Vital Stats

Engine:
3.4L Flat-6
Power:
315 HP/ 266 LB-FT
Transmission:
7-Speed PDK
0-60 Time:
4.5 Seconds
Top Speed:
172 MPH
Drivetrain:
Rear-Wheel Drive
Curb Weight:
2,976 LBS
Seating:
2
MPG:
21 City / 30 HWY
Seeking Porsche's Purest Sports Car



In 1996 when Porsche only offered the 911 Carrera for sale, choosing its purest sports car was easy. But today, Porsche offers five different models and the answer is rather muddy. None of its high performance vehicles, from coupe to roadster and sedan to sport utility, are easily dismissed, as each is capable of shattering the 60 mph benchmark in under five seconds and topping out at over 170 mph.

On one hand, determining the quickest is easy (911 Turbo S). And it takes only a moment to calculate the most expensive (Panamera Turbo S) or the one with the greatest cargo capacity (Cayenne). But on the other hand, how does one determine the company's purest sports car – the least distilled embodiment of performance motoring and maneuverability?

To help answer that nagging question, we flew to Barber Motorsports Park to spend a full day behind the wheel of the company's all-new third-generation Porsche Boxster. (As you may recall, we had a first crack at the little roadster back in March in Europe, but we wanted to get our mitts on a North-American-spec car for local impressions).
Nearly 20 years ago at the 1993 Detroit Auto Show, Porsche introduced the world to its Boxster Concept. The small silver roadster, with a mid-mounted flat-six and a soft top, was a big departure from the automaker's current lineup (Porsche was only selling the 911, 928 and 968 at the time – and two of those would shortly disappear). With styling evoking memories of the classic 550 Spyder and promises of agile handling and a lower cost of entry, the public quickly embraced the lightweight two-seater.

2013 Porsche Boxster S side view2013 Porsche Boxster S front view2013 Porsche Boxster S rear view

The first-generation Boxster (Project 986) was manufactured from model years 1997 to 2004. The second-generation model (Project 987) was not all-new, but a significantly updated version of the original platform that ran from 2005 to 2008. The Boxster was upgraded and modernized again in 2009. Add up all the variants, including the more recent lightweight Spyder, and more than 240,000 Boxsters have rolled off the assembly line in the past 15 years.

Every panel on the new Boxster has been resculpted, yet the new skin is instantly recognizable as another Boxster.

Hot on the heels of the all-new 2012 Porsche 911, the company has introduced the 2013 Boxster, or Project 981. The all-new and completely redesigned third-generation model is so significantly different from its predecessors that it makes the previous generation upgrades (from the 986 to the 987) appear embarrassingly trifling.

Aesthetically speaking, every single panel on the Boxster has been resculpted, yet the new skin is instantly recognizable for what it is. The new look is unquestionably much more masculine in execution, borrowing many of its aggressive character lines from the 2004-2006 Porsche Carrera GT supercar. Spotters will immediately note the new shape of the headlights, the door-mounted mirrors, large side scoops and integrated rear lip spoiler. Signature Boxster traits, such as the electrically operated pop-up rear spoiler and central exhaust outlets remain as they have for more than a decade.

2013 Porsche Boxster S headlight2013 Porsche Boxster S wheel detail2013 Porsche Boxster S rear spoiler2013 Porsche Boxster S taillight

Physically speaking, the Boxster's wheelbase has increased by 2.36 inches and its track is wider (the front track is up by 1.57 inches while the rear is up by .71 inches). The windshield is flatter, with its base moved further forward. The third-generation Boxster also sits .51 inches lower than its predecessor. But most importantly, and despite being torsionally stiffer and meeting more stringent safety requirements, the new model is lighter by at least 55 pounds – making it the lightest sports car in its class. The Boxster S with PDK dual-clutch gearbox, the heaviest model in the lineup, weighs a mere 2,976 pounds. The lightest is the Boxster 6MT, tipping the scales at just 2,888 pounds.

The Boxster S with PDK, the heaviest in the lineup, weighs a mere 2,976 pounds.

As expected, the cabin has also been updated to reflect Porsche's modern ergonomic theme (launched with the Panamera in 2009). The three-ring cluster remains, but there is a new multi-function digital display on the right. Gone is the old and aged center stack, replaced with a taller console that houses a larger multi-function screen and a sea of buttons, but unlike the heavily optioned Panamera, many are just blank plugs. The new look is fresh, interesting and upscale, yet it remains all Porsche – the ignition key is to the left of the steering wheel and a large analog tachometer prominently takes center stage.

It seems as if most luxury convertible manufacturers are moving toward electrically operated hardtops, except Porsche. The folding soft top remains, but it has been completely redesigned with an even larger heated glass window and improved acoustic absorption. The lightweight frame is constructed with magnesium and aluminum, as to not upset the center of gravity, and the whole mechanism automatically opens or closes (the locking mechanism is now automatic too) in less than nine seconds at speeds of up to 31 mph. For the record, that is very quick.

2013 Porsche Boxster S interior2013 Porsche Boxster S seats2013 Porsche Boxster S speedometer2013 Porsche Boxster S audio system display

Mid-mounted in the chassis and hidden cleanly out of view is one of Porsche's classic flat-six 'Boxer' engines. Last year's base engine displaced 2.9 liters, but the new model arrives with a direct-injected, 2.7-liter flat-six developing 265 horsepower at 6,700 rpm and 207 pound-feet of torque at 4,500 rpm. The Boxster S is fitted with a direct-injected, 3.4-liter flat-six rated at 315 horsepower at 6,700 rpm and 266 pound-feet at 4,500 rpm. A traditional six-speed manual gearbox is standard, with Porsche's seven-speed Doppelkupplungsgetriebe (dual clutch transmission) PDK optional. (The seven-speed manual transmission, standard on the new 911 Carrera, is not offered on the new Boxster.) As has always been the case, all Boxster models are exclusively rear-wheel drive.

The seven-speed manual transmission, standard on the new 911 Carrera, is not offered on the new Boxster.

We could go on for another two thousand words describing the new Boxster's subtle engineering tweaks, enhancements and various equipment offerings. But the real question on everyone's mind is... how does it drive?

Barber Motorsports Park, in Birmingham, Alabama, is home to arguably the best motorcycle collection in the world (check out the Barber Motorsports Vintage Museum) and the Porsche Sport Driving School (where we attended the Porsche GT3 Cup Experience last year). As we are very familiar with its impeccably manicured 2.38-mile purpose-built road course (16 turns and over 80 feet of elevation changes), we couldn't wait to get on the track.


Customers will be offered the third-generation Boxster in four different models when it arrives in showrooms in early July: Boxster 6MT, Boxster PDK, Boxster S 6MT and Boxster S PDK. (The sublime Boxster Spyder was a second-generation model that is no longer in production.) Base price for the standard Boxster is $49,500 while the Boxster S starts at $60,900 (add $950 for destination fees).

Base price for the standard Boxster is $49,500 while the Boxster S starts at $60,900.

To simplify things, Porsche only brought Boxster S models to Barber (several with some retro-cool wrapped vinyl livery, like the Gulf car in our lead image). Each was fitted with a variety of optional equipment, the most important being the PDK gearbox, 20-inch wheels, Porsche Active Suspension Management (PASM), Porsche Torque Vectoring (PTV) and the Sport Chrono Package. The average sticker price, optioned in this manner, was just over $80,000.

We slipped behind the wheel of a Boxster S in the hot pits with an open-face helmet strapped on our head. Despite the soft top being in the closed position (we were running the air conditioning on this warm and humid day) there were no clearance issues, even with our six-foot, two-inch frame. And, thanks to nearly an inch of increased legroom, we were sitting very comfortably.

2013 Porsche Boxster S on track

Our left hand twisted the key and fired up the engine, and we felt it rumble in our backside. Our right hand moved the transmission lever into Drive, moved rearward several inches, and then hit the Sport Plus button (damping is firmer, steering is quickened and the thresholds for stability control are raised). We left everything else alone.

By our third lap we were starting to have fun... then it started to rain.

The first lap was at a moderate pace, an orientation lap for lack of a better description, but we picked up the pace quickly. By our third lap we were starting to have fun... then it started to rain. Not drizzle, not sprinkle and not shower – but pour – huge raindrops that splashed an inch off the ground when they impacted the pavement. It took but 30 seconds to soak the pavement, and after one minute, there was standing water in the corners. The water was coming down in buckets, but we stayed out. Thankfully, the soft top Boxster, like most modern convertibles, is as rainproof as a fixed-roof coupe.

Even though the wipers could barely keep up with the quantity of water falling from the sky, we continued to run laps in the wet and probe the limits of adhesion and overall balance. The wide sticky tires (Pirelli P Zero 235/35ZR20 up front and 265/35ZR20 in the rear) did a commendable job in the muck, but we were still sliding quite a bit and getting frustrated in the process. We pitted to wait for the storm cell to pass.

2013 Porsche Boxster S on track2013 Porsche Boxster S on track2013 Porsche Boxster S on track

The clock was ticking, so instead of just sitting around, we left the main track and headed for the parking paddock where Porsche had set up an autocross for us. For the next half hour, we tossed the agile little Boxster rapidly through the orange pylons on the drenched course – and never hit a single cone. Like the new 911 Carrera, the Boxster arrives with electromechanical power steering. And, like the new 911 Carrera, the precise steering is a non-issue.

The Boxster S with PDK will sprint to 60 mph in just 4.5 seconds on its way to a top speed of 173 mph.

After lunch, the track had dried and we were back in business. We took the Boxster out for countless more laps, each time probing its grip, handling and braking characteristics.

Horsepower is up just a bit from last year's model, but weight is also down, meaning acceleration has improved. According to Porsche, the Boxster S with PDK (and Sport Chrono Package) will sprint to 60 mph in just 4.5 seconds on its way to a top speed of 173 mph. It feels slightly quicker and it pulls well, but our focus was on its improved handling dynamics.

Those very familiar with the most recent Boxster (986/987 platform) will immediately note the additional stability that the stretched wheelbase provides on the corners. Previous-generation models were twitchy at the limit, especially when cornering at 9/10ths, and they would rotate quickly around their axis (seemingly right at the base of the driver's derrière). The new car is much more stable, rotating more slowly and in a much more predictable manner. Turn-in is still every bit as quick and crisp (weight distribution is 46-percent front/54-percent rear), but there is less need to dial in some corrective steer on the exit.

2013 Porsche Boxster S driving2013 Porsche Boxster S driving2013 Porsche Boxster S driving

Porsche's Torque Vectoring (PTV) system is new to the Boxster and the optional technology allows the little two-seater to pull some wicked moves. Technically speaking, PTV varies the distribution of torque to the rear wheels and selectively applies individual brake calipers to rotate the vehicle cleanly around a corner. In practice, PTV can be felt as slight pulses in the vehicle's cornering attitude as the system makes its minor adjustments. As long as the driver holds the wheel with confidence and applies constant gentle power throughout the corner, PTV will work its miracles – it's so good that it's almost like cheating.

PTV can be felt as slight pulses in the vehicle's cornering attitude as the system makes its minor adjustments.

Extending the wheelbase also delivers advantages under braking, as Project 981 feels significantly more stable than its predecessor. This was most evident during a quick braking transition at high speeds (when the sudden act of deceleration transfers weight forward and makes nearly all vehicles momentarily unstable). Last year's Boxster would give a little twitch as its rear end adjusted itself, but the new model is much more tolerant of the maneuver.

Now is probably a good time to bring up PDK. The automated dual-clutch gearbox is one of the best in the industry, and Porsche has refined it even further for the new Boxster. Shift times are quicker and it is more responsive on both up and downshifts. It can be as gentle as a traditional torque converter automatic or as brutal as a sequential racing gearbox. In its firmest mode, our head slammed rearward when it grabbed the next higher gear. Under heavy braking, it dropped gears rapidly, like a Tommy gun, with the exhaust booming in response. The PDK gearbox is nothing to be ashamed about, but we still cannot fathom why Porsche still fits the lousy Tiptronic-era gearchange ears on the steering wheel (proper paddleshifters remain an option, but they should be standard).

2013 Porsche Boxster S rear 3/4 view

All of these things, from the car's lower weight to subtle tweaks in the electronics, contribute to driver confidence. Improved driver confidence translates to quicker lap times. According to Porsche, the third-generation Boxster S will lap the Nürburgring-Nordschleife in 7:58 minutes – a full 12 seconds quicker than its comparably equipped predecessor.

The experts admitted that the heavier but more powerful 911 Carrera S picks up a few seconds per lap when raced against the third-generation Boxster S.

That time is quick, but won't strike fear in the hearts of current 911 owners, as their rear-engine sportscars are still quicker (according to the automaker, the 911 Carrera S, with 400 horsepower, laps the same circuit at Nürburgring in 7:40 minutes). Even on a much shorter and tighter course, such as the Barber Motorsports circuit, the experts admitted that the larger and heavier, but more powerful, 911 Carrera S picks up a few seconds per lap when raced against the third-generation Boxster S.

Yet in our experience, lap times, horsepower ratings and sticker prices don't define the purest sports car in an automaker's lineup. True enthusiasts are captivated by vehicles that communicate their actions, obey every command with precision, make them feel completely at ease and put a smile on their face. This is precisely where a small and lightweight roadster excels.

Is the all-new 2013 Porsche Boxster the automaker's purest sports car? We are going to say yes... at least until the new Cayman arrives.


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    • 1 Second Ago
  • 46 Comments
      futuramautoblog
      • 2 Years Ago
      Can't wait for Cayman S!!!!!
      Jake
      • 2 Years Ago
      Would have been nice to have a Porsche, but I had to get married. I'm an idiot.
      Will
      • 2 Years Ago
      Gulf livery really does look good on anything doesn't it?
      marshknute
      • 2 Years Ago
      Why does Porsche always give the S-model to journalists? The base Boxster is the best-selling model, and many people of the mindset that 50 extra horsepower isn't worth an additional $10,000. Porsche should provide both engines to journalists. It's surprisingly difficult to find reviews of ANY base model Porsche. Perhaps that's part of Porsche's advertizing campaign: by only supplying journalists with the S-model, customers feel obligated to spring the extra cash for the exact vehicle they read about. Another thing Porsche should do is offer their cars in racing liverie paint schemes. They love making special editions (Speedster, Sport Classic, Club Sport, Spyder, Transyberria, GT3 RS 4.0, etc), so why not offer a limited production run of Gulf and Martini Racing cars?
      sam
      • 2 Years Ago
      This vehicle will never reach the ultimate driving machine tell the company do the right thing and drop a light turbo charged 4 pot in it!!!!!!!!!!!!!!!!!!!!!!!!!!
      Schadenfreude
      • 2 Years Ago
      ******* rain.....always ruining the fun....unless your drifting :-)
      Moosetang
      • 2 Years Ago
      Something about the early press images wasn't selling me on this car. Just looked a little....off. Then they put the Gulf livery on it, and DAMN it looks good. Well done, Porsche, well done.
      terryman
      • 2 Years Ago
      When will they make a Spyder version of this? That is what I want!
      Toneron
      • 2 Years Ago
      Funny Porsche can make BOTH the best sports car (this) and the worst. Yeah the 911 is fast and popular - that doesn't mean a rear mounted engine is a good idea.
        ten sixtysix
        • 2 Years Ago
        @Toneron
        Not the best "idea," but lovely execution.
        Rob J
        • 2 Years Ago
        @Toneron
        "that doesn't mean a rear mounted engine is a good idea" Flying Lizard Motorsports would probably disagree with you there, they seem to do just fine with a rear mounted engine in their GT3 cars. Having obviously never driven a 911, I'm sure you have no idea what you are talking about (and I haven't either, so neither do I) but there are PLENTY of people who say it's a lovely sports car to drive.
        Lachmund
        • 2 Years Ago
        @Toneron
        it's obvius you've never driven one
      Wisea**
      • 2 Years Ago
      Those dern squared up headlights and side intake remind me A LOT of the past Toyota MR-2. http://www.classycars.org/Toyota/toyota.mr2.jpg
      bg516
      • 2 Years Ago
      i think it is great that the author has taken the time to respond to some of the comments., I own both a 87 911 and a 07 997, but i would like to upgrade to the pdk and the new engine,. my problem is that i can't determine what is the better car, the new boxster or the new 991. it is a major problem, the dealers have just had their staff educated on the new boxster and in about 5 weeks, i will be able to test them both. but i have a daughter who has grown up with the idea that a boxster is not a real porsche. So perhaps the biggest problem is the concept of what is a true porsche. I think that these days, both qualify. by the way, the 1987 is actually the most fun, even with over 98000 miles, it still runs great and is truly exciting because you are closer to the limits of the real world we live in. it moves around, it shakes, it roars, people love it more than the newer one. it just really basic and fun. I can't honestly say that i have really ever approached the limitsof the 997 on the road, yes on the track i have,, so yes, it's a great car, but so refined, not raw. perhaps i should try the more powerful 997 versions to see. but what a problem, a great cars, refined driving and no where to really use it, who could ask for more! . But that new interior and that red leather with the red top make a strong case for a new one, be it the 991 or the boxster. oh well i have meandered along long enough. and Kip is right, what a choice, a packed boxster or a basic 991.
        Michael Harley
        • 2 Years Ago
        @bg516
        Full disclosure... I have an '86 930 and I just sold my '97 986. ;-) The 991 is a better car than the 981. The engine placement in the new 911 really makes the whole driving experience enjoyable (and Porsche really has engineered its flaws away). The 981 is agile as hell (I'd say it transitions better than the 991) and very easy to drive, but the 991 still has more low end grunt and power down low. The 991 is a better driver's car. Basic 911 over a loaded Boxster S. - Mike
      • 2 Years Ago
      [blocked]
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