|---- Specifications ----|
|HP/Liter||97.1 hp per liter||1/4 mile||--|
|0-62 mph||5 seconds||Top Speed||175 mph|
The Porsche alphabet reserves the letter R for very special sports cars: R for responsive and refined – but most especially for racy. The new Cayman R combines all these attributes without compromise. The mid-engine Coupé is lighter and more powerful than the Cayman S and therefore quicker and more efficient, and is designed purely for driving dynamics. With its specially adapted sports chassis, it provides an even more precise driving experience than the Cayman S.
Its specifications are:
Cayman R 3.4-litre six-cylinder engine with 330 hp (243 kW);rear wheel drive; six-gear manual transmission, optional seven-gear Porsche double-clutch transmission (PDK);acceleration 0 – 100 km/h (62 mph) in 5.0 seconds, 4.9 seconds with PDK; top speed 282 km/h (175 mph), 280 km/h (174 mph) with PDK; fuel consumption (NEDC) 9.7 l/100 km (3.43 gallons imp. per 100 miles), 9.3 l/100 km (3.29 gallons imp. per 100 miles) with PDK.
The main aim during the design of the Cayman R was to improve the two-seater even further in its performance, driving dynamics and agility through consistent weight reduction. Overall, the vehicle weight of the Cayman R was reduced by 55 kilograms to a DIN empty weight of 1295 kilograms compared with the Cayman S. This means that the Porsche engineers were able to reduce the power-to-weight ratio of the Coupé with standard manual transmission to 3.9 kilograms per horsepower, and the PDK version has 4.0 kilograms per horsepower.
The largest savings were achieved through the use of lightweight components and doing without convenience fittings. For example, the series version is not fitted with an air conditioning system or radio, which results in 15 kilograms less vehicle weight. On the bodywork side, a further 15 kilograms was saved through the use of aluminium doors as used in the 911 Turbo. Light sports bucket seats do not just improve the driver's side support in bends, but they also contribute to a further weight reduction with a saving of around 12 kilograms compared with the conventional seats used in the Cayman S. The reduced door trim without storage compartment and with door opening strap, dispensing with the instrument cluster cover and the cupholder in addition to a wide range of minor measures round off the lightweight package.
As for the 911 GT3/GT3 RS and Boxster Spyder, an optional lithium-ion lightweight construction battery is also available. In addition, the top model in the mid-engine Coupé is equipped with the lightest 19 inch wheels the entire Porsche program can offer. The 10 spokes are so finely designed – but still extremely robust – that the complete rim set only weighs 40 kilograms.
The Cayman R's purpose and purist character can be seen at first glance. The extended silhouette of the bodywork, which has been lowered by 20 millimetres compared to the Cayman S, combined with the distinctive fixed rear spoiler, the high-quality silver-painted wheels and numerous sporting emphases in both the interior and exterior ensures an individual appearance. The exterior mirrors together with the “PORSCHE” lettering on the side, the lateral air intakes and the rear spoiler top section – in contrasting black or silver, depending on external colour –, in addition to the black-framed headlights take design cues from the classical Porsche racing cars.
Precisely this “PORSCHE” lettering was the trademark of the first Porsche with the “R” designation, the 911 R of 1967. It was created for racing sport use in a small series of 19 cars for a small circle of top private drivers and, of course, for the company itself. The “R” was a prototype based on the series Coupé with a 210 horsepower Carrera 6 engine and, thanks to its many plastic components and extremely sparse fittings, weighed only 830 kilograms. The 911 R demonstrated its stability and speed on the 84-hour “Marathon de la Route” on the Nürburgring in 1967, where Porsche used the race as a welcome endurance test for a new series component: Vic Elford, Hans Herrmann and Jochen Neerpasch won in a 911 R fitted with the new Sportomatic transmission. The successes cumulated. Entered by the factory, the 911 R was also a winner during the “Tour de France” driven by Gérard Larrousse in 1969.
The Cayman R engine doesn't just put out 10 horsepower more than the 3.4 litre Cayman S engine of the same size, it is also considerably more spontaneous. The main reason for the increased power is the changed exhaust system with its new head pipe and a modified engine control. Just as for engines made for motor racing, the Cayman R six-cylinder has been built to the high-revving concept and produces its maximum power of 330 hp at 7400 rpm, 100 rpm before its rotational-speed limit.
This enables the driver to use the gear ratios of the manual transmission or PDK even better and to decrease the lap times. To match this, the accelerator pedal control characteristic curve has been designed with the emphasis on sport, so that the Cayman R reacts extremely spontaneously and powerfully to the driver's commands in interplay with the specially matched Porsche double-clutch transmission (PDK).
The flat engine, which was built following the classic Porsche principles, provides optimal conditions for use in the consistently driving dynamics-oriented Cayman R. Low weight, flat construction with low centre of gravity, reduced internal friction and low moving mass ensure high performance at simultaneous low fuel consumption. This means that the Cayman R only consumes 9.7 litres per 100 kilometres (3.43 gallons imp. per 100 miles) – 0.1 litres less than the Cayman S. The crankcase is divided in two and built using the closed-deck construction system. The engine suspension with additional transverse stops and special suspension identification ensure sporting comfort at high driving dynamics since the unit is fixed more firmly and therefore allows less relative movement to the body.
The extraordinary dynamics of the new Cayman R are linked directly to the specially developed and adapted sports chassis. The externally visible signs of this are that the new top model in the two-seater Coupé range is around 20 mm lower than the Cayman S. This lowering is coupled with shorter, more rigid springs and customised anti-roll bars on the front and rear axles.
On top of this, the height of the centre of gravity has been lowered by a further two millimetres through weight-saving measures so that this is now 22 millimetres lower overall. Stiffer tuning has also been carried out on the dampers. The Cayman R's fathers have passed on a tracking width which is four millimetres wider at the front and two millimetres wider at the rear due to larger wheels with altered offset. The extremely light wheels reduce the unsprung weight and additionally improve the driving precision.
This chassis design – in connection with the largely evened-out axle-load distribution and the positioning of passengers and engine between the axles – allows an extremely dynamic way of driving with increased driving stability and high lateral acceleration in the Cayman R. The R model steers with even more agility and precision than the other mid-engine Coupés. Sway and pitch have been almost completely eliminated. The comparatively long wheelbase ensures additional stabilisation, especially during straight-ahead driving.
The front wheel suspension comprises a spring strut axle with trailing arms and wishbones. This design ensures very precise wheel guidance combined with a high degree of ride comfort. Additional rebound buffer springs in the damper strut reduce the sway angle, in other words the Coupé remains more stable even at high lateral acceleration. The rear spring struts are supported in special spring seats which additionally damp transmission of impact, noise and vibrations to the body and therefore increase the ride comfort even more.
A larger negative camber has also been set on both axles to increase the directional stability potential. The driving dynamics advantages of these chassis modifications are emphasised optimally in the Cayman R. The extremely high stiffness and torsional rigidity of the Cayman body offers the perfect basis for maximum steering precision. Taking the puristic and sporting design of the Cayman R into account, Porsche is dispensing with the optional extra of the Porsche Active Suspension Management (PASM) electronically-controlled damper system.
A rear axle differential lock is taken for granted in a sports car with extremely sporty tuning. It has been designed for 22 percent locking value in traction and 27 percent in propulsion. This means that both traction and stability have been considerably improved, which in turn results in noticeable performance gains on winding routes, especially on circuits. A further benefit is the more stable load alteration behaviour. On top of this, the mechanical limited-slip differential relieves the electronic brake actuation (ABD) of the Porsche Stability Management (PSM) through its operating principle, since wheelspin is delayed on roads with less grip on one side due to the locking effect.
As in the case of Porsche’s other mid-engine sports cars, the hydraulically-assisted rack-and-pinion steering transmits the driver's steering commands with variable steering ratios in the Cayman R as well. Firstly this makes excellent agility on winding roads possible, and secondly outstanding driving stability at very high speeds is simultaneously available. The steering ratio is larger in the central position, in other words during minor steering wheel turns. This means that the Coupé behaves extremely stably, especially at high speeds. If the steering wheel is turned by more than 30°, the steering ratio becomes increasingly more direct. This results in considerably more agility on winding roads and more manageability, for example when turning off, in tight bends or during parking. The steering wheel turns around two and a half rotations from stop to stop.
The best chassis, the most powerful braking system and the most dynamic drive can only be transformed into high driving performance if the common link – the body – is adopted correspondingly. The Cayman R has a huge initial advantage in this case: its structure is based on the Boxster, which has been constructed as an open sports car and therefore provides extremely high stability even without a roof.
The integration of a fixed coupé roof resulted in an extremely rigid and torsionally stiff body which is now setting standards in the mid-engine sports coupé segment.
This extremely high stiffness has, on the one hand, immediate effects on the precision of the chassis: even major stimulation has absolutely no influence on the body structure geometry, which means that the chassis geometry remains unchanged – the sports Coupé appears to run literally on rails. On the other hand, stiff bodywork also means high passive safety. The Cayman R fulfils all current valid regulations in the relevant markets with respect to passive vehicle safety. It falls well below the limit values required by the legislators for frontal, oblique, side and rear impact in addition to rollover.
The front luggage compartment lid on the sport Coupé is a shell structure in aluminium. The Cayman R's doors result in a further 15 kg of saved weight because, in comparison to the other Cayman models, they are manufactured in aluminium. The wide-opening tailgate with its large, heatable rear window in lightweight steel construction fits snugly in the flowing lines of the vehicle rear. A wiper for the rear window is available as an option.
It's only natural that the Cayman R provides the same passive safety system as all Porsche sports cars. A head airbag combined with a thorax side airbag on the driver and passenger sides provide excellent protection against side impact over the entire longitudinal adjustment range of the seats. Porsche calls this combination POSIP, which is short for Porsche Side Impact Protection. The full-size airbags provide just as much protection against injury caused by frontal impact with their 62 litres on the driver side and 122 litres on the passenger side.
Tracking stability and road grip play an important role in safety and lateral stability in sports cars used for racing, especially at high speeds. For this reason, the Porsche engineers have reworked the Cayman R's aerodynamics in detail and have achieved considerably reduced lift values on both axles. The lift has been reduced by around 15 percent at the front axle, and by 40 percent at the rear axle. This is attributable to the more pronounced front spoiler lip and the fixed spoiler at the rear. It replaces the automatically extending split wing which is fitted as standard to the other Cayman models, and is based on a different aerodynamic principle. Optimised deflection blades for cooling air to the wheel housing panels also optimise brake cooling. The Cayman R has a Cd value of 0.30 both with manual six-gear transmission and with PDK.
The interior of the new Cayman R presents itself in sporting functionality, and has been designed with the focus on purism, ergonomics and authenticity. The interior colour is principally black, and is supplemented with components in the exterior colour or colour accents of red or silver.
The fittings are concentrated on the essentials for reasons of weight. There is a storage compartment instead of a radio, the door pockets have been left out completely and the cupholder is only available on request. Instead of the metal levers normally found in Porsche cars, the Cayman R is fitted with a light fabric strap in the inside panelling for opening the door. Even the surround flanking the instrument cluster with its black instrument dials was on the Cayman R hit list. The centre console and decorative moulding around the switch panel are painted in vehicle colour. The fitting colour is black as standard with accented details in contrasting colours: the gear diagram on the shift lever, the door opening straps and the seatbelts are coloured in a contrasting luminous red or black depending on the external colour, and are also available in silver as an option.
The Cayman R is fitted with light sports bucket seats with a seat centre in Alcantara as standard. The seat shell construction is made of glass and carbon fibre-reinforced plastic, and plays an important part in weight reduction to a level of around 12 kilograms compared with the standard seats fitted to the Cayman S. The seat shell surface is finished in an optically attractive visible carbon.
You can take it for granted that the Cayman R offers every customer the opportunity to adapt the two-seater to his individual requirements. This is why almost all the options in the Cayman program are also available for the new R-type, and these range from climate control through a complete leather interior right up to Bi-Xenon headlights with dynamic cornering lights and LED daytime driving lights. The sports seat can be ordered at no extra cost as an alternative to the extra-light standard sports bucket seats. The CDR-30 audio system can also be fitted at no extra cost on request. It is fitted with an easily-readable 5-inch monochrome screen. The integrated CD drive also plays music in MP3 format.
The Porsche Communication Management (PCM) including navigation module is also optionally available. It is used as a central controller for all fittings in the audio, communication and navigation sector. Its main feature is the 6.5 inch touch screen. In addition, external audio sources such as an iPod® or USB stick can be controlled via the PCM with the optionally available universal audio interface. Instead of the standard single CD/DVD drive, an integrated six-fold CD/DVD changer which is comfortably within the driver's reach is available as an option in PCM.