Porsche Boxster (981)

	Porsche Boxster (981)
	Debut: 2012 Maker: Porsche Predecessor: Boxster (986 / 987)

Published on 15 Jun 2012

1996 was a critical year to Porsche. The world's biggest sports car maker ran into deep financial crisis as its old model lines no longer attracted customers. Production of 968 and 928 had been terminated a year ago due to their high ages. The air-cooled 993 was still competitive, but could no longer sustain the whole company. Sales dropped to a new low of 15,000 cars a year, dragging the company closer to extinction. At this moment, all hopes were put upon a turnaround plan consisting of 2 radical new models. The first one being a new entry-level roadster called 986 Boxster. The second was an all-new 911 with codename 996. They were launched just a year apart. Despite of their different engine positions, they actually shared a third of parts – in particular the headlamps, windscreen, bonnet, doors, suspension and engine bits – so to lower breakeven points. The Boxster's 2.5-liter 204 hp engine might not deliver very high performance, but it shared much of the 911's charm and build quality while its mid-engined chassis returned even better handling. This made it incredibly bargain beside the 911 which cost double the price. Anyway, both models were found popular and moved Zuffenhausen back to prosperity. The rest was history.

How quickly time goes by! 16 years have passed and the Boxster has come to its first full remodel (the 987 was merely a mid-life facelift, by the way). Porsche chose a reverted codename of 981 to coincide with the new 991 with which it shares major components. Nice, as their relationship is just as easy to remember as 986 vs 996 and 987 vs 997.

The new Boxster is easily recognizable as a Boxster, without question, but Michael Mauer managed to make it more modern. Benefited by a longer wheelbase (+60 mm), lower roofline (-13 mm), shorter front overhang, a more cab-forward profile (the windscreen has been moved forward considerably) and a slightly raised tail, in addition to those larger side scoops, the new Boxster looks almost like a mini-Carrera GT ! Yes, it finally possesses a proper mid-engined sports car proportion, unlike the old car whose front end always looked too long. Meanwhile, its look distances further apart from 911, thanks to unique headlamps and doors. At the back, a tiny spoiler that runs across the new-shape taillights is a stylish touch. The new body keeps a drag coefficient of 0.30 (or 0.31 for Boxster S) which is excellent for a cabriolet.

Like the new 911, the chassis is an aluminum-steel hybrid construction. From the picture below you can see aluminum comprises of 46 percent of the whole body-in-white. These parts include outer panels like front bonnet, engine lid and doors as well as stressed structure like floorpan, bulkheads, door frames, the frame for mounting rollover hoops and nearly the whole front and rear structures. (note: if you compare this picture with the one in our 991 review, you will find both cars share the same front structure and front bulkhead. Probably the same bonnet, too.) High-strength steel and baron steel are used mainly around the survival cell to provide the necessary crash protection at minimum space engagement. Besides, the dash support and the frames of soft roof are made of magnesium. Overall, torsional rigidity has been lifted by 40 percent from the old car, while kerb weight has been cut by 25-35 kg with all things considered.

The Boxster still employs all-struts suspensions. This seem lack of sophistication, but given the car's lightweight, good weight distribution and its track records of excellent tuning, there is really no need to switch to double-wishbone type suspensions. That said, its handling has been enhanced with wider tracks (up 40 mm front and 18 mm rear) and a string of new technologies coming from 911, such as PASM adaptive damping, PTV torque-vectoring braking (which works in conjunction with a mechanical LSD) and magnetorheological adaptive engine/transmission mounts. The 911's ZF electromechanical power steering is a more controversial introduction. Its prime purpose is not to save fuel but to enhance the possibility of tuning and simplify the installation (no need of hydraulic circuit to run from engine to front axle). On the green side, the new Boxster introduces automatic engine stop-start, on-demand engine cooling, brake energy regeneration and a coasting feature on PDK-equipped cars. EU combined consumption is therefore reduced by 15 percent.

The engine of Boxster S is familiar. Practically the same 3.4-liter direct-injected flat-six as the last one, just gets tuned intake and exhaust to liberate another 5 horsepower. With a total of 315 hp, it still trails the same motor on old-style Cayman S, let alone the 350 hp unit on the base 991 Carrera. Self-restriction is still present on this car to protect the sales of its pricier siblings. Performance is slightly improved to 173 mph and 0-60 mph in 4.9 seconds in case of 6-speed manual. Tick PDK and Sport Chrono Plus package (including launch control), 0-60 is down to 4.6 seconds. Meanwhile, the base Boxster takes even a step backward by using a smaller, 2.7-liter engine instead of the previous 2.9. The addition of direct injection managed to lift its top-end power by 10 ponies, but maximum torque suffers a drop of 8 pound-foot to 206. Porsche claims much the same performance as the old Boxster. On the plus side, the base Boxster's CO2 emission drops below the 200 g/km mark for the first time. With PDK equipped, it is a remarkable 180 g/km. The Boxster S PDK is equally impressive at 188 g/km.

As expected, the cabin borrows a lot from the new 911 thus it is a vast improvement from the old car in terms of quality and technology, if not style. Ergonomics are improved, too. A rising center console enables the gearstick to be located closer to the steering wheel, making gearshift even handier. The new seats offer excellent lateral support. They are also mounted slightly lower, offer more vertical and longitudinal adjustment so that drivers of all sizes can find a comfortable driving position. Cabin space is excellent, as the longer wheelbase affords additional legroom. As far as a 2-seat roadster is concerned, this cabin is faultless.

The new soft top is good, too. Its operation is now fully automatic, saving the need to unlatch it from the windscreen header. It takes only 9 seconds to open or stow, down from 12 sec. An additional layer of fabric cuts noise by half. Its magnesium frames cut weight and help lowering center of gravity a little. Like the new 911 Cabriolet, the roof now stows directly into a space behind the cockpit without needing a covering panel. This saves weight, although it hampers the sleekness of the body surface a little.

All things are new yet so familiar. This is the first impression it gives you on the road. Fire the 3.4-liter boxer engine, you are greeted with the same sharp response and musical exhaust note. The engine is as free-revving as ever. If there is any difference, it must be an even quicker throttle response and slightly stronger mid-range punch. The 6-speed manual is also as sweet-shifting as ever, actually much better than the 7-speed manual on 911. The PDK is definitely an improvement over the old one, responding to multiple downshifts far more crisply and ultimately provides faster acceleration. However, it is still no match with the high level of satisfaction brought by the 6-speed manual. The shorter distance between the steering wheel and the shifter enhances this satisfaction further.

The handling is as sensational as ever. This car has better balance than the 991, not only on paper but also easily felt on the road. It does not under or oversteer on normal roads, just follow the line you instruct it to go. Traction, grip and braking are all first rate. Directional stability is greatly improved with the extended wheelbase. Stability in corner is even more remarkable than the old car, thanks to its wider tracks as well as a sturdy structure. This structure also brings a ride refinement and cabin calmness way beyond the level of the old 987, which was hardly ordinary in this respect. Its ride is noticeably more supple, especially with PASM. Some say the new-found refinement and stability hurt the honest and "tossable" feel of the old car a little. That might be right from purist point of view, but considering the enhanced cornering prowess, accuracy and comfort it brought, I would say it is a wise compromise. Remember, we are dealing with the standard Boxster and Boxster S now. They are designed for everyday road use rather than track days. If Porsche wants to please hardcore drivers, it can easily produce more extreme derivatives in the future. Think of Boxster Spyder, for example, or sister car Cayman S and Cayman R.

The same argument can be found on its electrical power steering. Purists say it has lost the tactile feedback of the old hydraulic rack – those tiny vibrations due to the micro surface texture of the tarmac. The EPS has such little information filtered out and leaves only the "usable" feedback of cornering forces and front wheel grip to the driver's hands. This mean on the straight ahead position your hands are not overloaded with feel. The 991 met with the same criticism, too. However, it is undeniable that the loss of tactile feedback has no effect to how you steer the car, because once you turn the wheel it weighs up beautifully. The response, accuracy and linearity are beyond criticism. In fact, the Boxster's rack feels a little more lively than the 911's already, so it hits a better balance between involvement and refinement.

Even if you are not convinced by the EPS, the new Boxster S is still undeniably the best all-round roadster money can buy. Its combination of superb chassis, engine and gearbox with everyday usability, comfort and build quality is unrivaled in the marketplace. What about the base Boxster? It is also a lovely car, albeit with too little power to exploit its highly talented chassis. If you can afford the extra £8K, the 3.4-liter model is a must have.

Verdict: Boxster

; Boxster S

Published on 12 May 2014

Boxster GTS

Like its twins sister Cayman GTS, the range-topping Boxster model has its engine tuned to produce 15 more horsepower and a tad more torque, which is easy considering the same motor on 911 Carrera has even more. You might be disappointed to see its top speed is raised by 1 mph and 0-60 mph drops by a tenth only, but the Porsche can easily outpace a supercharged Jaguar F-type V6 S if you opt for PDK transmission. In the chassis, the GTS is enhanced with standard-fitted PASM adaptive damping, Sport Chrono pack with adaptive engine/transmission mounts and launch control (for PDK). Finally, it gets a set of 20-inch wheels and 35-profile rubbers. All of which makes the Boxster GTS slightly sportier than the Boxster S. It is not a sizable progress that we would have liked, but given the high standard of the base car, the changes are good enough to secure the Boxster as the best open-top production sports car in the world.

Verdict:

Published on 4 Jul 2015

Boxster Spyder

Like the last generation Boxster Spyder, the new car is likely to be the ultimate evolution of the current (981) Boxster before the next generation car (718) arrived next year. It is also the fastest, the best driving and the most beautiful version of the current generation.

Where should we start? From the exterior, of course. The Spyder follows its predecessor to ditch the standard electric soft top with a lightweight, manually operated item. It is stowed under a very stylish double-dome rear deck which mirrors classic race cars. For style, this is already a good reason to buy the Spyder, which costs about 12 percent more than the next dearest Boxster, GTS. However, the style comes at the expense of convenience. This lightweight fabric roof does not insulate noise and heat as good as the standard item. Moreover, to open or close is quite a hard work. You need to get out of the car, detach the attachment points, open the rear deck, fold the roof, secure it and close the deck. It is more time-consuming than the old Boxster Spyder because the new design can withstand the car’s top speed of 180 mph, whereas the old one surrendered at 124 mph.

The main reason for the switch to manual roof is that it saves 11 kilograms. It goes without saying the new Boxster Spyder is again a stripped out edition. It has lost air conditioning (saves 9 kg), infotainment system, most sound insulation (5 kg) and PASM adaptive dampers (another 5 kg), so the whole car is 30 kg lighter than the GTS. That said, in the view of global warming most buyers are likely to add air-con, which is no-cost option. As before, the door grab handles have been replaced with fabric door pulls to emphasize its pursuit of lightweight. Ditto the thin bucket seats.

Following the footprints of Cayman GT4, the Boxster Spyder gets the 3.8-liter engine previously reserved for 911 Carrera S. It is rated slightly lower at 375 hp and 310 lbft, but there is no reason to assume it is inferior. With an extra 45 hp and noticeably more mid-range torque to spend, in addition to reduced weight, the Spyder feels easily faster than the existing GTS. Even though its transmission is limited to 6-speed manual – like Cayman GT4, it ditches PDK to please hardcore drivers – it is capable to sprint from rest to 60 mph in 4.3 seconds. Mind you, this is no musclecar. Porsche’s naturally aspirated flat-six always wants you to rev it to get the best results. The closer it gets to the 7800 rpm redline the better it sounds. The slick and short-throw gearshift rewards your hardwork.

However, the Boxster Spyder is no GT4. That car is not only benefited with extra chassis rigidity but also the suspensions, steering and brakes from 911 GT3. The Spyder is not the product of motorsport department, so its suspensions are modified from the standard GTS, with stiffer setting and a 20 mm drop of ride height. Its larger brakes come from 911 Carrera S, while faster ratio steering comes from 911 Turbo. On a track or fast open road, the Spyder is not as fast or as precise as the Cayman GT4. On tighter mountain roads the gap gets closer, but the coupe is still obviously a more focused driving machine.

Compared with the lesser Boxster GTS, however, the Spyder corners faster, sharper and harder. Its thinly insulated roof and cockpit amplify the sound of the 3.8 engine, delivering a rawer and more thrilling experience. It is unquestionably the best driving Boxster of all, even though the leap is not as big as from Cayman GTS to GT4. As a day-to-day companion it is not so good. The extra engine and road noise could be tiresome, and the manual roof is inconvenient. That said, ride quality is pretty good despite the lack of adaptive damping. The Boxster Spyder is not an everyone's choice. It is designed for those willing to sacrifice comfort and convenience for driving excitement and a beautiful look.

Verdict: