At the risk of upsetting the legion of 911 fans Read On

[daro911]

Porsche Boxster 3.4 S FIRST DRIVE

Test date 08 March 2012

The new Boxster is more grown up. But still great fun

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.

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 The 2.9-litre, multi-point fuel engine has been replaced by a 2.7-litre unit with direct injection.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.

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.

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

 

[rob.kellock]

ORIGINAL: daro911

Porsche Boxster 3.4 S FIRST DRIVE

The Boxster S driven here retains the same 3.4-litre unit, shared with the 911 Carrera.

Retains? The new 991 3.4 engine is not the same one that's been fitted to 987 Boxsters for the last few years is it?

As ever, thanks for posting up these new reviews, I always enjoy reading them.

 

[daro911]

ORIGINAL: rob.kellock

As ever, thanks for posting up these new reviews, I always enjoy reading them.

Pleasure []

Porsche Boxster S (2012) CAR review
By Ben Barry
First Drives
09 March 2012 07:00

This is the all-new Porsche Boxster, the third generation of Porsche's mid-engined drop-top. Just like its big brother, the 991-gen Porsche 911, there are big changes afoot: a new aluminium/steel hybrid bodyshell, significantly tweaked vital stats, a base engine that gets 200cc smaller while also gaining performance, and new electromechanical steering.

Read on for our first drive review of the new Porsche Boxster S...

Overall length goes up by 29mm, the width stays the same, while the Boxster sits 11mm lower, helping to reduce the centre of gravity by 7mm. The wheelbase is 60mm longer "" better for driving dynamics and comfort, says Porsche "" the base of the windscreen sits 40mm further forward from the car's centre point, giving a more cab-forward stance, while the overhangs are reduced and the driver's seat is positioned 10mm closer to terra firma too. The body is also 40% stiffer than before, the kerbweight of the basic Boxster pared by 35kg to 1310kg despite the increased dimensions.

Good, now tell me about the performance stats"¦
The base model shrinks from 2.9 to 2.7 litres, but the old car's 248bhp at 6400rpm, 30mpg and 221g/km improves to 261bhp at 6700rpm, 34.4mpg and 192g/km "" only the torque slips back from 214lb ft at 4400rpm-6000rpm to 207lb ft at 4500-6500rpm.

The 3.4-litre engine size remains the same for the Boxster S, but the old model's 302bhp @ 6400rpm, 265lb ft @ 4400-5500rpm, 29.7mpg and 223g/km becomes an all-round-improved 311bhp @ 6700rpm, 266lb ft @ 4500-5800rpm, 32.1mpg and 206g/km. At under eight minutes, the Boxster S's Nürburgring lap time should be around 14sec faster than its predecessor, too.

Prices go up by around £1k for the base Boxster, and £1.5k for the Boxster S, while the PDK transmission adds a whisker under £2k to both models.

Is it still as noisy inside?
No, a new hood with an extra layer of insulation helps to quiet the interior by a very significant 2dB. It's also incredibly quick to drop at an astounding 9sec, down from the last Boxster's still quick 12sec. In practice it's even faster too, because it's fully automatic, where you previously had to first unclip a latch on the header rail.

There are more benefits too: you can drop the roof on the go at speeds well above 30mph, and the folded roof doesn't eat into any luggage space "" folding hardtops insist that you stop to drop the roof, and they do eat into luggage space.

One niggle, though: the old roof sat beneath a metal panel when stowed, but that panel has now been removed, meaning the part of the roof that normally attaches to the header rail remains on view. Not a problem in itself, but the large gaps between the stowed roof and the bodywork look messy.

How does the Boxster drive?
Our Boxster S PDK was fantastic. The ride is noticeably more supple than before, and our optional PDK dual-clutch gearbox is improved too: the slight slur of ratios in the previous model has been replaced by a more engaging snap of engagement.

The engine is also fabulous: there's more stodge at low revs than you'll experience in a basic 911 Carrera, but get the revs spinning and it's incredibly rewarding, with a hungry howl and a real appetite for pulling through the rpms. Whatever the engine speed, you'll always notice the incredibly keen throttle response "" a real benefit of Porsche not taking the turbo route like so many rivals.

The Boxster was always class-leading in the chassis department, but there's a renewed keenness to the way it changes direction, the nose darting this way and that with absolute immediacy. And when the rear does break away, it feels incredibly balanced and controllable.

And the electric steering?
It's very impressive, accurate and nicely weighted, but the crackle of feedback that was such a cornerstone of Porsche DNA is gone. It seems an unnecessary sacrifice for such a small saving in fuel "" hydraulic power assistance relies on the engine, and therefore makes it work harder and less efficiently.

Verdict
The Boxster has long been one of the world's best "" if not the best "" all-round sports cars, with sharp handling, affordable running costs, great powertrains and a price tag that undercuts the 911 Cabriolet by more than 50%. The third-generation model only improves things and, while we're not totally sold on the electric power steering, it doesn't really diminish the Boxster's all-round appeal. We wouldn't hesitate to recommend it.

 

[daro911]

ORIGINAL: rob.kellock


Retains? The new 991 3.4 engine is not the same one that's been fitted to 987 Boxsters for the last few years is it?

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.

http://www.insideline.com/porsche/boxster/2013/2013-porsche-boxster-s-first-drive.html

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.

Read more: http://www.autoweek.com/article/20120308/CARREVIEWS/120309852#ixzz1ocIyWjC9

 

[Nick_USA]

ORIGINAL: daro911

ORIGINAL: rob.kellock


Retains? The new 991 3.4 engine is not the same one that's been fitted to 987 Boxsters for the last few years is it?

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.

http://www.insideline.com/porsche/boxster/2013/2013-porsche-boxster-s-first-drive.html

Not so true, just a quick check of the parts database shows many re-used parts from the 987.

Example: It shares the highly reliable maintenance free battery that we all love []

 

[944s2]

Dangerous comment coming

Think how many 911's are sold

CAR this month talking about future midengined V8 to take on 458

Add Macun volumes further diluting % of 911 sold

Comment in Autocar this week 911 platform only viable until 2016 due to legislative reasons though I assume that means Boxster but maybe not

Boxster gets Bigger better faster

Where does that all leave relatively low volume 911 once VW beancounters think about it?

Worrying

 

[lamboman]

Porsche actually sells more 911s than Boxster/Caymans

 

[944s2]

Are you sure?

 

[Nick_USA]

ORIGINAL: lamboman

Porsche actually sells more 911s than Boxster/Caymans

....and sells more Cayenne's than the 911.

 

[gdavison]

ORIGINAL: 944s2

Are you sure?

Sadly yes he is .... Read page 2 of the 2010 Annual report - has by year number of car sales by model (up to 2009)

http://www.porsche-se.com/pho/en/investorrelations/mandatorypublications/annualreport-09-10/

for some 2010 Figures see page 47 - 1 Aug 2010 to 31 Dec 2010

911 - 6255 Vehicles
Boxster inc Cayman - 4036 ( was 2058 Boxsters and 1988 Caymans)

 

[944s2]

Funny thing about trying to get production figures is that full year figures are very scarce but depending where you get them from the 911 is not a big part of production - was seemingly (very) profitable before 991 came on line

I just worry how VW bean counters will view it long term

 

[rob.kellock]

Going back to daro911, I could have sworn I read
a review on the 991 that said the Carrera's 3.4 engine was new (and, not a re-hash of the current Boxster engine).

You learn something new every day...

And maybe fall for a little less spin?

 

[flat6]

Don't forget that the 911 is part of the brand identity that is used to influence the other models, despite the sales volumes of the halo model. Many car manufacturers have halo models that don't necessarily sell in the largest numbers but build the image of the rest of the range. More Honda Accords were probably sold than S2000's.

So I doubt VW would kill the 911[]

But what are the legisative reasons that give rise to a death sentence in 2016?

 

[daro911]

ORIGINAL: rob.kellock

Going back to daro911, I could have sworn I read
a review on the 991 that said the Carrera's 3.4 engine was new (and, not a re-hash of the current Boxster engine).

Why bother with another new engine when you have a 3.4 thats only 3 years old with plenty of life in it still [&o]

Do wonder why the new Boxster has gone backwards IMO and done away with the clear plastic wind deflector which could be permanently left in place with no loss of vision and fitted the fish net type []

 

[gouldian]

Agree with you Daro, a backward step, the shape of the new wind deflector looks odd . A straight top line to marry up on each side as existing looks far better. Also how effective will a piece of mesh be? £182 as well!

 

[rob.kellock]

Agreed, the current arrangement is a neat touch.

 

[daro911]

DRIVEN: PORSCHE BOXSTER S

Hot off the Geneva show stand Chris Harris has already tried the all-new Boxster...

Steering feel - this is a story about steering feel. How you respond to Porsche's third generation Boxster can probably be anticipated by your reaction to reading the stuff people like me excrete after trawling the adjectives bag. All of it is done in an effort to describe the sensation of holding a steering wheel in a moving vehicle. At this point I can promise that this review will not contain the word nuggety.

New proportions finally make sense of concept The new Boxster doesn't have much steering feel. There - I've said it. It is possibly the most complete open-top sports car ever made, and it is possibly the best car Porsche currently produces. But for these purposes I can only plunder the thesaurus to make reference to absent sensations: wriggle, squirm, fidget, chatter, patter or writhe (god I hate writhe). The Boxster does none of them.

And yes, the much debated electric power steering fitted to the 991 makes its second appearance in the new Boxster, codename 981. Like the 911, this is an all-new platform with extensive use of aluminium and high-strength steel. The shell is 87kg lighter, yet it is 40 per cent stiffer. The roof uses magnesium alloy sections and despite being physically bigger and carrying more passive safety equipment, the car is lighter than its predecessor - between 25kg and 35kg depending on model.

Familiar favourites
The 2.7-litre motor in the base car is an all-new direct injection flat-six producing 265hp and 206lb ft. Meanwhile the 3.4-litre engine in the S is a revised version of the engine from the last 987 model with slightly increased outputs - 315hp and 265lb ft. Both have variable valve lift and timing.


Brakes look puny within 20-inch wheels: aren't I'm going to concentrate on the S, because that's the one I spent the day in. It was running the spangly, optional 20-inch wheels, fitted with optional PASM (Porsche Active Suspension Management) and a smattering of other options.

Does anyone not agree that this car finally delivers on the styling promise laid down by the original concept in 1993? It's not as dainty, but in stretching the wheelbase 60mm, pulling the front track out 40mm and the rear 18mm - not to mention making the car longer (32mm) and lower (13mm) with a shorter front overhang (minus 27mm) Porsche has taken the Boxster to an LA tuning shop and given it the full number. Where once the wheels hid apologetically within swollen panels, they now push confidently outwards and the whole car sits down into the road surface. To me, it's the best looking Porsche since the Carrera GT.

Theory of relativity
It takes about 10 seconds to spot the steering. The wheel is slightly dead in the hands compared to the old car - it doesn't feel unnatural, just mute. At this point I would sympathise with anyone who went all Bannatyne and announced they were oot. But I would also plead with them to hang around and give it time. In this instance it is always wise to recall the parable of the Caterham R500 and the Porsche GT3 RS. After a drive in the Caterham, jumping into the RS will reveal it as being too heavy and completely lacking in steering weight, communication and feel. For about 10 minutes. Once your body adjusts to the change in circumstances - like eyes emerging from a dark cinema on a bright summer's day - the Porsche will soon feel quite different.


Longer wheelbase, shorter overhangs - goodPoint the Boxster into a turn and it does two things completely at odds with the expectations laid-down by that initial numbness. It turns with unusual speed and efficiency, then clips the very point on the road you'd been aiming for. Repeat this process for 15 minutes and, like me, you'll be left guppy-like with admiration. This car doesn't do over- or understeer at normal road speeds. Its Pirelli P-Zeros have so much grip, the centre of mass is so well positioned and traction is so good it just carves its way through switchbacks with sparkling finesse. It's only when you're in the middle of such a sequence, placing this car as accurately as any other you can remember, that you have to ask yourself what you are missing with this newfangled electric rack. The answer is simple: wriggle, squirm, fidget, chatter, patter and writhe. Yes, I miss them too, but they fade into insignificance within the overall Boxster experience.

That searing motor makes great noise and pulls very hard from 3,000rpm all the way to 7,500rpm. There is talk of turbocharged four-cylinder motors in the future, but they just won't be able to match the sharpness of an atmospheric boxer-six. Matched with a chassis apparently impervious to understeer it gives you so much confidence to endlessly trim cornering lines. This is helped no-end by the proper manual transmission. Not a doctored PDK from the 991, but a stick-shift from the dark ages: three pedals and endless, blip-tastic joy.


Manual box great, electric parking brake less so Manual labour
In fact the only blot for me is Porsche's insistence on running the brake pedal so bloody high relative to the throttle: unless the brakes are close to boiling it makes rolling from brake to throttle too difficult. The brakes themselves (330mm steels at the front) are predictably brilliant and way over-engineered for road use. No doubt they will melt at a track day, but that's both obvious and meaningless for a car of this type.

Nope, running fast over the Route Napoleon and its tributary D-roads I was locked in this car's spell. With the PASM set to comfort (Sport is too firm) and the car in Sport Plus mode (sharper throttle, reduced ESP intervention), it rode coarse surfaces with real sophistication but never felt heavy or ponderous in rapid direction changes. It was grippy without being tedious and also gave great confidence. Moreover, it was pleasant going fast and slow: roof-down at a cruise the Boxster can warm your bottom and play tunes, a few seconds later it gives access to what must be one of the best road car chassis out there. As a basis for a new Cayman, it's mouth-watering stuff.


Each one goes 'kerching' when pushed By far the worst thing about the car for me is the infernal electronic handbrake. It's completely counter-intuitive in a three-pedal machine, it will only engage with the foot-brake pressed and it seems to only exist to extract new combinations of expletives from exasperated drivers. For me, it's a much bigger problem than the electric steering, but then your average photo shoot does contain an unnatural quantity of three-point-turns, so maybe I'm being a little over-sensitive. Whoever canned the manual handbrake but issued a stay of execution for the idiotic Sport Chrono clock needs lobotomising.

Coasting along
Even when you're carping about these few negatives, the car counters with more impressive details. The stop-start hardware is painless and alongside regenerative braking and a coast function for the motor (the moment it spots a coasting situation, it cuts to idle) and that direct injection system it makes for a very efficient 170mph car. Of course I thrashed it mercilessly all day and got it down below 20mpg, but in real life, this is a 30mpg machine. The boggo 2.7 does 180g/km, which is mind-boggling really.

So on first acquaintance, the Boxster is better looking, a little bit quicker, more capable in the turns and offers 10mm more telescopic longitudinal adjustment of the steering column - whatever that means. In the context of the marketplace only one of these really matters: on looks alone the Boxster could plug the hole created by slow 991 sales in the UK. If people choose to buy it based on the way it drives, so long as they can get their heads around the steering, they will own another great Porsche.

 

[daro911]

Porsche Boxster 2.7 review

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Porsche Boxster 2.7 First Drive
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.
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

 

[daro911]

Checkout the video []

http://www.pistonheads.com/news/default.asp?storyId=25371