Entry-level race car

The Cayman is the model from Porsche's “entry-level” choices that I find the most appealing. I like it better than the Boxster group for the simple reason that I like my car-tops hard and shiny (like my head).

My recent Autonet tester, an “S” trim, shows off all the highlights of the German manufacturer's engineering expertise and classic styling, along with the setbacks found in cars like this; and managed to keep the price under 100k (which isn't to say it's a bargain, unless you compare it to the 911 family)

Running with the larger of the engine options available for Cayman, a 3.4 litre horizontal-six brandishing a potential 320 horsepower and 273 lb.-ft. of torque (versus the 2.9 litre six that is standard issue for non-S models), the test vehicle brings the racecar feel found in its pricier siblings to the game.

Acceleration is suitably quick, and feels like it could live up to the company's stated track numbers (0-100 in 5.2 seconds). Even operating the Cayman within the law proves quite entertaining – it doesn't have to be about top speed, getting to the posted limit ASAP is a lot of fun.

The Cayman is imbued with the steering feel and precise handling one would expect in anything wearing the dancing horse crest, and the car halts the inertia with excellent stopping power via its ABS-equipped big disc brakes (12.5 inch rotors up front, 11.8 inch rear). A low center of gravity and wide track keep it flat in the turns, and the weight distribution of the mid-engine rear-wheel drive machine feels very good when throwing it into corners.

The tester is equipped with Porsche's latest automatic transmission, PDK (stands for Porsche Doppelkupplungsgetriebe, which is as much fun to say as it is to type) a dual-clutch, seven-speed box that seems calibrated for maximum fuel economy when left in full-on automatic mode. The tranny upshifts readily to the highest appropriate gear; it'll go all the way to seventh before you know it, but readily drops down a cog or two when the accelerator is mashed for a burst of speed.

Gears can be selected manually with steering mounted, ambidextrous paddles if you like that sort of thing, but frankly, I don't. I tend to leave a car in straight-up auto mode if the transmission behaves itself (which the PDK rig does), and if I were buying a Cayman I think I would opt for the six-speed manual stick because it makes me feel like I am getting the most out of a sports car experience to do my own shifting, and picking a stick will also save a buyer over $4,000.

Inside, the cabin is clad in beige leather and carpet, and the car I'm driving bears minimal options. Base seats offer minimal, manual adjustment (and no variable lumbar support) and become pretty uncomfortable for extended drives.

I have none of the company's more esoteric options (sport chronometer, for example; or Porsche's active suspension management) and I find myself not longing for them.

Headroom inside is very good, and all gear is within easy reach. The electronics seem to be getting less confusing, or maybe I am getting more familiar with Porsche's interface, but programming the navigation system and stereo is pretty straightforward in the Cayman.

It's the outward styling that sells Cayman, however. The classic look of the car, with its flared fenders, and squat, powerful appearance set off by large wheels and long hood make it distinct and enviable; and cement a buyer's decision to part with the money to purchase it. And it's a not-inconsequential amount of money, either.