2011 Porsche Boxster Spyder

2011 Porsche Boxster Spyder

Episode 3006
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Ever since the brash Cayenne utility hit dealers in 2003, Porsche purists have been understandably uneasy, and with the arrival of the front-engine, four-door Panacea earlier this year, perhaps more so now than ever. But the new Boxster Spyder should be reassuring. With bare bones styling from the iconic 550 Spyder, it’s a 100% classic, but modern, Porsche.

The Boxster’s basic sports car shape is becoming iconic in its own right, but the 2011 Porsche Boxster Spyder cranks it up a notch. Carrera GT-style twin-hump fairings aft of padded roll bars replace the Boxster’s simple deckled. A nicely done stoplight bridges the gap between the fairings.

And for even more fun, a Spartan two-piece manual soft-top gives the Boxster Spyder a definite ‘50s speedster look. And those vintage rocker panel stripes, especially on our sleek black tester, are easily as cool as the ones you get on the 911 GT3 RS. The stripes connect lightweight 19-inch alloy wheels that are unique to the Boxster Spyder.

The Spyder’s front fascia gets only a subtle freshening from the regular Boxster. While, out back, there’s a fixed spoiler and rear fascia borrowed from the Boxster S. But the Boxster sits 8/10ths of an inch lower than the S, and is 176 pounds lighter. Without the power top, and with new aluminum doors and trunk lid, the Spyder is the lightest of current Porsches.

Top down reveals much of the same cozy two-seat cockpit we’ve come to expect in a Boxster. But a closer look reveals red seatbelts, and more weight saving details like GT3RS-style pull-strap door releases, doors stripped of their storage bins, and a gauge cluster stripped of its shroud.

Seriously track-ready Alcan Tara-trimmed, well-bolstered bucket seats prove more comfortable than they have any right to be. Radio and cupholders are no-cost options, but you’ll have to pay for the privilege of A/C. Like any Boxster, there’s meager trunk space split front and rear, displacing 9.9 cubic feet, total.

The sole engine is a direct-injected 3.4-liter horizontally opposed six borrowed from the tintop Cayman S. Output is the same, at 320 horsepower and 273 pound-feet of torque. And we’ve gotta say, the Spyder’s exhaust note is pitch-perfect.

A six-speed manual transaxle is standard, but Porsche’s excellent seven-speed dual-clutch PDK automatic is a worthy, quick-shifting alternative. Both transmit power through a mechanical locking differential.

Running through our manual Spyder’s precise ratios at the track resulted in a 5.1-second sprint to 60. That’s the same as the last Boxster S we tested.  A result we blame on our tester’s heavy option list. But the quarter mile arrived quicker—13.5 seconds at 106 miles per hour, even with an unavoidable last-minute shift into fourth gear.

The Spyder was much happier in the slalom. The Boxster’s mid-engined layout allows near perfect 50/50 front-to-rear weight distribution, and the Spyder adds to that a lower center of gravity, not to mention tires pumped to a lower PSI for more grip. The high-speed lane change couldn’t faze this chop-top Boxster, either. Inputs and outputs were near-telepathic. The Spyder is the best handling production Porsche we’ve ever driven.

Braking was also impressive, with stops from 60 averaging a concise 113 feet with firm, short pedal travel and very little nosedive. Credit for all the fade-free stopping goes to our Spyder’s large rotors and four piston calipers.

The Boxster Spyder’s short, stiff springs, anti-roll bars, and dampers tuned to near bone-jarring levels of sportiness never let you forget that this car is most at home on the track.

Government fuel economy ratings for the Boxster Spyder are as good or better than its less focused Boxster stablemates.  The automatic rates 20 mpg city/29 highway, while the manual rates 19 city/27 highway. We averaged a respectable 23.9 miles per gallon on premium gas.

Including destination, the 2011 Porsche Boxster Spyder starts at $62,150. That’s four grand more than the much better equipped S. But then the Spyder is much rarer.

So, less car, but more performance, and more head turning, for more money. That’s the Porsche way, and we can’t help coming back for more. Plus, the 2011 Porsche Boxster Spyder is a total reassurance that Porsche is still committed to building true, and cozy, sports cars.

Specifications

  • Engine: 3.4-Liter Six
  • Horsepower: 320
  • Torque: 273 Lb Feet
  • 0-60 MPH: 5.1 Seconds
  • 1/4 Mile: 13.5 Seconds @ 106 MPH
  • 60-0 MPH: 113 Feet
  • EPA: 19 MPG City/ 27 MPG Highway
  • Mixed Loop: 23.9 MPG
2025 Porsche Taycan Turbo GT 1

2025 Porsche Taycan Turbo GT

It’s A Turbo GT With No Turbos Or Even An Engine

Episode 4432
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

In an era when even mass market EVs have mind-bending acceleration, how do performance-minded brands such as Porsche stand out? Well, you take things to an even higher level of road-going insanity. Hold on for this one! The Porsche Taycan Turbo GT just changed the game again.

When the original Porsche Taycan arrived for 2020, it did not disappoint. We blasted the Turbo S version to 60 in 2.8 seconds and hustled that hefty Hoss around Roebling Road Raceway with 911-like proficiency. None of that was enough for Porsche. So, for 2025, the Taycan gets more range, more style, more tech, and of course it does it all faster than before too. And that’s before we even get to this Porsche Taycan Turbo GT which is new to the lineup.

For our return trip to Roebling Road, there was a threat of a major winter storm about to impact our track time, so we wasted none of it, hitting the track early and often. And it’s still amazing how this big battery on wheels can feel so Porsche like. No other brand has been able to accomplish a similar feat. We laud BMW for even coming close with the i4, but here you get the full capable and confident Porsche experience; even the brakes feel incredibly natural and powerful, ceramic brakes are standard with the Turbo GT.

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Having said that, it remains a very heavy vehicle, so while you’re hustling it around the track it does tend to feel more like work than fun. Many EVs dial back the power as soon as you get up to speed, but here in the Turbo GT, it never seemed to let up, building to the point we reached over 170 mph on Roebling’s front straight, and the way it powers out of corners is otherworldly.

Now, while it does absolutely shred on a racetrack, it really feels best just high-speed sweeping your way through life on some scenic roads through the countryside. This Turbo GT’s 760-kW dual-motor setup cranks out 1,019 horsepower and 914 lb-ft of torque with Launch Control, which allows for sprinting to 60 in 2.2 seconds and clearing the quarter-mile in less than 10. But alas, that winter storm arrived and covered the track in snow before we got a chance to verify that.

You get the full capable and confident Porsche experience.

All Taycans get a new rear motor for ’25, along with updated software and improvements to the cooling system. And guess what? It charges faster too, now accepting up to 320 kW, getting it to 80% in as little as 18 minutes. There’s a 30% boost to the energy capture from regen braking as well, now up to 400 kW. What the Taycan desperately needed was more range, because who wants all this fun to ever stop; and it has been increased by as much as 35% throughout the lineup, now delivering as many as 318 miles; 276 for this Turbo GT.

The Turbo GT features a unique front splitter and active rear spoiler, but all Taycans get revised styling for ’25 including upgraded lighting and a revised front clip that both improves aerodynamics and accentuates the Taycan’s substantial width. All wheels have been aerodynamically optimized as well.

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Things inside look mostly the same, but they have improved the functionality of their multimedia setup, moved some controls around, and provided more standard content. It’s a borderline luxury car experience as far as amenities and tech go, yet it still has a purposeful feel to it; and whether things are covered in Race-Tex or real leather everything looks and feels great. Gauges are of course all virtual now, but they can still have a traditional look if you prefer. You really have to duck down to get into the rear seats, but space is plentiful; and with a pair of trunks, there’s abundant luggage space too.

Using 41 kilowatts of electricity for every 100 miles, the Turbo GT earns a fair Efficiency Rating. There are now more options than ever across the Taycan lineup, and that’s even before you even get to Cross Turismos and Sport Turismos. So, while this Turbo GT may cost $231,995 to start, you can get largely the same experience for as little as $101,395 for a base Taycan.

The 2025 Porsche Taycan Turbo GT is more than just a fantastic EV; it’s a great car period, and even a terrific Porsche. With the recently released Macan Electric SUV and the upcoming Boxster and Cayman EVs, more than any other brand, Porsche is giving us reasons not to fear the electrified future.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Battery Size: 105 kWh
  • EPA Range: up to 276 miles
  • Horsepower: 1,019
  • Torque: 914 lb-ft
  • 0-60 mph (est.): 2.2 seconds