2013 Porsche Boxster S Instrumented Test

"Leaving well enough alone” doesn’t translate into German, especially the dialect spoken by Porsche engineers. Witness the new, judiciously polished Boxster, a machine that advances the modern sports car. 

As before, the new Boxster is essentially a 911 with its engine set in the middle, which is where Dr. and Ferry Porsche intended it to be in the first place. In spite of a 2.3-inch-longer wheelbase and modest track-width bumps, the Boxster S is 77 pounds lighter than before, thanks to increased use of aluminum and magnesium. Length is up 0.1 inch, and width is unchanged; torsional stiffness is 40 percent greater. Spreading the footprints and moving the windshield’s base forward stretches legroom by an inch. The price starts at a reasonable $61,850, then rockets into outer space when you succumb to the options list.

The most notable chassis change is a switch from hydraulic to electric assistance for the rack-and-pinion steering. With the goal of improved ride and handling, the carry-over four-corner strut suspension benefits from an expert massage. Larger front brakes are shared with the 911; 19-inch wheels are now standard (20s are optional). The engineers coaxed an extra five horsepower out of the direct-injected 3.4-liter flat-six, raising peak output to 315 horses at 6700 rpm while boosting the redline from 7400 to 7600 rpm and improving gas mileage by 1–2 mpg.

Compared with the dual-clutch-automatic-equipped Boxster S that thumped arch rivals in a comparo three years ago [July 2009], the new stick-shift 2013 model we tested is superior in every performance category except acceleration. The dual-clutch transmission’s launch control and uninterrupted power delivery during upshifts are tough to beat; the new S comes close with a 4.4-second leap to 60 versus the previous automatic’s 4.3. The old and new Porsches cross the quarter-mile mark in a 12.9-second dead heat, beyond which the new S’s taillamps wink goodbye on the way to a 176-mph top speed. The 20-inch Pirelli P Zeroes and other chassis upgrades boost skidpad stick from 0.94 to 0.99 g and clip a significant eight feet from the 70-to-0-mph stopping distance.

Despite all this improved performance, the Boxster S’s disposition remains cheerful. The driver-to-controls interface is absolute perfection, the shifter stirs gears like a Food Network chef, and heel-and-toe pedal work is child’s play. The optional Adaptive Sport seats (part of a $5265 Premium package) offer 18-way adjustability and outstanding comfort and support.

With the tight-fitting, well-insulated top up, the engine is subdued until you summon its inner beast at 5500 rpm. The engine’s mating calls are best appreciated with the top down. Touch a button with the car moving at no more than 30 mph, and the lid folds in 10 seconds. With no structural shake and minimal wind ruckus at 100 mph, this convertible eliminates most excuses for buying a coupe.

Adaptive dampers costing an extra $1790 are a must, providing a supple ride and supreme control for on-ramp and track sessions. Flick the wheel, and the Boxster S replays all the lessons it learned at the Nordschleife. Push hard in corners, and you’ll find understeer; lift abruptly off the throttle, and the front scrub becomes an easy-to-control four-wheel pirouette. The steering is quick to respond and perfectly weighted. Even with most of the road-surface bump and grind filtered out by the new electric power assist, the Boxster S’s steering wheel still provides a satisfying handshake. Likewise, the brake pedal is firm and easy to modulate when you slow for a bend below the ABS threshold. 

VEHICLE TYPE: mid-engine, rear-wheel-drive, 2-passenger, 2-door roadster

PRICE AS TESTED: $85,410
BASE PRICE: $61,850

ENGINE TYPE: DOHC 24-valve flat-6, aluminum block and heads, direct fuel injection

Displacement: 210 cu in, 3436 cc
Power: 315 hp @ 6700 rpm
Torque: 266 lb-ft @ 4500 rpm

TRANSMISSION: 6-speed manual

DIMENSIONS:
Wheelbase: 97.4 in
Length: 172.2 in
Width: 70.9 in Height: 50.0 in
Curb weight: 3070 lb 

C/D TEST RESULTS:
Zero to 60 mph: 4.4 sec
Zero to 100 mph: 10.5 sec
Zero to 150 mph: 28.2 sec
Rolling start, 5–60 mph: 5.3 sec
Standing ¼-mile: 12.9 sec @ 111 mph
Top speed (drag limited): 176 mph
Braking, 70–0 mph: 147 ft
Roadholding, 300-ft-dia skidpad: 0.99 g

FUEL ECONOMY (C/D EST):
EPA city/highway driving: 20/28 mpg
C/D observed: 19 mpg

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