2013 Porsche Boxster S Track Test
Performance Testing Porsche's New Roadster
Edmunds.com tests hundreds of vehicles a year. Cars, trucks, SUVs, we run them all, and the numbers always tell a story. With that in mind we present "IL Track Tested," a quick rundown of all the data we collect at the track, along with comments direct from the test drivers. Enjoy.
When Porsche introduced the all-new 2013 Porsche Boxster (code name: 981), there was talk of comfort, smoothness, fuel economy...and the car's all-new electric steering system. Despite it being an all-new car, many of the important features stayed the same.
The 3.4-liter flat-6 was largely a carryover, with only a few changes to the intake to bump output to 315 horsepower from 310. Torque remains at 266 pound-feet, though now it arrives slightly higher. To make up for the disappointing horsepower bump, Porsche made the new Boxster lighter by using aluminum in the body structure.
During our first drive of the 2013 Boxster we said, "The bottom line is simple: The new 2013 Porsche Boxster is still a Boxster — nimble, communicative and sharp. But it now adds measures of comfort and efficiency in a combination few others can match."
Does that feeling hold up, however, once we get the new Boxster on our track?
Vehicle: 2013 Porsche Boxster S
Driver: Josh Jacquot
Price: $61,850 (base price)
Drive Type: Midengine, rear-wheel drive
Transmission Type: Six-speed manual
Engine Type: Naturally aspirated, direct-injected flat-6
Displacement (cc/cu-in): 3,436/210
Redline (rpm): 7,600
Horsepower (hp @ rpm): 315 @ 6,700
Torque (lb-ft @ rpm): 266 @ 4,500
Brake Type (front): 13-inch vented steel rotors, four-piston fixed calipers
Brake Type (rear): 11.8-inch vented steel rotors, four-piston fixed calipers
Suspension Type (front): Independent MacPherson struts, coil springs, stabilizer bar and adaptive dampers
Suspension Type (rear): MacPherson struts, coil springs, stabilizer bar and adaptive dampers
Tire Size (front): 235/35ZR20 (88Y)
Tire Size (rear): 265/35ZR20 (95Y)
Tire Brand: Pirelli
Tire Model: P Zero
Tire Type: Asymmetrical summer performance
As Tested Curb Weight (lb): 3,066
0-30 (sec): 2.2 (2.1 w/ TC on)
0-45 (sec): 3.2 (3.4 w/ TC on)
0-60 (sec): 4.9 (5.1 w/ TC on)
0-60 with 1-ft Rollout (sec): 4.7 (4.8 w/ TC on)
0-75 (sec): 6.8 (7.0 w/ TC on)
1/4-Mile (sec @ mph): 13.0 @ 108.7 (13.2 @ 108.0 w/ TC on)
30-0 (ft): 26
60-0 (ft): 103
Slalom (mph): 72.8 (69.2 w/TC ON)
Skid Pad Lateral Acceleration (g): 1.00 (0.98 w/TC on)
Db @ Idle: 48.2
Db @ Full Throttle: 87.2
Db @ 70 mph Cruise: 67.3
RPM @ 70: 2,600
Acceleration: Best launch from 4,750 with clutch drop. Won't tolerate any clutch slip from this rpm. Perfect shifter — direct, precise, able to tolerate speed.
Braking: Solid, consistent pedal. Stops straight with little lateral wander and almost no pitch.
Skid pad: Rewards small throttle and steering adjustments on limit with ESC off. Small lift = small rotation. Doesn't want to oversteer. ESC on: Retains excellent manners with lower limits. Still very capable, though. Slalom: Remarkably easy car to slalom. Communicates its intentions clearly as limits approach. ESC on: Intervention is minimal and helpful. Doesn't feel like it punishes. ESC off: Superb balance that's completely accessible. Even pushing hard, it remains fully composed. Comfortable oversteer at exit, which is rare in midengine cars. No issues with electric steering when it comes to driving hard. Feels a little synthetic (like 991 911) if I focus on it during normal driving, but if I drive hard it doesn't matter.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.