Porsche Acronyms Written by Michael Souza (aka Gator
Bite), January 2007
As you spend more time reading
about Porsches and surfing web forums, chances are you're going to come across an acronym or two
that make absolutely no sense to you. Here's
a list of many common acronyms and their meanings.
Porsche Acronyms
(terms relating to your car)
ABD
Automatic Brake
Differential
ABS
Anti-lock Brake System
ASR
Anti Slip Regulation
PASM
Porsche Active Suspension
Management
PCCB
Porsche Ceramic Composite
Brakes
PCM
Porsche Communication Management
PDK
Porsche Doppelkupplung
(Dual Shaft Gearbox)
PIWIS
Porsche Integrated Workshop
Information System
(diagnostic tester)
POSIP
Porsche Side Impact
Protection
PSE
Porsche Sport Exhaust
PSM
Porsche Stability Management
SC
Sport Chrono Package
TIP
Tiptronic S transmission
(automatic)
TPMS
Tire Pressure Monitoring
System
Porsche Model Numbers
(internal codes used to identify different cars)
C2S
Porsche Carrera 2S - 993 available
1997-1998
C4S
Porsche Carrera 4S
CS or C7S
Porsche Cayman S
TT
Twin Turbo, usually added to a platform
number like 993TT
901
Original model number given to the 911.
Changed to 911 because Peugeot owned the rights to all 3 digit model numbers
with a 0 as their center digit.
General Auto Acronyms
(terms you're likely to encounter on this and other websites)
BT
Blue Tooth
CAN
Controller Area Network
(internal high speed network)
CATBACK
Aftermarket exhaust system from the CATalytic
converters BACK to the tips (as opposed to a FULL system)
CROC
Slang term for the Porsche Cayman
referring to it's name sake the
Caiman
Crocodilus
ECU
Electronic Control Unit
HID
High Intensity Discharge
(also known as Xenon lights)
LED
Light Emitting Diode
MAF
Mass Air Flow Sensor
MOST
Media-Oriented Systems
Transport (fiber optic network for multimedia)
OBD/OBD II
On-Board Diagnostics
(EOBD - Europe On-Board Diagnostics)
MY
Model Year
P-CAR
Porsche Car/Vehicle
ROW
Rest Of World (cars
made for markets other than USA)
WOT
Wide Open Throttle
Internet Expressions
(general terms you're likely to encounter on this and other
websites)
AFAIK
As Far As
IKnow
BTW
By The Way
IMHO
In My Humble Opinion
OTOH
On The Other Hand
PM
Private Message
ROFL
Rolling On the Floor
Laughing
ROFLMAO
Rolling On the Floor
Laughing My A** Off
WTF
What the F***
(expletive) [not very polite]
WTH
What the heck / What
the h*** (expletive)
YMMV
Your Mileage May Vary
2007 Cayman S
2007 Cayman S Written by Michael Souza (aka Gator
Bite), November 2010
As expected, there were very few changes to the Cayman S in 2007.
Porsche typically does not make many changes each year. They follow a
more 'evolutionary' approach to model changes. Base price remained the
same, at $58,900. There was only one cosmetic difference, the front
lower spoiler lips which were painted silver on all 2006 Cayman S vehicles
would now be painted in body color on the Cayman S. All other changes were
found in the colors and options list. Most notably, TPMS became a
standard feature in 2007, replacing the $590 option from 2006.
Paint Colors
In 2006 Cobalt Blue metallic was a Premium
color, costing $3,070. In 2007, this color was taken off of the premium list
and it's priced reduced to $690 which made lots of folks happy because the
Cayman looks absolutely great in Cobalt Blue. On the down side, Lapis
blue was moved onto the premium list in 2007, boosting its price from $825
in 2006 to $3,070 in 2007. All other premium colors remained the same,
and non Premium metallic paint colors dropped in price from $825 to $690 in
2007.
Cobalt Blue - Now $690
Lapis Blue - Now $3,070
Sport Shifter
If you're looking for a used 2007 Cayman or
Cayman S, you may find that the Sport Shifter is harder to find in this
model year than in the 2006 model year. In 2007 Porsche Cars North America removed the Sport Shifter from the
available options that could be installed into dealer inventory cars.
The option was still available to customers who special ordered a Cayman or
as a dealer installed accessory.
Standard Shifter
Sport Shifter
*Example shown with carbon
fiber trim and shift knob, not included with the Sport Shifter.
Don't worry if you can't find a Cayman with a Sport Shifter.
This enhancement can be easily installed by any Porsche dealer (p/n: 997.424.983.00).
Deviated Stitching
2007 was the first year
that Deviated Stitching became available in the Cayman and Cayman S.
Not an inexpensive option, but by choosing from a number of different
stitching colors this option can add real life to an interior.
Red Deviated Stitching on
Black Full Leather (my car)
Four valves per cylinder (two intake, two exhaust) activated by four overhead camshafts with dual profiles and
continuous camshaft adjustment (VarioCam Plus)
Two parallel mufflers with crossover pipe and integrated catalytic converter
Management
DME (Digital Motor Electronics) engine management for ignition and fuel injection with six ignition coils
Electrical System
12 volt (2100 watt alternator with 70 Ah battery
capacity)
Fuel
Premium unleaded (91 octane or greater)
Bore
3.78 in. (96 mm)
Stroke
3.07 in. (78 mm)
Capacity
3387 cc
Maximum horsepower
295 @ 6250 rpm
Maximum torque
251 lb-ft @ 4400-6000 rpm
Compression ratio
11.1:1
Output per liter
87.1 (but not SAE)
Transmission
Engine and transmission bolted together to form one drive unit, engine power transmitted via driveshafts
Drivetrain
Rear-wheel drive
Torque split 2
100 percent rear
Gearbox
Six-speed manual
Tiptronic S
Gear Ratios
1
3.31
3.66
2
1.95
2.00
3
1.41
1.41
4
1.13
1.00
5
0.97
0.74
6
0.82
n/a
R
3.00
4.10
Final Drive Ratio
3.88
4.16
Clutch/Converter diameter
9.45 in. (240 mm)
self-adjusting
Body
Two-seat monocoque coupe with all-steel lightweight body shell, hot-galvanized on both sides
Coefficient of drag (Cd)
0.29
Suspension
Front
Independent, Porsche-optimized McPherson spring strut axle with wheels suspended on transverse arms, longitudinal arms and spring struts; twin-tube gas-pressure shock absorbers
Rear
Independent, Porsche-optimized McPherson spring strut axle with wheels suspended on transverse arms, longitudinal arms and spring struts; twin-tube gas-pressure shock absorbers
Brakes
Twin circuits (front and rear) with four-piston, aluminum monobloc, cross-drilled and internally ventilated discs
Front
12.52 x 1.10 in. (318 x 28 mm)
Rear
11.77 x 0.94 in. (299 x 24 mm)
Wheels and Tires
Standard front
8J x 18 in. with 235/40 ZR
Standard rear
9J x 18 in. with 265/40 ZR
Weights and Dimensions
Curb Weight
2954 lb (1340 kg)
Wheelbase
95.1 in. (2415 mm)
Length
172.1 in. (4372 mm)
Width
70.9 in. (1801 mm)
Height
51.4 in. (1305 mm)
Front Track
58.5 in. (1486 mm)
Rear Track Luggage compartment
60.2 in. (1528 mm) 14.13 cu. ft. overall (400 liters)
*Photographs and video property of Porsche AG, used under license by the PCA Cayman
Register.
2006 Cayman S
2006 Cayman S Written by Michael Souza (aka Gator
Bite), November 2010
Mid engine cars are nothing new to Porsche. Glancing through Porsche's
history, we can find lots of them. In fact, the very first Porsche,
the 356 prototype, had a
mid mounted engine. As the 356 went to production the engine was moved
to the rear to reduce production costs and make more interior room.
Moving forward through history, we can see that Porsche has created a lot of mid engine
Race Cars. In numeric order,
there was the
550,
718,
904,
906,
907,
908,
910,
917,
956,
962,
GT1 and the
RS Spyder.
Many of these race cars rose to legendary status and delivered Porsche a broad
portfolio of motorsport victories. So why is it then that
Porsche has developed so few mid engine street cars? Between 1948 and
2005 there were only a handful. The
914, the
Boxster and the
Carrera GT.
Well, it looks like Porsche is going back to their racing roots because in
2006 they introduced a new mid engine street coupe, the Porsche Cayman S.
The Cayman S was created on
the new 987 Boxster platform, and given a new body shell that includes a
fixed hard top. Lots of people have referred to the Cayman as a
Boxster coupe, but its mixture of DNA
is actually a little surprising. 50% of the parts that make up the 2006
Cayman S come from the 911, 30% come from the Boxster and
20% of them are new and unique. Regardless of the recipe, one thing is for
sure - In 5 years the Cayman has carved out a real name for itself and
brought new owners into the Porsche family.
There are many characteristics that contribute to
the personality and appeal of the Cayman model. Great looks, smooth
predictable power output, razor sharp handling and confidence inspiring
driver feedback are just a few. Lets take a look deeper into the secret recipe to
see what makes the Cayman S instantly Porsche.
Engine:
The
engine is new, an M97.21 that shares the bore of the 911 Carrera (96mm) and
the stroke of the Boxster S (78 mm). This combination results in a
displacement of 3.4 liters (3,387 cm2). Supplied with the
heads from the Carrera and the camshafts from the Carrera S, the M97.21
develops an impressive 295 horsepower and 251 ft-lb's. of torque. But
it's not the value of these numbers that's so impressive, it's the way in
which they are delivered. The M97.21 makes 91%
of it's torque available as low as 2,500 RPMs, with full torque available
from 4,400 - 6,000 RPMs making the Cayman S very easy to drive and eager to
accelerate.
VarioCam Plus:
VarioCam Plus is the latest enhancement to electronic valve train control
(in 2005).
The VarioCam that we've seen in earlier Porsche models is able to vary valve timing and overlap. VarioCam Plus is
able to vary valve timing, overlap, lift and duration. This added control
allows the Cayman S M97.21 to have two personalities. One
is docile and gentle, delivering
smoothness, ULEV4 cleanliness and fuel economy. The other is angry and aggressive, delivering adrenaline
rich sport car power and torque when asked to sprint.
Chassis:
Like most Porsches, the
Cayman S rides on McPherson Strut suspension front and back. In 2006,
there were two suspension options on the Cayman S. The 'Standard'
suspension, and the 'Porsche Active Suspension Management' system, also
known as PASM.
The Standard
Suspension is very much like that of the Boxster S but not identical. A soft top car is
usually made from a hard top variant, and the removal of the top usually
results in lost rigidity. The Boxster was engineered to be a soft top
from day one, so its chassis was made to be rigid without depending on a top
for strength. When you add a fixed hard top to an already rigid chassis like
that of the Boxster, you end up with a chassis that delivers exceptional
flexural and torsional rigidity. This
added rigidity allowed the creators to supply the Cayman S with firmer
springs and dampers without sacrificing ride comfort. This sport tuned
suspension gives the Cayman S a very sporty personality. The car is
taut and rock solid. Turn-in is crisp and body roll is impressively
flat.
PASM:
The 'Porsche Active Suspension Management' system cost $1,990 in 2006.
To this day this is one of the most misunderstood options available on a
Cayman. Most people assume that because this suspension package is
optional, and because it has a Normal/Sport button, that it must be more
aggressive than the standard suspension and/or only beneficial on track
driven Caymans. This assumption could not be more incorrect. PASM is
both more aggressive and less aggressive than the standard suspension.
But most of the time, it's less aggressive.
PASM damping rates are continuously variable
based on many different inputs and driving conditions (with emphasis on
"continuously"). The PASM system
watches vehicle speed, steering inputs, braking pressures, engine torque
output, lateral and longitudinal G forces, individual - axle specific and
whole vehicle vertical wheel movements, ride height and so on. Damping rates are
adjusted dynamically to aid the specific driving condition. For
example, during hard braking, PASM will stiffen the suspension front and
rear to prevent nose dive and rear end lift. During lane changes, PASM
will tighten the damping rates to prevent body roll. Conversely, if
PASM senses a rough surface that might compromise traction, it will soften
the damping rates to keep the wheels planted. All of these decisions and
adjustments happen in milliseconds. PASM is really one of the most sophisticated
computer controlled suspension systems available.
PASM does incorporate the use of stiffer
springs that lower a Cayman S by 10mm. PASM also comes with a
stiffer front anti roll bar. Despite these more aggressive springs
rates and roll bar, PASM equipped cars will offer a significantly more comfortable ride
than standard suspension cars will because of its ability to vary damping rates
over a much wider range. The chart to the right shows an overlay of the
PASM and Standard damping rates.
We can see that in PASM 'Normal' program, the PASM system will vary damping rates
from much softer rate than standard, to a somewhat more aggressive damping
rate than Standard. In PASM 'Sport'
program, we can see that PASM will vary damping rates from about the same as
standard, to much more aggressive.
PASM is just as much a
comfort option as it is a performance option. The system allows you to
have the best of both worlds. You can cruise in comfort, or carve
turns with attitude. You can press the button, or let the computers
decide the perfect damping rate.
Brakes:
The 2006 Cayman S gets the 'Big Red' brakes
from the Boxster S, sporting 12.5" rotors up front, 11.8" rotors in the
rear, both clamped by patented 4 piston monobloc calipers made for Porsche
by Brembo. The open top design of the calipers makes brake pad swaps
possible without removing the caliper.
Brake boost is provided by
a mechanical vacuum pump so boost levels will not drop from long
applications of wide open throttle like systems that use manifold provided
vacuum. Cooling is well thought out, using the air flow from the
radiators to keep the braking system cool, but not so cool that
aggressive brake pads can't be safely used.
Interior & Storage:
When you think about a 2 seat Porsche, storage
and comfort typically aren't the first two things that come to mind.
Typically, Porsches are designed to be driving machines. Vehicle
performance and driving dynamics come first. If you like bells &
whistles, a Porsche may not be the right car for you. If you've owned
any older Porsches, chances are your expectations aren't really high here.
Porsche interiors have historically been like anything else that's
engineered in Germany. They are functional, minimal, ugly and maybe a little
confusing to those of us that are not familiar with the German symbols and
logic. The interior of the 986 and 996 (1997-2004) were a bit more
intuitive, but the materials and layout were anything but exciting.
Well that all changed in 2005 when Porsche introduced the 987 Boxster and
997 Carrera.
The interior of the Cayman
S is still very German. It's still very functional and minimal. But
something big happened in regard to beauty and simplicity. The
interior in this car has gone light years ahead of Porsches of the past.
The layout is simple and easy to understand. Buttons are located in
convenient locations and labeled with understandable symbols. The
standard interior delivers a feel of quality and reminds you that you're
driving a well made precision machine. Step up to the full leather, and oh
my... The feel, the look and the smell will remind you every time you get in
that you're driving something special.
Storage is more generous
that you'd expect from a small two seat mid engine sports car. In fact,
the Cayman S provides more storage space than any other Porsche sport car.
Thanks to the rear hatch plus front 'trunk', the Cayman S can gobble up
over 14 cubic feet of cargo (4.9 up front, 9.6 in the back).
This storage makes the
Cayman S a comfortable cruiser capable of cross country road trips. This is
one more way in which the Cayman S lets you have your cake and eat it too.
The Cayman S is a great dual purpose car, capable of providing comfort and
luxury, and with the push of the accelerator pedal, power and sport.
With close to a hundred options to chose from, the Cayman S can be
configured to please a wide array of owners, but that doesn't mean that it's
right for everyone. This is a purpose-built sports car that trades some
creature comforts for absolute driving performance. If you've read this far, then you're obviously pretty interested in the Porsche
Cayman. At this point, the very best way to find out if a Cayman is
right for you is to go drive one. Visit your local Porsche dealer and
get behind the wheel. I bet that you will almost instantly know if
this car belongs in your garage.
Four valves per cylinder (two intake, two exhaust) activated by four overhead camshafts with dual profiles and
continuous camshaft adjustment (VarioCam Plus)
Two parallel mufflers with crossover pipe and integrated catalytic converter
Management
DME (Digital Motor Electronics) engine management for ignition and fuel injection with six ignition coils
Electrical System
12 volt (2100 watt alternator with 70 Ah battery
capacity)
Fuel
Premium unleaded (91 octane or greater)
Bore
3.78 in. (96 mm)
Stroke
3.07 in. (78 mm)
Capacity
3387 cc
Maximum horsepower
295 @ 6250 rpm
Maximum torque
251 lb-ft @ 4400-6000 rpm
Compression ratio
11.1:1
Output per liter
87.1 (but not SAE)
Transmission
Engine and transmission bolted together to form one drive unit, engine power transmitted via driveshafts
Drivetrain
Rear-wheel drive
Torque split 2
100 percent rear
Gearbox
Six-speed manual
Tiptronic S
Gear Ratios
1
3.31
3.66
2
1.95
2.00
3
1.41
1.41
4
1.13
1.00
5
0.97
0.74
6
0.82
n/a
R
3.00
4.10
Final Drive Ratio
3.88
4.16
Clutch/Converter diameter
9.45 in. (240 mm)
self-adjusting
Body
Two-seat monocoque coupe with all-steel lightweight body shell, hot-galvanized on both sides
Coefficient of drag (Cd)
0.29
Suspension
Front
Independent, Porsche-optimized McPherson spring strut axle with wheels suspended on transverse arms, longitudinal arms and spring struts; twin-tube gas-pressure shock absorbers
Rear
Independent, Porsche-optimized McPherson spring strut axle with wheels suspended on transverse arms, longitudinal arms and spring struts; twin-tube gas-pressure shock absorbers
Brakes
Twin circuits (front and rear) with four-piston, aluminum monobloc, cross-drilled and internally ventilated discs
Front
12.52 x 1.10 in. (318 x 28 mm)
Rear
11.77 x 0.94 in. (299 x 24 mm)
Wheels and Tires
Standard front
8J x 18 in. with 235/40 ZR
Standard rear
9J x 18 in. with 265/40 ZR
Weights and Dimensions
Curb Weight
2954 lb (1340 kg)
Wheelbase
95.1 in. (2415 mm)
Length
172.1 in. (4372 mm)
Width
70.9 in. (1801 mm)
Height
51.4 in. (1305 mm)
Front Track
58.5 in. (1486 mm)
Rear Track Luggage compartment
60.2 in. (1528 mm) 14.13 cu. ft. overall (400 liters)
*Photographs and video property of Porsche AG, used under license by the PCA Cayman
Register.
Over-Rev History
Description:
The Cayman's DME (Digital Motor Electronics) records the number of ignition
cycles that occur when the engine speed passes 7,300 RPMs. It also records
the 'hour' of operation in which the incident took place. These records
can be retrieved by using a PIWIS or Durametric Diagnostic Cable. The information can be used by a
Porsche dealer to deny a warranty claim when abuse is the cause, or by a
potential buyer to identify abuse of a used Cayman.
There are six ranges of over-revving that are
logged by the DME:
Range
Engine Speed
Comments
1
7,300 - 7,499
RPM
Ranges 1 and 2 can be achieved by bumping the rev limiter (more likely if a
car driven in Sport Chrono sport mode). Most dealerships will accept ignition cycles here without denying a warranty claim.
2
7,500 - 7,699
RPM
3
7,700 - 7,899
RPM
This ranges (and beyond) can
only be achieved by something mechanically forcing the engine to this speed,
like a miss-downshift. These speeds are pushing the range of
physical damage and may result in warranty denial.
4
7,900 - 8,399
RPM
With cycles in this range, it is very likely that the engine has been damaged and will likely
suffer a premature death. Budget for a new engine. This range is considered abuse, so warranty coverage is very unlikely.
5
8,400 - 9,499
RPM
An M97 engine will be severely damaged by these engine speeds and will likely have failed as a result. A 9A1 engine is more likely to survive this range but not without damage.
6
9,500 - 11,000
RPM
There is almost no chance that this engine is
running. The Cayman engines are likely to spin bearings and eat valves at
far lower speeds than this.
Don't be alarmed if you see 1,000 or more
cycles in a range. That sounds like a lot, but keep in mind that a Cayman
engine sees 3 ignition cycles per revolution. You can determine how much
time was spent in the range by using the following formula: Time at Over Rev =
Ignition Cycles / (RPM/20) . So, 1,000 cycles would be less than 3
seconds, or more likely, three 1 second bumps into the rev limiter.
It is possible to use aftermarket software to
erase over-rev records, so this test should not be used as a definitive or
exclusive identifier of abuse. If buying a used Cayman, a pre purchase
inspection conducted by an experienced Porsche repair shop or dealership is a very
good idea.
FAQ Information:
This FAQ was written by
Gator Bite.
Last Revised: April 2012
Tire Pressure Monitoring System (TPMS)
Tire Pressure
Monitoring System (TPMS)
By Michael Souza, November 2011
TPMS is an electronic system that can report
real time individual tire pressures to the driver of a Cayman. It will
also provide a warning in the instrument cluster if a tire's pressure falls
below a safe threshold.
TPMS communicates the exact pressure of each
tire and/or their deviation from ideal pressure. This does away with the
need for regular air pressure checks at the service station, which often prove
highly inconvenient.
Additionally, having the
correct air pressure reduces tire wear (a deficiency in pressure of 0.3 bar
(4.4psi) and can reduce the service life of tires by up to 25%). Driving on under
inflated tires also results in increased fuel consumption.
TPMS is a valuable safety device that can be of great value when you're driving
around on expensive wheels and tires with no spare tire or jack.
Accuracy:
Many have suggested that
TPMS is not as accurate as a good quality hand held tire gauge. This is
normal because TPMS delivers an absolute pressure instead of a relative
pressure, which can fluctuate with atmospheric conditions. When using a tire
pressure gauge to measure ambient pressure, environmental conditions can
introduce up to a 15% variability in tire pressure due to temperature and
altitude variations. TPMS also adds correction based on
temperature. Therefore, TPMS readings may be significantly different
from those delivered by a hand held tire pressure gauges.
TPMS is not intended to be a replacement of your
hand held tire pressure gauge. It's intended to be a safety device that
can alert you of a dangerous drop in tire pressure.
Drawbacks:
Using tire pressures outside of
those recommended by Porsche may deliver a 'Flat Tire' warning. For
example, if a Cayman is used on the track it will be necessary to release about
8 psi from each tire to reach the proper tire pressures when hot. In this
situation, the TPMS will be very unhappy and will report a false flat tire.
There are different versions of TPMS and the radio
frequencies used by the system vary from country to country. When installing
TPMS sensors into your wheels, it is very important that you
select sensors that are compatible with your vehicle.
The TPMS system cannot be disabled.
Details:
Option Code: 482
Price: $590 option in 2006,
Standard equipment from 2007 up on all US Caymans.
More Information:
*Photographs and Videos property of Porsche AG, used under license by the PCA Cayman
Register.