To be fair, some of it is Porsche being a low-volume manufacturer for as long as they were, until the introduction of the Cayenne. Porsche has long stood by it

To be fair, some of it is Porsche being a low-volume manufacturer for as long as they were, until the introduction of the Cayenne. Porsche has long stood by its practice of ensuring they make no less than $10,000 front-end on every car they sell. The fact the Cayman came into existence at all was a bit of a surprise -- that's a car that sells in far fewer numbers than the 911. Even in its last model year, fewer than 1300 Caymans made its way to the US, a tremendously small number for a car that starts around $55,000. The Cayenne (and to a lesser extent, the Panamera and the upcoming Macan) increasing overall sales volume is what is allowing them to loosen the reigns on the Boxster and Cayman. Upon launch the Type 987 Cayman did not have a limited-slip differential. The refresh did, and now the Type 981 Boxster offers the same torque-vectoring rear diff as the Type 991 911 from Day 1. Porschephiles aren't a fan of the SUVs and the… thing… that is the Panamera, but the reality is it lets Porsche further improve its sports cars, and go on crazier exercises in racing and allow for more hyper cars like the 918 Spyder. The Type 987.2 Boxster Spyder and Cayman R were faster around a road course than the base Type 997.2 911 Carrera, despite being significantly cheaper. Odds are good that this trend will continue with the Type 981 which is further straying from the 911 -- the original Boxster (and even the Type 987) was a cost-control exercise and was heavily parts-binned from the Type 996 911, down to the doors being identical.