The 19-inch 911 Carrera S II wheel is derived from the standard wheel on the new Carrera S and, apart from the Carrera S wheel design, comes in the specific dimensions of the Cayman S.
- The19-inch SportDesign wheel boasts 15 extra-fine spokes, its filigree styling providing a genuine motorsport look.
- The 19-inch 911 Carrera Classic wheel, in turn, is particularly elegant and stylish. In its five-spoke design this wheel is very slender, allowing a good view of the brakes and thus visibly presenting one of the technical highlights of the car.
- The 19-inch 911 Carrera Sport wheel is a ten-spoke wheel measuring 8.5 inches in width at the front and 10 inches in width at the rear and characterised by consistently designed star-shaped spokes.
Like the other models in Porsche’s portfolio, the Cayman and Cayman S have neither a spare wheel nor a car jack, but rather come with a tyre sealant and an electrical compressor. The tyre sealant serves to repair the tyre in a vast majority of cases, avoiding the need to change a damaged tyre on the spot in a rather laborious and time-consuming process. Minor punctures and holes such as a nail or a screw in the tyre may therefore be plugged by the tyre sealant, enabling the driver to continue at a speed of not more than 80 km/h or 50 mph to the nearest Porsche Center, without damaging the wheel involved, let alone the car itself.
Apart from this extra convenience, the tyre sealant saves 10 kilos of extra weight by doing without the emergency wheel and car jack.
TPC Tyre Pressure Control now responding even faster
As an option the new Cayman and Cayman S are available with Porsche’s new, even faster TPC Tyre Pressure Control. Apart from extra safety by warning the driver immediately of a loss of pressure in the event of a puncture, TPC in particular helps to avoid uneven tyre wear and excessive fuel consumption by efficiently controlling the correct air pressure. And since the system is initialised immediately the driver opens his door, it is able to start checking tyre pressure as soon as the driver switches on the ignition and therefore presents the pressure measured within a matter of seconds in the instrument cluster.
Even after a tyre change with the system having to register the new electronic wheel units inside the tyre, the driver will be informed of the new readings within three minutes at the very most. And at the same time the new system is still able to supervise tyre pressure in the other tyres when one or even two electronic wheel control units break down and fail to operate.
Body and Equipment
The best suspension, the most powerful brakes and the most dynamic engine are only able to provide optimum performance if they share the right connection – the body of the car. And here the Cayman and Cayman S come with a big advantage right from the start: The structure of the car is based on the Boxster designed as an open sports car and therefore offering a high standard of stability from the very beginning even without a roof. Integration of the firm coupé roof therefore provides a very strong structure in terms of both flexural and torsional stiffness setting a new standard in the mid-engined sports coupé segment.
This extremely high stiffness has a direct effect on the precision of the suspension, even strong forces not affecting the geometry of the car’s body, so that the geometry of the suspension also remains unchanged, the Cayman running quite literally on “rails”.
The second advantage is that a stiff body also offers a high standard of passive safety, the Cayman models therefore fulfilling all current standards and requirements in terms of passive vehicle safety in Porsche’s markets. Indeed, the safety standard offered by the Cayman and Cayman S outperforms all frontal, glancing, side-on and rear-end collision requirements, as well as the safety demands made in the event of a rollover.
Front lid made of aluminium, rear lid made of lightweight steel
The front luggage compartment lid on the Cayman and Cayman S is a shell structure made of aluminium, reducing weight versus a comparable component made of steel by no less than six kilos. The wide-opening rear lid with its extra-large, heated rear window in lightweight steel, in turn, blends smoothly and harmoniously with the flowing shape of the car. As an option, finally, the rear window is also available with a windscreen wiper.
Six airbags featured as standard
It almost goes without saying that the Cayman offers the same passive safety systems as all other sports cars in the Porsche range: A window airbag on each side combined with a thorax side airbag again on the driver’s and passenger’s side offer very good protection in a side-on collision throughout the entire range of fore-and-aft adjustment. This all-round safety system offered by Porsche is referred to as the POSIP or Porsche Side Impact Protection System. Displacing 62 litres on the driver’s side and an even more impressive 122 litres for the passenger, the full-size frontal airbags offer equally high protection and safety in the event of a head-on collision.
Another big advantage of the mid-mounted engine: two luggage compartments
Over and above their superior sportiness, the Cayman and Cayman S also offer a very high standard of practical function: Two luggage compartments with a total loading capacity of up to 410 litres or 14.35 cubic feet, combined with useful and practical storage compartments, give the driver and passenger a wide range of options in storing their luggage and all kinds of odds and ends.
Measuring 116 x 90 centimetres or 45.7 x 35.4 inches, the large tailgate opening easily and smoothly with the help of two-stage gas pressure springs offers generous access to the wide luggage compartment. When fully open, the rear end of the tailgate rises up about 1.95 metres, enabling even very tall persons to conveniently load the luggage compartment while at the same time maintaining a safe distance from the ceiling in a low garage. And by overriding the stop point, the driver is able to raise the tailgate even further to a service position about 70° above the horizontal line.
Loading compartment on two levels
The rear luggage compartment is split up into two levels visually separated from one another by a stainless-steel trim bar. The lower – deeper – level may be discreetly covered when the tailgate is closed by a screen cover featured as standard.
When loaded up to the bottom edge of the rear window, the Cayman offers 185 litres or 6.48 cu ft of luggage space, and when using all the space available up to the roof, the driver and passenger enjoy an even more ample 260 litres or 9.1 cubic feet.
Four lashing points on both levels allow the user to securely fasten objects carried in the car placed inside luggage nets. A stable metal bar between the headrests serves furthermore to hold back items of luggage possible slipping forwards. And as an option Porsche also offers a swivelling security mechanism within the luggage compartment fastened by four rapid-action catches on the roof frame and the luggage protection bar behind the seats.
Next to the C-pillars two storage boxes with a capacity of approximately 4.5 litres and a lid on top serve to take up medium-sized utensils such as a lady’s handbag.
Front luggage compartment with technical features
The front luggage compartment offers a capacity of approximately 150 litres or 5.25 cu ft and is fully lined inside by a special cover extending all round the luggage compartment and on to the lower frame on the windscreen. The tyre sealant together with the tyre compressor and the toolbag are housed behind a vertical lining extending across the entire width of the luggage compartment.
At the bottom the lining is flush with the floor of the luggage compartment, merging into a holding bar and opening easily and conveniently, again to provide good access to all objects stored within the compartment. A holder at the top conveniently accommodates the warning triangle readily available in the event of an emergency. And the first-aid kit, finally, is kept on the right-hand side next to the bulkhead.
Interior: the classy ambience of a genuine sports car
The interior comes completely in high-quality materials with a very pleasant flair and surface touch.
A new feature is the centre console finished in elegant black. The new CDR-30 audio system featured as standard, in turn, comes with a monochromatic five-inch screen for superior clarity and an MP3-comaptible CD player.
A Bluetooth® mobile phone preparation kit is available as an option, the CDR-30 audio system serving as the hands-free system for the mobile telephone.
The new air conditioning controls fit smoothly and attractively into the centre console also accommodating the buttons for the new, optional seat ventilation. The keys beneath the a/c control unit have been optimised in terms of their arrangement and easy access, and all series versions of the steering wheel in the new models come with a steering wheel rim in smooth surface leather. The very pleasant touch effect provided in this way is further enhanced by the integrated sewing machine seams, while the airbag module finished in soft surface paint rounds off the harmonious design of the steering wheel.
Porsche seats offering optimum feedback
Obviously, the largest communication area connecting the driver and his car is formed by the seats. Accordingly, the seats in the Porsche Cayman and Cayman S give the driver optimum feedback on the car’s longitudinal and lateral acceleration as well as road conditions. For it is only in this way that a sports car really makes sense in accordance with Porsche’s philosophy.
The seats on the Cayman and Cayman S adjust in no less than six directions. The seat backrest angle is set electrically, the fore-and-aft position as well as seat height are adjusted mechanically. Height adjustment comes in individual steps with the mechanical controls positioned between the seats and the side-sill and allowing both precise and convenient adjustment of seat height.
All-electric seats, sports seats or adaptive sports seats are all available as an option.
For a pleasant climate at all times: vented seats now available as an option
In conjunction with seat heating, the new models in the Cayman range are available as an option with seat ventilation on the standard and comfort seats. Particularly in the warm season such active seat ventilation maintains a comfortable and dry climate on the seat surface.
Seat ventilation is switched on simply by pressing a button in the centre console: Touching the button once, the driver or passenger first activate the highest of three comfort stages, three blue LEDs presenting the ventilation stage currently in operation. This level of ventilation is maintained until the driver or passenger activates another stage. The only exception is that the system switches off as of a surface temperature on the seat of less than 15° C (59° F) in order to prevent undercooling.
The seat surface is ventilated specifically where the occupant is in direct contact with the seat, the ventilation points recognisable through the characteristic perforation of the seat cover.
The ventilation effect is generated by a fan in the seat and the backrest draining both perspiration and humidity between the occupant and the seat surface through the perforated seat and backrest centre section. Air flows through a special air tissue and is transported through hoses beneath and, respectively, behind the seat.
This serves to quickly cool down seat surfaces heated up by the sun and prevents the occupants from sweating while driving. Even when operating at the highest level, the two fans are so quiet that they will hardly be heard while driving.
Seat ventilation may be combined with seat heating temperature control ensuring continuous, ongoing removal of moisture while maintaining a pleasant temperature on the seat surface.
PCM with touchscreen and hard-disc navigation
To improve operating comfort and ergonomics to an even higher standard, Porsche’s engineers and designers have developed the new, optional PCM Communication Management. As the central control unit for all radio, communication and navigation functions, PCM is now even more efficient, more versatile and a lot easier to use.
The main feature of Porsche’s new PCM is the touchscreen monitor with its long-lasting and easy-to-clean surface layer. Compared with the former generation, the colour touchscreen has been increased in size from 5.8 to 6.5 inches. This increase in size was made possible because the keys so far housed next to the monitor are now integrated in the touchscreen controls, halving the number of keys to just 16.
Menu guidance is both logical and clear, with the driver and front passenger finding the most important functions in one main menu. A whole range of other functions used less frequently now come on a second menu level (“OPTION”), reducing the number of menu boxes versus the former system from seven to just five.
Outstanding sound and reception
The PCM radio offers up to 48 pre-set station slots, an FM double tuner with RDS as well as the latest generation of diversity functions consistently searching for the best frequency on each station selected as well as one or several of the four FM radio aerials interacting with one another for optimum reception.
The integrated player is able to play both CDs as well as audio and video DVDs – in combination with the optional BOSE® Surround Sound System also in 5.1 Discrete Surround format, otherwise in stereo. The formats supported in the process are MP3, AAC, WMA, Dolby Digital, MLP, and DTS.
The single-CD/DVD player featured as standard may be replaced as an option by a six-CD/DVD player integrated in the PCM unit and within easy access from the driver’s seat. This six-unit player supports the same formats as the single-CD/DVD player, offering sufficient capacity for music DVDs with some 25,000 minutes of music coverage. CDs or DVDs are loaded and ejected one after the other through the PCM slot following the user’s choice.
As a further interesting feature, the new, optional universal audio interface offers the opportunity for the first time to connect an external audio source such as an iPod® or USB stick then operated conveniently via PCM. Three appropriate sockets are available for this purpose in the storage box on the centre console.
Also available as an option, the TV tuner is able to receive uncoded analogue and digital DVB-T television signals. For safety reasons and in compliance with legal requirements, only the sound and not the TV image is presented while driving.
For faster calculation of routes: navigation module with hard disc operation
The PCM navigation module now comes with an integrated 40-GB hard disc containing all the navigation data. This allows much faster calculation of routes presenting three alternative proposals in each case. The touchscreen monitor also allows the driver to quickly enter his destination in a very convenient process, information on traffic congestion and special destinations being shown by simply touching the symbols on the map and retrieved directly with the help of the optional telephone module. Stopover points such as the nearest filling station may be integrated in the tracking process quickly and easily.
Telephone module with Bluetooth® interface
The internal GSM telephone module available as an option offers superior ease of control combined with optimum voice quality. The system gives the user a choice of two operating modes: First, to make telephone calls with the SIM card in the system; second, to automatically connect a compatible SAP mobile phone (SIM access profile) and the telephone module via Bluetooth®.
Catering for customers with a GSM-Bluetooth® mobile phone, the telephone module offers the best solution in technical terms, since connections are made directly through the network via the external aerial the car, and not via the mobile phone itself.
To make sure that customers with a mobile phone using the HFP hands-free profile are also able to benefit from a comfortable Bluetooth® telephone solution, a mobile phone preparation kit is also available as an alternative to the telephone module. When making a connection via the hands-free profile, PCM serves exclusively as a hands-free unit for the mobile phone.
In both cases the telephone directory is however synchronised with PCM, allowing the user to select all entries directly on the screen or through optional voice control.
The convenient alternative: voice entry
The latest generation of voice entry allowing the user to read out full words is now available for the first time in conjunction with the new PCM, ensuring even greater convenience and safety in use. Voice control is activated by pressing the button on the steering lever column for the on-board computer, enabling the user to choose virtually all PCM functions also through voice entry.
Voice control enables the user to read out virtually every menu item the way it is presented on the screen .The system recognises commands or rows of numbers regardless of the speaker, and does not require a long learning process. A further advantage is that voice control offers acoustic feedback and guides the user through the respective functions in a controlled dialogue.
Further upgrade options: electronic logbook, BOSE® Sound System
The electronic logbook is yet another PCM option offered by Porsche, automatically recording up to 1,500 trips in conjunction with the navigation system. The data recorded in this way may then be transferred via a Bluetooth® interface or the optional USB port on the PCM control unit to a computer and processed by means of the software supplied together with the logbook.
Two further optional features are the Porsche Sound Package Plus complete with a radio, CD player and nine loudspeakers, as well as the BOSE® Surround Sound System with no less than ten loudspeakers and a seven-channel digital amplifier, all features naturally tailored specifically to the car. Nominal output of the new amplifier has been increased over the former models from 325 to 385 W.
Playing back audio or video DVDs in conjunction with the optional PCM, the system now offers the impressive sound spectrum of digital 5.1 recordings. In this case music in the 5.1 format is already recorded in multi-channel technology retaining all its quality in the playback mode.
Further options include a roof transport system, rear mirrors with an automatic anti-dazzle function, a parking assistant measuring the distance from objects nearby by ultrasound and, where appropriate, warning the driver of a collision, as well as the programmable HomeLink system, an integrated garage door opener able to replace up to three manual transmitters also for lighting or alarm systems.