The design of a Porsche always speaks in a universal language: people everywhere love to drive. But something about a Boxster speaks with a voice like that of a Siren: it calls to you, and resistance seems futile. What its subtly-reshaped exterior promises is too enticing, what its aesthetically-intelligent interior conveys is too compelling. If driving is your passion, the new Boxster will fuel it.

All roadsters promise performance. The new Boxster delivers it, as only a Porsche can. What makes driving a Porsche Boxster unique is the way it feels over the road. The Boxster's mixture of handling precision and potent acceleration was forged over decades of Porsche motorsports competition, and is the result of the most advanced automotive .

Both Boxster engines are equipped with VarioCam variable valve timing. A proven Porsche technology, VarioCam does precisely what its name implies. It varies the timing of the intake camshafts to optimize the performance at any engine speed and load. The camshaft angle is continuously varied by means of twin rotary valve vane adjusters.

Heat is the natural enemy of a high-performance engine. Both Boxster engine variants use a cross-flow system, where all coolant channels are cast in the block. With no external hoses or pipes involved, the system is virtually maintenance-free. Coolant is supplied separately to each individual cylinder so it never arrives pre-warmed. As well as maintaining a consistent engine temperature, the valves are less susceptible to wear. The benefits are myriad: greater reliability, less risk of knocking, better fuel economy, lower emissions and reduced mechanical noise.

Porsche engineers love a long, flat torque curve. To help them achieve that aim, the Boxster and Boxster S feature a new and larger intake manifold and revised exhaust manifolds–including high-performance headers on the new Boxster S. The twin plenum chambers are connected via parallel pipes, one of which houses a valve. The engine management system uses this valve to alter the internal geometry and to match this frequency to the current valve speed and to improve cylinder charging. The results are higher torque at low rpm, a flatter torque curve and more power at high rpm. The system pleases Porsche engineers in another important way: it's lighter than before. And the induction sound it creates is richer and fuller, the perfect counterpart to its exhaust note.

Is there anything that feels as right as executing a gear change in a Porsche Boxster? It's a feeling carefully re-engineered in the new Boxster to elicit even more satisfaction than before. Gearshifts are faster on both new models thanks to a short-shift mechanism offering a 26% (five-speed) and 15% (six-speed) reduction in gear-lever travel. The 2.7-liter Boxster is equipped with a lightweight five-speed manual gearbox that balances the spread of ratios to match the car's specific engine characteristics. As an optional alternative, the new Sport package uses a high-performance six-speed manual gearbox with the new Porsche Active Suspension Management. The Boxster S comes standard with this revised six-speed unit.

Both new Boxster models are powered by a water-cooled, six-cylinder 'boxer' engine with four-valve cylinder heads. Blip the throttle: that smooth scream you hear is the free-revving response of an engine designed to breathe deeply. Call it lung capacity–the Boxster engine design pushes large volumes of air into and out of the engine quickly and efficiently, each cycle producing an emphatic power stroke. Engine performance has been considerably enhanced by a new exhaust system with modified manifolds, a new air filter unit and uprated engine management. Fuel injection and ignition are precisely controlled by the Motronic ME 7.8 engine management system. The resulting power output reaches a maximum of 240 hp on the Boxster and 280 hp on the Boxster S.

The new two stage resonance intake manifold ensures high levels of torque even at lower speeds. Maximum torque output of 199 ft-lb. on the Boxster, and 236 on the Boxster S, is available between 4,700 and 6,000 rpm. Both engine variants are built to handle the added horsepower. The crankshaft is forged, and runs in seven main bearings. On the Boxster, the bearing bridge is made entirely of aluminum, thus reducing engine weight. On the new Boxster S, with its higher engine temperatures, a combination of aluminum and cast-iron is required. An additional benefit? A reduction in engine noise. That throttle you've been blipping? It's electronic, precise movements are digitally tied to the engine management to produce a throttle response that's instantaneous.

Oil flow that's free of cavitation is critical to a high-performance engine. Cavitation occurs when the splash of oil against moving parts like crankshaft bearings creates a foaming effect. The Boxster engines uses a dedicated oil scavenge pump to extract oil from each bank of cylinders, then sends it to a defoaming chamber, before sending it back to the oil sump From there, the oil is pumped to the lubrication points and begins the cycle once more. Originally developed for racing use, this proprietary Porsche technology ensures consistent lubrication even in the more extreme highspeed corners.

Both Boxster models have a new exhaust system that significantly improves the car's powerful acoustics on starting, at idle and across the entire speed range. The new exhaust uses a separate tract for each bank of cylinders. Since a twin-tract layout generates less back pressure than a conventional exhaust, the system has a positive effect on both power and torque. The exhaust is fed into the silencer unit consisting of two linked chambers before exiting the rear of the car. A series of four Lambda probes— one before and one after each of the two close-coupled catalytic converters—provide separate monitoring of the gas composition and catalyst performance.

Over a decade ago, Porsche pioneered Tiptronic, and suddenly there was a versatile alternative to the either/or choice that sports car buyers faced in selecting a transmission type. The Tiptronic option combined the ease of an automatic the engagement of manual gearshifts. The latest version of this important innovation is called Tiptronic S, and it's optional on both new Boxster models.

The five-speed Tiptronic S transmission system offers revised gearshift action: For manual control, you simply slot the gear selector into the manual gate and use the gearshift controls on the steering wheel. Press up to change up and down to change down. The system responds immediately to your input. There's virtually no interruption in the drive. Gearshifts are performed in approximately 0.2 seconds, comparable with the action on a manual gearbox. Shift to automatic, and you can still change gear by hand using the rocker controls on the wheel. This race-derived function is particularly useful when performing an overtaking maneuver. If there is no manual input for a period of eight seconds, the system reverts to automatic mode.

The drive position and gear selection are displayed on the instrument cluster using the same pattern found on the gear selector gate. In automatic mode, Tiptronic S can choose from five gearshift patterns ranging from 'Economy' to 'Sport'.

Depending on driving style and the topography of the road, Tiptronic S selects one of the five patterns and applies the optimum sequence of gearshift points. Within a short space of time you'll develop a feel for the system and learn to influence gearshifts using the throttle alone.

The benefits of Tiptronic S are particularly apparent when exploring the car's performance. Even in automatic the rapid gearshift action enables optimum speed and agility. Other useful functions include a warm-up program, automatic selection of the 'Sport' gearshift pattern during high-performance use, gearshift suppression during cornering maneuvers, automatic downshifts during heavy braking, an incline sensor (improves uphill acceleration and downhill engine braking), and automatic upshifts when traction is threatened under braking in the wet.

The mid-engined Boxster was a revelation in chassis dynamics when it was first introduced. The new Boxster moves the benchmark yet again. The new chassis has a wider track, to minimize pitch and roll. Axle kinematics have been enhanced. The rear axle subframe on both new models is a completely new development. Lightweight materials are used throughout the chassis, particularly on the unsprung masses. Virtually all moving parts in the axle assemblies are made from light yet robust aluminum. Both new Boxster models have a modified version of our proven McPherson-type suspension. All four corners have a coil-over strut located by a system of transverse links. The steering system uses a new gear assembly and variable steering ratio to achieve greater immediacy and precision of response as well as excellent feedback from the road.

Porsche Active Suspension Management (PASM) is an electronic control of the shock absorbers. By continuously adjusting of the damping force in each shock, PASM balances the conflicting agendas of ride and handling. Regardless of road surface or driving style, PASM preserves the Boxster's natural agility while enhancing its ride comfort. With PASM, sharp and smooth are no longer mutually exclusive terms. Available as an option on both new Boxster models, PASM is also part of the optional Sport package along with the high-performance six-speed manual gearbox (2.7-liter Boxster only).

Equipped with PASM, the car rides 10mm lower than with the standard suspension. PASM has two set up modes: 'Normal' and 'Sport'. While the former offers a blend of performance and comfort, the 'Sport' set up ratings are generally much firmer. In either mode, PASM reacts to changes in the road and driving style by applying a variable, map-based damping force on each individual wheel. During acceleration, braking and cornering maneuvers, a series of sensors monitor the body.

A dedicated control unit provides real-time analysis and damping force adjustment as defined for the respective setup mode ('Normal' or 'Sport'). You can feel the results: greater stability on poor road surfaces as well as more consistent occupant comfort.

If 'Sport' mode is selected, the suspension is set to a harder damping force. If the quality of road surface drops below a certain threshold, PASM changes to a softer rating within the 'Sport' setup band to help preserve the cars grip and traction. When the road surface improves, PASM returns to the original, stiffer rating. The system remains active in 'Normal' mode, too, automatically switching to a harder force if the car is driven more assertively. As the shock absorbers become stiffer, the Boxster becomes more stable, matching more aggressive driver inputs with a firm and authoritative response.

by Porsche

by Porsche