It took me the entire trip to Jerez, Spain, to come up with something negative to say about the current Cayman, but here it is: Even within the limited sports car market, Porsche's little two-seater has a limited appeal. Brand loyalists don't touch it because the engine — though still behind the seats — is too far forward. Sun gods don't bite because, hey, isn't it just a Boxster with a roof and a higher price tag? Techie types don't go for it because its CD player and outdated optional nav aren't much too get excited about; things like satellite radio, iPod jacks, or touch screens have never been part of the deal in Stuttgart. Casual cruisers probably aren't biting either, the automatic Tiptronic S transmission being a bit jerky, the engines not being class-leading in power, and the chassis not exactly supple. While the 911 fan club probably won't be swayed by the changes coming in 2009 (or ever), the revised Cayman should be able to find love among other shoppers. It certainly deserves it.

But first, they'll have to figure out that the new Cayman is, in fact, new. The visual cues are few: Up front, the headlight housings are more triangular and have an altered lens layout for new bi-xenons, while the lower grilles cut more sharply toward the middle and contain LED driving lights; at the rear, new LED taillights are reshaped to follow the curves of the fenders. Inside, the only difference is a thicker and more contoured steering wheel.
Once you start diving into the options list (actually, it's more like a book) the changes inside grow more abundant. There's now optional Bluetooth, plus wheel-mounted controls to complement the hands-free and audio systems. A full-function iPod jack can be added to the center console, while an all-new navigation system features one of the better music interfaces available. Additionally, the new maps, functions, and XM connectivity pull Porsche from the rear to the front of the usability pack. But more important are the updates hidden away behind the seats.
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While the base Cayman gets a noteworthy bump to 265 hp and 221 lb-ft of torque, up from 245 hp and 201 lb-ft, this review will focus on the revised Cayman S with Porsche's new PDK dual-clutch transmission. In addition to getting a similar power bump, the S is also updated with direct injection. And really, if given a choice, which would you drive?

Despite a 25-hp, 22 lb-ft boost, the new Cayman S doesn't feel quicker off the line. And it isn't, according to Porsche's official 0-60 mph times of 5.1 seconds for both the 2008 and 2009 models. A look at dyno charts for each car helps explain this unexpected phenomenon. Revisions to the new engine helped free up more power at higher revs and even moved the redline up to 7300 rpm. Both engines make similar power on up to the 2008 Cayman S's power peak of 295 hp at 6250 rpm. But the 2009 engine doesn't stop there, making 320 hp at a screaming 7200 rpm. As befits the new powerband, if you keep your foot deep in the throttle past sixty, the new car will eventually pull ahead. In a standing-start kilometer, a PDK-equipped 2009 model will outrun its manual predecessor by about four tenths of a second. Torque, while raised, doesn't ride a steady plateau as it once did. So this new direct-injection flat six doesn't necessarily feel faster, but it does feel a bit more responsive, with longer legs.

If you're all about 0-60 numbers, Porsche has a way to knock that time down by two tenths, to 4.9 seconds, but you'll have to sacrifice a pedal. Thanks to a launch control program and quicker shifts, the Cayman's dual-clutch transmission is able to make more from the same output curves. Not only that, it returns higher fuel-economy numbers. If you can stomach the idea of a two-pedal Porsche being the better car, PDK is a truly rewarding transmission. It doesn't have the jerky launch issues of some other dual-clutch boxes on the market and the shifts are so smooth and so well timed that after a while you'll feel like shifting manually with the wheel-mounted buttons is a pointless, counter-productive chore. The bad news about launch control is that it comes as part of a $1320 Sport Chrono package and that's on top of the transmission's additional $3420. Some quick addition will tell you that those two tenths of a second will cost you $4740. But what do you expect from a company that offers $560 leather sunvisors as an option?

Speaking of options, there's one on the list that past critics of the Cayman will be delighted to see — a mechanical limited-slip differential. This option only exacerbates the effects of launch control on my internal organs and by the time second gear springs into place I can understand how a football feels right after being punted. A few minutes later, a quick and controllable drift through a damp corner of Spanish asphalt makes me love the limited-slip option even more.

One thing that didn't need to be changed with the Cayman S, and hasn't, is the brakes. Borrowed from the base 911 Carrera, they measure 12.5 inches up front and 11.8 at the rear and provide a great feel and fade-free power. Ceramic composite brakes remain a shockingly expensive $8150 option.

The car's chassis goes basically unchanged as well, though Porsche's press materials explain that "the setup has been modified for the higher power of the engine and optimized for extra comfort combined with superior sportiness." My car, equipped with Porsche Active Suspension Management, doesn't feel as jittery in the sport setting as the old car did. I'm told that along with some minor tweaks to the dampers, new tire compounds play a large role in the new sense of composure. The remade Michelin Pilot Sports have improved roll resistance and can be run at lower pressures, hence the extra cushiness of the ride. On the outgoing model, 19-inch wheels could've been considered masochistic, but that's no longer the case. Thank goodness, because the car looks incredible on the bigger wheels.

While it took an intercontinental plane ride's worth of brainstorming to pinpoint a negative of the outgoing Cayman, the new car's weak spot is more immediately noticeable, not to mention more tangible. The old car's steering was among the most direct, natural systems on the market and while the new Cayman's is still very good, it feels like some weight has been added artificially thanks to changes in the steering valve control map. What's meant to feel "more agile and spontaneous" according to Porsche's press release comes off as higher effort with a touch of numbness. I'm hoping it's just a side effect of the big wheels. And regardless, it still feels better than the majority of the sports car market.
The new Cayman and Cayman S, which keep the car's current 987 chassis code, arrive in March with slightly higher base prices of $50,300 and $60,200, respectively. Both represent price hikes of about $1000, so now the base Boxster and the base Cayenne are now the only two Porsches under $50,000. Still, the Cayman's latest updates keep it competitive and relevant to today's buyers who'll appreciate its many technological advancements. At the same time, the things that haven't changed mean it remains one of the most well-balanced, thoroughly entertaining sports cars on the market. Join us next week, when we'll toss it in the ring with its most dangerous competitor, Nissan's new 370Z.