CAR NEWS AND REVIEWS

Cutting the Fat

Typically, the “spyder” moniker denotes a roofless model. But given that the Boxster is already a convertible, “spyder” is simply a marker that this iteration is unique. (A version of the Cayman could wear the spyder badge properly, but what sense would that make?) With the reworked-for-2009 Boxster S serving as the starting point, Porsche engineers set their sights on a distinctive design and saving weight, pulling out a claimed 176 pounds. Ditching the conventional convertible-top mechanism was the first step. In its place sits a 13-pound, manually operated, two-piece bikini-like cover that can be fully sealed in dire weather—it’s not approved for carwashes, though—flanked by newly shaped windows that match the pitch of the new lid.

With the top stowed, the most visually alluring detail becomes the new one-piece aluminum decklid with two aero humps like those found on the Carrera GT, saving 6.5 pounds over the regular car’s rear trunk and half-tonneau. Aluminum doors from the 911 Turbo and GT3 shave 33 pounds, and the 10-spoke, Spyder-specific 19-inch wheels are actually lighter than the Boxster S’s 18s. The gas tank is reduced in capacity by 2.6 gallons to 14.3, and an optional 13-pound lithium-ion starter battery ($1700!) can save 22 pounds. Additionally, the LED running lamps are smaller, the side scoops are done in black mesh, and the standard exhaust is now finished in black. Porsche says its engineers improved the aerodynamics of the Spyder through a modified front lip and fixed rear spoiler, and a lower trim bar bearing the Porsche name is affixed to recall the 908 and 909 race cars of the ’70s.

Like the exterior, the interior is purged and reworked, and—as with all Porsches—it can be customized to each owner’s request. Standard are the new carbon-fiber-backed sports seats that reduce weight by 26 pounds and add a healthy dose of bolstering, which nicely snugs up the seats but does make ingress and egress a challenge. Customers can opt for normal seats at no cost. The radio and the cup holders are deleted unless requested at no cost, but buyers will have to pay to get the air conditioning reinstalled. The center console and dash trim are color-matched to the body, and the inside door releases are now cloth slings finished in red to match the seatbelts. There is an optional steering wheel with proper paddle shifters for cars equipped with the seven-speed dual-clutch automated manual (PDK). It has yet to be officially confirmed, but expect to see the new wheel available as an option on all Porsche sports cars in the near future.

Pavement Performance

With brisk 50-degree temperatures, our California environment has declared its intention to remain chilly. Nonetheless, the top is down as we begin our journey on scenic Highway 1 near Monterey. With the Pacific Ocean crashing into the cliffs below us, we waste no time putting the Porsche to work. Any doubts about the Spyder’s performance enhancements drift out to sea among the breakers as the extra 10 ponies in the now 320-hp, 3.4-liter flat-six are put to work. Carving through the tight and twisted sections of Highway 1, we find that the reduced weight of our six-speed-manual Spyder—at about 3000 pounds, it’s the lightest in the entire Porsche fleet—is easily apparent. The 0.8-inch lowered suspension includes shorter and stiffer springs, firmer dampers, modified front and rear anti-roll bars, and a slightly wider track, and it all combines to noticeably improve the Boxster’s already stellar handling. The car is just itching to turn in at every corner, and the steering is effortless, as if it had been engineered just for this road. Well, that impression could also be because the suspension work did lighten the steering, but the rack is quicker and even more communicative than before, allowing us to feel the pavement texture more intimately.

The Spyder can tackle 25-mph switchbacks at double that speed. The grippy seats hold you in place and the body shows no signs of pitching or rolling, yet the ride is never harsh. Traction into and out of the turns is hardly lost, with the standard mechanically locking differential enabling high exit speeds. And in a straight line Porsche is claiming a 0-to-60-mph time of 4.6 seconds on PDK-equipped cars with launch control, which seems a bit conservative considering we managed 4.3 in a less-powerful Boxster S weighing 3220 pounds with the PDK. Figure 4.1 or quicker to 60 and about 12.7 seconds in the quarter-mile once we strap test gear to a Boxster Spyder.

Carbon-ceramic discs are optional, although the standard iron rotors carried over from the Boxster S work fine, as we found out when a Mini Cooper one car ahead of us attempted to overtake slower traffic at the same time we did and nearly ran us off the road as we neared our destination.

With a pulse rate high in our personal tachometer, we arrive at the Dean memorial, where reflecting on the drive keeps us from focusing on the numbness in our extremities caused by the cool California air. We did wish for a louder exhaust on our car—an optional sport system provides a remedy—but we were, to say the least, impressed with the car as a whole. Mostly, we were stumped as to how Porsche can keep improving its entry-level model, but this Spyder, which goes on sale in February at $62,150, a mere $3200 more than a Boxster S, is an even sharper sword. Chalk it up to brilliant engineering, the greatest constant from mind-blowing early Porsches like the 550 Spyder to the mind-blowing models of today. Indeed, it’s on the back of engineering that the brand achieved its status as an icon—and became a preferred method of transportation for icons, too.