For the first time ever, Boxsters are powered by four cylinders, not six.
By Mark Richardson
Porsche just introduced the fourth generation of its least expensive roadster although that term shouldn’t be confused with cheap. Pricing for the base 718 Boxster starts at $63,900 and the more powerful Boxster S starts at $78,000. Don’t expect to get away with paying just those amounts, however – the cars are loaded with tempting new technology that will quickly bump up the price.
The Boxster is called the 718 now as a reminder of Porsche’s mid-engined, four-cylinder 718 RS Spyder race cars of the 1950s and ’60s. The company wants all its sports cars to have numbers, like the 911 and 918, and its SUVs to have names, like the Cayenne and Macan. Whatever!
All the bodywork except the luggage lid (the “hood”) and the roof and windshield is subtly reshaped to make the car appear wider and lower.
Its bi-xenon headlamps are taken from the 911, with four daytime-running lights surrounding each bulb. LED lights are also available as an option.
For the first time in the model’s two- decade history, both Boxsters are powered by four-cylinder, not six-cylinder boxer engines. The engines are smaller but more powerful, thanks primarily to their turbochargers. The 2.0L Boxster makes 300 horsepower, and the 2.5L Boxster S makes 350 hp – an increase of 35 hp for each model.
The smaller engines consume less fuel than the previous generation. Official European figures claim a combined average of 6.9 L/100 km for the Boxster and 7.3 for the Boxster S, which is a saving of up to 13%. If you’re seeing this consumption in your daily driving, though, you’re not driving as a Porsche should be driven.
Acceleration is quicker this year, with 0-to-100 km/h taking just 4.7 seconds for the fastest Boxster (0.8 seconds swifter than before), and 4.2 seconds for the fastest Boxster S (0.6 seconds swifter).
In both cases, the automatic seven-speed PDK transmission, a $3,660 option, posts quicker times than the six-speed manual, by 0.2 seconds. Boxsters with the $2,200 Sport Chrono option also have launch control that cuts off an extra 0.2 seconds.
While both Boxsters are now turbocharged, the Boxster S uses the same turbo system that’s found on the 911 turbo, which has “variable turbine geometry.” An extra wastegate has adjustable vanes that change their angle to make sure everything runs as efficiently as possible.
In the new model, cooling air is taken in from large vents behind the doors on each side and mixes with exhaust air from the turbos to cool its own radiator.
The Boxster is more about agility and handling than raw power. It’s 5 kg heavier than its predecesor but that’s spread 50/50 between the front and back. While the engine is a little lighter, the chassis and drivetrain is stronger and heavier.
The exhaust system is new, too. If you spend the extra $3,300 on the sport exhaust option, you even get a console button that adjusts the sound out of the pipes to add some timbre and crackle to the noise.
Much of the new Boxster’s technology is taken from the new 911, which also debuted this year. It includes the latest version of Porsche Active Suspension Management (PASM), a $2,050 option that lowers the car 10 mm and adjusts the damping on the fly.
If you order a Boxster S, you can go a step further by opting for the new-this-year PASM Sport Suspension for $2,370. It lowers the car 20 mm and makes the damping even tighter still.
Standard wheels are 18 inches on the Boxster and 19 inches on the Boxster S, though 20-inch wheels are also an option. The tires are a half-inch fatter on the back, which the maker claims makes a huge difference. It certainly feels flat, confident and sticky on a fast slalom course.
The brakes are bigger all around, too. The Boxster now has the larger brakes of the previous Boxster S, while the Boxster S has the thicker discs and four-piston calipers of the previous 911 Carrera.
On the PDK-equipped Boxsters with the Sport Chrono package, there are four different drive modes, selected with a small dial off the steering wheel, just as on the 911. Press the centre button on the dial and it adjusts the gearing, throttle response, suspension and steering to maximum sport for 20 seconds.
This feature is great for overtaking, or just blowing out the cobwebs. Overall steering is stiffer by 10% across the board, adding some extra feedback to the driver through the wheel.
You can also turn down the electronic nannies if you’re really daring on a track. If you get into trouble and the car starts to slide out of control, however, it will turn everything back on to help save the day.
Inside, everything is very comfortable for two people. Sport seats are an option, with three different levels of padding, bolstering, and powered adjustment. The cheapest optional seat is $920, while you can spend more than $4,000 for the most top-end experience.
Just as with the 911, there’s an option for wireless phone charging in the console, and full connectivity with Apple Car Play. Android Auto is not available, however. Porsche says 80% of its drivers use Apple products, so it doesn’t expect to offer anything special for Androids anytime soon.
The new 718 Boxster is not cheap, especially when you start adding those tempting options, but it’s a real alternative to a 911. How much power and ability do you really need, after all?
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