First Drive in 2009 Boxster S
The atmosphere is full of Porsche 911 legend and lore. For all of that storied, rear-engined model's sales success (well into its fifth decade now), race victories (too many wins and championships to count), and rumor ("don't lift in the middle of a corner!"), it's easy to forget that the first Porsche built was mid-engined. It's true: 60 years ago, Ferry Porsche himself put the engine amidships for the design of the first car to properly bear his family name. The powerplant moved aft with the production versions of the 356 and has remained there for all those decades of 911s, 912s, 930 Turbos, 934/935 racers, and of course the current generation of Carreras. There have been other mid-engined Porsches besides Number One: various Spyders, the 914, prototype racers. And Porsche chose to put the motor in the middle again when it expanded the lineup with the Boxster (platform designation 986) for 1997. The first-gen model was consistently updated and joined in the lineup by the S model, before being replaced by the second-generation Boxster (internally dubbed the 987) in 2005. Never known to sit still, Porsche has given the 987-series Boxster a substantive midlife re-engineering, although it doesn't earn a new number designation this time out. That doesn't mean the changes aren't significant. Virtually all of them apply to the 2009 Cayman coupe, which, like the Boxster, was unveiled November 19 at the Los Angeles International Auto Show. Model year 2009 upgrades start where they do for any enthusiast machine: in the engine bay. The previous base Boxster's 2.7L flat-six has given way to a new 2.9L unit. Power rises from 245 to 255 hp; the Cayman's 2.9 is rated at 265 hp. There's no displacement increase for the S versions; it remains 3.4L, but the powerplant is largely new and boasts direct fuel injection. It spools out 310 hp in the Boxster S and 320 in the Cayman S, increases of 15 and 25 hp respectively. Porsche waited a long time -- some say too long -- before developing a replacement for its yestertech Tiptronic S five-speed torque converter automatic transaxles. But the result appears worth the wait. Porsche's in-house developed Doppelkupplungsgetriebe -- call it PDK for short -- is a seven-speed dual-clutch transaxle that's as modern as they come. It's really two separate transmissions, each with its own clutch. PDK allows control and responsiveness the old Tip S couldn't dream of and suffers none of the friction loss of a conventional automatic. It's available as an option on both Boxster and Cayman models. As with the old Tip S, it has a shifter on the floor that governs primary gear choice, plus a manual mode. Or, you can shift it via "paddlets" on the steering wheel. Unlike a Ferrari F1 box, which gives you one paddle for upshifts, another for downshifts, this one serves upshifts by pushing either lever down with your thumb and downshifts by pulling either with your forefinger. It's not as intuitive as the single paddle/single purpose system, but you get used to it after a while. A lot of 911 has trickled into the new Boxster and Cayman. For example, you can now order a Boxster/Cayman with ceramic composite brakes; it wasn't so long ago that these race-inspired binders were reserved for limited-production models such as the GT3 and GT2. The Sports Chrono package is also now a Boxster/Cayman option. Front and rear fascias are revised for a bolder look, and all the rear lighting is LED. Wheels, tires, colors, and the options list are shuffled about, too. The early Boxster interior was rightly criticized as being too cheap and chintzy, something Porsche began working on early and has continued to upgrade. The '09 boasts a first-class cabin with a new center stack and new audio options. The optional (Porsche Communication Management) system incorporates a touch-sensitive monitor for the nav, audio, and other functions. Naturally, you can connect your iPod, link your phone via Bluetooth, and even slip the SIM card out of your phone and right into a slot on the dash for full integration with the on-board system. Order up a Bose 10-speaker surround-sound speaker system if you like. New optional seats are now heated and cooled. Our drive was limited. On this early outing, we drove only the Boxster S equipped with PDK, and only on a racetrack. No matter, we came away impressed. You'll know the Boxster is a meaner animal from the instant you twist the key. It has a more guttural exhaust note, sounding a lot like -- dare we say it? -- a 911. With more horsepower comes more torque, over a slightly wider powerband, and this translates to more punch and flexibility. But the magic is in the PDK. Even the most ardent stick-and-clutch types will enjoy playing this gearbox, as it gives the sensation of a racing gearbox. Upshifts are fast and smooth; downshifts are executed with a perfect blip of the throttle. Even in the Drive mode, the transmissions' electronics adapts to your style and demands, and in most instances, it shifts when you would. It also has smart logic that holds gears during cornering, avoiding an up- or downshift when you least want one. Of course, manual transmissions (five-speed in the base Boxster, six-speed in the S) are still standard equipment for those dedicated to the old school, and there are many. Another thing we so appreciate is the opportunity to tailor the Boxster S to the driving conditions and driver's mood. You can turn on or off the Sport button. Same for the optional Porsche Active Stability Management. Ditto the Sport setting for the shocks. You can drive in automatic or manual mode, and just about any combination of the above you wish. It's like a smorgasbord for enthusiast drivers: Choose only what you're hungry for at the moment. Porsche is mum about pricing, but our guess is the higher content level will come with a 2-3% bump in base prices. The 2009 Boxsters and Caymans will go on sale this coming March. Tech editor Kim Reynolds is gearing up for a full test, including real world on-road driving and will have a lot more to say about the cars' tech, spec, and behavior. Based on our first-blush exposure, we can tell you the updated, beefier Boxster is faster, better handling, more sophisticated, and even more of a driver's car than was its immediate predecessor. Another example of evolution, Porsche style.
2009 Porsche Boxster S PDK Base Price $59,900 (MT est) Vehicle layout Mid-engine, RWD 2-pass, 2door, convertible Engine 3.4L/310-hp/266-lb-ft DOHC 24-valve flat-6 Transmission 7-speed dual-autoclutch manual Curb weight (dist f/r) 3050 lb (mfr) Wheelbase 95.1 in Length x width x height 172.1 x 70.9 x 50.9 in 0-60 mph 5.1 sec (mfr est) EPA city/hwy fuel econ Not yet rated On sale in U.S. March 2009
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