Developed by Porsche parent company Volkswagen and also used in the Golf blue-e-motion, the compact electric motor delivers 121bhp at 12,000rpm. To put that in perspective, the Boxster’s 2.9-litre powerplant dishes up 248bhp at 6400rpm.
Porsche claims a range of 106 miles, with a recharging time of eight hours on standard 240 volt mains.
What’s it like?
Turn the key – yes, it’s still located on the outer edge of the dashboard - draw the familiar looking gear lever backwards to place the gearbox into drive, apply a modest amount of throttle and the Boxster E glides away with the sort of step off urgency you don’t get in the standard Boxster. With 199lb ft of torque – or just 15lb ft less than its more conventionally powered sibling develops at 4400rpm - available from the off, it scoots away from the lights with real enthusiasm.
It certainly doesn’t feel 185kg heavier than the standard Boxster. The step off urgency, gives the prototype a good turn of speed around town – an environment where it feels right at home. The new Porsche cruises smoothly on city streets, and there’s plenty of low speed pick up when required to slot you into desired spaces in the traffic.
What really gets you attention first time out is what Porsche dubs active sound management. In a move aimed at satisfying upcoming regulations slated for the US, it has fitted the Boxster E with two speakers – one low down at the rear and one within the cabin - that simulate the sound of its classic six-cylinder engine. The volume is linked to throttle load, meaning the more performance you call up, the louder it becomes. A makeshift switch allows you to turn it off, but try it once and you’re quickly convinced it should always be left on.
After the initial burst of acceleration subsides, though, the modest power output of the electric motor fails to haul the Boxster E along with the sort of vigor you might expect of a car wearing a Porsche badge as you load the - a fact that is clearly revealed in Porsche’s official 0-62mph claim of 9.8sec. The top speed of the prototype we drove as also limited to 93mph – or 19mph shy of its official figure, in a move aimed at protecting the charge of the battery. In this respect, the performance clearly is a little disappointing.
But remember, this is a packaging mule first and foremost. A four wheel drive version of the Boxster E, which is said to more closely resemble the sort of layout Porsche is considering for a future all-electric sportscar, is said to shave a considerable 4.3sec off this time, with a Boxster S equaling split of just 5.5sec. It would no doubt fulfil anticipations of performance in a more convincing manner.
So does the driving experience come anywhere near that of the standard Boxster? While the electric steering lacks the inherent tactility of the hydraulic system used by more conventionally powered sibling, the Boxster E is still great fun over winding back roads. Despite being labored with that added weight, the chassis still manages to genuinely engage the driver. It also rides remarkably well, thanks to adoption of unique spring and damper rates which provide it with a firm but controlled feel. In overall terms it’s already a more competing drive than the Tesla.
Porsche has neatly integrated the read-outs for all the various electric systems into the standard Boxster’s instrument binnacle. The usual rev counter display makes way for a so-called power meter, which not only shows what percentage of power under load but also reveals the percentage of recuperation on a trailing throttle. A separate display keeps tabs of the range.