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Dean Slavnich test drives the new Porsche Boxster
Porsche has never been one to follow. So, in a time when design has taken centre stage in our industry, Porsche has decided to go against the grain with its most important model; the new Boxster.

The biggest design change on the new Boxster comes in the headlamp arrangement
The standard Boxster has a top speed of 256 km/h (159 mph) while the Boxster S model can reach 268 km/h (166 mp/h)

Industry gossip of late has been nearly all “Bangle this” and “Audi grille that”. Controversial styling, it would seem, is top of the agenda with premium brands around the globe. Not with Porsche.

There’s no whiff of flamboyant lines, angular curves or even a controversial face on the new Boxster. No, instead it’s the engineering that’s taken centre stage. The Boxster might appear the same but scratch the surface and look under the skin and one will find a completely new car: the new mid-engine roadster packs an even greater punch, has an enhanced ride and features no less than 80 per cent of new components and parts. The best just got better.

For example, the suspension on the new Boxster is essentially the same as the previous model, the only difference being that where it used to be very good, the suspension is now near perfect. Porsche engineers have meticulously checked every detail. So, as well as there being a reduction in weight on individual components, the new Boxster also gets a wider track and bigger tyres and wheels, ensuring the drive becomes even more dynamic.

The concept of having the front wheels suspended on a spring strut axle with the separate arrangement of the longitudinal and transverse arms has been carried over onto the new Boxster, but there have been three significant improvements. Firstly, the front axle with a new aluminium crossbar has been re-developed, which means that the front axle geometry has been fully updated and serves even better in the event of a collision. The Boxster’s crossbar has also been widened by 15mm on either side which frees-up room to move out the axle points, allowing for the Boxster’s track to be widened by 35mm. This all means that the Boxster’s class-leading handling and precision capabilities have just got better, not forgetting that the new aluminium crossbar has shaved 0.5 kilos off the total weight. Impressive stuff.

It’s through this strategy, scrupulously fine-combing the first-generation Boxster and looking for margins of improvement, that’s allowed the second-generation Boxster to be a better car.

The examples continue: a hydraulic bearing replaces the former, conventional rubber bearing connecting the longitudinal and transverse arms. This not only enhances the driving comfort but also better soaks-up vibrations, something that became immediately apparent as the Boxster swallowed with ease small potholes on the Austrian roads.

The springs, dampers and anti-roll bars have all been reset to better fit the geometry of the new Boxster’s chassis and suspension. This, combined with the larger and wider tyres, amounts to less sway and roll.

Yet the new Boxster is not just all about components being tweaked from the previous model. No, there are plenty ‘firsts’ as well. The mid-engined sportscar gets a hydraulically assisted rack and pinion steering with variable transmission. This means the new Boxster takes corners with amazing ease. The hydraulic system also ensures a smoother ride, especially on the straight at high speeds.

At the back end the McPherson rear axle has also undergone re-development work to increase transverse stiffness and decrease weight. New twin-tube dampers with a longer guide tube and larger outer tube have been used to crank up the stiffness level, while aluminium has been freely used to cut down on weight. The subframe is now made of pressure-cast aluminium as is the wheel mount featuring a longer pivot lever.

Technology that once only graced the 911 Carrera also makes an appearance in the new Boxster, like Porsche’s Active Suspension Management (PSAM) that literally offers two suspension settings in one: a sporty and comfortable suspension for long distances and a dynamic setting for the racetrack.

The PSAM technology is made-up of adaptive dampers that are adjusted by two accelerometers determining the vertical movement of the car’s body. The technology activates firmer dampers when the dynamic mode is selected.

There are even ceramic brake disks for those that can afford it, bringing with them the usual list of benefits including even a faster braking response.

Along with the enhanced engineering feats comes more power: the new Boxster packs an even greater punch. “Let me put it this way: we have sent the Boxster to the gym in order to give the car even more muscle and strength,” says Dr. Wendelin Wiedeking, Porsche chairman.

So the standard 2.7 litre engine, which when first launched in the Boxster back in 1996 was only of 2.5 litre in capacity, has been reworked to now offer more torque and power. An impressive 270 Nm (199 lb ft) of torque kicks in around 6,000 rpm with power output coming in at 243 ps (179 kW) at 6,200 rpm. This kind of power drives the Boxster to 100 km/h in 6.2 seconds before reaching a top speed of 256 km/h (159 mph).

Meanwhile the Boxster S has even more power on tap. The 3.2 litre engine has been configured to now boast 284 ps (209 kW) at 6,200 rpm and a torque curve that peaks with 320 Nm (236 lb ft) at around 6,000 rpm. The top-end Boxster sprints to 100 km/h in only 5.5 seconds and can then gather pace to 268 km/h (166 mph). Porsche, unlike its German cousins, does not do speed limiters.

Plenty of changes have taken place in the two powertrains. There’s a new and even larger air filter, a double-chamber distribution pipe with distributor flap and a completely re-designed exhaust system.

Power is transmitted to the wheels on the new Boxster through a five-speed gearbox, though for the Boxster S there’s a new six-speed gearbox. Available as an option in both models is a five-speed Tiptronic S transmission.

The result of the enhanced engineering, extra power and bigger wheels is that the Boxster has not only grown in stature but size as well. The bulkhead at the front has been redesigned which has allowed for the gas, brake and clutch pedals to move forward, increasing legroom and offering greater luggage space.

It seems no stone was left unturned by Porsche engineers during the development of the new Boxster. Along with the rest of the car, the folding roadster roof has also been improved upon. It makes use of an extra-light magnesium structure to not only save on weight but also to take-up less space when folded away at the rear. It’s now also possible to open and close the roof driving up to a speed of 50 km/h (30 mph), another first for the Boxster.

The interior has been bettered as well. For the first time the new Boxster comes with a steering wheel that can be adjusted not only for reach but height as well. Leather and high quality materials are splashed everywhere, while white LEDs add a clean and clear touch to the cabin. There are no less than three new steering wheels on offer, a new stereo CD radio player with Bose surround sound and extremely comfortable seats.

It’s plain to see that the new Boxster has been improved upon in every area. Which brings me back to the design: the biggest change in style between the new Boxster and its predecessor is that the fried-egg headlamp look has been replaced by main headlamps that are separate to the front light units with their integrated fog lamps. All else remains similar.

The Porsche CEO has his own take on the design of the new Boxster. He says: “There was no reason to make any radical changes to the design of this car, contrary to what we see in the case of our competitors. This is quite simply because you cannot, and of course should not, destroy or reinvent a timeless look.”

Wiedeking adds: “The Boxster proves that once you have achieved perfection it becomes increasingly difficult to add any new features or make changes.”

It just goes to show that sometimes carmakers need not think outside the design box to develop a great car. All they need to do is think inside the engineering box.