Concept
The design concept that was shown at Detroit was a direct expression of the original mid-engine Porsche roadster, the legendary 550 Spyder. In the mid-1950s, the Porsche 550 practically rewrote the rules of high performance, becoming one of the most successful racing cars of its time.
It didn’t have the biggest engine, nor was it the most costly sports car of its era. What it had was innovation, pure and simple. The idea of locating a compact, freerevving engine midship gave the Porsche a nimbleness no sports car had ever possessed. The Spyder didn’t have to outmuscle its competitors. It could outbrake, outmaneuver and outsmart them.
The Boxster shares this boldly intelligent approach to sports car design. Within an open-top, twoseater layout sits a mid-mounted, flat-six boxer engine, its low center of gravity helping to instill driving confidence through the corners.
Philoshopy
There is no shortage of intellectual exchange taking place at the Porsche design studios in Weissach, Germany. Every alternation proposed must be rationalized, held up to the ideal that form must follow function.
Since the time of its inauguration, a litany of significant enhancements has been made to the Boxster’s celebrated form—each of them at once faithful to its heritage, firmly rooted in functionality and unlike anything else on the road.
Aerodynamics
Porsche, it’s not simply a matter of styling shapes that shear the least resistant path through air. Wind is an important ally in our incessant effort to elevate performance. As well as an essential element of the Boxster’s character.
Every line, every curve and every carefully chiseled detail play a vital role in shaping, shifting and refining the flow of air. Charge into the wind, and the Boxster’s prominent front air ducts pass generous amounts of cool air to the engine’s radiators. Then, directional spoilers channel it to the next assignment: brake cooling.
Large intakes on the rear quarter panels feed even more cooling air to the flat-six engine. The air that flows over the car arcs down the sloping rear deck, applying downforce to a rear spoiler that extends at speeds above 75 mph for crisp handling and high-speed stability. Less visible, but no less important, is a smooth underbody design that keeps air gliding beneath the car, creating a “ground effects” stream that reduces lift and drag while simultaneously venting stagnant air around the gearbox.
So where does this synergy of new thinking and original Porsche essence lead? To improved braking and steering. Unflinching straightline performance. A low 0.29 drag coefficient (Boxster) and a top track speed of 169 mph (Boxster S). All of which proves that, when engineered properly, form not only follows function, but intensifies it as well.
Performance
Both Boxster models are powered by new, more potent six-cylinder “boxer” engines with four-valve cylinder heads. That smooth scream you hear each time you prod the throttle is the spirited response of an engine designed to breathe deeply. Call it lung capacity—the Boxster engine is designed to push large volumes of air into and out of the engine quickly and efficiently, with each cycle producing an emphatic power stroke. A Porsche-optimized exhaust system also enhances the car’s breathing and, ultimately, its performance.
The latest Motronic ME 7.8 engine management system uses a host of sophisticated technologies first proven on the Porsche 911 Turbo to optimize induction, valve timing, ignition and fuel injection. The result: a maximum of 295 hp on the Boxster S and 245 hp on the standard Boxster model.
The newly designed two-stage resonance intake manifold helps ensure high levels of torque, even at lower speeds. A partition wall running along the length of the twin-branch distribution pipe makes the 6-cylinder engine behave like two 3-cylinder engines running in parallel in the low-rev range for improved torque at lower speeds. The distribution pipe flap opens at higher engine speeds for improved breathing. As a result, maximum torque output is now 201 lb.-ft. on the Boxster and 251 lb.-ft. on the Boxster S, with generous amounts in reserve—and readily accessible— across a broad rpm range.
Both engine variants are built with lightweight aluminum alloys that strengthen key components while shaving performance-numbing weight. The crankshaft is forged, and runs in seven main bearings. On the Boxster, the bearing bridge is made entirely of aluminum. The higher engine temperatures on the Boxster S require another approach: an ingenious mix of aluminum and cast iron. An additional benefit? The reduction in engine noise.
That throttle you’ve been blipping? It’s electronic—every prodding is digitally tied to an uprated Motronic ME 7.8 engine management system for a throttle response that is instantaneous.
Tiptronic S
Over a decade ago, Porsche pioneered Tiptronic, and suddenly there was a versatile alternative to the either/or choice that sports car buyers faced in selecting a type of transmission. The Tiptronic option combined the ease of an automatic with the engagement of manual gearshifts.
The latest version of this important innovation is called Tiptronic S, and it’s optional on both Boxster models. The transmission has been updated for this year with new hydraulics and electronics. This enables the five-speed Tiptronic S transmission to have revised gearshift action: For manual control, simply slot the gear selector into the manual gate and use the gearshift controls on the steering wheel. The system responds immediately to your input with virtually no interruption in the drive. Gearshifts are performed in approximately 0.2 seconds—comparable with the action on a manual gearbox.
Shift to automatic, and you can still change gear by hand using the rocker controls on the wheel. This race-derived method is particularly useful when performing an overtaking maneuver. If there is no manual input for a period of eight seconds, the system reverts back to automatic mode. The drive position and gear selection are displayed on the instrument cluster, using the same pattern found on the gear-selector gate.
In automatic mode, Tiptronic S can choose from five gearshift patterns ranging from “Economy” to “Sport.” Depending on driving style and the topography of the road, Tiptronic S selects one of the five patterns and applies the optimum sequence of gearshift points. Within a short space of time, you’ll develop a feel for the system and learn to influence gearshifts using the throttle alone.
The benefits of Tiptronic S are particularly apparent when exploring the car’s performance. Even in automatic, the rapid gearshift action enables optimum speed and agility. Other useful functions include a warm-up program, automatic selection of the Sport gearshift pattern during highperformance use, gearshift suppression during cornering maneuvers, automatic downshifts during heavy braking, an incline sensor for better uphill acceleration and downhill engine braking, and automatic upshifts when traction is threatened during braking in wet conditions.
Interior
In the Boxster, the interface between car and driver, so central to the satisfaction derived from driving a Porsche, has been further developed. As always, the instruments and controls are designed to facilitate fluent communication with the driver.
But it is the seat design, coupled with the steering wheel, where you will immediately sense the refinement of the newest generation of Boxster. The seats offer excellent lateral support as well as a wide range of adjustment options. Cockpit space has been significantly improved by extending the fore/aft travel. The raceinspired pedals are now closer to the front bulkhead, enabling easy access for taller drivers. To match this additional legroom, the steering wheel design features height and reach adjustment.
Source : www.porshce.com
