2005 Porsche Boxster

Of course, if we put the 911 engine in the Boxster, it would outperform the 911." This refreshingly candid aside, delivered by Dr. Wolfgang Duerheimer, executive VP of research and development, pretty much sums up the entry-level Porsche's predicament: Despite the mid-engine roadster's inherent handling advantage over its rear-engine big brother, the junior model must never be allowed to out-hustle the iconic 911. It must remain a rung or two behind as the 911 climbs the performance ladder.

The base 3.6-liter engine in the latest 911 gets a 10-horsepower boost to 325, and the lineup gets a new S model powered by a 355-horse 3.8-liter. This leaves room for the new Boxster's 2.7-liter base and 3.2-liter S model flat-sixes to jump 15 and 22 horsepower to 240 and 280, respectively. Modest breathing improvements including a larger air filter, a new dual-chamber intake manifold, and a larger exhaust system (with equal-length runners on the S model) account for the power difference and broaden the torque curve. Peak torque in both engines (199 and 236 pound-feet) is available from 4700 to 6000 rpm. Porsche claims lenient U.S. noise regs allow our cars to run less-restrictive mufflers, good for an extra three and four horsepower, which is why the English SAE net and metric horsepower ratings are the same. A new six-speed manual transmission is standard on the S and optional on the base car, upgrading the standard five-speed.

While Porsche segregates the Boxster and 911 engine outputs by a respectful 45 horsepower, most of the 911's chassis goodies are offered on the new Boxster. Wheel sizes are up an inch to 17s (18s on the S), with three optional 19-inch wheel designs. (The axle ratios are shortened slightly to account for the larger tires.) The 911 Carrera S's new Porsche activated suspension management system (PASM) is available on the Boxster S. It lowers the suspension by 0.4 inch and uses input from numerous chassis sensors to fine-tune damping rates and counteract chassis roll, pitch, and dive. The S can also be had with ceramic composite brake discs that lower unsprung weight, reduce fade, and improve brake response and service life. Standard brakes are upsized, with the rotors cross-drilled for better cooling.

A new, lightweight front-axle crossmember and revised suspension geometry widen the front track on all models, from between 0.9 and 1.4 inches, to improve cornering stability. Many front and rear suspension components have been lightened, and Porsche Stability Management (a $1235 option last year) is now standard across the board.