Boxster/Cayman (981) Official Boxster(981) Test Drives/Reviews/Tests

[-=Hot|Ice=-]

IL got one in and wrote a very nice review!

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We couldn't help but be impressed with the third-generation Porsche Boxster when we got to ride in it late last year as part of a final validation drive for the new midengine roadster on a run from San Francisco to Los Angeles, suggesting it had taken on a newfound maturity without any compromise in its ability to provide big levels of driving entertainment in the right conditions.
And this impression holds true now that we've finally been behind the wheel of a production version. This week the 2013 Porsche Boxster made its public debut at the Geneva auto show in Switzerland, Porsche having thoroughly reengineered its new entry-level model to a degree that hasn't been seen since the original was added to its lineup back in 1996.
As with the 911 — a car with which it continues to share much of its front end structure, Porsche went back to the drawing board when it came time to conceive the new Boxster, known under the code name 981. The only elements that have been brought over from the old model, the 987, are the engine and gearbox, and even then they have been subtly reworked for added levels of smoothness, performance and fuel efficiency.
It Works
The result is a driving experience every bit as captivating as any previous Boxster model but with little or no compromise to its everyday abilities. It's a brilliant blend of track-capable handling along with the sort of inherent comfort that allows you to thoroughly enjoy the new roadster over extended highway journeys. It is a car that allows you to have your cake and eat it, too.
The moment you twist the steering wheel away from the straight ahead you're aware Porsche has succeeded in matching the brilliant feel of the previous model's hydraulic-assist setup with its new electromechanical steering system: Like everything about the new car, it is meaty in its weighting but fantastically direct in its actions.
The revised underpinnings, which feature thoroughly new elastokinematic properties, have cured perhaps the only real weakness of earlier Boxster models: a tendency toward high-frequency movements at the front end on less than smooth surfaces. It is now wonderfully controlled, and with it comes an added dose of stability, particularly at high speed.
The ride is predictably firm, but it is never harsh and settles quickly when upset by potholes and the like. The upshot of this inherent firmness is superb body control with very little lean even during all-out cornering. Massive grip also provides high cornering speeds. The cornering balance is wonderfully neutral and, with Sport mode dialed up, the PSM (Porsche Stability Management) is configured to allow a small degree of slip angle before it kicks in. Turn it off and the intimacy of communication fed back to the driver allows you to revel in power-on oversteer.
The Big Changes
The view out front is typified by the rounded haunch of the front left-hand fender — a cue that has its roots with the original Porsche, the iconic 356. But with a lower seating position and higher rear bulkhead, vision to the rear is now rather restricted — and even worse with the roof up owing to the small glass rear window, which despite having being widened, remains too small.
Roof up, the new 2013 Porsche Boxster is now a more pleasant place to be. New sound-deadening material has cut noise levels from a previous 75 decibels to 71 decibels — a figure that results in a halving of ambient noise, according to Porsche, and further pushes home the new model's improved long-distance qualities.
Porsche says the sprint to 62 mph requires only 4.8 seconds.

Dropping the top, an improved version of the old Boxster's magnesium-framed and multilayer fabric-covered structure, no longer requires manual twist-and-turn. Just hit a switch on the center console and two electric motors take care of the rest, folding the roof back in just 9 seconds and stowing it atop the engine at the rear of the cabin at speeds up to 31 mph. Unlike with previous Boxster models, there's no separate body cover for the roof once it is down. It simply rests there with the top section exposed.
The 2013 Porsche Boxster is bigger, too. Length is up by about 1.8 inches to 172.2 inches, but width and height remain the same as before at 70.9 inches and 50.4 inches. The 2.36-inch bump in the wheelbase to 97.4 inches has enabled Porsche to repackage the interior, providing it with greater length and the scope for added seat adjustment. Luggage capacity, though, remains rather limited, with 5.3 cubic feet in a deep cubbyhole up front ahead of the fuel tank and 4.6 cubic feet in a shallow hold behind the engine at the rear. The best place for your golf clubs, then, continues to be the passenger seat.
Fully Redesigned
Among its many developments are a new lightweight floor pan and body, some 46 percent of which is now fashioned out of aluminum, including the front and rear end structures, doors, hood, trunk lid and the mounting for the rollover hoops behind the cabin. The result is a 77-pound reduction in curb weight for the Boxster S over its steel-bodied predecessor on sale in North America since 2004. That's not as much weight as Porsche cut from the 911, but it manages to buck the trend of its roadster rivals. The Audi TT, BMW Z4 and Mercedes-Benz SLK have all gained weight in their latest incarnations.
MacPherson strut suspension remains front and rear; however, the new Boxster is 1.4 inches wider at the front and 0.23 inch wider at the rear than the second-generation car. It is all bolted to a body structure that is claimed to be a whopping 40 percent stiffer than before.
Haunches pumped up to accommodate larger wheel arches and, on the Boxster S, standard 19-inch wheels wrapped with 235/40 front and 265/40 rubber, mean the Boxster's styling is now more individual. Compared to the old model, it is much more distinctive, boasting a more cab-forward appearance with greater structuring within the doors and an intriguing rear end in which the rear spoiler, which deploys at speeds above 75 mph, is integrated in the taillamps.
Inside, everything has changed. Taking its cue from the 911, the 2013 Porsche Boxster receives a contemporary new cockpit modeled on that first seen in the Panamera, which instantly lifts its appeal to the level of its competition. Classic elements such as the ignition located to the left of the steering wheel and the three-dial instrument cluster are retained, but there is now a much higher level of perceived quality and improved ergonomics.
Updated Powertrains
Just as it has since its introduction to the Porsche lineup back in 1996, the new Boxster continues to serve up two different engine options. The base version now runs a new 2.7-liter version of Porsche's water-cooled flat six-cylinder with 10 horsepower and 7 pound-feet more torque than the older 2.9-liter unit. Direct fuel injection helps it produce 261 hp and 206 lb-ft of torque.
The S model driven here retains a 3.4-liter engine that is fitted with a new twin-track intake system that's fed by both of the side vents. Power increases 5 hp to 315 hp but the peak arrives 300 rpm higher in the rev range at 6,700 rpm. Torque remains the same at 266 lb-ft but is now delivered 100 rpm higher at 4,500 rpm.
Both engines come with the choice of either a standard six-speed manual or optional seven-speed double-clutch PDK (Porsche Doppelkupplung) gearbox — the latter using rocker switches on the steering wheel for remote shifting and, as part of the optional Sport Chrono package, dynamic mounts that are claimed to minimize weight shift during gearchanges — something that is claimed to provide the new roadster with a steadier feel when the driver decides to shift mid-corner.
As part of Porsche's efforts to improve the Boxster's fuel efficiency, both the manual and double-clutch gearbox also come as standard with a switchable stop/start function together with brake energy recuperation — features that are now fitted to every new Porsche model from Boxster to Panamera.
On top of this, the double-clutch unit also gets a coasting function that cuts engine revs to 700 rpm when the driver gently steps off the gas. The measures certainly appear successful, netting the Boxster an official European combined average consumption of 7.7L/100km (about 30.5 mpg) and the Boxster S 8.0L/100km (29.4 mpg) — improvements of 15.4 percent and 14.9 percent over their predecessors. Not that typical Boxster customers are going to be too concerned about fuel saving, mind you. However, the lower consumption helps provide a greater range from the 16.9-gallon tank.
On the Gas
The engine is a gem, of course, but then we expect nothing less from a flat six-cylinder unit from Porsche. More eager throughout its broad rev range, thanks to an upgraded electronics package that provides added throttle response and, on double-clutch gearbox-equipped versions like our test car, noticeably improved shift quality. The official figures hint at a peaky delivery, but the 2013 Porsche Boxster S possesses proper shove from little more than 1,500 rpm — or just 800 rpm above idle, making it easy to thread through tight city traffic.
It is through the midrange, though, where it really comes alive. From 3,000 rpm up to 6,000 rpm, it is fantastically strong and, with the optional sports exhaust system like that fitted to our test car, brilliantly loud on a loaded throttle. On deserted roads you find yourself deliberately holding on to gears longer than is absolutely necessary just to sample its aural delights. Winding it all the way to its 7,700-rpm redline is pure four-wheel entertainment — best achieved roof down on rock-lined canyon roads for full effect.
Porsche says the sprint to 62 mph requires only 4.8 seconds with the optional double-clutch gearbox and Sports Chrono package, some two-tenths of a second less than the old Boxster, while top speed is put at 172 mph. Calipers emblazoned with the word Porsche tell you all you need to know about the brakes before you've even brushed the middle pedal. It doesn't disappoint, delivering a progressive action, lots of feel and crushing retardation once you've really put some weight behind it. For those seeking greater stopping power, the Boxster continues to be available with optional carbon-ceramic units.
Porsche continues to offer optional adaptive damping with its PASM (Porsche Active Suspension Management) system, which now comes with PTV (Porsche Torque Vectoring) and a locking differential. So configured, the Boxster's project leader, Horst Woehler, says it achieves 1.2g of peak lateral acceleration (as opposed to the average number we list in road tests) on the company's Weissach-based skid pad.
The bottom line is simple: The new 2013 Porsche Boxster is still a Boxster — nimble, communicative and sharp. But it now adds measures of comfort and efficiency in a combination few others can match.


2013 Porsche Boxster S First Drive

 

[martinbo]

Autocar's First Drive of the 981 Boxster S PDK:

What is it?

The new Porsche Boxster – codenamed 981 – represents a clear break from the past. A combination of new detailing, a more cab forward silhouette, larger wheel houses (to accept optional 20-inch wheels), distinctive air vents and a rear wing integrated into the tail lamps give the new Boxster a more striking appearance than ever. New underpinnings boasting wider tracks and longer wheelbase provides it with a more confidence stance.

Its mid-engined layout remains, but it retains its architectural links with the latest 911. Porsche wants models to have as much commonality as possible.

Underneath its new lightweight body, the thoroughly re-engineered roadster shares much of its front end structure with the 911, including its MacPherson strut front suspension and all-new electro-mechanical steering.

What’s it like?

Inside, the Boxster and 911 share much of their interiors. The new cabin looks and feels modern. The centre feature is the rising centre console. Housing an armada of switches, it also shortens the distance between the gear stick and steering wheel.

The wider, taller and more supportive seats are positioned lower than before and the added space is obvious. With a 60mm longer wheelbase, cabin length – and seat adjustment - has increased. Tracks widened by 36mm and 6mm front and rear have led to a slight increase in width.

Porsche still offers two naturally aspirated horizontally opposed six-cylinder engines. The 2.9-litre, multi-point fuel engine has been replaced by a 2.7-litre unit with direct injection. Power has increased by 10bhp to 261bhp at 6700rpm, 300rpm higher than before. Torque grows by 7lb ft to 206lb ft on a 400rpm wider band of revs between 4500rpm and 6500rpm.

The Boxster S driven here retains the same 3.4-litre unit, shared with the 911 Carrera. Revisions to the induction and exhaust liberate another 5bhp, taking power to 311bhp at 6700rpm. Torque remains at 265lb ft, but is available across a 200rpm wider range from 4500 to 5800rpm.

A six-speed manual is standard. Porsche expects the optional seven-speed dual-clutch gearbox to be more popular. It has a new electronic control unit for faster shifts and can operate in manual and automatic modes. The gear shift rocker switches still frustrate though. Get the optional shift paddles. You won’t be disappointed.

Both units receive stop-start, brake energy recuperation and a thermal management to acheive optimal operating temperature more quickly. A coasting feature reduces engine speeds on prolonged periods of trailing throttle. Porsche claims combined consumption figures of 36.6mpg and 35.3mpg for the Boxster and Boxster S respectively - 15.4 and 14.9 per cent better than the old model.

The classic flat six in the Boxster S is as responsive and memorable as ever, but feels more mature. There is added throttle response, considerable thrust and a stronger feel through the mid-range.

The new Boxster S has a power to weight ratio of 236bhp/tonne, or 230bhp/tonne with the optional dual clutch gearbox. That marks an improvement of around a third over the old car. Porsche claims a 0-62mph time of 4.8sec for the dual clutch-equipped model – a reduction of 0.2sec. An improved 0.30 drag co-efficient sees top speed increase to 172mph.

There is still a choice of normal and sport modes. The latter enhances throttle mapping and traction control. The electro-mechanical steering, with speed sensitive assistance, is better even than the 911’s – superbly weighted, eager to self centre and direct. The new car is as agile as ever, but its longer wheelbase and wider track aids stability. The front is particularly calm compared to the old model, with less bobbing at motorway speeds.

Its defining factor is still its cornering ability. Crisp, balanced and fluid turn-in from the newly configured chassis and a level of traction unmatched in its class endows the Boxster with a high level of athleticism.

Porsche says the Boxster can achieve 1.2g of lateral acceleration on standard wheels and tyres. It resolutely resists understeer and there is no premature intervention from the standard Porsche Stability Management system.

The ride while firm, is terrifically controlled if not quite as cosseting as some rivals. A new suspension mounting system helps reduce tyre noise, making it a vastly improved long-distance companion.

Porsche Torque Vectoring is offered, but only in combination with Porsche Active Suspension management. In itself, PASM isn’t a must-have as the standard setup is so flexible. The standard steel brakes are bang on the money: progressive, high on feel and full of strength.

Should I buy one?

On first acquaintance, the new Boxster is brilliant and continues to remain one of the world’s most entertaining road cars. With an extravagant new look, classy interior, added accommodation, improved performance, engaging handling and improved comfort, you could argue - at the risk of upsetting the legion of 911 fans - that it is now the most complete model Porsche produces.
Greg Kable

Porsche Boxster S PDK
Price: tba; Top speed: 172mph; 0-62mph: 5.0sec; Economy: 35.3mpg (combined); CO2: 188g/km; Kerb weight: 1350kg; Engine type:, Horizontally-opposed six-cylinder, 3436cc petrol; Power: 311ps at 6700rpm; Torque: 265lb ft at 4500rpm; Gearbox: 7-speed dual clutch

Source: Porsche Boxster S review - Autocar.co.uk

 

[Sunny]

I think it actually looks better than even 991.

 

[K-A]

I can't help but think that this thing might look better than the 911 myself. I don't like the Convertible aspect, but the Cayman will be absolutely stunning and SURELY convince some buyers to save massive $$$$ from a 911. The 911 still has a "grandeur" over it, but if it weren't for the extra size of the 911, I probably would be thinking a Cayman would be my next car. The proportions of a Boxter/Cayman are too tight for me personally, but that's just simply just me.

 

[martinbo]

The 911 still has a "grandeur" over it....

That's a nice, succinct way of putting it.

 

[Levi68]

I can't help but think that this thing might look better than the 911 myself. I don't like the Convertible aspect, but the Cayman will be absolutely stunning and SURELY convince some buyers to save massive $$$$ from a 911. The 911 still has a "grandeur" over it, but if it weren't for the extra size of the 911, I probably would be thinking a Cayman would be my next car. The proportions of a Boxter/Cayman are too tight for me personally, but that's just simply just me.

Don't take it badly, but do you have claustrophobia? I on the contrary prefere the 981 over the 991 because it is so small, so much more compact and tight. If already the the Boxster is too small for you what then about a Honda S2000 or a Mazda MX-5 or the Subaru BRZ which I am about to buy!


In what way do you mean the 991 has "grandeur" over the 981? In size only or in something else also? From an emotional point of view, so in relation with heritage, the 911 will always be the icon. But from a technical point of view, I think the 981 has surpassed the 911, design is as good if not better, quality and tech are the same, just fit in the right powertrain, engines from the 911 GTS and 911 GT3 and it is game-over for the 911 in terms of performance. I myself never drove a rear engine and thus do not know what its like, but the mid-rear layout is more appealing to me and thus the 981.

 

[FC123]

That's a nice, succinct way of putting it.

Not only does it look good, I'm pretty sure no other model will result in the words grandeur and succinct turning up in the same post...

 

[speed_kills]

I think it actually looks better than even 991.

Yes, I think Porsche are on the right direcction in terms of design.

 

[DeDe]

AutoBild first drive comparison - TT RS, Z4, SLK350 & new Boxster S

Verdict:
The new Boxster S is in its own league in terms of performance and handling - with great everyday usability.
The loud TT RS is way too stressful on long trips, while the Z4 and the SLK350 are too soft for the roadster-pedigree.

1st: Boxster S
2nd: TT RS & Z4 sDrive 35i
3rd: SLK350 BlueEFFICIENCY

 

[Human]

New Porsche Boxster Auto Express

Our verdict on the all-new lighter, faster and more efficient Porsche Boxster after its Geneva Show debut

5/5 Stars

The all-new Porsche Boxster has only just been revealed to the world at the Geneva Motor Show, but we’ve already taken the wheel of what promises to be 2012’s most exciting roadster.

When the original Boxster was launched in 1996, it set new standards for handling and performance, with its mid-engined layout, and turned the roadster market on its head. Jump forward 16 years, and Porsche declares the change of generation is more comprehensive than ever before.

Park the new MkIII Boxster next to the outgoing model, and although the styling changes are evolutionary rather than radical, they’re clear to see. The car now has a more obvious identity of its own; it’s better looking and surer of itself than ever before.

The wheelbase is 60mm longer, the track is wider and the screen has been shifted forward and raked back at a steeper angle. In profile, deep-sculpted doors and large side vents hint at the 918 hybrid supercar, while bigger wheels (18 inches on the Boxster; 19 inches on the S) give a planted stance.

However, the snazziest details are at the rear; here the automatic wing blends into the light clusters, which form part of the aerodynamic package, while the tightly folded hood sits neatly exposed behind the cockpit. The set-up is now fully electric, folding away in only nine seconds to reveal a cabin that has taken a big step forward in quality and design – just like the latest 911.

The high-class switchgear is neatly located along the rising centre tunnel, while traditional cowled, overlapping Porsche dials take pride of place in front of you, placing the focus on the driver. Plus, the seat and steering wheel now offer an even wider range of movement, for a perfect driving position.

The bigger cabin provides a greater sense of space, although the Boxster retains the wraparound feel that’s key in a sports car. On the move, it shrinks around you.

The new electro-mechanical power-steering is the same as in the new 911. Initially it feels light, but it’s still the best system of its kind we’ve tried. Feedback is a fraction less natural than in the old car, yet turn into a corner and the nose pivots towards the apex, with the mid-engined layout inspiring confidence, as before.

The balance between front and rear grip is perfect, but there’s now so much mechanical grip that the stability system is rarely activated. The wider track, bigger wheels and longer wheelbase mean it’s even more composed.

It’s easy to tighten your line through long corners, while body control is excellent. Completing the accomplished package are the bigger brakes, which provide greater stopping power.

And the car can be enhanced further by options previously only available on the 911. The £1,084 Sport Chrono Package now has dynamic gearbox mounts, which tighten to enhance rigidity for sporty driving but soften to damp out vibrations and boost everyday refinement. The Porsche Torque Vectoring, at £890, gives sharper reactions and better traction, with its mechanical limited-slip diff.

Stop-start is included whether you go for the standard six-speed manual or optional seven-speed dual-clutch PDK box, but the latter delivers better economy and performance figures. It shifts smoothly and quickly, although even in manual mode it’s slightly overeager to kick down.

The engines are still at the heart of the Porsche’s appeal. The entry-level Boxster now has a reworked version of the larger S engine; it’s been downsized to 2.7 litres – the old car had a 2.9 – but power is up by 10bhp to 261bhp. The S we drove retains the same 3.4-litre capacity, but offers 5bhp more, at 311bhp.

Performance is sensational whichever you go for, and on twisty roads of our test the S provided unbreakable traction. The characterful flat-six comes into its own from 3,500rpm and through a punchier mid-range to spin to a 7,500rpm red line.

The Boxster S feels faster and more focused than ever – it helps that it’s 30kg lighter and 40 per cent stiffer than before. Our car had optional 20-inch alloys, but the £971 PASM active suspension ensured it rode better, while it’s more refined with the hood up.

Yet the tuneful exhaust note remains. So while the Boxster is more comfortable over distances, it’s lost none of its magic.

SOURCE: PHOTO'S & VIDEO
Read more: New Porsche Boxster review | Auto Express

 

[martinbo]

EVO Drives the new 981 Boxster S - in a manual!

Driven: Porsche Boxster S
Rating: *****

The new third generation Porsche Boxster is faster and cleverer than before - how has the driving experience survived the increase in technology?

What is it?

New, lighter, lower, faster, more efficient Boxster, with a model code of 981. It also looks fantastic.

Technical highlights?

Lots. The body is 40 per cent more torsionally rigid, the front track is 40mm wider, the rear 18mm wider and the wheelbase is 60mm longer. All this and it weighs 25kg or 35kg (depending whether you pick the manual or PDK options) less than the previous generation Boxster S.

There’s also Porsche Torque Vectoring (PTV), which aims to improve traction in conjunction with the mechanical limited-slip diff by selectively braking individual rear wheels. If you get the Sport Chrono Package then you also get dynamic transmission mounts (like the 911’s dynamic engine mounts, but for the transmission as that’s the most rearward lump in the Boxster). There’s also stop/start and electro-mechanical power steering…

What’s it like to drive?

The first thing I’ll say is that our car was fitted with the optional sports exhaust and I implore anyone buying a 981 to fit one. It sounds absolutely fantastic, particularly all the crackling explosions on the overrun at high revs (where the engine is happiest). The other particularly pleasing thing about the spec of our particular car was the manual gearbox in place of (I suspect the more popular) PDK. The six-speed box is an absolute peach (much nicer than the 991’s seven-speed) and its new higher position closer to the steering wheel is the cherry on the extremely sweet-shifting cake.

Even sitting on huge, optional 20-inch rims (19s are standard) the damping is as exemplary as you’d hope for and grip is simply stunning with the whole car displaying perfect mid-engined balance. And so to the steering. No it’s not quite as nice as the old hydraulically assisted system, but it’s breathtakingly accurate and it’s really well weighted, so in all honesty it didn’t once get in the way of my enjoyment of the Boxster. I’d be interested to try it in the wet, but for now I really can’t criticise it.

How does it compare?

It’s still the class leader. Compared to the previous generation car it also looks much more confident and assured, and it certainly no longer deserves to be called the ‘poor man’s Porsche’.

Anything else I should know?

The roof will now furl and unfurl in just nine seconds and it’s all done with just the press of a button (rather than having to secure it manually as you did before). Porsche is also claiming 15 percent improvements in CO2 and fuel economy.
Henry Catchpole

evo RATING

[+] Great to drive and looks brilliant, super-sweet manual gearbox
[-] Electric power steering takes a bit of getting used to

Source: Driven: Porsche Boxster S review and pictures | evo

 

[mini_cooper4]

Best Porsche in the current line up
For much less money you get a better looking and better balanced car than the 991 what a masterpiece this new Boxster is

 

[Centurion]

So far the steering seems to be out of this world. I forsee the Cayman driving like its on rails.

This is as close as you can get to an "affordable 458 Italia".

 

[Soup]

Autocar's First Drive of the 981 Boxster S PDK:

Source: Porsche Boxster S review - Autocar.co.uk

Complete Review

 

[hoffmeister_fan]

Porsche = unstoppable juggernaut.

Right now it seems, their limits know no bounds. The curves on the new Boxster are perfect, it's right blend of voluptuous and discreet.

Boxster S with PDK for me, please.

 

[Merc1]

Car reviews | Porsche Boxster S | First drive: Porsche Boxster S | by Car Enthusiast



M

 

[hoffmeister_fan]

Porsches have looked good for some time now, in large part due to their unique and now iconic lines. Their design, in some ways to me, was always cerebral yet classic. But, I dare say, they are starting to look sexy too, especially with the 991 and this 981. With the 991, I asked, "What more do you want?" I think with the 981, that question bears repeating.

I want one exactly like that red one except with paddles, not those silly buttons on the steering wheel spokes.
Gimme.
Gimme.
Gimme.

 

[K-A]

This has to be one of the best design home runs in some time. Hard to find anything here not to like.... and I HATE small Roadsters!

 

[tristatez28lt1]

Autocar Review of the entry level 981 Boxster
http://www.autocar.co.uk/CarReviews/FirstDrives/Porsche-Boxster-2.7-/261808/

[image no longer available]612x408FFFFFFF/Car/Porsche/Boxster/Porsche-Boxster-14312121034572371600x1060.jpg

Porsche Boxster 2.7 review
Test date 10 March 2012 Price as tested £37,589

What is it?
We could hardly be more besotted with the new Porsche Boxster S, a car we’ve already described as one of the world’s most exciting - now it’s time to find out if the smaller-engined, entry-level version deserves the same high regard.
The original Boxster was criticised by some for only producing 204bhp when its water-cooled 2.5-litre flat-six was revealed nestling behind the seats in 1996. Cut to sixteen years later, and Porsche has extracted 261bhp from a downsized 2.7-litre lump directly derived from the 3.4-litre engine found in the S model.
Detailed improvements, including revised pistons, adjusted variable valve timing and a flow-optimised air intake system, combine to produce 10bhp more than the previous 2.9-litre Boxster at slightly higher revs (6700rpm compared to 6400rpm).
Peak torque is also delivered over a broader range - appearing marginally later but staying on song until 6500rpm - even if at 206ft lb it has suffered a negligible 8lb ft decrease over its predecessor.
In return for that modest penalty, Porsche’s return customers can expect to see a marked improvement in efficiency. Thanks to better cooling, automatic stop-start across the range and intelligent battery charging, the standard Boxster’s combined economy improves to 34.5mpg (from 30mpg) with the standard six-speed manual and 36.7mpg with the optional seven-speed PDK driven here.
More impressive is the 29g/km drop in CO2 emissons (34g/km with the auto) which sees the Boxster fall below the 200g/km threshold, and in the PDK’s case, tumble two VED bands in a single stroke.

What’s it like?
It’s not unusual for the less powerful derivatives of performance cars to edge their brawnier counterparts in the satisfaction stakes, if only because more of their potential pace can be wrung out on the road (rather than left frustratingly unused in the box).
There is an element of that sentiment in the standard Boxster. The car is barely any lighter than the S, but it feels a little leaner and revs with almost the same howling enthusiasm. However, Porsche’s immaculate fettling underneath has produced a car of such masterful ability that the 2.7-litre’s lower output barely seems to scratch the dynamic surface.

On the sun-bleached smooth roads of the south of France, the Boxster’s chokehold lateral grip and grasping traction (complimented by the optional mechanical rear differential) mean the roadster feels like it could cope with more power than even the S sends to the back wheels.
Which isn’t to suggest that the cheaper car is by any means a disappointment. It isn’t. Even without the endearing final punch of the 3.4-litre engine’s higher yield, the Boxster bristles with flat-six brio. An absence of torque beneath 4500rpm is palpable in the PDK’s willingness to kick down three gears even in its gentlest mode, but keep the 2.7-litre motor spinning near its 6700rpm peak and it answers the throttle with an assertive yowl.
Opt to include the Sport Chrono Package and the Boxster gets a Sport Plus button that activates a ‘racing track’ shift strategy on the PDK, yielding 5.5 second to 62mph performance. At the opposite end of the scale, the ability to remap the engine (and gearbox’s) responses via the push of a button is part of what makes the Boxster’s improved economy possible - and while the default setup lacks the whip-crack riposte of the thirstier alternatives, its easy-to-live-with congeniality underlines the roadster’s continuing appeal as a use-everyday machine.

Should I buy one?
Of course you should. But if electrifying performance is your main criteria for buying a Boxster it would probably be wise to invest the extra money in the S model. Porsche’s uncanny ability to engineer quantifiable gaps between its variants means the more expensive car retains a tangible edge over its sibling.
However, if flat out pace is less of a concern than, say, running costs or any of the other fine features that make the new Boxster a superb ownership prospect, the standard car is a more than worthy entry to the range. Like the S, it’s ride, refinement, enhanced appearance and dazzling chassis make it easily the finest roadster within the reach of modest money.
Nic Cackett

Porsche Boxster 2.7
Price: £37,589; Top speed: 163mph; 0-62mph: 5.5 secs; Economy: 36.7mpg; CO2: 180g/km; Kerb weight: 1340kg; Engine: Horizontally-opposed six-cylinder, 2706cc petrol; Power: 261bhp; Torque: 206lb ft; Gearbox: 7-speed dual-clutch

 

[tristatez28lt1]

Autoweek review
2012 Porsche Boxster S: Drive review - Autoweek

What is it?

The redesigned Porsche Boxster is the third incarnation of the mid-engine roadster that, for now at least, continues to represent the starting point in the German carmaker's growing lineup. Set to go on sale in North America in June, the Boxster continues to be offered in two distinct models: the base Boxster and the more performance-oriented Boxster S. We drove the Boxster S for the first time in the same week it made its public debut at the Geneva motor show.

Since its introduction in 1996, the Boxster has progressed in typical-for-Porsche fashion, with subtle changes to its appearance and mechanical make-up that have helped it remain ahead of its roadster competition, including the Audi TT, the BMW Z4 and the Mercedes-Benz SLK. But after two generations and only small modifications to the original concept, the Boxster had begun to look, dare I say, tired.

But that's not something you could say of the new Boxster, known internally as the Type 981. From the first glance you're aware that it represents a clear cut with the past. For a start it looks bigger, which is borne out in the official dimensions that make it 1.8 inches longer--at 172.2 inches--than the model it replaces, the Type 987, even if width and height remain the same as before, at 70.9 inches and 50.4 inches, respectively.

More than the change in size, though, it is the overall styling that distinguishes the new model from the old. A combination of newly interpreted details, a more cab-forward silhouette, crisper swage lines, larger wheel houses (it now accepts optional 20-inch wheels), more distinctive air vents and a particularly complex rear end with an automatic rear wing integrated into the tail lamps give the new Boxster a more unique appearance.

New underpinnings that include wider tracks and a longer wheelbase also give the Boxster a more confident stance. To our eyes the only questionable styling feature is the ugly black plastic insert used in the side air vents. Otherwise, it is a convincing and cohesive-looking car, one that no longer relies on 911 cues to announce its pedigree.

While it continues with a mid-engine layout, the new Boxster retains strong architectural links with the latest 911--a factor that allows the cars to be produced alongside each other on the same line at Porsche's Zuffenhausen factory on the outskirts of Stuttgart.

A new aluminum body structure helps cut weight. The new Boxster S tips the scales at 2,910 pounds in manual guise and 2,976 pounds with the optional seven-speed dual-clutch gearbox. The Boxster shares much of its front-end structure with the 911, including the MacPherson-strut front suspension and the new electromechanical steering system.

Swing the driver's door open and you also find the two cars share much of their interiors. The newly designed two-seat cabin looks and feels more modern and much classier. The central feature is the rising center console, an element Porsche borrowed from the Carrera GT and which now resides in all Porsche models. As well as housing an armada of switches, the console raises the height of the gear lever, cutting the distance between it and the steering wheel.

Purists should be happy, though. Traditional elements such as the ignition switch mounted on the outer edge of the dashboard and the classic three-dial instrument binnacle remain. Say aufwiedersehen to the handbrake lever, though. As in the 911, it is replaced by an electrical unit.

Drop down into wider, taller and more supportive seats--now positioned even lower than before--and you're immediately aware of the added space. With a 2.3-inch-longer wheelbase, cabin length has increased and with it seat adjustment, too. Wider tracks (up by 1.4 inches up front and 0.2 inch at the rear) have also led to a slight increase in cabin width. A higher waistline also gives the impression that you are more enclosed than in the old Boxster.

The view over the higher-mounted dashboard and through the slightly more heavily raked windshield raises your appreciation for the added attention to detail brought by Porsche design boss Michael Mauer, with a lovely crease line that drops away over the top of the front fender providing a clear focal point.

The Boxster is now more versatile than ever. Space within the cabin has been improved through the adoption of new door inserts with a pocket that opens up. With 5.3 cubic feet of trunk space up front and a further 4.5 cubic feet at the rear, the Boxster is capable of swallowing a surprising amount of luggage. The fuel tank remains the same at 16.9 gallons--however, with significantly more fuel-efficient engines, it is no longer the weakness it was back when the second-generation Boxster was launched in 2004.

Porsche has reworked the folding fabric top of the Boxster, providing it with full automatic operation. The magnesium-framed structure can be opened and closed at speeds up to 31 mph. It can also be operated remotely via a button on the key fob when parked. Among the developments is a larger rear glass and new acoustic damping material. Unlike the first two generations of the Boxster, the new one does without a tonneau cover for the stowed hardtop. Instead, it now rests in a space at the rear of the cabin, with the upper section exposed.

Porsche continues to offer the choice of two naturally aspirated horizontally opposed six-cylinder engines. The base engine is more contemporary 2.7-liter unit with direct injection. Despite the engine's smaller displacement (versus 2.9 liters in the current Boxster), power has increased by 10 hp, now peaking at 261 hp at some 300 rpm higher up the dial at 6,700 rpm. Torque is also up by 7 lb-ft, at 206 lb-ft, on a 400-rpm-wider band of revs between 4,500 rpm and 6,500 rpm.

The Boxster S retains the 3.4-liter engine, essentially the same engine now used by the 911 Carrera. Subtle revisions to the induction and exhaust systems liberate an added 5 hp, taking the output up to 311 hp at 6,700 rpm. Torque remains the same at 265 lb-ft, but it is now developed across a 200-rpm-wider range from 4,500 rpm to 5,800 rpm.

Both engines come with a standard six-speed manual. But it is the optional seven-speed dual-clutch gearbox, which uses a new electronic control unit for faster shifts, that Porsche expects to prove more popular, in part owing to its ability to provide both manual and automatic modes. It also receives automatic stop/start, brake-energy recuperation and a new thermal management system that see the car reach optimal operating temperature faster than before.

The dual-clutch gearbox also adds a coasting feature that further boosts fuel savings by reducing engine revs on prolonged periods of trailing throttle on downhill runs. So equipped, Porsche claims combined-cycle fuel consumption of 30.5 mpg for the Boxster and 29.4 mpg for the Boxster S--improvements of about 15 percent over the old model.

Also, the dual-clutch gearbox can be mated with dynamic transmission mounts that alter their rigidity and damping characteristics in combination with the optional Sport Chrono package, reducing inertia and minimizing weight shift influences in the car's rear end for what the Boxster's project leader, Horst Woehler, describes as more dependable handling at the car's limits.

What is it like to drive?

The engine in the Boxster S is as responsive and stirring as ever, equally at home crawling along in city traffic as it is chasing the 7,700-rpm redline on the open road.

While peak torque arrives 100 rpm higher than with the old Boxster S's engine, there is now a generally stronger feel through the midrange, whatever the chosen gear. There are also less acute alternations in induction noise as the VarioCam Plus system continuously alters the valve timing, and a dynamic resonance flap is actuated to plump out the torque curve. Those seeking full aural appreciation will know that the new Boxster comes with an optional sport exhaust. It is a must for any enthusiast.

It is just a pity that Porsche continues to fit dual-clutch-gearbox-equipped models with a multifunction steering wheel that features awkward rocker switches for remote shifting. Their fiddly nature and apparent delay in engaging the chosen gear spoil what is otherwise a sublime driveline. Note to prospective owners: If you're considering the dual-clutch unit, forgo the multifunction steering wheel and get the optional shift paddles. You won't be disappointed.

The reduction in weight combines with the mild increase in power to give the new Boxster S a weight-to-power ratio of 9.4 pounds/hp in manual guise or 9.5 pounds/hp with the optional dual-clutch gearbox. That's a respective 35 percent and 30 percent improvement over the old model and backs up the subjective feel of added off-the-line and in-gear performance. Porsche claims a 0-to-62-mph best of 4.8 seconds for the dual-clutch Boxster S, a reduction of 0.2 second. An improved 0.30 drag co-efficient also sees top speed increase to 172 mph.

The new Boxster serves up a broader set of dynamic traits without any obvious compromise in its ability to thrill. The reworked underpinnings provide a larger footprint, while standard 19-inch wheels shod with 235/40 front and 265/40 rear tires offer larger contact area and improved grip levels. As with the old Boxster, the driver has the choice between normal and sport modes, the latter enhancing the throttle mapping and calibration of the traction-control system. The result is a driving experience every bit as focused as the old Boxster but with greater levels of refinement, comfort and general everyday livability.

The electromechanical steering, with variable speed-sensitive assistance, is better even than that of the similarly configured system used by the 911--superbly weighted, eager to self-center and wonderfully direct. Will current owners miss the old hydraulically operated system? They'll likely claim they do but in practice, the new arrangement is every bit as good, if not better than before.

The longer wheelbase and wider tracks combined to provide an added layer of stability, especially at higher speeds. The front end is particularly calm in comparison to that of the old model. But don't mistake that as meaning the Boxster has lost any of its inherent liveliness. If anything, it now feels even more eager. There is less bobbing of the nose at typical highway speeds, with a noticeable reduction in sideways movement or jiggling of the steering wheel. With added negative camber up front, the Boxster now also tracks with greater authority over uneven surfaces.

But as before the defining factor is its cornering ability. Crisp turn-in and superb stability together with great balance and fluidity from the newly configured chassis see the Boxster carve its way from apex to apex with the sort of athleticism that is guaranteed to put a smile on the face of any true enthusiast.

Grip is truly abundant--Porsche says the new Boxster reaches 1.2 g of lateral acceleration on the skidpan on standard wheels and tires. Any tendency toward understeer is well masked at anything less than breakneck speeds. There is no premature intervention of the standard Porsche Stability Management system, which only operates when it is really required. Switch it off, and the delicacy of the chassis allows you to deftly adjust the line. It is so talented, so complete in its actions that it feels as though it could handle considerably more power. On the right road there are few cars at any price that offer comparable driving entertainment as this new Porsche.

The ride, while firm even without the sport mode activated, is terrifically controlled over pockmarked roads. A new mounting system for the suspension helps reduce the annoying tire noise of the old Boxster on coarse pavement, making the new Porsche roadster an even more accomplished long-distance proposition. Nasty highway expansion joints and the like are dispatched with greater authority and less rumble than before.

Porsche continues to offer an optional Porsche Active Suspension Management system. However, the standard underpinnings now offer such a broad scope it's no longer a must-have. But keen drivers should know that the Boxster is now available with optional Porsche Torque Vectoring--but only in combination with PASM. We've yet to sample it on the new roadster, but as with the system on the 911, it individually brakes the rear wheels dependent on slip and traction to provide as neutral cornering behavior as possible. It also provides a mechanical locking differential. The standard steel brakes are on the money. They're nicely progressive, high on feel and full of strength when you really get on them hard.

So what's not to like about the new Boxster? Well, apart from those fiddly rocker switches on the steering wheel for the gearbox, there's now even less over-the-shoulder vision with the roof down, owing to an increase in height of the rear bulkhead and new design for the rollover hoops. With the roof up, the view out back is even more restricted because of the lack of rear side windows and large expanse of fabric, making parking an exercise that can only really be performed with the help of the distance sensors.

Do I want one?

In a perfect world every car enthusiast would have a new Porsche Boxster S sitting in his garage, if only for an early Sunday-morning thrash along a favorite back road. It might lack for ultimate straight-line speed but it is a far more compelling car on many different levels than the Audi TT RS, the BMW Z4 sDrive35i or the Mercedes-Benz SLK.

There is no doubt that Porsche has managed to extend the appeal of the model that once saved it from financial disaster without diluting any of its inherent excitement. It was and continues to remain one of the world's most entertaining road cars.