2006 Sport Coupe Shootout: BMW M Coupe vs. Porsche Cayman S

Price. It's the one thing the Cayman S has against it. And the Porsche suffered a 30-point hit against the BMW M Coupe on its scorecard as a result — and still won. Sure, it's hard for your brain to justify a gap of $8,700 between the base MSRPs of these two coupes. And how much of the $10,810 in options helped the Porsche win? To find out, we configured a fictitious Cayman S with all the options we felt important to the car's capabilities, and found we could cut away $4,565 in extras and still have a car that would perform as well as this one did.

Even so, one back-to-back driving session is enough to amicably separate a true driving enthusiast from almost $66,000 of his hard-earned cash and place him happily behind the wheel of the Cayman S rather than the M Coupe. Your thrifty brain may say "No," but your gut will tell you otherwise. Here's why.

Info-passion-tainment
At the core of the Cayman S's essence is absolute, seemingly endless self-assurance in all situations. Whether the task is acceleration, braking or cornering — or a mixture of those — the midengine Porsche transmits volumes of unambiguous real-time feedback and confident exhilaration in equal parts. The fact that the car is gorgeous and makes all the right sounds is almost irrelevant. It could look like a Fiat Multipla and sound like a Pontiac Solstice for all we care. Drive one and you'll understand why nothing else drives like a Cayman S. It's as if Porsche focused all of its engineering talent on this one platform.

Raiding Porsche's parts bin
Much of the goodness in the Cayman S comes from decades of 911 Carrera refinement. The Cayman's 3.4-liter engine block is based on that of the 3.2-liter Boxster, but it features the exact cylinder heads and variable valve timing and lift (VarioCam Plus) from the Carrera. The standard brakes are stolen directly from a Carrera. The result is a lofty 295 horsepower at 6250 rpm and a useful 251 lb-ft of torque available at just 4400 rpm. Purists would revolt, but we wouldn't be the first to infer that the rear-engine 911's days are numbered, considering how effortlessly the Cayman S accomplishes all that it does for tens of thousands less. When will Porsche admit that a sports car's engine belongs between the axles, and not over the rear axle? The carmaker just proved it with the Cayman.

NUMB3R5
At the test track, we discovered the Cayman's 35-horsepower deficit to the M Coupe didn't much matter. The 5-second sprint to 60 mph took just a tenth of a second longer in the Porsche, and the quarter-mile was a dead heat at 13.3 seconds, with the M's horsepower carrying it 1.1 mph faster at the finish line. Tie. That's until you engage the brakes on both. The powerful binders on the M Coupe hauled it down from 60 mph in just 117 feet. The Cayman started with a 112-foot stop and continued to improve with each successive stop. By the sixth run, our test driver's quads began burning and the Porsche threw down a world-class 105-foot stop. Wow.

The slalom test is often criticized for its unnatural configuration. What we mean is that nowhere in the real world or even on a racetrack would a car encounter six consecutive lane changes at speeds approaching the legal limits in most states. What it does tell us, however, is how effective the steering is (too-slow ratio/poor turn-in /can't handle rapid requests?); how well a vehicle transitions from extreme side-loading in one direction to the other side repeatedly (understeer or oversteer/tippy/spinner?); and finally, how well a vehicle responds to throttle inputs while at these extreme limits (lift-throttle oversteer/power to unweighted tire/powerslide on the exit?).

Of the Cayman S, our test driver said, "This ain't the first time this car has been flogged on a slalom course. It's as if the Cayman was built for this test. I could do this all day." The numerical result was another world-class performance of 72.1 mph (some 3.6-mph faster than the M Coupe), followed up by an impressive 0.94g lap around the 200-foot skid pad, where the BMW managed a sporty 0.85g. In anybody's book, that's a sound trouncing — and we hadn't even gone for a spirited drive in the hills yet.

Racecars do it
Part of the reason the Cayman S drives the way it does is the midengine placement (and 46-percent front, 54-percent rear weight distribution). Fifty-fifty sounds ideal, but the truth is that's ideal for a car sitting static on a set of scales. It really depends on what the car is doing while in motion. There are any number of how-to books on racecar dynamics out there (here's a nifty one I found in Wikipedia) which go into great detail about center of gravity, transfer of weight and so on, but suffice it to say that the Cayman S is a fundamentally better design for a sports car. The Porsche's steering, braking and handling are all better simply because of where the engine is. Another benefit of putting the engine right behind the seats is that the Cayman has two luggage compartments — 4.9 cubic feet up front and 9.2 cubes beneath the rear hatch.

Opt in
Also, when the Cayman S is equipped, as our tester was, with the optional Porsche Active Suspension Management (PASM) and the Sports Chrono package, those intrinsic abilities are sharpened further with a lower ride height, a two-mode "smart" suspension that adjusts to the conditions, and a wider field in which to play before the car's standard stability system might interfere. Bolt on the optional (lighter) 19-inch Carrera S wheels, and it just keeps getting better. If track days are part of your personal reward system, there's even a carbon-ceramic brake package that uses the same high-friction, low-weight, long-lasting, heat-dissipating materials used in many racecars — for (gulp) $8,150. On the other side of the purist spectrum, you can even order your Cayman S with an automatic transmission. The M Coupe, while a focused and sporty car, comes in one take-it-or-leave-it configuration.

With all its trick equipment, one might think the Cayman S would be as composed in the real world as Johnny Knoxville at a black-tie soirée. In truth, the Porsche couldn't be better behaved. Even the PASM suspension's Sport mode was more tolerable than the M Coupe's (non-adjustable) settings. We did have a gripe, however, with the Cayman's audio and HVAC operation. Comprising many Chiclet-sized buttons (with no way of manually tuning in a faint radio station) and awkward rocker switches where we'd prefer knobs for fan and temp adjustment, the switchgear could stand a revision. But hey, this car is for driving, isn't it?

You get what you pay for
And that's what a sport coupe comparison should reveal. Which car is the better sports car? What began, on paper at least, as an even match with the odds pointing to the less expensive, more powerful, contemporarily styled BMW M Coupe turned out to be a rather decisive knockout, with the Porsche Cayman S standing alone in the ring. Yes, it's more expensive, but the Cayman's so much more than that, too. Choose it for the styling. Choose it for the midengine layout. Choose it for the available options. Choose it for the gentler ride. Choose it because you've always wanted a Porsche but couldn't stomach the perceived stigma or the small fortune a 911 Carrera commands. Just choose the Cayman S and be done with it. Driving a Cayman S means you value the complete package — not just horsepower. By the way, opt for PASM and Sports Chrono. You'll be happy you did.

We patiently waited our turn. The press loan finally came through and our Imola Red 2006 BMW M Coupe arrived with 4100 miles on the clock. The price seems completely fair for the tidy M-spec hatchback coupe, even with the $1,000 gas-guzzler tax and $695 destination and delivery charge included. Its base price of $50,995 seems fair and places it exactly $2 grand under that of the drop-top version we recently tested. And after the rousing reception of the M Roadster, we anticipated the stiffer-bodied, more aggressively suspended coupe to be an even more stirring experience. Stirring it was, but gut-stirring isn't quite what we had in mind.

Safe cracking
Breaking the seal on the vaultlike door with its telltale "clack" reveals the intimate cabin we've come to expect in the Z4-derived coupe, but the sight of wood trim was a bit jarring. "Isn't this an M? What's with the wood? That's weird." We'd pass on that $250 option and stick with the standard brushed metal treatment. Still, all the knobs and buttons are where you'd like them to be, and they all operate with the assuredness you'd expect from a $50K car from BMW. Subtle M-spec trim inside differentiates it from workaday Z4s. The durable leather seats are supremely comfortable and well-bolstered (powered or not), and we were pleased to find a tilt/telescoping steering wheel, as well.

Sitting in the M Coupe feels like you're riding on the rear axle, and that's almost true. That long straight-6 engine under the bulging hood needs to be balanced somehow, and your weight (and that of the battery and super-sized M3 differential) helps to contribute to the M Coupe's 50/50 weight distribution. The view down that elongated hood from what feels like the backseat is a bit old school, and charming, too. There's no doubt this is a front-engine rear-driver. Twist the key and the "S54" engine zings to life.

3-2-1...ignition...
There's a definitive attitude in the sound of this high-compression (11.5:1) 3.2-liter six. With six individual throttles and dual, triple-port stainless-steel exhaust headers (whose wall thickness is just 1mm), the 330-horsepower M Coupe barks when kicked, and kicks back with 262 pound-feet of torque. Depressing the "Sport" button on the transmission hump summons a modified throttle tip-in map — there's no adjustment made to the suspension or steering gear. Basically, the button makes the gas pedal more sensitive. Whatever. It's quick enough as is.

...Launch
Revving the engine to about 4000 rpm with the standard traction control defeated allows for an exuberant getaway. It's fairly easy to smoke the 255/40ZR18 rear tires, so the best acceleration run requires temperance. Keeping an engine with such low reciprocating mass right in the sweet spot is remarkably undemanding. Simply feed the clutch about halfway out and maintain the target rpm until the wheel speed matches vehicle speed, then mash the pedal to the floor.

The soft rev-limiter at 8000 rpm is easy to predict, and had our car not been beleaguered with a weary 2nd-gear synchro, the 1st-to-2nd shift would've produced a belligerent tire chirp. Instead, we were forced to slow the shift down to ensure engagement. Even so hampered, the M Coupe left a beautiful number "11" on the pavement and blazed a 4.9-second 0-60 time (only 0.1 quicker than the Cayman S) on the way to a 13.3-second/105.3-mph quarter-mile run — with a 2nd-to-3rd tire chirp. Aside from our fritzy cog, you'll find the shifter familiar if you've ever driven a BMW. There's a slight elasticity to it where you can preload the flexible stick just prior to an upshift, which is all the better for it. The fact that the M versions of the otherwise standard BMW shift knobs are backlit in red is a bit precious, but M fans love that kind of stuff.

M is for motion sickness
Taking the M Coupe to the streets of Los Angeles proved an exercise in pothole spotting. We've rarely felt uncomfortable in a career of driving to and from work in everything from Lamborghinis to Lotuses, where we half expect to get beaten up. The M's suspension harshness was unexpected, given BMW's well-earned reputation for finding the sweet spot between ride and handling. Read any 3 Series or 5 Series review for evidence. It seems the M Division engineers, keen to take advantage of the M Coupe's rigidity, chose to firm up the M Roadster's already firm (but pliable) suspension. Jeez, guys, you might've dialed it back a bit, or given us a kidney belt or an "easy" button. Forget about carefully sipping from a hot cup of coffee on the way to work. But there are further consequences to this car's M-spec suspension.

Hop, skip and jump
On test day, we set the slalom cones in the same seven boxes we've been using for the better part of six months. On the first run-through in the M Coupe with DSC defeated, the rear of the car hopped and stepped out at cone number 3. The car's quick steering and the test driver's countermeasures avoided a spin. The cause? There's a subtle dip in the asphalt that most cars, even a Lotus Exige, have never acknowledged. Even knowing the jump was there and preparing for the resulting oversteer, it was difficult to remain "on time" for cone number 4. While a 68.5-mph run still puts the M Coupe in a rare crowd of excellent cars, the unexpected looseness took something away from the car's otherwise confident poise.

If that weren't enough, our twisting-mountain-road run further drove home the M Coupe's lack of composure. It's all happy-revving smiles and giggles until you find yourself amid a bumpy quickish sweeper that tosses the M Coupe a half-car width off the intended path. "Mmm. Thaaat was spooky. Y'know, I'm going to dial back a bit here and go seven-tenths. In fact, I'm going to put the DSC back on and see you at the next stop sign." For all its thorough M-engineering (including a really trick semi-dry-sump oiling system, variable differential lock and a host of new DSC-related brake features), the M Coupe we're left with is one that would seem to be only fully exploitable on a racetrack. Much the same way a Corvette Z06 has the ability to intoxicate with its brute strength and infuriate with edgy handling, the M Coupe is best treated with respect and restraint.

Director of Automotive Testing Dan Edmunds says:
I'm late leaving early from work in the BMW M Coupe, and am consequently mired in the dreaded L.A. stop-and-go freeway slog. It's likely to be like this for the rest of my 40-mile commute. Expletive de-frickin'-leted.

Right away I start hating the clutch, which is a bear. It takes quite a bit of effort, has a long throw and, to add insult to injury, has an abrupt, hard-to-feel engagement point. If I don't get the revs just right, a clatter and lurch are waiting to scold me. And I just know I'm going to be limping around in counterclockwise circles when I get home.

When the traffic finally lets up a bit, "unyielding" describes the ride, as the concrete freeway slabs feel like, well, slabs of concrete — misaligned slabs of concrete at that. The words "kidney" and "belt" drift into my head for some reason.

By contrast, a similarly clogged ride home in the Cayman S was much more positive. As with the regular 2007 Cayman I recently flogged in Germany, I actually liked the clutch. Effort, stroke and engagement were nonissues on the rolling parking lot we call the 405 freeway. Porsche's PASM system performed admirably, too, as the regular setting took the edge off all the concrete edges out there.

While a late liftoff and traffic spoiled my canyon-carving plans this time, previous experience only bolsters the case for the Porsche, as the back-road grand prix goes to the kid from Weissach. As much as we hate to factor in our go-to-work routine when thinking about cars like these, it's out there, waiting for (most of) us every single day. I'll go out on a limb here and say that simultaneous Cayman S cake ownership and consumption are assured.

Senior Editor Ed Hellwig says:
If you're one of the lucky few actually considering one of these coupes, you're living a charmed life. With no real practicality to speak of and big-time price tags, these cars are man toys of the highest degree. Sure, they could be daily drivers, but putting up with either one on a day-to-day basis would only diminish its appeal.

That's the reason I would take the BMW over the Porsche. I mean, if you're going to buy a weekend toy, you might as well get one that feels a little rough around the edges. In the BMW, every road feels a little rough. The suspension is wound so tight, lane lines feel like speed bumps, and actual bumps leave you wishing you actually used that Ab Blaster sitting in your closet. It can be annoying, but it's also a constant reminder that you should be seeking out smooth, twisty stretches of pavement instead of merely running errands in your $60K performance coupe.

Once you find that perfect stretch of road, the BMW challenges you more than the Cayman S, too. It demands precise footwork to get the downshifts right, and you can't flinch when a midcorner bump sends the rear end sideways a foot or two. Almost everything about the BMW demands more of your attention than the Cayman's easily accessible performance, and that's what makes it special. When you tear up a back road, you actually feel like you had something to do with it. With the Cayman, it was all the car's doing.

One more thing: As nicely proportioned as the Cayman is from nose to tail, the M Coupe still has that oddball look that makes it truly interesting. There aren't many cars like that these days, and if you're going to buy a big toy, it might as well be fun to look at.

2006 BMW M Coupe

There are no consumer comments for the M Coupe at this time. C'mon, BMW fans, get busy!


2006 Porsche Cayman S

"Since 1992 I've owned two twin-turbo Toyota Supras, three Acura NSXs, a Honda S2000 and four BMW M3s. I've driven all these cars on the Sebring racetrack and I was completely blown away by the Cayman S. The handling, power (especially in low gears), the clutch/gearbox and brakes are phenomenal. I was convinced that I was getting the new Z4 M Coupe, but I was lucky enough to have a dealership that had both cars to drive. I drove them 30 minutes apart and the Cayman S was better in every area (except cupholder). I found the car with the options I wanted and had it home one week later. Favorite features: The handling, handling and handling! I also love the clutch/gearbox, brakes and power. Sport seats, PASM and SportChrono are a must for the track. I also like the short throws with the optional sport shifter. I have the optional auto A/C and I have yet to smell anything from the outside. It has the best filter ever. Suggested improvements: It would be nice if the cupholder would hold a bottle of water; not just an actual cup. I'd also like Bluetooth and the basic radio and A/C controls on the steering wheel." — esaam ismail, July 24, 2006

"I have to say I've always been practical when it comes to cars and depreciating items. This car beats my reason into submission and gets me on an adrenaline program. Its build quality is beyond what you would ever see in almost any other mark. The ride is like a rollercoaster that will not leave the track and the look is more exotic than anything Porsche has made in recent history. As Ferris Bueller said, 'It is so choice. If you have the means, I highly recommend picking one up.'" — Fadiboy, August 29, 2006

"The Porsche Cayman S provides amazing bang for the buck. This car handles impeccably. My only complaint is that the car could use more horsepower, but I guess they need to protect the Carrera. Still, it does zero to 60 in 5.1 seconds, which is still pretty darn quick. It's a blast to drive and the sound of the engine above 4000 rpm is exquisite. I miss it when I'm not driving. Skip the Bose stereo option, but get the sport shifter and PASM. It looks great in silver, and much better in the metal than in photos." — JC, August 19, 2006

"Everything about this car is great. I like it better than my Boxster! At delivery the radiator had a leak. I've had no problems since. This is by far the best car I've ever driven. I'm short and my husband is tall, and this is one of the few cars that fits us both comfortably. The seats are very comfortable for trips. Suggested improvements: None!" — michelle, August 7, 2006

"I purchased my Cayman S at the beginning of the month and have driven 2,150 miles to date. What an awesome machine! Putt around town, in traffic and keep the rpm below 4000 rpm and it's a docile easy-to-drive pussycat. Put your foot into it and it becomes a TIGER above 4500 rpm. I chose the car for its styling, handling and engineering and it has far surpassed any expectations I had. This machine is the culmination of the very best of every Porsche ever made! Next time I'll pass on the Bose system, as I find the bass a bit too flabby for my taste. Favorite features: The 'fun factor' Suggested improvements: It would be very difficult to improve anything about this awesome machine except to maybe extend the warranty so us 'hard-core' types might drive even more! — dacrunk, July 27, 2006

2006 BMW M Coupe
2006 Porsche Cayman S

2006 BMW M Coupe

System Score: 8.0

Components: Our M Coupe came with a $2,500 premium package that includes many worthwhile features like BMW Assist, Bluetooth and memory seats. Also included in that package is an upgraded stereo system with 10 speakers, two subwoofers and Digital Signal Processing (DSP).

Performance: The upgraded stereo isn't much to look at, but the sound quality is impressive. At most speeds the cabin remains quiet enough to enjoy the audio system. And while most types of contemporary music sounded better with the DSP turned off, one setting, "Jazzclub," actually worked best because it seemed to give the music a little extra punch, as if someone had jacked up all the EQ settings. Overall, the tone is a little on the bright side and some highs did squeak at high volume. Still, the bass is excellent and separation is very good.

The system seems able to deliver good clean sound at almost any volume, and we ran out of tolerance long before this stereo ran out of volume. Even in the most demanding driving environments, this system still delivers.

The dash-mounted controls are straightforward and easy to master, but a larger display screen would be nice.

Best Feature: Great sound quality, period.

Worst Feature: Smallish display screen.

Conclusion: An excellent-sounding stereo that's worth the extra money. — Brian Moody

back to top


2006 Porsche Cayman S

System Score: 8.0

Components: Our Porsche Cayman S came equipped with a Preferred Package that adds $2,190 to the price and includes an upgraded audio system. The package also includes other features like heated seats, floor mats and rain-sensing wipers, so the price reflects more than just the cost of an upgraded stereo. You can opt for the Bose stereo alone, adding $950 to the price, but this package is, dollar for dollar, very similar to the BMW M Coupe's Premium Package.

The Bose package includes the addition of Bose surround sound with Centerpoint technology that gives stereo recordings (normal CDs are stereo recordings) the feel of 5.1 surround sound. There are 10 speakers, an active subwoofer and a seven-channel digital amplifier. The system also features AudioPilot noise-compensation technology, which automatically adjusts tone and volume based on vehicle speed and ambient sound.

Performance: We typically like the sound of Bose audio systems, and this optional system found in the Cayman is no exception. The sound quality is not perfect, but does provide a rich listening experience for those rare days when you don't want to hear the music of the flat-6.

The bass is rich for the most part, and deep as well, but it does lack a super-aggressive kick — that can be good or bad, depending on how you look at it. The high notes are clear and sharp without sounding shrill. Vocals sound very good and sound separation is equally impressive. The clarity of the sound is the most impressive feature of this stereo. Also, the stereo can get very loud with little distortion.

Our only real complaint with regard to the stereo is the head unit itself. Some of the buttons are too small, which makes it hard to adjust some features while driving.

Best Feature: Sound clarity.

Worst Feature: Small buttons on the head unit.

Conclusion: We haven't heard the base stereo in the Cayman, but suspect it's pretty good to begin with. Still, audiophiles will like the Bose system's technology-driven sound quality that gets a lot of sonic depth from a small cabin. — Brian Moodyback to top

For this comparison, we chose a list of features that potentially enhance what each car has to offer in terms of performance and safety. With high performance comes confidence-inspiring driving dynamics, but what should happen if the cars' limits are exceeded? Let's hope that never comes to pass, but just in case...

Features

Features
	2006 BMW M Coupe	2006 Porsche Cayman S
Adjustable suspension	N/A	O
Automatic collision notification	O	N/A
Head-protection airbags	N/A	S
Multimode stability control	N/A	O
Side airbags	S	S
Spare tire	N/A	N/A
Tilt-and-telescoping steering wheel	S	S
Tire-pressure monitor	S	O
Upgraded brakes	N/A	O
Upgraded wheel/tire package	N/A	O