Broadly speaking, the Boxster has been treated to the suite of modifications – Porsche would say improvements – as that which turned the 997 generation of 911 into the 991.
Most fundamentally the structure has changed from a conventional and predominately steel platform to a hybrid formula of which almost half is aluminium and the remainder made up from steel and magnesium.
It’s been done like that to save weight (which it does to the tune of 40kg despite the car being longer and wider) and improve crash performance, an attribute for which we will have to take Porsche’s word. The wheelbase has been extended by 60mm (which is substantial but not game-changing like the 100mm stretch given to the 911), yet despite this Porsche claims the structure to be 40 per cent more stiff than that of its already extremely rigid parent.
There’s a new design of front suspension, albeit still strut based, providing a wider range of tuning options while at the back Porsche didn’t feel there was much wrong with its extant multi-link design so in the most part it survives.
Engines are naturally normally aspirated flat sixes – though the time will one day come when these words will need to be modified to incorporate the existence of a four cylinder motor – the S model retaining its 3.4-litre capacity but the standard car shrinking from 2.9 to 2.7-litres though with its power being tickled up from 255bhp to 261bhp. The S packs a substantial 311bhp punch, an improvement of 5bhp over the car it replaces.
Numerous ways of enhancing the mechanical specification further still are available but, like all Porsche options, eye-wateringly expensive. You can choose carbon ceramic brakes, active anti-roll bars, a sport chassis with a 20mm ride drop, torque vectoring (which comes with a limited slip differential) a sports exhaust and dynamic transmission mounts.
Bear in mind however that adding this little lot and a PDK transmission to your Porsche Boxster’s specification will put a five figure sum on the purchase price.