First drive: Porsche Boxster encore fits the bill
BY MARTON PETTENDY | 2nd Nov 2004
But that would drastically understate the intensive development work that lurks beneath the carefully revised sheetmetal of the first new Boxster in eight years, which shares a much larger 40 per cent of components with the flagship 911 and is actually 80 per cent new.
Porsche’s reluctance to stray far from its initial formula when redesigning the hugely popular Boxster, which far outstripped its own sales forecasts and returned the famed sports car-maker to profit, is understandable.
Presented in 1996 and released in Australia the following year, the mid-engined roadster was expected simply to match 911 coupe’s annual sales of about 15,000 globally.
Instead, Porsche admits that “never in its wildest dreams” did it imagine Boxster would increase sales every year for the first five years, doubling sales forecasts some years to attract 160,000 buyers in its model life.
Since 1996 Porsche’s share price has increased a staggering 858 per cent and in this fiscal year its pre-tax profit will exceed one billion Euro for the first time.
While the radical new liquid-cooled 996-series 911 launched in 1997 (1998 here) helped – as, more recently, has Cayenne - Boxster almost single-handedly transformed Porsche from a troubled single-model car-maker into a profitable sports car manufacturer with the funds to fulfil its expansion ambitions.
So market success was reason enough to stick to Boxster’s winning style formula, but Porsche says that apart from having no reason to make radical changes to Boxster’s successful power, performance and design elements, it also had a duty to maintain Boxster’s “timeless character”.
In the same way that a series of careful, well conceived changes have improved the iconic 911 over 40 years, in direct contrast to its major rivals from BMW (Z4) and Mercedes-Benz (SLK), Porsche says evolutionary rather than revolutionary development will also make Boxster a sports car classic.
That doesn’t mean, however, that nothing’s changed under the slightly more muscular new body, which wraps around wider wheel tracks and features deeper bumpers, vastly different rear shutlines, new side air inlets, an 18-LED third brake light, protruding door handles and slipperier aerodynamics, with a drag coefficient of 0.29Cd (down from 0.31) and 0.28Cd for Boxster S (was 0.30).
But there’s no doubt the 987 Boxster’s most distinguishing feature is its Carrera GT-like triangular headlights that are now separated from their washers and fog lights (now located in the front bumper, presenting a new look at night).
While the bonnet is shared with 911, the heated glass rear screen remains the only carryover item.
Larger side windows with a “hydrophobic” coating to repel water and dirt are complimented by larger wheels – Boxster moves from 16s to 17-inch five-double-spoke wheels (6.5 inches wide up front with 8.0-inch rears) while Boxster S goes from 17s to 18-inch five-spokers (eight and nine inches wide). There will be three 19-inch wheel options for both Boxsters.
It may not look vastly different, especially from the rear, but a new welding and bonding process like that used on the 997 911, plus extra reinforcing including a steel “hockey stick” member between the lower bulkhead crossbar and the A-pillar, is claimed to improve passenger safety and increase Boxster MkII’s torsional stiffness nine per cent and flexural rigidity by 14 per cent.
A new rear auto-spoiler and full underfloor panelling - representing a 70 per cent increase in undertray coverage – helps improve top speed and reduce lift to close to zero.
Improving power-to-weight ratios, however, are reworked versions of Boxster’s 2.7-litre DOHC flat six and the 3.2-litre version that powers Boxster S. In base guise, peak power rises 8kW to 176kW at 6400rpm, while Boxster S power rises 15kW to 206kW at 6200rpm.
An all-new exhaust was acoustically tuned to deliver a lower, more muscular note and combines with greater air filter surface and a double-chamber induction system to increase peak torque by 10Nm at lower revs. Boxster now makes 270Nm at 4700rpm, with 320Nm now on offer in the S at the same 4700rpm.
Not only do both engines’ specific output increase to 65.2 and 64.4kW per litre respectively, but power-to-weight ratios drop to 5.4kg/hp and 4.8kg/hp for the S.
Also class leading is Boxster’s 0-100km/h acceleration, which with shorter final drive ratios (reduced by 8.8 per cent on Boxster and 4.8 per cent on S to suit the larger wheels) drops to 6.2 and 5.5 seconds for the S, while top speed also rises to 256 and 268km/h respectively.
The extra urge is put to the tarmac by a revised five-speed manual with 27 per cent shorter shift travel, while a new six-speed manual for Boxster S provides 15 per cent shorter shifting.
The former will be available as an option in the standard Boxster, in conjunction with Porsche Active Suspension Management (PASM) for about $3000.
Other new 911 technology to debut in Boxster is the Sports Chrono Package, which features more aggressive throttle characteristics, a higher ABS and PSM stability control threshold and, in conjunction with PASM, even firmer damper settings in Sports mode.
It will be available for around $1200, while all Boxster’s benefit from a revised PSM system that, if deselected, now reactivates itself only under extreme brake pressure.
Porsche Ceramic Composite Brakes (which include larger and cross-drilled ceramic rotors all round and six-piston callipers up front) will also be optional in Boxster S for around $15,000.
An upgraded interior offers improved functionality, dimensions better suited to larger drivers
But perhaps the most significant 911 update now standard in Boxster is variable steering assistance. Thanks to larger wheels, Boxster’s turning circle rises from 10.9 to 11.1 metres.
Among a host of chassis upgrades is a 30mm longer, aluminium front axle crossbar, which is said to improve wheel geometry in the interests of offset crash safety, widens the front track by 24 and 35mm (on S), and is 0.5kg lighter.
Larger wheel bearings (80 v 75mm), hydraulic (not rubber/metal) suspension arm pivots and revised spring, damper and anti-roll bar settings are also claimed to increase agility without sacrificing comfort.
Similarly, at the rear, the MacPherson strut suspension employs an aluminium subframe carrier saving 1kg, while twin-sleeve dampers and a hollow aluminium wheel mount with longer pivot lever are said to improve camber stiffness by 30 per cent while saving 1.2kg.
In line with Boxster’s subtle but comprehensive engine, chassis and body revisions is an upgraded interior that offers improved functionality, dimensions better suited to larger drivers and new “slush” materials comprising alloy-look trims.
Seats are lower and offer greater fore-aft adjustability, the pedals are positioned further away and a new steering wheel is now adjustable for height as well as reach.
While the standard seat, with powered seatback, has 50mm-higher head restraints, is wider and offers more side support, optional seats include a fully-powered item with lumbar adjustment, leather sports seats with more lateral support and new adaptive seats with adjustable base and back side support.
Along with a new geometric dash fascia like 997 911’s and new sound systems, there’s a new sports steering wheel option and, in conjunction with Porsche Communication Management comprising new DVD navigation, a new multi-function tiller.
While a new 23kg aluminium hardtop remains available and new rollover hoops are 24mm higher and 31mm further back, a new magnesium-framed soft-top with extra intermediate layer for greater noise insulation is lighter, opens and closes in 12 seconds and can now be activated at speeds of up to 50km/h.
Finally, in addition to twin front and side airbags, seatbelt pretensioners and force-limiters, the new Boxster introduces the convertible world’s first head airbags, which are cleverly concealed in each door as standard.
Given Boxster’s increased oil change (from 20,000 to 30,000km) and air-filter (from 20,000 to 60,000km) intervals, Porsche says the new model reduces running costs by 13 per cent over four years, given an annual average of 15,000km.
While Boxster’s European pricing sees it positioned nine per cent lower (six per cent lower for Boxster S) when adjusted for its increased specification, it is likely Porsche Cars Australia will use a five per cent import tariff reduction from 2005 as a means of maintaining pricing at current levels when the new Boxster is released here in February.
DRIVE IMPRESSIONS:
AFTER eight years as the performance roadster benchmark, and in the face of increasingly competent competition from both Europe and Japan, Boxster has upped the ante again.Although the changes are hard to pick visually, with even Porsche aficionados finding it difficult to separate current Boxster from new Boxster at the rear, comprehensive under-skin upgrades amount to substantial improvements in everything from performance, handling precision, interior comfort, quietness and value.
Boxster has come a long way in terms of engine performance since the original, 2.5-litre version was launched in 1997. Praised for its near-perfect handling balance and practicality, the mid-engined two-seater also undercuts Porsche’s more unwieldy (and far more powerful) rear-engined 911 sports flagship by a fair margin.
It was an instant hit, but more power for model year 2000 – in the shape of a 2.7-litre engine plus a 3.2-litre S variant – and more again in 2003 made Boxster even better.
Now Porsche has blessed the redesigned iteration with another incremental performance increase, which has improved both variants’ flexibility across the rev range but mostly given them a bigger dose of top-end urge.
While it’s the latter that has wrought important acceleration and top-speed increases – maintaining the Zuffenhausen roadster’s edge as the class leader – the extra driveability and chunkier exhaust note that emanates from behind the seats will be more noticeable to most drivers.
Handling, too, is sharper thanks to the same variable steering system that debuted in the latest 911 and which makes Boxster even more agile when changing directions on a winding road, but maintains all of its inherent stability in a straight line, which instils supreme confidence at autobahn speeds.
But it’s also the subtle chassis upgrades - such as a wider track, larger wheels, less unsprung weight and revised suspension geometry and settings – that build on every aspect of Boxster’s handling ability.
At the same time, Boxster retains its uncanny ability to deliver a quality ride, no matter the surface, as well as its forgiving, neutral handling balance that makes its performance so accessible and enjoyable on twisty tarmac.
Although the extra 20 litres of front luggage space will please weekend travellers, most Australian drivers will rue the loss of the (space-saver) spare tyre
However, eclipsing all the engine, chassis and sheetmetal updates is the new interior, which will be most apparent to new Boxster customers.
Like 997 911, 987 Boxster has supplanted the stylish, craftsmanlike interior of its predecessor that, while being more spacious, more functional and higher quality, doesn’t look as pretty.
Porsche’s trademark overlapping instrument binnacle is still there but, along with new round air-vents, it now seems at odds with the geometric shapes of the large rectangular centre console and the abundance of other straight lines.
Yes, it’s easier to read, simpler to use and addresses criticism directed at the quality of the current Boxster’s dash materials, but seems to have lost the wow factor of the previous car’s stylish cockpit.
Elsewhere inside it’s all good news. Tall drivers will appreciate the lower seat and pedals that, while still feeling like they’re tailor-made for heel-toe gearchanges, are further away.
All drivers will appreciate the wider seats that are more accommodating for wider frames, the much quieter roof and the addition of height adjustment for the steering wheel, which was conspicuous by its absence in the current Boxster.
Although the extra 20 litres of front luggage space will please weekend travellers, most Australian drivers will rue the loss of the (space-saver) spare tyre, especially if they are ever forced to fiddle with a compressor and tyre goo on a dark, wet roadside.
Apart from the active safety advances offered by more grip, better handling and greater stability, Porsche also scores points in terms of passive safety, raising the bar again by developing the first head airbag for a convertible.
It may look similar to the car it will replace here in February, but the new Boxster is indeed a sharper, quicker and better-value instrument, which is an achievement that shouldn’t be taken lightly.
With standard features like variable steering, bigger wheels and more equipment, plus optional extras like active damping, the gimmicky Sports Chrono Package and (expensive) ceramic brakes, Boxster now moves a significant step closer to the 911 in all areas except price and performance, while being further differentiated in terms of styling.
If Porsche Cars Australia can maintain current pricing levels, there’s reason the mid-engined Boxster won’t maintain its forebear’s record as one of the most popular, most accomplished and best-value sports cars available.