It's safe to say the third-generation Porsche Boxster is really rather good. So good in fact that it could easily be the finest roadster within reach of modest money. That's a bold claim, but not only does it have a more stylish design, but it is faster, more powerful, kinder to the environment and generally easier to live with than ever before.
The original Boxster was criticised by some for only producing 204bhp when its water-cooled 2.5-litre flat-six was revealed nestling behind the seats in 1996. Now Porsche has extracted 261bhp from a downsized 2.7-litre lump directly derived from the 3.4-litre engine found in the S model. Detailed improvements combine to produce 10bhp more than the previous 2.9-litre Boxster at slightly higher up the rev range. Peak torque is also delivered over a broader range even if at 206lb ft it has suffered a negligible 8lb ft decrease over its predecessor.
The Boxster S retains the 3.4-litre unit, shared with the 911 Carrera. Revisions to the induction and exhaust liberate another 5bhp, taking power to 311bhp at 6700rpm. Torque remains at 265lb ft, but is available across a 200rpm wider range from 4500 to 5800rpm.
Both units receive stop-start, brake energy recuperation and a thermal management to acheive optimal operating temperature more quickly. A coasting feature reduces engine speeds on prolonged periods of trailing throttle. Porsche claims combined consumption figures of 36.6mpg and 35.3mpg for the Boxster and Boxster S respectively - 15.4 and 14.9 per cent better than the old model.
The standard Boxster is barely any lighter than the S, but it feels a little leaner and revs with almost the same howling enthusiasm. However, Porsche's fettling underneath has produced a car of such ability that the 2.7-litre's lower output barely seems to scratch the dynamic surface.
The Boxster's lateral grip and traction means the roadster feels like it could cope with more power than even the S sends to the back wheels. Its defining factor is still its cornering ability. Crisp, balanced and fluid turn-in from the newly configured chassis and a level of traction unmatched in its class endows the Boxster with a high level of athleticism.
Which isn't to suggest that the cheaper car is by any means a disappointment. It isn't. Even without the endearing final punch of the 3.4-litre engine's higher yield, the Boxster bristles with flat-six brio. An absence of torque beneath 4500rpm is palpable in the PDK's willingness to kick down three gears even in its gentlest mode, but keep the 2.7-litre motor spinning near its 6700rpm peak and it answers the throttle with an assertive yowl.
The classic flat six in the Boxster S is as responsive and memorable as ever, but feels more mature. There is added throttle response, considerable thrust and a stronger feel through the mid-range. Opt to include the Sport Chrono Package and the Boxster gets a Sport Plus button that activates a 'racing track' shift strategy on the PDK, yielding 5.5 second to 62mph performance.
At the opposite end of the scale, the ability to remap the engine (and gearbox's) responses via the push of a button is part of what makes the Boxster's improved economy possible - and while the default setup lacks the whip-crack riposte of the thirstier alternatives, its easy-to-live-with congeniality underlines the roadster's continuing appeal as a use-everyday machine.
If electrifying performance is your main criteria for buying a Boxster it would probably be wise to invest the extra money in the S model. Porsche's uncanny ability to engineer quantifiable gaps between its variants means the more expensive car retains a tangible edge over its sibling. However, if flat out pace is less of a concern than, say, running costs or any of the other fine features that make the new Boxster and Boxster S a superb ownership prospect.
