Photo: Trevor Hofmann, Canadian Auto Press |
That’s always the premise behind Porsche’s GTS trim level. It’s long been a notch or two below top-tier Turbo models with the 911, Cayenne and Panamera, so it makes sense that it similarly sits just below the Boxster’s new top-line 375 horsepower Spyder trim.
Performance isn’t the only GTS differentiator, however. Most noticeable are styling enhancements that include reworked front and rear fascias with blacked out trim, blackened headlight bezels and smoked taillight lenses, plus “silky black gloss” exterior lettering. The car’s red brake calipers are a perfect match to my tester’s Guards Red paint,
Photo: Trevor Hofmann, Canadian Auto Press |
Inside, the Boxster GTS gets the same Alcantara-suede treatment as with previous GTS models, wrapping the steering wheel, shift knob and boot, lower half of the instrument panel including the glove box lid, the inserts of each leather-bolstered sport seat (which are two of the best in the biz), armrests and even the headliner (you can get much of it replaced with smooth leather at no charge if warm and fuzzy isn’t your thing), while my tester included optional red stitching atop
Photo: Trevor Hofmann, Canadian Auto Press |
My tester’s three-dial primary gauge package featured a red-faced centre tach too, the left one being the usual white on black speedo and rightmost dial the Boxster’s standard full-colour high-resolution multi-information display. Atop the GTS’ centre stack is something very special, what at first glance looks like the attractive dash clock that normally comes standard on base and S trimmed Boxsters,
Photo: Trevor Hofmann, Canadian Auto Press |
It’s part of Porsche’s Sport Chrono package, which also includes dynamic gearbox mounts for smoother operation, a performance display within the infotainment system, and a Sport Plus button, which when pressed engages Sport mode within the GTS’ standard Porsche Active Suspension Management (PASM) system, firming up the dampers and making the steering more responsive. Additionally, Porsche Stability Management (PSM) gets a higher trigger threshold, meaning it’ll allow a little more sideways movement at the back before catching oversteer, while improves braking and exit acceleration through corners. PSM can also be turned
Photo: Trevor Hofmann, Canadian Auto Press |
The corporate canyons of the downtown Vancouver city core where I lived until recently are the ideal reverberation chambers, the throaty roar of the flat six bouncing off the concrete and glass walls soul stirring to say the least, not to mention the simultaneous surge of power and resultant speed making a blur of the
Photo: Trevor Hofmann, Canadian Auto Press |
Launch Control and a “motorsport derived gearshift strategy” are two reasons many opt for the paddle-shift actuated dual-clutch Doppelkupplung (PDK) transmission, but I must admit I was overjoyed
Photo: Trevor Hofmann, Canadian Auto Press |
Not too long ago someone at Porsche came up with the bright idea to replace the wonderful hand operated e-brake lever with an electromechanical one so as to save weight and space, but it makes the car difficult to drive when taking off from standstill on a steep grade. I’ve experienced this in other manually shifted Porsche models before, so this isn’t a one-time incident. Basically the hill holder is so sticky that it bogs down the engine and either kills it or forces you to rev so much before takeoff that it burns through clutch material. So here’s the scenario: you’re sitting at a stoplight and everybody is staring at you and your significant other in this
Photo: Trevor Hofmann, Canadian Auto Press |
Photo: Trevor Hofmann, Canadian Auto Press |
Yes, while I’m otherwise in love with the Boxster’s manual, the PDK is starting to look like a much more usable alternative in my city or any hilly town for that matter, and certainly less potentially embarrassing. I’ve spent a lot of time with PDKs in various Porsche sports cars and found the transmission as relaxing as a torque-converted autobox in heavy traffic and almost as enjoyable on the open road,
Photo: Trevor Hofmann, Canadian Auto Press |
PDK in mind, I already mentioned the GTS’ Sport Chrono package features some extra kit when combined with this optional transmission, while I also noted both iterations come with a performance display in the infotainment system, and it’s pretty intensive in capability. For instance, you can view, store and evaluate lap times or other driving increments, while it goes into details such as total driving time, lap distance, lap number, lap times recorded thus far, etc. Odd then that such a sophisticated touchscreen display doesn’t include a standard backup camera, a $750 option, but I can also understand
Photo: Trevor Hofmann, Canadian Auto Press |
I’ve mentioned all the exclusive GTS features already, but it should be noted this third-rung model also gets items from the Boxster S, including its larger 3.4-litre engine, albeit specially tuned, and upgraded brakes with those red calipers I noted earlier, while items pulled up from the base Boxster include LED taillights, rain-sensing wipers, powered heatable side mirrors, power windows with one-touch up/down, tilt-and-telescopic steering, the 4.6-inch multi-information display also mentioned before, Bluetooth, cruise control, single-zone air conditioning, seven-inch touchscreen infotainment, four-speaker AM/FM/CD audio with aux input, sport seats with two-way powered seatback adjustment, a powered convertible top that goes up and down mighty quick, plus more.
While these trim details will be exciting to some, it’s that 3.4-litre boxer between the rear bulkhead and tiny back trunklet that truly intrigues. It gets a 15-horsepower bump in output plus adds an extra seven pounds-feet of torque to the already more energetic Boxster S mill, the horizontally opposed six now pushing 330 horsepower and 273 lb-ft of torque to the rear wheels. As touched on earlier, the six-speed manual fitted to my tester was sublime, although at 5.0 seconds to 100km/h it’s a tad slower than the PDK that achieves the same feat in just 4.9 seconds.
I’m not one to count milliseconds off the line, but would much rather row through the gears when they’re so nicely spaced and easily flickable with mere wrist input, when heal-toe pedal placement and clutch take-up is so close to perfection, and the car in question is so ultimately balanced that every input is rewarded with a wonderfully
Photo: Trevor Hofmann, Canadian Auto Press |
On that note the GTS is reportedly capable of top speeds of 281 km/h (175 mph) with the manual and 279 km/h (173 mph) with the PDK, while it should be mentioned (although you probably don’t care) that it gets a five-cycle EnerGuide fuel
Photo: Trevor Hofmann, Canadian Auto Press |
All of this daily joy and happiness can be yours for just $85,100 with the manual or $89,620 for the PDK, plus Porsche’s very reasonable $1,085 freight and dealer prep charge, while you’re free to add on options until you’re well within a six-figure final tally.
On that note Porsche has some rather expensive options, front and rear parking sonar
Photo: Trevor Hofmann, Canadian Auto Press |
Photo: Trevor Hofmann, Canadian Auto Press |
All said, even with wayward navigation and the six-speed’s demonic hill holder system I can’t help but love this car. Its combination of beauty, luxury, practicality from its two trunks, power, handling, and of course the multiplicity of glorious sounds emanating from behind the
Photo: Trevor Hofmann, Canadian Auto Press |
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