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Another glowing report on why own a Boxster model of your choice [ Simple omission is part of the secret. The Spyder comes standard with 2.6 gal. less fuel capacity, no radio or air conditioning (they can be ordered as options) and inner door handles that are simple fabric loops. But other pieces are lighter as well: The doors are aluminum skinned, side windows are shorter, the unique 10-spoke alloy wheels are lighter and the comfortable (but not rake-adjustable) sport bucket seats alone trim 26 lb. from the car. Besides improving the power-to-weight ratio to 8.6 lb./bhp—thus making the unoptioned 2810-lb. Spyder the lightest car in the entire Porsche range—all this trimming lowers the car’s center of gravity by almost an inch, aided by a 0.79-in. drop in ride height. This has been accomplished with a new sport suspension setup that uses shorter, stiffer springs, uprated anti-roll bars and slightly harder shock absorber settings. The new wheels also have a wider offset for a small gain in track, and new, lower-pressure tires help mitigate the stiffer suspension and improve ride quality. Pushing this lighter, lower car down the road is the torquey and glassy-smooth 3.4-liter engine, which has gained its 10 extra horsepower mostly through its new direct-injection fuel system, an “on demand†oil pump that doesn’t pressurize the system more than necessary and intake tract flaps that regulate resonance for the current engine speed. So can you feel all these changes when you drive? Yes. Your first trip down a winding road with the new Spyder brings a renewed acquaintance with the term “euphoric rush.†The engine makes power and torque everywhere and accelerates to its 7400-rpm redline in a silky, seamless surge, with spot-on throttle response. The car feels immediately quicker and more willing than any Boxster we’ve driven. And is—with the exception of the PDK-equipped Boxster S we tested in our “Sunshine Special†feature (July 2009), whose superhumanly quick-shifting double-clutch gearbox produced 0–60 and quarter-mile times 0.3 and 0.2 seconds more fleet, respectively, than the Spyder’s. While the PDK 7-speed is a Spyder option, we found our test car’s old-school 6-speed manual a pleasure to use—short throws and precise engagement—even if it does mean surrendering those precious tenths. Brakes—typical for Porsche—are powerful and easily modulated. The new sport suspension is still quite civilized and compliant over rough roads, though the full Sport setting feels best on smoother pavement—or the racetrack. Steering is sharp but natural, with a quick transition into corners, followed by mild understeer. It’s a very high-grip car (1.02g on the skidpad, versus 0.98g for that Boxster S) that carries momentum effortlessly, and you have to disengage the PSM (Porsche Stability Management) if you want things slidey and loose. Even then, there’s a reassuringly high threshold. This car just grips and goes, fluidly following the road surface. This is also evident in the slalom, where the more svelte Spyder sliced through the cones at 74.6 mph, 2.2 mph quicker than the standard Boxster S. Overall, the Spyder is a delight to drive, and a reminder that, for pure balance, power, luggage space (two reasonably large trunks), daily practicality and driving pleasure, the Boxster is pretty much in a class by itself. And driving this particular version created a bad case of “I gotta get me one of these!†among several of our staff, although most admitted the standard S model—with its effortless cabriolet top—would do just fine. Which brings up an interesting question: Will the modern Boxster fan be seduced by a $61,200 car with a fiddly top and optional radio and air conditioning? We suspect one of two things will happen. Buyers will order a Spyder and then add some of that weight back with a few comfort options—and still find themselves with likely the quickest (with PDK) and best-handling Boxster ever—or they’ll be drawn into the showroom and then settle for the slightly more civilized standard Boxster or S model. Hard to go wrong, either way. Though the true purist may happily leave the car just as it is.ORIGINAL: ianmac Hi Folks i am lucky enough to own a Boxster S but this week was invited to drive the new 911 turbo by my local OPC, Two things, the 911 Turbo is awesome, ive always wanted to drive the legend that is the 911 turbo BUT was worried that after driving it my own Boxster S would feel dull BUT it didn't at all, truth is it only confirmed what ive always said, "Porsche , there is NO substitute!" what ever Porsche you have you are blessed with the best......
] I agree the Boxster is the best value Porsche you can buy, stunning car, appears only to be rated by the motoring press and punter's who own them for some strange reason. [8D]
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