More of the same goodnessI never had a reason to go to Tennessee. It was not on my list of things to-do before I die. (Hmmm...let's see: win the Nobel Prize, cure cancer, go to Tennessee).
So when Porsche decided to party smack dab in the middle of the Appalachians, I saw a great opportunity, a chance to reduce that to-do list.
No, I had little desire to visit our 16th state and that's a shame. I came to learn it's got a genuine "must-do" activity on its resume.
The road is called "Tail of the Dragon." a 14-mile stretch of pavement marked by perversely twisted tarmac and stunning scenery. Every few miles the road's surface is tattooed with skid marks while bits of glass and plastic sparkle like gemstones. Locals parked on lawn chairs sit on various turnouts, knocking back cold ones while offering colorful words of encouragement. The faster you go, the more "colorful" their encouragement becomes, like a public version of Daytona Speedway.
In short, The Dragon is the reason cars like the Porsche Boxster exist. Every corner tests the suspension, every straight the engine. And when the road ends you can bet those famous Porsche brakes were glowing cherry red. After the first three miles you'd swear the white coats from Weissach had something to do with this place.
We've been fans of Porsche's Boxster since its first spy photos some 10 years ago. Its simple yet elegant design, ample horsepower and overall utility made the Boxster an easy choice for folks who wanted a utilitarian sports car.
Although times change, the fundamental goodness of the Boxster is still intact, there's just more of it.
The Boxster's recent restyle (2005) left it with lots of new sheet metal although to the untrained eye it's much like the original design. The big news for 2007 are the powerplants. Both the 2.7-liter in the Boxster and 3.4 in the Boxster S are significantly different, offering more power, more torque and more emotion (sound). That's right, sound. The Boxster sounds more like a genuine Porsche than ever before.
The base 2.7 Boxster engine now produces 245 hp, just a few ponies short of what the previous Boxster S did while the new Boxster S makes 295 hp, a bit south of the previous 911 Carrera. Both engines are fitted with Porsche's VarioCam Plus variable intake-valve timing and lift system, hardware typically saved for top tier 911s. VarioCam broadens the torque curve, increases fuel economy and reduces emissions. Both engines contain new internal bits as well including lighter/smaller pistons, lighter cranks and lightened rods. Ultimately, it allows both engines to spin faster than before, and that's a good thing. Porsche claims the Boxster S will breach 60 mph in 5.1 seconds and eventually top out at a heady 169 mph. The Boxster does the same routine in 5.8 sec 0-60 mph and reaches terminal velocity at 160 mph.
Yeah, the Boxster is a quick piece and its impeccable balance means it can be driven at 8/10ths without drama. Hell, you can push it to "11" but that's a lot of work and as I've come to realize, most of my driving does not occur in that spectrum. And that's OK too; the Boxster is just as much fun cruising at a leisurely pace. I think that says a lot about the Boxster in general, the fact that it can be flogged mercilessly one minute and then return to a totally relaxed state.
The Boxster's engine architecture is identical to the Cayman and like its sibling, wears the dual-chamber intake manifold. At low rpm the path is short for maximum torque. As speed increases, a valve opens and effectively doubles the intake runner length. The intake's structure leaves the Boxster with the classis flat-six voice, a metallic "Braaaang" and a slight echo. It was something the first generation of water-cooled Porsche engines lacked.