The Porsche Cayman has established itself as the driver’s hero of the Porsche range.

It has a stiffer chassis than the Boxster and better weight distribution than the Porsche 911 thanks to its mid-engined layout.

The result is exquisite road-holding coupled with the fine engines and build quality Porsche is admired for.

Everything about the Porsche Cayman is pure sports car, from the way it looks to how it disappears down any road and the noise it makes as it goes.

But the first thing I notice getting inside is how few compromises it asks of you. Thanks to two boots – one under the rear hatch and one beneath the bonnet – it has 410 litres of storage.

That’s more than the majority of ‘practical’ hatchbacks; however you will have to pack several small bags rather than one big suitcase.

Inside, the seats are as hugging as you would expect, but also comfortable for daily use, while the mod-cons we all expect nowadays like satellite navigation and climate control are all present and correct.

New for ‘09

But it’s the driving we’re here for, and that’s aided by the excellent forwards visibility offered by the upright front windscreen.

Our test car is the 2009 specification entry-level Cayman, which has an engine boosted in capacity from 2.7 to 2.9-litres, seeing power increase to 261bhp.

It accelerates from 0-62mph in 5.8 seconds and offers more than enough performance for the majority of drivers.

Those who demand even more will want the Cayman S with its 3.4-litre engine (up from 3.2-litres) and 320bhp, offering performance as close to the 911s as we’re likely to see in the Cayman.

The other big news is the addition of a PDK gearbox as an option. It’s Porsche’s take on the excellent DSG semi-automatic gearbox and a big improvement on the outgoing tiptronic system.

Impressively the 2.9 litre Cayman still has the same 30.1mpg average fuel consumption as the 2.7.

Snick the mechanical six-speed manual (out goes the old five-speed) through its well-spaced ratios and the Cayman builds speed with backing from one of the great motoring soundtracks.

It’s not as muscular or bass-rich as the Nissan 370Z’s V6 – the Cayman’s engine note is like a well-tuned violin next to the Nissan’s string-slapped cello.

Variable valve timing and precise fuel injection adjusts the performance of the engine second by second to ensure it’s both ‘on cam’ and responsive when you put your foot down and saving fuel when you aren’t.

Firm favourite

Thanks to the extra rigidity of the Cayman’s body shell compared with the Boxster roadster, its engineers have been able to fit stiffer suspension without upsetting ride comfort.

The result? It handles and steers even better than the Boxster which we awarded 10/10 for ride and handling in our Auto Trader Ten Point Test.

We don’t hand out elevens, but it’s safe to say the Cayman would be in the running if we did.

The normal driver (myself included) can revel in the awesome balance and grip of the chassis and it’s forgiving nature safe in the knowledge all the latest traction and stability control is there as a safety net.

Pro drivers can take the same car and drive it to the limit, or even beyond, and find the same satisfaction at a higher level.

Its steering deserves particular mention; if only mainstream manufacturers could try and replicate its feel and weight, we’d all enjoy driving our cars so much more and have a better idea of the grip and road conditions under our backside.

We rather like the Cayman and it looks set to remain as the sports car class leader for some time yet.

As I (reluctantly) hand it back to Porsche its chaperone tells me one last jewel of information which seems to sum up what’s so great about the car as a whole – it only needs servicing every 20,000-miles.

It would indicate an amazing level of over-engineering for any car to need such infrequent attention, but for a sports car it shows a truly impressive level of design integrity and craftsmanship.