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Nonetheless, enthusiasts found the engine severely lacking, especially when Honda came out with the 240-hp Honda S2000. To answer these critics, Porsche increased the displacement to 2.7 liters. Power and torque jumped to 220 hp at 6400 rpm and 26.5 kg-m at 4750 rpm, aided by a new exhaust system for better breathing and the VarioCam variable-valve timing system. Accessibility to the engine bay is fairly limited, as the engine itself is almost completely sealed already. This means that the typical owner can only top fluids but do little else except take the car to the nearest Porsche service center (Bummer for those who want to tweak their cars personally). On the other hand, the mid-engine layout means that the Boxster has two trunks available: one in the front and the other at the rear. These easily swallow up any kind of luggage including golf clubs, making this Porsche a great companion during long-haul trips. Starting the Boxster is an event in itself: the key slots in on the left side of the steering wheel near the light switch instead of the conventional right side. Once the ignition kicks in, the engine breathes to life with a muscular, baritone voice. The hum from the mid-mounted flat-6 acts like a permanent subwoofer under the seat making the two occupants quiver and shake in fear of the mighty engine. At idle, the engine sound is balanced and smooth—just as a Porsche should be. Standard in the Philippines is the Tiptronic automatic with manual override. Once engaged in Drive, the Porsche leaves the line with considerable ease. It readily accelerates to 100 km/h in 7.4 seconds and is capable of blasting to 150 km/h in half a kilometer. Moreover, the more adventurous will love the sequential shift feature that turns the gentle GT Boxster into a full-blooded race car with quick response and a muscular feel. It’s so strong that occupants will be forced into their seats when the accelerator is fully depressed. The dual stage exhaust system also produces a creamy whine during engine downshifts reminiscent of a turbocharged Subaru Impreza. The combination of the Boxster’s compact exterior (it’s exactly as long as the previous-generation Corolla) and its highly sophisticated McPherson-strut front and rear suspension, makes the car feel very accurate and precise through any kind of corner, whether fast sweeper or slow bend. The mid-corner stability is very consistent even under intense lateral acceleration. Road feedback is also pleasingly communicated through the steering wheel, making this car a perfect tool when finding the exact driving limit. Steering effort is properly balanced between light and heavy, and isn’t the least bit vague. The Boxster’s notoriously low ground clearance can lead to the misconception that the car will scrape the humps every time it goes over them, but this was not the case. In fact, the Boxster does the humps far better than many lowered Honda Civic SiRs. With the quick steering ratio and 5.45 m turning radius, the Boxster is surely at home on twisty and bumpy city roads. Body structure is also first rate whether the roof is up or down. That roof takes only the touch of a button and 12 seconds to disappear, leaving only the mouthwatering curves of the car’s body. The Boxster feels as snug as any coupe even during hard acceleration and cornering maneuvers. What’s more, the body roll is also non-existent giving the impression that this car is glued to the pavement. |
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