At a glance, the 2011 Porsche Boxster Spyder is simply a special model that sheds 176 pounds of non-essentials in the name of purist performance. Nothing new in this plan, since Porsche has been building lightweight models for decades. It's an easy recipe — cut weight and sell the car at a premium to Porschephiles who can't resist the idea that less is really more.
Among the non-essentials stripped from this Boxster are the air-conditioning and radio — items which, let's face it, most owners will option back into the car. Check the boxes for these bits and the overall weight saving for the Spyder is diminished to about 134 pounds. Optioned accordingly, we're talking about a roadster that still weighs 2,852 pounds — a weight reduction that's useful, but one worth celebrating? We weren't so sure. Then we drove it.
And everything changed.
This 2011 Porsche Boxster Spyder is at once sharp and supple, responsive yet calm, smooth yet immensely powerful. It is, most certainly, a product of much, much more than simple weight reduction. And it's worthy of more than just a glance.
Hammer It
Our research (all this being in the cause of science, of course) began on Carmel Valley Road, one of the most demanding driving roads in the country and our favorite destination when we travel to Monterey, California. County Road G16, as it's known to locals, provides a host of chassis-torturing features: high-speed off-camber corners, cattle guards, frost heaves, patched sections, falling rocks and the occasional wet spot.
Porsche, however, was utterly unfazed by the challenge G16 represents. So we did what we had to do and caned the Spyder through the worst G16 has to offer. And yet we found little to criticize, whether chassis stiffness, damping control or ride quality. Sure, this Boxster roadster isn't as composed as a closed car, but we rarely found the bumpstops and were continually impressed with the Spyder's ability to put power down confidently and remain superbly composed.
And driving to this car's limits means going very, very quickly. There's a comfortable rhythm to be found at 9/10ths that leaves ample room for the unknown, yet yields a speed unmatched by any roadster we've ever driven.
Digging Deeper
After pulverizing Carmel Valley Road, we sat down with Maurice van de Weerd, the Boxster's senior chassis engineer, to talk shop about this most special Porsche.
Compared to a conventional Boxster, the biggest change to the Spyder's suspension is a 0.8-inch reduction in ride height. In combination with the deletion of the regular Boxster's electrically operated convertible top, the overall result is a 1-inch reduction in the Boxster's already low center of gravity. At the same time, the lower ride height requires the spring rates to be increased by 10 percent up front and 30 percent in the rear to keep the car from bottoming. The real secret, according to van de Weerd, is almost neurotic attention to the polyurethane "spring aid," a bump rubber that's used to fine-tune the overall spring rate in the last 2 inches of suspension travel.
The top resembles something from the 1950s and isn't weather-tight enough for a car wash.
"Because of the reduced travel, the key is to achieve a progressive spring rate, which lacks a harsh bottoming at the end of the stroke," van de Weerd says. "Dampers were retuned for more compression and less rebound damping to keep the wheels on the road." Meanwhile, the stiffness of the antiroll bars was also increased.
The bottom line here is that Porsche used both its technical resources and the skill of its chassis engineers to recalibrate the Boxster Spyder's suspension in a way that complements its lighter weight in every detail. Even the tire pressures are lower.
"I wanted a light feel with lots of grip to pronounce the lightness of the car," van de Weerd says. "It needed to produce more pleasure, confidence and be more fun to drive."
He has succeeded.
More and Less
The Spyder's 3.4-liter flat-6 engine pumps out 10 horsepower more than a Boxster S thanks to the same engine calibration tweaks already seen in the Cayman S. Output is 320 hp at 7,200 rpm and 273 pound-feet of torque at 4,750 rpm.
One clue to the Spyder's purposefulness is that it comes standard with a mechanical limited-slip differential, a relatively rare device in a Porsche. A six-speed manual transmission is standard for the Boxster Spyder, while the impressive dual-clutch seven-speed PDK transmission is optional (and 55 pounds heavier). We drove only cars with the manual transmission, but Porsche tells us it has eliminated the PDK's Tiptronic-style shift buttons on the spokes of the steering wheel in favor of shift paddles behind the steering wheel.
Power goes to the ground through larger Bridgestone Potenza RE050A tires, which now measure 235/35ZR19 in front and 265/35ZR19 in the rear.
Remarkably, the chassis required no special stiffening to accommodate the needs of this lightweight special. When asked about the additional loads demanded by a lower, stiffer and more powerful car, Boxster Line Director Hans Jurgen Wohler offered this confident and stoically German response: "The body has enough potential."
Hard Driving
Porsche claims PDK-equipped Spyders will accelerate to 60 mph from a standstill in 4.6 seconds using launch control. Manual-transmission cars, it claims, require 4.9 seconds. Our experience with the PDK transmission in other Porsche models suggests this is true, and gives credibility to Porsche's relentless pursuit of ever more elaborate technologies in the service of performance.
One technology that gives us pause, however, is its Automatic Brake Differential, which has appeared on several recent models including the Boxster Spyder. We noticed its presence when driving the car aggressively with stability control switched off. The telltale wasn't what you might think, however, as power was never diminished and control never felt interrupted. Rather, we simply noticed the stability control light (already illuminated) flashing as we exited corners while using wide-open throttle.
Porsche seems to be using the electronic brake differential as a tuning aid to complement the action of the mechanical limited-slip differential. The mechanical unit is tuned to send only 22 percent of available torque to the outside wheel under acceleration — a relatively mild amount that is probably meant to minimize understeer as you turn into a corner. The resulting wheelspin is then managed by the brakes instead of the differential.
As much as we don't like the idea of applying the brakes to go faster, we have to admit that the system works without interrupting the experience. Van de Weerd points out that it only works when one tire is spinning. Provoke a powerslide involving both rear wheels — something we did only once in miles of hard driving — and the brake differential is uninvolved.
The Non-Essentials
In addition to the elimination of the radio and air-conditioning, Porsche cut 46 pounds from the top of the car by removing its electrically operated top. Aluminum doors knock another 33 pounds from the equation. A smaller fuel tank, lighter seats, GT3-style door panels and fabric door pulls shaved another 44 pounds. Lighter, cast-aluminum 19-inch wheels that are unique to the Spyder save a further 11 pounds over the 18-inch wheels on the Boxster S.
And if you're willing to spend, there's more weight to be lost. Carbon-ceramic brakes will eliminate another 6.6 pounds, which perhaps is not as much as you might expect given their $8,150 price tag. According to Wohler, this is because they are the same ceramic brakes used on the 911, so they're probably overkill for the Boxster.
The optional $1,700 lithium-ion battery will cut 22 pounds from the total, but won't start the car when the temperature falls below 32 degrees Fahrenheit — probably not a deal-breaker for the Spyder, which isn't exactly what we would call a winter car.
Practically Practical
The 2011 Porsche Boxster Spyder is clearly a machine designed for open-air motoring. For example, the top resembles something from the Porsche 356 Speedster of the 1950s and it isn't watertight enough for a car wash. Nevertheless, Wohler insists that the Spyder's soft top will stop every manner of rain and even told us that he wished it would rain so he could prove to us just how well protected the occupants are from the elements. (Never mind; we're glad it didn't rain.)
The Spyder's top certainly can't be erected with the speed and convenience of the Mazda MX-5 Miata's manually operated soft top, but we timed a Porsche product specialist who managed to remove and stow the top in 1 minute and 30 seconds. After a quick lesson, we deployed and removed the top ourselves with little effort and no confusion. It's fairly easy and the top stows neatly under the Spyder-specific aluminum deck lid without intruding into the Boxster's modest trunk space.
The Value Equation
The 2011 Porsche Boxster Spyder will be available in February 2010 and will cost you $62,150 including delivery, which is exactly $4,500 more than a 2009 Porsche Boxster S. That's no small premium.
At the same time, this is a car that already carries its mass lower and more centralized than any other production car thanks to a flat-6 engine that sits within the span between the two axles. Factor in the detail work and hardware required to further focus and purify this potent formula and it's hard to say there's a true downside to the result. There's a proprietary top, different bodywork, a unique interior, more power and a suspension that's among the most capable sold today.
Whether driven in anger or simply driven daily, the 2011 Porsche Boxster Spyder proves itself a worthy addition to Porsche's already comprehensive quiver of performance machinery. It's at once fast and refined. It's finished and it's supremely impressive — even if it isn't as light as we'd like.
Edmunds attended a manufacturer-sponsored event, to which selected members of the press were invited, to facilitate this report.
Add A Comment »
billymay says:
09:17 PM, 12/08/2009
To Firstclass:
Well, maybe a SHRED, if you're being generous...
My opinion -- as a Porsche driver and customer, but not an insider -- is that if Porsche applied the same level of engineering to the Boxster/Cayman as they do the 911/997, they would be world beating cars. There's a reason every one of Ferrari's 'supercars' (288 GTO, F40, F50, Enzo) have been mid-engined. If practicality doesn't matter, that is the correct configuration. Lotus, Ferrari, Lamborghini, Pagani, Porsche Carrera GT, etc.
Interestingly Porsche had a similar issue with the old 914/6, which outhandled contemporary 911s. Ultimately, the production costs were too high to make it profitable. But I also have a hunch that it simply wasn't pretty enough to be a heavy hitter in the Porsche line up. If it had been a looker, I wonder if the 911 would still be around. (My pet theory...)
My brother drives a 2007 Porsche 997 coupe, and it looks great and frankly has performance limits that none of us would exceed on the road. Also has room in the back for my two young nieces. I had a 1996 993 cab that I sold a few years back. Great car.
Maybe the answer to your question is to follow this 'Spyder' concept and make the Boxster/Cayman less luxurious and more hardcore, while leaving the 911/997 as the grand tourer. Or maybe have the 'Carrera' name applied only to a line of very high performance, no b.s. performance versions of the Boxster/Cayman. 'Carrera' used to be reserved for the seriously hardcore Porsches until the 1980s. Now it gets stuck on any 911 for marketing purposes, which cheapens it.
It would have been interesting if Porsche had simply launched a 'Spyder' model with some new body panels and not called it a Boxster. Maybe that would have given them license to take it upmarket in terms of performance and price. As it is, there are a lot of $20,000 used Boxsters on the market, so it has lost some prestige.
Anyway, interesting question -- wish I knew the answer, lol.
firstclass says:
07:14 PM, 12/08/2009
@-billymay
You seem to have more than a shred of common sense. And to actually know what you're talking about.
I would like to hear your take on whether the boxster/Cayman should overthrow the 911 as Porsches top sports car offering? Some here believe the 928 should have dethroned or even killed the 911 back in 1977. Should the Cayman/boxster do the same just because it has the potential too? I'd hate to be living in a world of front engined porches right now. or a world where Porches entry model Boxster is better than the 911.
billymay says:
01:21 PM, 12/08/2009
As a 1956 Porsche Speedster owner who lives in California, I can vouch that life goes on without a/c, a radio and a power top. I like Porsche's direction on the Boxster Spyder, and if potential buyers approach it as a weekend fun car rather than the freeway cruiser then all will be good. It looks better than the regular Boxster, and the vintage striping on the side recalls the glory days of the early '70s when Porsche was winning everything.
To the poster who questioned white as a sports car color: White was extremely common on sports cars in vintage racing, because it is very easy to repaint after the chipping up done during track sessions. You wouldn't find guys ordered "aruba blue pearl metallic" or whatever, because it was a p.i.t.a. to mix and respray. While Porsche will offer the Spyder in wider palette, white is an obviously appropriate color.
But I agree with the earlier comment about the Lotus Elise/Exige. Porsche is limited by platform sharing with the Boxster/997. Lotus created a bespoke chassis, and it's simply astonishing. If you are going to have a fair weather, zero practicality sports car, it is hard to get past Lotus.
The old Porsche 356 Speedster weighed in at about 1,800lbs, and the 2009 Lotus Elise is right at 2,000lbs. The old 550 Spyder was 1,300lbs, but not a road car. But 2,000 lbs is serious sports car territory. With most modern cars being bloated elephants (BMW M6 over 2 tons; Ferrari 599 near 2 tons; etc.), the Boxster Spyder is relatively lean. But Porsche could give us something ferocious if they really went back to the drawing board.
firstclass says:
06:36 PM, 12/06/2009
I've heard they only wanted to replace the 911 because they were afraid they couldn't replace the air cooled engine at the time and keep it cost affective. The 928 broke all of Porches traditions and was a good car. I even see its influence in today's panamera, but in the end it has been that stubborn insistence in tradition that has carried Porsche into the future.
firstclass says:
06:24 PM, 12/06/2009
My apologies if I tied you in to the top gear band wagon. It's just that I've heard your argument before. It was popularized by top gears host Jeremy Clarkson. To watch the review just look up top Gear cayman review on Youtube or at the top gear site itself.
The 911 has the pedigree, prestige, notoriety and history. It will in all likelihood be in Porsches lineup for the rest of Porches lifespan, bringing the company more buyers than any other model over its lifetime. The 959 was a loss in the end porsche was losing money on them. Think of it as today's Bugatti Veyron,an experiment in technology. The same Porsche that wanted to replace the 911 also brought us the 928 and the 924 not the companies brightest era.
Personally I think the 911 should set and keep the benchmark. Ferrari may change the name about every 10 years or so to celebrate its anniversary but the F40(1987) the F50(1995) and the enzo(2002) all represent a chain of the top ferraris. Same with Lamborghini and the Miura, Countach, Diablo and Murciélago. All these cars represent the same line because they all succeeded one another. They all replaced the outgoing model rather than it being introduced at the same time. You can say the same for other lesser brands like corvette and mustang.
I'm young so I probably have a skewed view of reality. But that's how I see it. Feel free to correct me if I'm wrong. I love to hear every view point. Apologies again.
ewl88 says:
06:15 PM, 12/06/2009
Interesting comments. But anyone think that Porsche should not be stenciling their name on their side panel? Looks remarkably cheap and out of place. Even casual drivers know what Porsches look like!
mkturismo says:
05:09 PM, 12/06/2009
This the best Boxster yet!
tonkatoytruck says:
12:29 PM, 12/06/2009
firstclass,
What are dribbling on about? Who is Jeremy Clarkson?
Second, name me one sports car maker that makes a car that is held back to save the bacon of a higher priced model? Mind you, it has to be one where the lesser car handles just as well or better than its big brother.
As far as dethroning the 911, that was the whole purpose of the 928. It was designed to replace the 911 due to ever greater pressure for safety and environmental requirements. It did not happen but was not because Porsche did not try. Why not get rid of the 911 if the Cayman or Boxster has the potential to be a better car all the way around? You would sell far more cars because of the lower price tag and better performance.
Porsche has relied on its performance to sell cars. It obviously has not been the great looks of its body designs. So, if it can't keep up with a four door sedan and it looks like the same car built in the 70's, you had better spank every car you pull up next to. If it can not do that, then what is the point on the street? Like others have pointed out, the Elise or the S2000 are just as capable in the corners for a lot less money.
Sorry to rain on your parade but the street is where reality lies.
dino6 says:
09:12 PM, 12/05/2009
Edmunds headline": "Porsche's best midengine sports car".
My, what short memories we have. How about the Carrera GT?
fogline says:
05:48 PM, 12/04/2009
I saw you near the Pebble beach gate!
First thing I said to my buddy:
"Bet it's some kind of car review."
Sure enough here it is.
Good looking, but white for a sports car? I just doesn't seem right to me.
sharpend says:
04:24 PM, 12/04/2009
Not bad at all.
But there is nothing like a light car and this is where a 2000 lb. Lotus Elise still blows away all these near 3000 lb. "light" cars.
You really have to drive something like an Elise to really understand how light makes right. I bore family and friends trying to explain it, but it's an indescribable feeling of flat apex-clipping precision and near-thought control of steering, handling and braking.
You can save yourself more than half the cost of one of these new Boxster Spyders by just buying a used Lotus Elise for $25k-30k. They typically don't have a lot of miles on them and they are extremely dependable. Not a single problem with mine in nearly 5 years of ownership.
Sure, an Elise is more raw than a Boxster Spyder but isn't that the point of a true driver's car?
firstclass says:
11:10 AM, 12/04/2009
@-tonkatoytruck
Let's not all blindly fallow what Jeremy Clarkson had to say about the cayman/boxer for a change. Every car in every auto maker's arsenal is held back from the bread winner. Every car has the potential to be much better. Do you truly think dethroning the 911 would be a smart move for Porsche or should they just create cars that couldn't even compare to the 911? . I'm sure that would make the Clarkson sheep happy. Let's remember top gear isn't god's word.
nosubstitute says:
10:58 AM, 12/04/2009
I've had four 911's and never had any interest in the Boxster until now. The Spyder restores some of the style shown on the sublime original Boxster concept and the light weight is alluring. What sets Porsche's apart from other cars is the driving experience; lightness contributes more to great steering and handling than many imagine. My favorite 911 was my '82 SC-with something like half the horsepower of my current Carrera S but weighing hundreds of pounds less, whipping around winding country roads with the windows down and sunroof open felt like flying.
No current Porsche can replicate that feeling. If the Spyder can come close, I may not be able to resist.
And as to pricing, get serious. A $5K premium for Porsche is trivial. Every Porsche comes with at least $10K in options, many of which are completely unnecessary. Heated seats in California? Try to find a car without them. Or for that matter, try to find a Boxster S stickered much below $70K. And if you're thinking that gets you into 911 territory, wrong again; most cars on the lot are above $100K (although there may be one or two "strippers" in the $90K range). Strangely, since the Spyder's stock in trade is its light weight, it wouldn't surprise me if they came in without a whole lot of options, meaning lower stickers than other Boxsters.
Before the dealer mark up that is.
icecubefosho says:
09:26 AM, 12/04/2009
@6sptl
Yup, the S2000 is one of the quintessential modern roadsters. It just seems to lack Charm and Class. The BMW Z4 tried but they only come off as somewhat classy but a bit too femenine. Still no charm. Also a bit overcomplicated.
About the performance... Its a roadster, its not supposed to have neck breaking speed. I don't even consider Roadsters to be "cars".
This is the problem with the Spyder though. There is no reason to charge $62K for a roadster like this. They're supposed to be classy, simple, charming, and stout. The best roadsters hardly are overpriced because there isn't much that goes into it in the way of parts. R&D sure but not parts wise. This is why the MX-5 Miata and the S2000 take the cake. The Nissan 370Z Roadster is probably the most complicated a roadster should get but it was designed from a 2 seater coupe so that doesn't really count. The Z4 tries way too hard .
I just love how Edmunds says things like "gives credibility to Porsche's relentless pursuit of ever more elaborate technologies in the service of performance." PDK has been around for a while, its not new technology really. And "unique interior" while he interior is the obvious Porsche style. I guess the fabric door pulls are different but that doesn't negate the fact that its not unique.
sabastian says:
09:12 AM, 12/04/2009
"Wow! A two door sports car that weighs 2852 pounds and costs US$62,000, that can barely keep us with my four door saloon weighing in at 4000+."
Porsche sports cars have never really been about drag racing. There's a lot more to a roadster than acceleration, and as someone who has a fair amount of seat time in a Boxster S, I can tell you that the Boxster accels in all areas of dynamic ability.
kevinucsd says:
09:04 AM, 12/04/2009
Very expensive Boxster right there...Why bother get one when you can get a 911 if you pay a few more bucks?
Not to mention if the owner really wants performance, why buy a Boxster? Buy a 911 and a BMW M...and honestly, $60k for a Boxster, is it worth it?
jmess says:
09:03 AM, 12/04/2009
I sure the 10 people who buy this car in the US will enjoy it.
tonkatoytruck says:
07:02 AM, 12/04/2009
Wow! A two door sports car that weighs 2852 pounds and costs US$62,000, that can barely keep us with my four door saloon weighing in at 4000+.
This car could blow mine away if Porsche was not so concerned about brand preservation. Put some HP in this car and the 911 is no more!!!!!
I hate cars that are held back just so a company can save its own bacon. This car has the potential to be so much more but settles for mediocrity.
6sptl says:
06:59 AM, 12/04/2009
Still trying to best an s2000! 10 years and counting.......
icecubefosho says:
05:17 AM, 12/04/2009
http://www.kirkhammotorsports.com/index.html
Purists
More handsome, and nearly the same price (if you get the convertible 427 edition)
icecubefosho says:
04:58 AM, 12/04/2009
$62,150 base price with no A/C or Radio...
It doesn't matter that its for purists, thats plain price gouging to the consumer. The real Purist won't even buy this overpriced (Yet very nice I might add) vehicle. He'll build his own roadster.
Porsche accessories/options are ridiculously expensive which is why everytime I get my hopes up about one, I remind myself that its nothing more than an overpriced roadster. I am going to build a roadster (Datsun Roadster platform) in the future rather than drop down at least $65K on one of these. TRUE purists make their car to their tastes.
I'd rather pay $60K on a car I built to my specifications, rather than $60K on premade porsche accessories.
Only people I'd imagine driving these are stupid young guys who don't know a thing about automobiles, old guys with money to throw, and rich women who think its cute.
kaper says:
03:28 AM, 12/04/2009
Add $2,500 for the air-conditioner and radio - the first buyer may be a purist, but try selling a used car without A/C and a radio! Take out standard features, raise the price, and then offer the standard features back as options . . . pure Porsche marketing. That's what they really mean by "purist."
What they really need is more horsepower. Put the 911 engine in the boxster/cayman twins, and make the "S" model the same car, but with a lot of nice options added in, like PDK.
If they really want to sell more cars, they need to go back to the drawing board and look at the value proposition that they offer the consumer. It's not only expensive, it's a hassle to scroll through 10 pages of options on their website to find the essentials that should be standard.
f1ndler says:
03:11 AM, 12/04/2009
Porsche Boxster is one of my favorite roadsters. In fact I think that Boxsters are the best roadsters on a road in terms of practicality and speed in one package. Most people don't recognize Boxster as a performance car comparing them to 911 but Spider version will change the 911 conservative's opinion about this sweet mid-engine machine. It is cheaper than 911 and despite the absence of the rear seats Boxster Spider is definitely the better bargain from my point of view. I won't be surprised to see Spiders on a road more often then any other roadster in its class. Good job Porsche! You are making the best cars for your drivers.
cwmoo740 says:
09:53 PM, 12/03/2009
Is it as thrilling as an F430? It sure seems a lot more practical because of the reduced price, but it's not cheap. And anyone willing to put down this money for a niche car might be cross-shopping a 430. So is it just as thrilling, or is it more typical porsche?