2003 Porsche Boxster and Boxster S - Nirvana on Four Wheels
It had been quite some time since Porsche incorporated mid-engine architecture into its design philosophy. 1997 saw the advent of the Boxster, immediately lauded for its sexy styling and athletic road manners. Its design paid respect to the lovely 550 Spyder and RSK/RS60 race cars from the late 1950s and early 1960s, made famous in North America when driven to an overall victory in the 1960 12 Hours of Sebring by Hans Herrmann and Olivier Gendebien.
That said it's the Porsche 914, built between 1969 and 1976, that first proved the business model behind an entry-priced step-up to the 911. The 4-cylinder model and 6-cylinder 914-6 were Porsches first mid-engine production cars, each featuring an independent suspension, four-wheel disc brakes and a 5-speed transmission. The attractively priced model was a runaway success, winning the hearts of enthusiasts both on the road and at the track.
Respectively the Boxster costs a little more than the 914 did in its time. Still, it's a lot more car. Effectively it's a 2-seat, mid-engine 911, slightly down on power yet slightly up on handling. Even in base trim, the Boxster is a dream on the open road. Actually, on the paved-with-patches and potholes, curving and undulating route 327 near Mont Tremblant, Quebec, where the 2003 Boxter and Boxster S received their Canadian launch, the base model was easier to drive quickly. Its compliant suspension, even with optional 18-inch rims (16's are standard while 17's are also available), soaked up the worst ruts, gravel patches and frost heaves the highway could throw in its way.
The new base-Boxster doesn't seem to experience as much of a disparity in handling characteristics when compared to the S as the old model. This might have to do with its new shock absorbers, now upgraded to the same specifications as its more powerful sibling. In comparison, the road became so bad in some spots that the firmer suspension in the Boxster S caused the tires to lose contact when pushed - rather unsettling but loads of fun. Incidentally, the new 17-inch rims are more than half a pound lighter (0.23 kg) than the old 17's, while the new 18's, previously only available on the 911, save 6 pounds (2.7 kg) when compared to the 18-inch alloys from last year.
It had been quite some time since Porsche incorporated mid-engine architecture into its design philosophy. 1997 saw the advent of the Boxster, immediately lauded for its sexy styling and athletic road manners. Its design paid respect to the lovely 550 Spyder and RSK/RS60 race cars from the late 1950s and early 1960s, made famous in North America when driven to an overall victory in the 1960 12 Hours of Sebring by Hans Herrmann and Olivier Gendebien. That said it's the Porsche 914, built between 1969 and 1976, that first proved the business model behind an entry-priced step-up to the 911. The 4-cylinder model and 6-cylinder 914-6 were Porsches first mid-engine production cars, each featuring an independent suspension, four-wheel disc brakes and a 5-speed transmission. The attractively priced model was a runaway success, winning the hearts of enthusiasts both on the road and at the track.
Respectively the Boxster costs a little more than the 914 did in its time. Still, it's a lot more car. Effectively it's a 2-seat, mid-engine 911, slightly down on power yet slightly up on handling. Even in base trim, the Boxster is a dream on the open road. Actually, on the paved-with-patches and potholes, curving and undulating route 327 near Mont Tremblant, Quebec, where the 2003 Boxter and Boxster S received their Canadian launch, the base model was easier to drive quickly. Its compliant suspension, even with optional 18-inch rims (16's are standard while 17's are also available), soaked up the worst ruts, gravel patches and frost heaves the highway could throw in its way. The new base-Boxster doesn't seem to experience as much of a disparity in handling characteristics when compared to the S as the old model. This might have to do with its new shock absorbers, now upgraded to the same specifications as its more powerful sibling. In comparison, the road became so bad in some spots that the firmer suspension in the Boxster S caused the tires to lose contact when pushed - rather unsettling but loads of fun. Incidentally, the new 17-inch rims are more than half a pound lighter (0.23 kg) than the old 17's, while the new 18's, previously only available on the 911, save 6 pounds (2.7 kg) when compared to the 18-inch alloys from last year.