Porsche Boxster Reviews

Boxster is the purest sportscar in the Porsche range.

The '09 update to the pocket rockets in the Porsche playpen includes everything from a new engines to extra equipment and some minor visual tweaking - as well as an available seven-speed PDK gearbox - but the bottom line is all about the bottom line.The Boxster is now effectively priced at the same level as when the baby droptop first hit the road in Australia - in 1997 - and the Cayman is just as sharp.We're not talking a Hyundai-style $13,990 ticket, so the starting price for the 2009 Boxster is still a lot of money at $113,00. And the top-line Cayman S tips the scales at $160,800, without dipping into the optional equipment.But compare the new numbers with the $109,900 the Boxster cost more than a decade ago, and factor a value improvement which puts as much as $12,000 more equipment into the '09 cars, and the dollars look like a deal.So, too, does the performance upgrade which takes the basic Boxster up to 188kW and 290Nm of torque, and the top Cayman S to 235kW and 370Nm.Anyone struggling with power potential can easily translate the engine work into a 5.6 second sprint to 100km/h and 274 km/h at the top end for the Boxster and 4.9 and 277 for the Cayman S.Those are seriously big numbers for a car which has done a solid job for Porsche sales, particularly a Cayman S which is now a real threat to the classic 911.And Porsche Cars Australia needs those sales. Its results are down by 45 per cent after the first two months of 2009, although company chief Michael Winkler is expecting a rebound - helped by new models including a diesel-engined Cayenne SUV - by the end of the year."We're hoping for 1000 registrations this calendar year. It's a very interesting situation, now, in the marketplace," Winkler says."We've looked at the basic substance of the cars but also the equipment. There is a value story to tell on Boxster and Cayman."So there is a lot riding on the new babies, which are called the 'Generation 2' models of the 987 series and pick up a lot of the changes from last year's updating work on the 911.Visually, the biggest tweak is the new headlamp cluster with two separate reflectors. The grilles in the nose, mirrors and tailpipes are changed, but only a Porsche fanatic would notice.Inside, the only real difference is the shift stick for the PDK twin-clutch gearbox. But there is a major upgrade of the system behind the dash, with satnav and a touch-screen monitor as standard.So the real work is in the new engines, tweaked suspension and the transmissions.Porsche claims it has achieved the extra performance while cutting emissions and improving fuel economy. It's a similar deal to most major makers in 2009, but took a lot of work."There are a whole lot of changes that add up to big things. Porsche has always been good at bringing the detail together. We are a detail company," says technical chief Paul Watson.That detail work even includes lowering the centre of gravity of the engine, as well as PDK gearing which means seventh gear is so tall - for economy - that top speed comes in sixth. A limited-slip differential is now available for the Cayman S.And the work is reflected in lap times at Porsche's ultimate test track, the Nurburgring in Germany.The '09 Boxster is now a massive 31 seconds quicker than the original.DrivingWindswept Melbourne, in a state where speeding is almost a hanging offence, is not the right time to be pushing hard in a new Porsche.Things were so bad with lashing rain showers during the preview drive that I never got a chance to take the top down in the Boxster . . .Even so, the basic Boxster and the Cayman S - top and bottom of the update efforts - showed that Porsche has pushed again to get the best from its cars. They barely look any different, but Porsche people will see the changes and that is what really matters.Both showed more response in the chassis and engine, driving inland down towards the Great Ocean Road, with more a slightly more fluid feeling through the suspension and better drive from slow speed up to solid overtaking pace.It is hard to say what the changes really means because the roads were damp and crowded with all sorts of traffic, including caravan parades and gawking overseas tourists.But the Boxster was a sweet drive, with the incredible mid-engined grip I have come to expect and a little more go from the bottom of the rev range.And the Cayman S, on the few occasions I could crack the throttle, remained as pin-sharp as I remembered with even more of a thump in the back. The PDK gearbox is an excellent device, with sweet auto changes and excellent response in manual mode - although the touch-change buttons on the wheel are a silly fiddle and hard to use, with a gearlever which is set for changes the wrong way (pull back to downshift) for brisk driving.Porsche has given the coupe more go than the droptop because the Cayman chassis can handle the extra, but also because there are a growing number of people who want more from a car they are genuinely choosing ahead of a 911 for driving enjoyment and not just a cash saving.It will take more time with the cars to pin down the exact improvements, but Porsche has put the real emphasis on the dollars and rated against any value-for-money measure in the sports car class the newcomers are winners.Porsche Cayman and Cayman SPrice: from $122,200 to $160,800Engine: 2.9-litre flat six 195kW/300Nm (Cayman); 3.4-litre flat six 235kW/370Nm (Cayman S)Transmission: 6-speed manual, 7-speed PDKEconomy: 8.9L/100km (Cayman); 9.2L/100km (Cayman S) Porsche Boxster and Boxster SPrice: from $113,000 to $145,900Engine: 2.9-litre flat six 188kW/290Nm (Boxster); 3.4-litre flat six 228kW/360Nm (Boxster S)Transmission: 6-speed manual, 7-speed PDKEconomy: 8.9L/100km (Boxster); 9.2L/100km (Boxster S)

Porsche’s attempt to move away from its traditional roots with a range of front-engined sports cars in the 1980s proved disastrous. It wasn’t that the cars were bad, it’s simply that die-hard Porsche fans refused to accept anything other than a car with a rear-mounted air-cooled ‘boxer’ engine and sales of the front-engined cars didn’t get off the ground. With that sort of background the arrival of the Boxster in 1997 was a much anticipated event.The German sports car maker was acutely aware that it had to expand its range of cars beyond its traditional models or face extinction. The front-engined experiment had failed so there was plenty riding on the Boxster when it was launched.Unlike the front-engined models – the 924, 944, 928 and 928 – which represented a major departure from Porsche history, the Boxster honoured the past despite being quite different to the great old Porsche models.For a start it looked like a Porsche. It was reminiscent of the old Speedsters of the 1950s, and bore a clear family resemblance to the 911, which became even clearer with the release of the new generation 911 in 1998 that shared many body panels with the Boxster.Some hardcore Porsche traditionalists remained unconvinced that it was a “real” Porsche, but sales surged. Aided by a base price tag of $109,900, which made it relatively affordable, the Boxster attracted people to the brand who would never have considered buying a Porsche before.MODEL WATCHThe Boxster was a marked departure from past Porsche practice although it wasn’t immediately obvious from the outside.The engine, a horizontally-opposed 2.5-litre six-cylinder ‘boxer’ unit, was totally new. Most notably it was water cooled instead of being air-cooled as was previous Porsche practice, apart from the front-engined cars.Boasting an alloy cylinder block and heads, dry-sump lubrication, with twin overhead camshafts on each bank and four valves per cylinder, the fuel-injected Boxster engine produced peak power of 150 kW at 6000 rpm. Maximum torque was 245 Nm at 4500 rpm, but importantly more than 200 Nm was available between 1750 rpm and 6400 rpm, which made it smooth and tractable.The power was transmitted to the rear wheels through either the standard five-speed manual gearbox, or the optional five-speed ‘Tiptronic’ auto that added $7000 to the price tag.The smart ‘Tiptronic’ auto would choose the correct gear for the moment based on what the driver was doing, accelerating, coasting or braking, but it also offered the driver the fun option of self-shifting using buttons on the steering wheel.Acceleration was brisk with either transmission, the 1250 kg manual two-seater able to reach 100 km/h in 6.9 seconds, the auto only marginally slower. Top speed was quoted as 240 km/h.In another departure from past Porsche practice the engine was mid-mounted rather than being slung out behind the rear axle, which was the source of the Porsche reputation for being difficult to drive quickly if you couldn’t conquer their habit of oversteering when you lifted off the throttle.There was no such problem with the Boxster with its mid-mounted engine. Coupled with its independent suspension front and rear its road manners were impeccable with a wonderful balance that made it a sheer joy to drive.Powerful four-wheel disc brakes slowed the Boxster with the assistance of standard ABS, while traction control was optional.Standard wheels were 16-inch alloys, with 17-inch alloys optional.The Boxster was also comfortable with none of the privations that were part and parcel of old time sports cars. The sports seats were comfortable and supportive and the folding roof worked a treat. With the touch of a button it would lower, taking 12 just seconds before eventually disappearing into the rear compartment.It was just as easily raised to make the Boxster quiet and thoroughly weatherproof, even at high speed.There were also two quite generous luggage compartments, which meant you could take along all the luggage you needed on a trip, and you didn’t lose any luggage capacity when the roof was lowered.The Boxster’s interior was criticised by some owners for being bland. Some of the plastic trim components were a little too hard and plain for a car of such high price, they said, and Porsche reacted by upgrading the interior in the model released in 1999.Even so the original Boxster interior is roomy and quite well appointed with lashings of leather to soften the hard plastics of the dash and console.Standard equipment included air-conditioning, a super sound system with CD stacker, twin airbags and remote central locking.IN THE SHOPPorsches are generally one of the most bulletproof cars on the road. Many are kept locked away in garages during the week and only brought out on sunny days, but there are also plenty that are used day in day out as round town transport.Porsches are easily the user-friendliest sports cars on the market. They are just as happy to trundle along in everyday traffic, as they are the blast along an open road at warp speed.They also give very little trouble. There are plenty of old Porsches on the road with 200,000-plus kilometres showing on the odometer, I’ve even seen a mid-1990s 911 with more than 300,000 km clocked up. The bottom line is that Porsche are built to last, and they do that with admirable reliability.If you’re shopping privately check the bona fides of any car before you part with your cash. It’s best to buy a car that has been delivered locally rather than an import, even though imports are sometimes attractive because they are usually priced lower.And check for a service record from a reputable Porsche service agent.LOOK FOR• superbly balanced handling• brisk but not breathtaking performance• practical for everyday use• well designed soft top

It winds its way across the face of the hills and in its extension becomes more littered with mud, increasingly calling for aid from the tyres and drivetrain.Conditions become so bad that earth starts scraping on the underside and pools of water threaten to enter the cabin. On top of that, we are lost.This picture could have been a lot brighter if (a) we knew where we were and (b) the Porsche was an all-wheel drive Cayenne.But we are in Sicily and we are lost — except for the cold comfort of scribbly lines on the satellite navigation system — and driving a Boxster.A Boxster, for those who came in late, is not an all-wheel drive. It is made for bitumen. Smooth, open bitumen roads with signposts.Some time later, when we finally found the proper bitumen road, we stopped for a $1.60 espresso served by a large man who didn't speak English and noticed the Boxster's roof was splattered in mud.Its flanks were so coated that it hid the original yellow paint. I didn't want to think about what the underside looked like.Yet even filthy, this latest Boxster lures its Sicilian onlookers.Exterior Visually this second generation Boxster — the first launched in 1996 — looks bigger with a wider tail and sharper nose.In fact, no dimension has changed. Designer Michael Mauer — ex Saab — said the idea was to portray a more muscular car without making major sheet metal changes.He achieved its stronger appearance by more horizontal red-coloured LED tail lights and projector headlights that have shed the `fried egg' shape once shared with the 911.The more powerful look is pertinent. Porsche lovers will appreciate that the latest Boxster — arriving in Australia in March with keen pricing — is more powerful, faster, more fuel efficient, has less emissions and now delivers a spine-tingling exhaust roar.Models and pricingThe range remains the same: two models, the (prices estimated) $115,000 Boxster and $140,00 Boxster S — each with an electric folding fabric roof.The mid-engine mounting is integral with the car's name and is paramount in delivering its assured handling.Handling ability doesn't change, which is just as well because the chassis now has more power to control.Drivetrains and chassisThe Boxster S powerplant remains at 3.4 litres but the engine shares nothing with its predecessor. It also adds direct fuel injection for the first time.Cylinder dimensions have changed so there is now a shorter stroke and so the extra 11kW is delivered higher in the rev range.Torque is also up by 20Nm to 360Nm at maxs at 5500rpm compared with the previous engine's flat rating from 4400rpm to 6000rpm.This data, however, is misleading because the new engine's torque is practically a plateau from about 4200rpm before starting a slight drop nearing 6000rpm.Its delivery is also masked by the dual-clutch PDK transmission that is optional — though should be mandatory — on all Boxsters.The result is a Boxster S that runs harder and stronger right from idle and, thanks to new exhaust piping, sounds glorious. Spend more money and Porsche will sell you an exhaust with an active baffle to make even more music.Incidentally, the Boxster gets a single rectangular, central exhaust pipe and the `S' has the twin pipes centrally located. Just like the 911 GT3.Fuel economy actually improves. The `S' is claimed to get 9.6 litres/100km compared with 11 1/100km in the previous model.Performance is up. The PDK version hits 100km/h in 5.2 seconds compared with the Tiptronic-boxed old model at 6.1 seconds.At the Boxster's launch, Porsche harped on weight as being absolutely vital to performance. It went to pains to discuss the magnesium roof skeleton, for example, and why it would never consider a metal roof.The proof is the Boxster S PDK, that now weighs 1355kg, down an impressive 40kg on the previous Tiptronic model.The `standard' Boxster also gets the treatment. It has a 2.9 litre engine, up from 2.7, and adds 8kW to 188kW and 17Nm more to 290Nm. Both outputs are delivered lower than the previous model.This Boxster doesn't get the `S' model's direct-petrol injection. Porsche says it reached all its targets without using this injection.Targets included the power output and its impressive 9.2 litres/100km average, down from the old 2.7's 10.1 l/100km. Emissions are also better.Acceleration of the 2.9 is 5.8 seconds to 100km/h with the PDK model compared with the previous version's 7.0 seconds.All this is helped by the 2.9 getting the same weight-loss regime as the “S”, taking it to 1335kg from last year's 1395kg.There have been changes to the suspension — more a re-tune, actually — to align it with the wheel choices and the brakes are bigger and meatier. The composite ceramic brakes are optional.EquipmentCabin changes add the better audio system with its 125mm screen and MP3-compatible CD player.Optional — isn't everything? — is the Porsche Communication Management 163mm screen and sat-nav, USB and iPod availability.DrivingThe rapid-fire gear changes of the PDK box have met their match in the highly-responsive character of Porsche's direct-petrol injection six.Only fitted to the Boxster S — the only model tested at the launch — the PDK perfectly complements the outstanding delivery of the new 3.4-litre engine.While you quickly fall in love with this engine, you notice other aspects of the latest Boxster. For example, the ride comfort is simply remarkable.How on earth Porsche modified a MacPherson strut front end and tuned a multi-link rear end to provide a supple, compliant and always comfortable ride for the occupants while making the car sit flat as a tack through high-speed corners — all on 40-profile tyres — is anyone's guess.Then there's the steering. No electric assist here, despite the long journey for the hydraulic fluid from behind the driver to in front of his/her toes.It is perfectly weighted and so neat that mid-corner adjustments are not only confident but almost invited by the chassis. Lovely.The 3.4 engine has strong torque off the mark to match the PDK's characteristics. Manual changes via the gear lever are delightful but the rocker-switch design of the steering wheel paddle shifters is hard work and badly lets down the gearbox. Standard paddles please, Porsche.I have already repeatedly raved about the exhaust note … so you get my drift.There were a few versions on the 3.4 theme tested on Sicily's sometimes brilliant, sometimes devious and always interesting roads.Possibly the best was the one with the optional sports seats that wrap the body in leather and staple it to the chassis for a ride that feels straight out of Disneyland.This also came with the optional PASM — active suspension management — which is ideal for people with access to a track but really the extra money would be far better spent on upgrading the audio.The Boxster may be relatively small but it has excellent cabin room for two adults and a big forward boot with a smaller luggage area in the rear. A couple could easily live with this.Visibility is great with the roof down, somewhat limited to the rear three-quarter when up. This roof can be raised or lowered when travelling at up to 50km/h which suits the vagaries of women and the weather.Changes to the latest Boxster are predominantly hidden beneath the skin. For existing Boxster owners, that's a good thing because it maintains the ageless theme of this little gem.

Denigrators of the Porsche Boxster S will be inclined to ask how the big Beetle goes.They refer to the fact Germany's Ferdinand Porsche designed the original Volkswagen, or “people's car,” for Hitler before moving on to less controversial pastures, postwar, when Porsche cars became noticeable on German autobahns.It is true the first Porsche cars looked very much like a tarted-up VW Beetle and both the Boxsters and 911s still display their genetic base in their looks.But the Boxster S is to a VW Beetle as an FA-18 is to a Cessna 150.The S is a bit of a worry for a road tester. At the redline, 7000rpm, in third gear with three more to go, it is going fast enough to get you an instant off-the-road dangerous driving ticket. And it sticks to the road, even in the wet, like a limpet on a rock.In other words if you want to find its limits, or anything near them, you will have to take it on to a racetrack or find a deserted road out the back of Nerang. As if you were on a racetrack. There are any number of cars in similar vein but the Porsche Boxster S, with its transverse engine situated just behind you, howls to be let loose. In fact it howls when it is let loose and you get all that induction noise and exhaust beat in your ear.And the moment you get in, the game is given away by the optional sports wheel.Here is a device used solely for its original purpose, to steer the car. There are no stereo controls, no cruise controls, no shift paddles. Just a steering wheel.Then the placement of the pedals also tells a story. The accelerator is set high enough off the floor for easy heel-and-toeing as you come, post haste, into a corner with the ball of the foot on the brake pedal and the heel on the accelerator.But that is not to say this car is purely a racetrack machine. The variable induction manifold combined with the variable valve timing and lift means at low revs, 1200rpm or so, the flat-six is still very tractable. It pulls well, almost irrespective of the gear selected, and unless you have redlined it a couple of times you have no idea just what a snarling tiger resides behind your shoulder.The seats reinforce the impression of a performance car. As one passenger said, you feel like you're going fast just sitting in the stationary car with backside only millimetres from the ground and stiff bolsters planting you firmly in the middle of the seat.Porsche clearly had in mind lithe, agile, youthful, contortionists rather than fat old geezers when they designed the car. Seatbelts can be almost impossible to find without dislocating the spine, and sliding down into the driver's seat with the top up is a far easier proposition than squeezing in with it down.The soft top flies in the face of trendier hard top convertibles but it works well. Release the locking lever above the rear vision mirror and, providing you are not doing more than 50km/h, the top comes up or goes down in about 20 seconds with a touch of the button in the central divider. And it is the massive, low-profile run-flat tyres that generate the vast majority of the cabin noise rather than any wind noise coming from, or through, the soft top. The Boxster S gains from the fact it was designed as a convertible and the body was suitably stiff right from the start rather than ending up as a reinforced chassis chasing torsional stiffness.Turbulence in the cabin, with the top down, is almost negligible thanks to a reasonably high windscreen, low seats and a glass partition between the built-in roll bars.Brakes, at first, are less than impressive. A fair amount of pedal pressure is needed but as speeds and use increases they come into their own. The clutch pedal is on the heavy rather than light side but, given the power and torque being transmitted, that is hardly surprising.Dash is mainly analogue apart from some digital displays including a handy large size readout of current speed which is hard to determine from the smallish speedo which reads up to 300km/h.Dominating the dash is a large analogue rev counter. Once again, given the nature of the beast, it's not unexpected.Cabin is black soft plastic dash and carpets with black leather seats, and aluminium bits and bobs. Pedals are alloy-faced, gear lever knob is large and solid, and the six-speed gearbox can only be described as a delight to use.The steering is power assisted but heavy and is not keen to self-centre after full-lock turns.While it is heavy, this becomes reassuring as speeds increase.The most annoying thing about the S was the Porsche sound system with Bose speakers. The system has intelligent volume control. It is supposed to lift the volume as cabin noise increases and lower it as speed and noise decreases.But it could not make up its mind, often boosting volume as the car came to a halt at traffic lights.Driver and passenger are surrounded by airbags (head, side, thorax and front).In keeping with the best German tradition you can virtually double the price of your Boxster with an all-encompassing list of options, not least of which is ceramic disc brakes and fully electric seats.Comfort is a bit subjective in this car. Rough roads will give you a rough ride and those 40 per cent profile run flats are as unforgiving as a spurned wife.But then who buys a Porsche Boxster S for comfort? Performance is what it is about and that's what the S delivers.The price of a standard Boxster S is $134,600.Options fitted to the Test Car were:19-inch Carrera Sport alloy wheels $6340; aluminium finish for gear knob and handbrake $2790; Bose high-end sound system $1990; metallic paint $1890; sports seats $1690; Porsche Park Assist $1090.Price as tested: $150,390.   PORSCHE BOXSTER SPrice: $150,390 (as tested)Engine: A masterpiece. Tractable and with good torque down low and a delight to hear when at 7000rpm.Transmission: Clutch is a little on the heavy side but manageable and six-speed box is a slick changer.Economy: Not its strong point but it can be driven with conservation in mind. Flog it and you'll pay at the bowserHandling: Exemplary. A little understeer or oversteer can be provoked even with the PSM system in an overseer role but it corners tenaciously even when the surface is wet.Safety: It has all the electronic whizz-bangs such as ABS and stability control as well as airbags all over the shop.Ride: Harsh and unforgiving but that's the other side of the excellent handling coin.Brakes: The harder they are worked the better they like it.Value: Two-year-old standard S models sell for about $115,000 so retained value appears to be reasonable.Body: Soft-top convertible, two-door, two-seat roadster; aluminium hardtop available as an option.Engine: 3387cc flat six-cylinder aluminium engine with four overhead camshafts; four valves a cylinder; variable valve timing and lift, switching intake manifold; electronic engine management for ignition and fuel injection; sequential multipoint fuel injection, bore x stroke (mm): 96 x 78; compression 11.1:1Power: 217kW @ 6250 rpm.Torque: 340Nm @ 4400-6000rpm.Fuel: 64 litres, PULP 98 octane, city 15.3L/100km, rural 7.8L/100km; combined 10.6L/100km (claimed); 11.8L/100km (as tested).Transmission: six-speed manual.Suspension: Front and rear axle with spring struts (optimised by Porsche) with spring strut-guided wheels suspended independently on track control and longitudinal arms; spring struts with inner damper; twin-sleeve gas pressure dampers.Brakes: Twin-circuit brake system with one circuit on the front; one circuit on the rear wheels; four-piston aluminium monobloc brake calipers; cross-drilled, inner-vented brake discs measuring 318mm x 28 mm (front) 299 x 24 mm (rear).Safety: Porsche Stability Management including ABS, EBD etc.Wheels and tyres: front 8J x 19, 235/40 ZR 19, rear 9 J x 19 265/40 ZR 19.Weight: 1355kg.Dimensions (mm): 4329 (l) 1801 (w) 1292 (h) 2415 (w'base).Top speed: 272km/h 0-100km/h 5.4sec; 0-160km/h 11.8sec.CO2 emissions: 254g/km.Verdict:For: Exhilarating performance, tenacious handling.Against: Insuring it, getting in and out.Boxster history1996 The first Boxster (986) was built in late 1996 as a 1997 model, the first year they were sold. It had a naturally aspirated 2.5-litre flat six-cylinder engine producing 150kW.2000 The first Boxster S appeared with a 3.2-litre engine.2005 A restyled Boxster (987) appears.2007 Boxster and Boxster S get new powerplants originally used in the Cayman series. Boxster engine out to 2.7 litres and S engine grows to 3.4 litres. Engine powering the S now produces 220kW.The Porsche Boxster name derives from its “box”er engine, an engine in which the pistons travel horizontally rather than vertically and road”ster,” the name given to a two-door convertible.

But what are hats and sunscreen for?Besides most of today's roadsters can get their fabric or folding metal lids up at the push of a button within half a minute. These are Carsguide's favourites: Affordable fun Mazda MX-5 Price: from $42,870Engine: 2L/4-cylinder; 118kW/188NmEconomy: 8.5L/100kmTransmission: 6-speed manual or autoIf there was an annual award in this category it would reside perpetually in Mazda's trophy cabinet. The original MX-5 reinvented the classic Brit roadster adding such novel notions as performance and reliability.The third generation retains the 1989 model's exhilarating dynamics and sheer fluidity. If you don't find pleasure in the way an MX-5 drives you've probably ceased breathing.Purists might decry such modern innovations as air-con, power steering, ESP, a folding composite roof and (egad!) an auto transmission, but it hasn't been 1957 for some time now. Still others would rather it went quicker, but they're missing the point.The MX-5 is the affordable roadster. Track marqueLotus Elise SPrice: $69,990Engine: 1.8L/4-cylinder; 100kW/172NmEconomy: 8.3L/100kmTransmission: 5-speed manualThe salient figure here is 860 that's the number of kgs the entry-level Lotus weighs, or about 500 less than a Toyota Corolla whose engine this spartan roadster uses to get from standing to 100km/h in 6.1 seconds.While it's absolutely one for the enthusiast - or the fanatic - even if you've not the least wish to drive something so uncompromised (though a good deal more civilised than the Exige) you should at least be driven in a Lotus once. It'll open your eyes. Wide.At its best at track speeds, where the Lotus's wonderfully unassisted steering comes into its own and where it doesn't matter that it takes ages to assemble to roof, you can smilingly drive one every day. But beware barging SUVs. Zed's not dead Nissan 350Z RoadsterPrice: $73,990Engine: 3.5L/V6; 230kW/358NmEconomy: 12L/100kmTransmission: 6-speed manual or 5-speed autoThe Roadster version of the still outstanding 350Z gives very little away to the coupe model and while the same-priced auto is a cog short of the manual's six, it's easy to live with in city traffic.Though we've yet to try the Roadster with the substantially new the faster V6 that causes the bonnet to bulge so priapically, our recent week in the revised Coupe suggests that it too will be more of an already good thing.It's almost impossible to believe that same company is responsible for the Tiida ... Gay tidingsAudi TT Roadster V6 quattroPrice: $92,900Engine: 3.2L/v6; 184kW/320NmEconomy: 9.6L/100kmTransmission: 6-speed DSGLike the coupe, the lighter front-wheel-drive with the GTI's turbo four pot is a better bet most of the time than the heftier all-wheel-drive, though it's not really a sports car there'll be moments when you'll love yourself for the latter's extra go and grip.Dispensing with the coupe's comedy back seat, there's ample room behind when with the fabric roof's folded. Some find the ride a bit terse; I don't but would still take the optional magnetic suspension.With performance and handling that are both entertaining and accessible while wrapped in such an aesthetically bell-ringing package, the TT is fairly loveable. If only ...Porsche Boxster SPrice: from $135,100Engine: 3.4L/6-cylinder; 217kW/340NmEconomy: 10.4 or 11L/100kmTransmission: 6-speed manual or 5-speed autoIn our rare idle moments hereabouts, certain of us scan the classifieds trying rather pathetically to convince ourselves that a used Boxster is almost within our reach. Almost. Well, maybe one day ...That's the problem with spending any amount of time in a Boxster, particularly, the top whack S. There's nothing wrong with it, you see. Well, maybe the ride on bigger tyres is just a bit savage, but so what when all else is perfect. It even sounds wonderful.At it's worst, the Boxster will make you hate yourself for not being a better driver. So sublimely intuitive is the handling, so poised and balanced does it feel even in extremis, it almost always feels capable of more. Even if you're not. Two plus twosAffordability aside, floating the open top proposition can founder on the fatal shores of practicality. Society frowns upon selling one's children, though surely financing a Boxster should be cause for sympathy.Still, Volkswagen's Eos (from $49,990) cabriolet/coupe comes is a practical, stylish and - with the drivetrain of the Golf GTI - tolerably rapid 2+2. It retains adequate bootage with the sophisticated folding metal lid, which can be configured five different way, folded down. Uniquely there's also a diesel option (from $48K), so you needn't use much juice.And there are further options afoot.With BMW's glorious twin-turbo 3-litre petrol six, the 135i cabriolet (due in June) will be by far the sharpest 2+2. Audi's A3 cabrio, likely to feature the 1.8-litre TFSI, follows in July.And if fortune smiles upon you to the tune of $1.19 there's the sensuous land yacht that is Rolls-Royce's Drophead coupe. Plenty of room in the back for the kids in this baby. 

You see Porsches on the road every day. But it's not until you sit behind the wheel of one for a while that you realise just why serious drivers around the world adore them.When CARSguide took delivery of the recently upgraded Boxster S last week, we received a near-perfect driving experience.The Boxster has its critics, usually more seasoned Porsche purists who see the 911 as the ultimate, and only, serious Porsche.Perhaps it's because they haven't driven the perfectly balanced, highly potent and gloriously fun Boxster S.If they had, not only would they be surprised, they might even consider putting one in their garage.Maybe it's the fact that, for at least $100,000 less than a 911, you can get a true Porsche driving experience.The Boxster is the entry level Porsche (sports car, that is, not the distressingly popular 4WD Cayenne). It starts from $109,300.The Boxster S is the beefed-up version of the base model. Rather than a 2.7-litre engine, it has a 3.4- litre variant, giving it 217kW and a 0-100 km/h sprint of 5.4 seconds, compared with 180kW and a 0-100 km/h time of 6.1 seconds. The S also has 340Nm, nearly 70Nm more than the base model.All of which costs about $25,000 extra. It's a mid-engined affair, with a sublime chassis, stunning gearbox, love-it or hate-it looks with a canvas roof that, with the touch of a button, transforms the car into an open top roadster (even when the car is travelling as fast as 50km/h).Like most Porsches, it's a package that is worth a lot more than the sum of all of its parts.The legendary Stuttgart carmaker performed a bit of mid-life surgery on the Boxster earlier this year. You wouldn't know to look at it, as most of the tinkering was done on the chassis and under the bonnet.In the case of the S variant, the results are stunning.The steering, while not overly heavy, provides just about the perfect amount of feedback to allow the driver to feel the road. It's also extremely sharp and highly responsive, requiring only small amounts of input from the driver.The Boxster's optimum balance inspires confidence, perhaps even over-confidence, making it a very difficult car in which to get out of shape in, even though it tempts you to try at every winding curve.With the optional Porsche Active Suspension Management (PASM) system, a click of the button tightens up the springs for a more lively drive. And it works a treat.In normal mode, the drive is firm but not uncomfortable. Firm enough for you to avoid potholes, but not enough to shake loose your fillings.In fact, not only does the Boxster perform under pressure as well as anything you care to name, it's also easy to drive around town.The excellent torque is available down low, so you needn't constantly work the gear lever all of the time to find power. And, with a relatively heavy clutch, this is a good thing when driving in traffic.The main problem is finding the will power to resist dropping a cog or two to tap what's waiting among the higher revs, that blurt above 4500 revs that brings not only a short, sharp bust of speed, but an uncontrollable smile.On a more lazy drive, accelerating in the fifth or sixth gear at most speeds is not a problem at all, with ample pulling power at anything above about 1500 revs.Like most convertibles, the Boxster is fairly noisy with the roof down, a combination of wind, tyres on the road and peripheral noises can drown out the wonderful exhaust.Perhaps because of the positioning of the (mid) engine, the car actually sounds best when the roof is up, trapping the engine note in the cabin.Vision is improved greatly with the roof down.Aside from the canvas top, the only real giveaway inside that you're driving a convertible is the odd creak and rattle.Other than that, though, the chassis is tight as tight.Fuel consumption is relatively high, we averaged a touch above 16.5 litres per 100km in a mix of peak-hour traffic and the odd bit of spirited driving. It's unlikely any buyer would be bothered.A switchable stability control is non-intrusive enough to leave on most of the time.The brakes take quite a kick to bite hard, but have a wonderful amount of feel to them, stopping the Boxster hard, fast and straight.Inside, the cabin is a bit sparse for a $135,000 car, no steering wheel controls, no sat-nav etc but the Boxster is made to drive, not to lounge about in.Surprisingly, the stereo system was also a little below average. But, again, the engine sound track and pure driving fun makes this a near-redundant criticism.A nifty little spoiler on the back of the car pops up once you exceed the speed limit, at 120km/h, but you can also drive with a 'legal' spoiler by pressing the manual over-ride and raising it yourself.Why you would need it at slow speeds, other than to look good, is anybody's guess.For a two-seater, storage space is ample, with surprising amount of room in both the back and the front of the car.The front storage area, which is under the front bonnet where the engine normally sits in most cars, is deep and holds more luggage than you might expect, certainly enough to put in a trolley full of groceries. The back boot, although not as deep, also offers generous space.Being a true two-seater, however, there are obviously no back seats and no chance of getting more than two people in the cabin.It's a selfish car, on more than one level.But cabin goodies and luggage space are not what the Boxster is about. It's about the driving experience and, for any money, the Boxster is up there with the absolute best of them.Even though it's not a fabled 911, the way the Boxster looks, feels, handles and sounds is unmistakably Porsche. SnapshotPorsche Boxster SPrice: $134,600Engine: 3.4L/6-cyl, 217kW/340NmTransmission: 6-speed manual0-100kmh: 5.4 secs The rivalsBMW Z4 M RoadsterPrice: $130,800Engine: 3.2L/6-cyl, 252kW/365NmTransmission: 6-speed manual0-100kmh: 5.0 secs Mercedes-Benz SLK 350Price: $115,474Engine: 3.5L V6, 200kW/350NmTransmission: 7-speed auto0-100kmh: 6.0 sec (approx) Alfa Romeo Spider JTS V6Price: $94,990Engine: 3.2L V6, 191kW/322NmTransmission: 6-speed manual0-100kmh: 7.0 secs (approx)

In a logical world the Porsche Boxster would have superseded the Porsche 911 about 10 years ago.

No, the main reason is the loud, growl of the engine, right in your ears. And for those who like a good tune, it sure is sweet.The Boxster is mid-engined, which means the motor sits directly behind the driver. This has two positives: the noise of the roaring engine, as already established, and it frees up the front of the car for more storage.One thing you'll notice is the surprised look on people's faces as you lift up the bonnet to extract your grocery bags, instead of showing off that pretty Porsche engine.And no need to worry when it comes to the big shopping: there's still extra space in the usual boot in the back.The Boxster got its name from its "boxer" engine and body style, a roadster. The 2.7-litre engine is named after the action of the pistons in its six horizontally opposed cylinders, said to resemble the movements of a boxer.And although it may be Porsche's base model, it's still an impressive and exciting drive.At $108,800, the Boxster is the cheapest Porsche available, although the model we tested had options that brought the total to $123,820.Metallic paint, 18-inch alloy wheels, sports seats, a park-assist system, a wind deflector and a high-end Bose sound system were rather expensive additions on our drive.Sitting very low, the Boxster is dynamic on the straights and agile around corners. The 2007 model has slightly more power, now delivering 180kW at 6500rpm and 273Nm between 4600 and 6000rpm.It comes standard with a five-speed manual transmission, which is a bit disappointing for a car in this class. A six-speeder, plus a suspension kit, is another expensive option.Despite the lack of that extra gear, there are no complaints about the five-speed. Once you get the Boxster rolling, it offers plenty of flexibility and extracts sharp performance from the smooth, potent engine.Highway cruising (with the top down, of course), listening to the engine's music, is the best way to drive the Boxster — although city cruising will attract much more attention.Hit 4000rpm and you really feel some urge, although it's sometimes hard to keep a track on the speed limit.The speedometer is calibrated in 50km/h blocks, with only tiny dashes to signify the in-between speeds. So it's hard to tell if you're doing 60 or 80km/h — and you really should be able to tell the difference.Especially in a Boxster. Let the thing rev, and it's easy to get distracted.And because that probably won't be much of a defence when the boys in blue pull you over, Porsche has thought of a solution: a digital display.Demonstrating its athletic abilities, the Boxster sprints to 100km/h in 6.1 seconds. Even acceleration from as low as 2000rpm in fifth gear is quick and sharp — a slight breath in, and the power is drawn out.She's quick off the mark, if the right person is behind the wheel, of course.The power-assisted rack-and-pinion steering provides smooth turning and exceptional handling.Even though it's the base model, you'd expect a little more equipment from a car costing $100,000-plus.The seats are still manually operated; there are no electric buttons like on other expensive cars. The basic Boxster also lacks steering-wheel controls.That extra storage space also comes at the expense of a spare tyre. Instead, you get a repair kit. As long as you steer clear of nails or other objects on the road, you won't have a problem.On the upside, the new model is the first roadster to feature head airbags. It also has Porsche Stability Management, plus thorax and front airbags.An electrically operated soft top that retracts in just 12 seconds makes going topless quick and easy. Around town, you don't even have to slow down much — you can travel at 50km/h while removing the roof.With its scooping lines, oval headlights and those fish-like side gills, the Boxster has an aggressive, yet classy, stance. The front bonnet scoops up like flared nostrils, and the firm lines follow the car around to the rear.The only dilemma with the Boxster's low stance is getting in and out. Needless to say, older passengers did it with a moan, while younger ones tried to stylishly slip in. Unfortunately, there wasn't much success on that front.Although driving this Porsche brought an abundance of joy, it seemed a bit unfair. Just one week, with a Boxster, just before Christmas. So much fun in such little time.I guess Santa didn't get my letter; but, fingers crossed, there's a birthday just around the corner ...

There's a contradiction in badging such an elegant and capable car with such a contrived and clumsy word. Previously, the purist's option was to call the car a 986 - a model code within Porsche.Now there's a 987 Boxster and you might need to be a purist to tell it from the 986 because Porsche has gone to a lot of effort to give the impression that nothing has changed.Put together, the two cars are like one of those spot-the-differences puzzles in a magazine. The main external changes are new headlights, larger tail lights and a differently shaped air intake for the mid-mounted engine.But despite appearances, every panel has been changed.The 987 is a larger car with a roomier cockpit and a stiffer body, says Porsche. It brings the Boxster up to date with side airbags, curtain airbags and electronic stability control. Aluminium front and rear boot lids, lighter sound-deadening materials and no spare wheel keep weight about the same as the previous model.The differences are more noticeable inside, where a new classier cockpit picks up on some of the themes and switchgear from the Cayenne SUV. There are so many custom trim combinations possible it hardly seems worthwhile describing the particular scheme of the test car - an unforgettable shade of terracotta pink. But whatever the colour there's a feeling of quality and the timeless look of stitched leather.The base Boxster at $107,400 lacks some of the standard features you might expect for this price, such as steering wheel audio controls and heated seats, both available as heftily priced options.The instruments are the traditional Porsche cluster with a central tachometer dominating and an undersized speedometer off to the left. There's also a digital speed readout in the bottom of the tacho, which becomes your main reference because the analogue speedo is fiddly. The dashboard now incorporates navigation and mobile phone systems more easily than the original cockpit and, in what many will see as heresy, there are two cupholders that spring out from a hiding place above the glovebox.Porsche clearly has no illusions about what a large proportion of Boxster owners use their car for - a look-at-me commuter. But that's a role it fills graciously. With the low seat of a true sportscar it's never going to be easy to get in and out, but ride is surprisingly compliant and the clutch and gearshift are as light and easy to use as those of an Asian-made city car.The Boxster's manual transmission has only five speeds, which on paper seems a little mean when six speeds are increasingly common in this class. But its delightful shift action and the perfect positioning of the pedals means all is forgiven within a few kilometres.Despite its 176kW, the 2.7-litre flat-six is happy to purr around town although it does so with a sense of drama. A deep and guttural engine note emanates from just behind the driver.In true sportscar style, it only really gets going at high revs, dropping the mask of civility and bellowing once the tachometer rises over 4500rpm.While there's no shortage of power at the top of the dial, the Boxster does tend to have only two speeds: moderate and maximum attack. A little more mid-range torque would be nice for occasions when you only want to press on a little. From all accounts, the more powerful Boxster S solves this problem and also offers a six-speed gearbox.But Porsche understands what some pretenders to the sportscar throne don't: power is only one ingredient of a great car. The Boxster's highlight is its steering. Unencumbered by front drive or the weight of an engine over the front wheels, the steering rack is able to direct subtle messages to the driver's palms about how much grip is available and how much steering angle is needed.Whether this makes any difference to a car's handling is debatable but it makes it enjoyable to drive. For weighting, accuracy and feel, the Boxster's steering is as good as it gets. A new variable ratio steering rack slows the steering a little at straight ahead for easier motorway driving but doesn't detract from its qualities.Suspension tuning is equally impressive, with a fast initial reaction to steering movement, abundant grip and a talent for adjusting cornering attitude with the throttle. Yet none of this is achieved at the cost of stability or as mentioned earlier, ride.The car is sharp but never harsh and cohesive to the extent that it's just as enjoyable pottering down to the local shops as on a mountain road. The powered cloth roof needs to be unlatched before folding but a useful touch is its ability to be raised or lowered at speeds of up to 50km/h. The Boxster is draughty with the roof down - those heated seats were sorely missed but with the roof up it becomes a cosy little self-propelled tent.Boot space is never a strong point of roadsters, indeed having room only for a toothbrush and pair of sunglasses is part of their carefree image. But with two boots, the Boxster is slightly more practical than most.It has a shallow rear compartment behind the engine and a narrow but deep front boot reminiscent of the old Volkswagen Beetle. Two people could pack for a weekend and maybe even take home a few bottles of wine.But they'd better not get a puncture because the front boot space comes at the expense of a spare tyre.But just as charming people often get away with oversights others would pay dearly for, so do charming cars.And the Boxster is motorised charm at its most potent. We're smitten. If it were any of us signing the cheque we'd happily take the chance of one day using an aerosol inflator instead of a spare for the promise of enjoying every other time we got behind the Boxster's wheel.Verdict: