This is the first Cayman GTS. While Porsche harps on about the 1963 904 Carrera GTS, the real inspiration for this car has been the GTS formula that we’ve already seen in other Porsche model lines. And there's a Boxster GTS on the way too.

For the Cayman, there are some significant changes. There’s 15bhp more, for a total of 335bhp and 280lb ft of torque (7.4lb ft more) from that stunning 3.4-litre flat-six. There’s also a 10mm drop in ride height and PASM – that’s Porsche Adaptive Stability Management – including adaptive dampers.

It’s part of the standard Sports Chrono Pack that the GTS has been armed with, as well as 20in alloys, bi-xenon adaptive headlamps and blacked-out front and rear bumpers.

Unless you drive it back to back, you probably won’t be able to tell. Yet this is the best combination of Cayman options and spec money can buy – and that makes this a car to shake the 911.

From the moment you turn the key, that flat-six wins you over with its cackle, and that transforms to a bossy howl when you select Sport and pin the throttle.

You won’t want to do this around town, as it turns the Cayman from an obedient coupe into a toy, angst-ridden machine that kicks down and runs through its seven-speed dual-clutch ’box like a bucking bronco.

That eagerness translates to throttle response and a tactility like nothing else this side of, well, a 911: the Cayman kicks back and launches, but not with a neck snapping wallop – despite cutting a substantial 0.3sec off the 0-62 claim, now 4.6 sec – but with a steady, even-handed urge.

If you’re after a base Cayman to take to the hills, the GTS is probably too much extra coin for you. Yet a large chunk of Cayman buyers tick the options box for larger alloys, Sports Chrono, etc, and have been urging Porsche for a model with a bit of added kick – and this is the car for them.

The fact that it’s the best value Cayman – an S with added luster – makes this the best Cayman.