Still the One

Also from Issue 188

  • 2011 911 Turbo S
  • Exclusive: Singer 911
  • 911E Targa Restored
  • 356B Abarth Carrera
  • Petit Le Mans 2010
  • The first Petit
  • Uwe Gemballa: Porsche tuner missing
  • Buyers Guide: 928
  • Porsche Tractors
  • Collapsible spare tires
  • Buying used first-generation Cayennes
Buy Excellence-188-cover
2011 Boxster S 1
2011 Boxster S 2
2011 Boxster S 3
2011 Boxster S 4
2011 Boxster S 5

The 310-hp, 3.4-liter six sounds terrific, too. The gritty, borderline flatulent sound at lower rpm deepens to a harder edge in the mid-range before turning into a deep-chested howl at high rpm. There’s a layer of ripping intake noise as well, thanks to the side intake positioned just behind the driver’s ear (at least in left-hand-drive cars). These are the kinds of Porsche noises that encourage you to accelerate hard over and over again just to hear them.

The six-speed manual is a perfect partner, with nice weighting and resistance as it slides slickly from gear to gear. Its ratios are well chosen, too, which makes keeping the engine in the heart of its powerband easy work. As mentioned, this example did not come with Porsche’s optional ceramic-composite brakes. And while the $8,150 PCCBs are impressive, the standard brakes do an outstanding job of stopping the car repeatedly — though you can find hints of brake fade on extended backroad runs.

Overall, complaints are few. One could say that the 986/996 visors were already tired in 2005, or that the windshield wipers look cheap from the driver’s seat, but these are niggles. One could say there’s a lack of space for truly large cargo, but the truth is the Boxster’s twin trunks are far more useful than anything in this class.

A bigger complaint is the too-high ride height with the standard suspension. This can be helped with the addition of the electronically variable PASM suspension, which lowers the car by 10 mm. Of course, that’s an option. A $2,090 option. A more attractive option would be the Boxster Spyder’s conventional sport suspension, which lowers the 987 by 20 mm. Too bad that suspension isn’t available, as it’s a critical part of what separates Spyder from S.

Overall, though, this Porsche is brilliant just the way it is. While other companies making sports cars get a few ingredients right — a terrific engine, amazing steering feedback, or a fantastic shifter — few, if any, succeed in making the whole come together as harmoniously as it does here. In the excitement of 918s and GT2 RSs, it’s easy to forget that one of Porsche’s most impressive driver’s cars is one of its least expensive. The fact that the Boxster S doesn’t sell well is a pity, as it remains the best, most complete car in its class — and it’s noticeably better and more appealing than many cars costing far more, too.

Though this author has a feeling that a lot of 356 drivers and early 911 devotees might disagree, the Boxster still has that ineffable quality called soul. And, in a modern, mass-produced car, that is a rare commodity. That makes this car’s $58,000 base price ($66,000 as tested) seem reasonable. Sure, options like sport exhaust and PCCBs can add to the experience. But they also drive up the price of what is a nearly flawless car just the way it comes.

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