"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
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
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
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
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
EPA city/highway driving: 20/28 mpg
C/D observed: 19 mpg
