Porsche Cayman GTS from 0 to 100 in 4.6 seconds.
Out of the front-wheeler and into the Cayman GTS with rear-wheel drive. Unlike in the 911 Carrera S for example, no power increase in the Porsche configurator can be ordered as an option for the Cayman S. Only those who buy the Cayman GTS can enjoy a power boost from 321 HP to 335 HP.
With the perfectionist PDK automatic start-up, it undercuts its factory specification by two tenths of a second in the sprint to 100 and by three tenths of a second in the sprint to 200 km/h. Thus, the GTS accelerates slightly quicker than the best 981c-series Cayman-S previously tested (0–100 km/h: 4.6 s, 0–200 km/h: 17.0 s insport auto3/2014). With its power advantage, it is not particularly surprising that the GTS also dominates the competition from the Audi TTS in terms of longitudinal dynamics.
The Cayman GTS is not satisfied with this alone and naturally also wants to play the lateral dynamics hero. The GTS variant is fitted as standard with numerous drive dynamics goodies, which are only available as options in the Cayman S. This includes the Sport-Chrono package with dynamic gearbox bearings and the adaptive PASM damper system, lowering the vehicle by ten millimetres. In addition, our GTS also features optional gimmicks such as the PTV system with mechanical rear axle differential locking, the ceramic brakes and the Sport-Techno wheels, which have rims that are half an inch wider at the rear than in the standard trim.
When motivated, the GTS rounds the short circuit in 1:12.8 minutes. In so doing it corners accurately and impresses with its agile self-steering behaviour. As always, the driver's challenge to propel the Cayman through the limit range, to a fast lap time, is greater than in the majority of very neutrally tuned 911s. In comparison to its 911 brothers, the Cayman has a slightly more fiery response to load change, without being too much of a beast. Characteristics that provide for a really fun drive on the race track. And when the sports exhaust that the GTS incidentally features as standard yells and splutters its beautiful Boxer song, then there is actually nothing left to criticise.
Actually, with the exception of the steering. In and around the central position, the Cayman steering responds with its usual precision, but in comparison TTS it stands out with its smooth running and lower holding force. This may be comfortable when driving in the city, but when pushed to the limit on the race track this movement pattern seems rather synthetic.
And when it comes to steering, the new Audi TTS provides the biggest eye-opener. In Dynamic mode, the standard progressive steering with firmer holding forces than in the Porsche scores points, and now, for the first time, with a convincing directness around the central position. In the predecessor, even greater steering angles were required.
The much improved grip level feels just as good on the race track. Unlike in the previous model with its 18-inch wheels and Bridgestone-Potenza-RE050A tyres (245/40 R 18 all-round), in our test the new model also sets off around the corners with optional wheels, in 20-inch format and all-round Pirelli-P-Zero tyres in 255/35 ZR 20.
With the improved grip level and, similarly to in the Cayman GTS, the very good ABS tuning you can now brake into the corners with confidence. The last test car, the second generation TTS, gave away valuable tenths, as it always pushed sllightly over the front axle when braking. The TTS also manages to narrowly beat the work of art, the Cayman GTS when warm braking. Respect!
While the Audi predecessor was tuned with a tendency towards understeer, the new model now steers noticeably more precisely. Previously you had to talk the TTS into delivering better handling with intentionally provocative load changes. Thanks to the neutral handling, difficulties such as this are now almost completely history. Overall, within the limit range the TTS completes its laps with greater stability, on account of its 37 mm-lonmger wheel base, alongside other factors.
However, if you go into a corner to eagerly, the rear of the car turns inwards in an easily controllable manner, in the event of abrupt load changes. This answers the question as to whether the ESP can be completely disabled. Unlike in its predecessor, this is now possible, or let's put it like this: whether there is actually no intervention is now impossible to say with the control system now operating at such an extremely high level. One thing is for sure: in the TTS you do not notice any control interventions when driving at the limit.
Audi TTS now with 335 HP
Even when accelerating under load, the TTS holds to the ideal line with exceptional traction thanks to its all-wheel drive including the Torque Vectoring System (wheel-selective torque control), while the steering impulse is also supported. As was previously the case, the re-developed Haldex system multi-disc clutch distributes the drive torque between the front and rear axles, but now reacts noticeably more spontaneously.
Even in the previous model there were barely any complaints regarding the six-speed dual clutch transmission by the name of S tronic, thanks to the rapid shifting procedures and precise response of the paddle shifters. Hardcore race track fans will only criticise the autonomous upshift in manual mode when reaching the limit range.
Key term - fast lap: with a time of 1:14.5 minutes, the new TTS completes the Short Circuit a respectable 2.3 seconds faster than the second generation TTS model last tested. If drivers of the 335 HP TT RS find themselves having a bad day, it may even be that the new TTS has driven past them: depending on the tyres, in earlier tests we recorded lap times in Hockenheim between 1:13.1 and 1:15.5 for the TT RS.
After the last comparison test between the TTS, Cayman hats off to the Audi TTS.Thanks to the impressive drive dynamics-related development of the sport coupé from Ingolstadt.
THE COMPETITION - HOW THINGS STAND
In the current comparison test, the Cayman GTS is well out in front in terms of drive dynamics. However, the benchmark within the Coupé class is still the Lotus Exige S. We are already looking forward to the dual with the new Cayman GT4.
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