The ultimate Boxster.
As accolades go, that's a doozie - for a long time both the Boxster and Cayman have been thought of as Porsche's real sportscars, with the 911 lengthened and stretched into something of a grand tourer. Not that the 911 wasn't faster on the racetrack. Porsche was very careful not to let their entry-level mid-engined model step on the toes of the icon, and restricted output, tire width, top speed. If you were a fan of the brand, it was more than a little frustrating: were we getting the best car Porsche could engineer, or just the most profitable lineup they could sell?
Well, now they've done it. They've finally dropped the 911's 3.8-litre flat- six into a mid-engined configuration and said to heck with the lap time overlaps. The Cayman GT4 and the Boxster Spyder are both as hard-core as you can get, manual-only machines designed to stir the senses.
With the Spyder, the emotional stirring gets even better as the top comes off ... eventually. More on that in a bit.
On a rare sunny week in November, we opened the roof and throttle to see whether a new king Porsche can be crowned.
Design
Reworked several years ago, both the Cayman and Boxster have really evolved into their lines. Rather than being entry-level in any meaningful way, they're like baby supercars, shrunken versions of the V-10-powered Carrera GT.
The Spyder sharpens up the venom further with functional aerodynamic tweaks to the front and rear fascias, standard 20-inch Carrera-style wheels, a lowered suspension, and a sleek back deck that's even more Carrera GT when the top is down. It's a little lighter than the top-spec "normal" Boxster, the GTS, but the overall changes to the body are more about being imposing rather than ephemeral.
It looks great, although with the minimalist fabric top deployed and twin rear buttresses attached, this is definitely a machine intended to be driven topless frequently. On the West Coast, that's tricky, and for more than one reason.
Environment
Inside, the Spyder is remarkable more for what it doesn't come with than what it does. There's no dual-clutch PDK option. There's no dual-zone climate control. There's no satellite navigation. You have to pay extra for leather seats.
What few options this $100,000 convertible has are limited to contrasting stitching for the seats, and Bi-Xenon headlights on the outside. That's it - this is as spartan as a single apple for lunch.
Happily, the Boxster's got some pretty reasonable cabin space, and if the cupholders are next-door to useless, the glovebox is pretty good. The spacious front trunk is as good as any 911's, and there is extra hidden storage underneath the large rear clamshell, though you have to partially open the roof to get at it.
Performance
And the question most of you are asking: "Who cares? What about the drive?"
Well first, let's get that top down. In an MX-5, it's a two-second manual turn and squash. With a normal Boxster, it's a power-folding one-touch that's quick and easy. The Spyder is a blend of the worst bits of both: first, open the electronic latch; next, get out of the car and release the two buttress latches (this can take a bit of a struggle); then, manually fold the top into the space, taking care to tuck everything properly into the confined space; last, move the tabletop-sized clamshell into place, taking care not to get anything misaligned. It can take five minutes, it can take 15. It's not the sort of thing you want to be wrestling with during a sudden squall. Happily, the alternative to fiddling with the roof is just to go faster, and at this, the Spyder is an absolute beast.
The six-speed manual shifter is better than the 911's seven-speed stick, and bolting it to the torquey 3.8-litre engine just makes things even better. This is as easy a manual car to drive through traffic as any, with plenty of low-end power for you to lazily upshift early and downshift late. The flat six, a direct-injection all-aluminium affair, makes 375 horsepower and 310 foot-pounds of torque. It's the defining characteristic of the Spyder - while the car is lighter, this car is all about the bigger, lustier engine, and it pulls, pulls, pulls hard to redline. The gears are racetrack long, so your chance to dance to redline in third and fourth shouldn't happen in the public sphere, but if you're going to track your Boxster from time to time, it'll absolutely fly.
Everything likeable about the Boxster remains, just with a bigger heart to motivate things. Turn-in is sharp and direct, a livelier, more reactive experience than your average 911 drive. Grip is incredible, well above 1.0 g. The flaps open on the sports exhaust to snap and growl and backfire on lift-throttle.
With the top up, visibility isn't great, but most of the sound and fury is still there. With the top down, following the curves of a coastal road, it's sheer bliss, the kind of elemental experience every Porsche should deliver. Leave Sport+ alone and handle your own heel-toe downshifting, and the Spyder starts to make perfect sense.
Porsche isn't going to make very many of these and yes, it's more difficult to live with than the standard Boxster. That doesn't mean it isn't special.
Features
Not much, should be the subheader on this column. The Spyder comes with Bluetooth and USB connectivity, and other basics you'd expect from an entry-level compact car. No heated seats though, nor climate control, nor memory position seats. Big deal: just buy gloves and a hat and don't let anyone else borrow it.
Running on premium fuel, and preferably the 94 octane you only get at Chevron stations, the Spider gets a best economy of 13.3 (litres/100 kilometres) city and 9.9 highway. Like most Porsches, it'll actually do it, and if you mine the bigger engine's torque on a longer trip, it'll hit the highway rating with ease.
Green light
Great looks; phenomenal balance and power; feels like the Boxster experience we've wanted all along.
Stop sign
Overly complicated top; very thin standard features; high price tag.
The checkered flag
Outstanding to drive, slightly fiddly to drive everyday, wonderful when conditions are right. One last thrill before turbocharging marches through Porsche's lineup.
Competition
Jaguar F-Type S AWD ($99,500): Jaguar might position their F-Type as being a rival for the 911 first, and the supercharged V-8 version is certainly that. However, for the Spyder's price-point, you're looking at the supercharged convertible version, and it's a heck of a machine.
Jaguar advantages: all-wheel drive, available automatic transmission, easier-operating top. Spyder advantages: quicker through the corners, more raw driving experience, rarity. Pick your poison.
