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.
Dry-sump Lubrication
Oil flow that s free of cavitation is critical to a high-performance engine. Cavitation occurs when the splash of oil against moving parts, such as crankshaft journals, creates a foaming effect. The Boxster engine uses a dedicated oil scavenge pump to extract oil from each bank of cylinders, then sends it to a defoaming chamber before sending it back to the oil sump. From there, the oil is pumped to the lubrication points and begins the cycle once more. Originally developed for racing use, this proprietary Porsche technology ensures consistent lubrication, even under more extreme highspeed cornering.
Oil-level Indicator
Boxster models also feature an electronic oil-level indicator in the cockpit. The new display is now so precise that a conventional dipstick is no longer required.
Six-speed Manual Gearbox
Is there anything that feels as right as executing a gear change in a Porsche Boxster? It's a feeling engineered in the Boxster to jumpstart your pulse rate each time your right hand makes its move. Rapid gearshifts on both models are achieved with a short-throw mechanism offering a 26% (five-speed) and 15% (six-speed) reduction in gear-lever travel from that of previous models. The 2.7-liter Boxster is equipped with a lightweight five-speed manual gearbox that balances ratios to match the car's specific engine characteristics. As an alternative, the optional Sport package uses a high-performance, six-speed manual gearbox with the Porsche Active Suspension Management. The Boxster S comes standard with this revised six-speed unit.
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.
Engine Management
Air Intake System
Porsche engineers love a long, flat torque curve. To help them achieve that aim, both Boxster models feature a newly designed intake system. The twin plenum chambers are connected via parallel pipes, one of which houses a valve. The engine management system uses this valve to alter the internal geometry and match this frequency to the current valve speed for improved cylinder charging. The results are higher torque at low rpm, a flatter torque curve and more power at high rpm. The system pleases Porsche engineers in another important way: It s lighter than earlier models. And the induction sound it creates is rich and full the perfect counterpart to its exhaust note.
Exhaust System
Both Boxster models have been enhanced with a revised exhaust system with a sound-optimized internal design that enhances the car's powerful acoustics on starting, at idle and across the entire speed range. The exhaust uses a separate tract for each bank of cylinders. Since a twin-tract layout generates less back pressure than that of a conventional exhaust, the system has a positive effect on both power and torque. The exhaust is then fed into a silencer unit, consisting of two linked chambers, before exiting the rear of the car. A series of four Lambda probes - one before and one after each of the two close-coupled catalytic converters -provides separate monitoring of the gas composition and catalyst performance.