To many, an "affordable Porsche'' is a used Porsche, often from the 1990s. No new Porsche is cheap.
Still, Porsche long has offered lower-priced "entry-level'' sports car models to prevent losing sales to rivals and to keep people in its owner body until they can afford its more expensive models.
The mid-engine Porsche Boxster convertible thus was introduced for 1997. It cost $39,980, which was about $24,000 less than the next most expensive new Porsche -- the hardtop version of the iconoclastic rear-engine 911.
At $45,000, the least expensive 2006 Boxster has a list price that's $26,300 less than the least costly 911. But both models provide the quintessential sports-car experience.
Porsche began selling cars here in the early 1950s, and its entry model in that decade was the no-frills rear-engine Speedster convertible. It was cheap for a Porsche, but still cost $2,995 in 1954 when you could buy a top-line Chevrolet or Ford convertible for about $2,200 or a big Buick convertible for a bit less than the Speedster. (Ironically, the Speedster is one of the most costly 1950s Porsche road cars, valued at up to $143,400 if in top shape.)
The lowest-cost mid-1960s Porsche was the rear-engine 912. Now virtually a cult car, it was identical to the brand new rear-engine 911 except it had Porsche's traditional four-cylinder engine instead of the automaker's new six-cylinder, which powered the 911. Both the 911 and 912 arrived for 1965, but the 912 only lasted through 1969 while the 911 kept right on going, with lots of refinements over the years.
For most of the 1970s, when Porsche sales picked up a lot in America, the automaker sold its entry mid-engine 914 model -- the 912's successor. The 914 was jointly developed with Volkswagen because Porsche was a small outfit that lacked resources to build a new car entirely by itself.
Then came the first of the front-engine Porsches, the 924. It evolved into the more refined 944. The 944 lasted until 1991, when it was replaced by the 968 -- dropped after 1995. Porsche fans never have really accepted a front-engine Porsche because they feel a "genuine'' Porsche must have its engine behind the seats -- ahead of (mid-engine), or in back of (rear engine), the rear axle.
A new entry-level Porsche was clearly needed after the slow-selling 968 was gone, and the automaker decided to go with a model that had a mid-engine layout.
That design -- used for most sports/racing cars since the 1960s -- puts the engine ahead of the rear axle instead of behind it, as is the case with the 911.
A mid-engine location is best for good weight distribution, but compromises trunk space. The Boxster thus has a small, shallow trunk in the rear and a deep, but small, trunk up front. At least no trunk volume is lost when the quick-acting power roof is lowered, as is the case with many convertibles.
Just don't expect to wow neighbors with the appearance of the Boxster's engine. It's enclosed in a compartment. Open the rear trunk and you'll just see cargo space and a few fluid filler areas. Major engine servicing is done from underneath.
The Boxster name came from the union of that car's roadster body and horizontally opposed pistons, which face each other in a compact, low-set engine block. The pistons move toward each other as if "boxing,'' instead of moving up and down alongside each other, as in regular engines. All rear- and mid-engine Porsche engines have had that piston design.
The Boxster got slightly revised styling, more power and a new interior for 2005 and is little changed for 2006.
Even the $45,000 base version is well-equipped, with such items as air conditioning, cruise control, leather interior and power mirrors, windows, top and door locks, with remote keyless entry.
The S adds an upgraded sound system and wider tires on larger 18-inch (vs. 17-inch) wheels. My test Boxster was the base model with optional $1,235 18-inch wheels and wider tires, which provide a tenacious grip. (You can get 19-inch wheels, which cost $2,785 for the base Boxster and $1,550 for the S.)
Standard for both versions are anti-lock brakes, side air bags, roll bars and traction/anti-skid control.
Options include a $2,970 navigation system.
The solid Boxster is fast with either of its two engine, which provide seamless power delivery. The base version has a 2.7-liter six cylinder with 240 horsepower (0-60 mph in 5.9 seconds) while the S has a 3.2-liter six with 280 horsepower (0-60 mph in 5.2 seconds).
The base model comes with a standard five-speed manual gearbox or optional six-speed manual in a $2,680 Sport package. The S has a standard six-speed manual.
Both the base and S trim levels can be had with a pricey $3,210 five-speed automatic with a manual-shift capability, but the manual gearbox is fun to shift and part of the Boxster's driving fun, despite a long-throw clutch.
Estimated fuel economy is good for such a fast car. The base version delivers 20 mpg in the city and 28-29 on highways with a manual transmission and 18 city and 26 highway with the automatic. The S provides 19 and 27 with manual, 18 and 27 with automatic. Premium grade fuel is recommended.
The two-seater's cozy, upscale interior has decent room for two tall adults in supportive, power reclining seats, although getting in and out of the low-slung car calls for extra effort.
Facing the driver is a big tachometer; its housing contains a digital speedometer, which supplements a conventional analog speedometer. The control layout is OK, but audio and climate controls have small, look-alike buttons.
Steering is quick and direct, and the sharp handling is virtually in race-car territory. Porsches long have had incredibly good brakes, and Boxster brakes are no exception. However, the firm suspension and short wheelbase allow a choppy ride on rough surfaces.
My test car's engine provided a sporty sound during brisk acceleration. But it emitted an annoying drone during 65-mph highway cruising, even with the top up. There's also a fair amount of road noise with the top raised. Wind buffeting in the cockpit with the top down on highways is moderate.
As with all Porsches, the Boxster is easy to live with on a daily basis. And the base model without options should be fine for most folks.
2006 PORSCHE BOXSTER
PRICES: $45,000-$54,700
LIKES: Fast. Race-car-style moves. Easy to drive daily.
DISLIKES: Two small trunks. Engine drone when cruising. Long-throw clutch. |