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[pic=left]http://www.planet-9.com/gallery/files/6/3/9/boxsterspydernews_z.jpg[/pic]Porsche Unveils Boxster Spyder to a beat of a Different Drummer - Lee Newton of Porsche Cars North America (right) demonstrates how to install the new Boxster Spyder's sail top at the official unveiling at the Los Angeles Auto Show. Planet-9 was there to cover the event via some of our roving reporters and we've captured nearly a hundred pictures and the entire introduction on video for our members to enjoy.

First, for a discussion and some initial photos of the unveiling visit this topic thread: Boxster Spyder Unveiling Second, if you are after some photos of the new Boxster Spyder then by all means check out our reporter's photo library here: Donavan's Boxster Spyder Photos, and third we also had one of our super moderators - Mpollard - on the scene for both the launch and a private back stage event hosted by Porsche. Mpollard has posted some of his photos and thoughts here: http://www.planet-9.com/automotive-...geles-2009-international-automobile-show.html

Finally, I'm sure everyone wishes they could be at the launch themselves, well now thanks to our roving reporters you can! We've put the entire unveiling up on the web for our members to view, simply click here to watch the entire video:

For those who were not in attendance, here is what Porsche had to say about the new Boxster Spyder in its official full length press release - courtesy of Porsche Cars North America:

2011 Porsche Boxster Spyder: this Pure and Powerful,
and Purist Roadster is also Efficient


Porsche’s newest entry will be the lightest in the Boxster line-up

LOS ANGELES, Dec. 2, 2009 – Porsche is introducing a new, range topping model in the Boxster series – the Boxster Spyder. Weighing just 2,811 lbs or 1,275 kg, the new Boxster is not just 176 lbs or 80 kg lighter than the Boxster S; it is also the lightest model in the entire Porsche range.

Clearly recognizable, this new mid-engined roadster represents the pure form and design of a genuine sports car – light, powerful, consistently open, and extremely efficient. Indeed, this is the formula already applied on Porsche’s most successful road-going sports and racing cars: from the legendary 550 Spyder all the way to the RS Spyder that continues to be successful in motorsport to this day. And now the Boxster Spyder is continuing the same philosophy for the street, entering the market in February 2010 as the third model supplementing the Boxster and Boxster S.

This new member of the Boxster family stands out clearly at first sight from the other versions of Porsche’s mid-engined roadster simply because the Boxster Spyder has been developed, first and foremost, for driving in the open air. The low-slung and light soft top extending far to the back serving merely to protect the driver and passenger from the glaring sun and bad weather.

Along with the shorter side windows and the two striking domes on the rear lid that stretch all the way to the passenger compartment, the roof, when closed, gives the Boxster Spyder a sleek and stretched silhouette reminiscent of the Carrera GT.

Lightweight engineering plays a significant role on the new model. The lower center of gravity -- the brand-new sports suspension lowers the entire body by 20 mm or almost 0.8 inch -- and the standard limited slip differential combine to make the Boxster Spyder just as dynamic to drive as it is to behold.


The Boxster Spyder is powered by a 3.4-Liter six-cylinder with Direct Fuel Injection fitted in front of the rear axle. Maximum output is 320 horsepower – 10 horsepower more than in the Boxster S.

Featuring the PDK Porsche-Doppelkupplungsgetriebe (Double Clutch Gearbox) and the Sport Chrono Package, the new Spyder, benefiting from Launch Control, accelerates to 60 mph in a mere 4.6 seconds. Top track speed is 166 mph or 267 km/h, naturally with the roof open.

Boxster Spyder roots extend back to the famed 550 Spyder
Fundamentally, the entire Boxster family is acknowledged as the successor to the legendary 550 Spyder built back in 1953. Both cars share the same mid-engined roadster concept, low weight, and the true spirit of back-to-the-roots fun on the road as well as supreme agility combined with equally supreme driving pleasure.

Porsche presented the 550 Spyder in October 1953 at the Paris Motor Show. This two-seater was indeed the first sports car from Stuttgart-Zuffenhausen developed especially for racing, but was also homologated for road use. In the years to come the 550 Spyder weighing just 1,213 lbs or 550 kg scored countless racing wins on race tracks and in the road races popular at the time. It was followed by extremely successful versions of the Porsche Spyder, such as the 718 RS 60 in 1960.

The most outstanding feature of a Porsche proudly bearing the name ‘Spyder’ is light-footed agility. This means minimum weight combined with maximum driving dynamics from the engine. This is why the doors of the Boxster Spyder are made of aluminum, approximately 33 lbs or 15 kg lighter than the conventional doors of the ‘regular’ Boxster. Two extra-light sports bucket seats reduce the weight of the car by another 26 lbs or 12 kg, while the strikingly designed single-piece rear lid likewise made of aluminum ensures a further reduction in weight by 6.5 lbs or 3 kg.

The newly developed 10-spoke wheels in special Spyder design weigh in total about 86 lbs or 39 kg, making them the lightest 19-inch wheels throughout Porsche’s entire range of wheels.

Last but certainly not least, Porsche’s development engineers have saved weight simply by leaving out certain items and features. The side windows, for example, are lower and lighter, the Boxster Spyder in standard trim has neither a radio nor air conditioning, and even the winter-proof soft top has been replaced by a simple soft roof serving merely to keep out glaring sunshine and bad weather. Weighing less than 13 lbs or 6 kg overall, this lightweight roof reduces not only the overall weight of the car, but also together with other features serves to lower the center of gravity of the Boxster Spyder by almost 1 inch, ensuring improved driving dynamics and reducing the car’s roll angle.

In all, the new two-seater is 176 lbs or 80 kg lighter than the Boxster S. With its unladen weight of 2,811 lbs or 1,275 kg, the Boxster Spyder is indeed the lightest model within the entire range of Porsche cars, with a power-to-weight ratio beneath the magic limit of 4 kg/hp. To be precise, the power-to-weight ratio is 3.98 kg/hp (8.77 lbs/hp), far less than the power-to-weight ratio of, say, the 911 Carrera S.

In combination with the mid-engine concept, this creates a truly outstanding driving machine.

Light soft room rather than a conventional cabriolet top
The Boxster Spyder is intended primarily for driving in the open air. Hence, an extra-light low-slung soft roof replaces the usual electrically operated folding soft top on the ‘conventional’ Boxster.

This tight-fitting ‘cap’ serves to protect the driver and passenger whenever required from glaring sunshine and bad weather and is held in position on a carbon frame weighing just about 11 lbs or 5 kg, fitting easily and conveniently within a matter of seconds on the roof frame.

A wind deflector made of transparent plastic likewise comes standard. The roof extends into two belt-shaped ends at the rear, hooking into lashing points on the open rear lid when pulling up the roof. When closing the soft top, the rear lid acts as a lever tightening the roof in position.

Top track speed with the roof closed is limited to 124 mph or 200 km/h. And due to its design and structure, this light soft top is not suitable for use in an automated car wash.

The two striking domes on the new rear lid extend all the way to the back of the car and with the side windows that taper to the rear, this gives the Boxster Spyder a sleek and stretched silhouette reminiscent of the Carrera GT.

The third brake light forms a bar between the two domes, the long and stretched-out rear end merging at the back into a permanently fixed spoiler that extends beyond the rear lid and almost eliminate any lift forces on the rear axle.

The side air intakes between the doors and the rear axle are protected by a black mesh grid resting on a titanium-colored frame. The large side intakes at the front are enclosed within titanium-colored surrounds, with two black bars stretching from one side to the other. The upper of these two bars house a short and slender LED positioning light. Apart from this special light unit, the Boxster Spyder does not have separate lights at the front incorporating the fog lamps or daytime driving lights, as on the other models. Instead, these functions are provided by the halogen headlights on the low beam.

Two black lips on the front spoiler improve the car’s aerodynamic balance and, accordingly, its handling. A trim bar proudly bearing the name ‘Porsche’, extending between the front and rear wheel cutouts on the same level as the door bottom, offers a significant token to the history of the Company, since the same bar characterized the Porsche 908 and 909 racing cars back in the 1970s, as the winners of countless races the world over.

Engine and Transmission – the Most Powerful Boxster with 320 horsepower

Again, the Boxster Spyder’s 3.4-liter six-cylinder boxer engine with Direct Fuel Injection produces 320 horsepower, 10 horsepower more than the Boxster S. The Boxster Spyder reaches its peak output at 7,200 rpm, 950 rpm above the maximum engine speed of the Boxster S. A further point is that the speed range continues all the way to 7,500 rpm. And while the Boxster S develops its maximum torque between 4,400 rpm and 5,500 rpm, the Boxster Spyder reaches its peak torque of 273 lbs-ft or 370 Nm (up by 7 lbs-ft or 10 Nm) at 4,750 rpm.

Designed and built as a classic Porsche engine, the flat-six power unit offers optimum qualities for the Spyder with its consistent focus on driving dynamics: Low weight, a flat engine structure with a low center of gravity, inner friction reduced to a minimum, and small moving masses ensure high power on low fuel consumption. The crankcase is split into two sections and comes as a closed-deck structure.

Engine mounts with additional lateral stops and individual levels of graded hardness combine sporting comfort with superior driving dynamics, with the power unit firmly connected to the body and thereby restricting movement to a minimum.

Outstanding efficiency: Direct Fuel Injection and VarioCam Plus
A particular highlight in the new Boxster Spyder is the use o fDirect Fuel Injection with harmonized fuel/air mixture formation. This ensures a smooth and consistent distribution of air and fuel within the combustion chamber in the interest of optimum combustion quality at all times. The injectors are located between the two intake valves, facing directly at the both air paths.

This provides an even better mixture of air and fuel within the cylinders as an important prerequisite for a clean and complete combustion process.

Direct Fuel Injection has a positive impact not only on the efficiency of the engine, but also on the characteristics so typical of the power unit in the Boxster Spyder. With fuel being injected fractions of a second prior to the actual combustion process, the power unit responds instantaneously to even the slightest movement of the gas pedal.

The gas charge cycle in the engine is masterminded by VarioCam Plus camshaft control. The adjustment of valve timing on the intake side along with variable valve stroke (lift), offers the ability to handle even very high engine speeds and rapid changes in revs. Valve stroke is adjusted by hydraulically switching tappet cups on the intake side of the engine and is operated by two lobes that vary in size on the intake camshaft.

On one hand, VarioCam Plus offers optimum power and torque, together with greater fuel economy, enhanced emission management, and improved running refinement and smoothness on the other. In conjunction with Direct Fuel Injection, this provides an ideal combination of qualities to increase engine power and torque while at the same time reducing fuel consumption.

The oil pump with on-demand control further contributes to the engine’s outstanding efficiency. The oil circuit on the new power units follows the principle of integrated drive sump lubrication and is made up of an oil pump with four suction stages and one fully controlled pressure stage. Engine management adjusts the amount of oil delivered as requirements at all times, using a hydraulically adjustable gear along a shaft in order to vary the width of gear engagement and, as a result, the geometric volume of the gear-set in the pressure stage currently engaged. As a result, the oil pump does not consume more energy than required and ensures the right amount of lubrication at all times.

Resonance intake system with switching flaps
Fresh air is supplied to the 3.4-liter power unit by a resonance intake system with a resonance and distributor manifold between the right and left intake distributor pipe. Switching according to current requirements, the resonance flap serves to adjust the oscillation of air within the intake system to the current level of engine speed, providing high torque at low speed, a smooth and consistent torque curve, and a high level of maximum power. The twin-chamber distributor pipe with its switching flap, in turn, also improves torque at low engine speeds.

Emission management of an exemplary standard
The power unit featured in the Boxster Spyder fulfils the EU 5 emission standard in Europe as well as the ULEV (Ultra Low Emission Vehicle) standard in the USA. To offer this efficiency, the 3.4-liter power unit starts in the high-pressure stratified mode when cold and then moves directly to the catalyst heating phase. In this process the exhaust gas temperature is increased by dual injection heating up the catalyst as quickly as possible. The air/fuel mixture is ignited at a very late point, serving to further increase exhaust gas temperature and reduce emissions during the starting period.

Ultimately, the newly developed exhaust system with its two pre-catalysts integrated in the manifolds close to the engine, together with two main catalysts, serves to clean the exhaust gases emitted by the engine with maximum efficiency.

As a clear sign of distinction, the Boxster Spyder bears testimony to its sporting character with a double tailpipe finished in black, reminiscent of the 911 GT3.

Six-speed manual gearbox with gear upshift display helping to save fuel
In standard trim the Boxster Spyder conveys the power of the engine to the rear wheels via a six-speed manual gearbox – and here again, Porsche offers the driver very helpful support for economic motoring by means of a upshift display. This display comes in the shape of a triangle in the rev counter to the right of the digital speedometer. As a function of the gear in mesh, engine speed and the position of the gas pedal, the display flashes to tell the driver when to shift up a gear in order to save fuel. However, this recommendation is provided only if the driver is able to maintain his current speed or acceleration in the next gear when shifting up.

Sporty and efficient – Porsche PDK Doppelkupplungsgetriebe Gearbox
For an even higher standard of driving dynamics and all-round economy, Porsche offers the seven-speed PDK Doppelkupplungsgetriebe or duble-cutch garbox also on the Boxster Spyder. In principle PDK is made up of a conventional manual gearbox subdivided into two separate gearbox units and a hydraulic control unit in the middle. It is built around two concentrically arranged, interacting multiple-plate clutches running in an oil bath and operated hydraulically. One clutch acts on the first gearbox unit incorporating gears 1, 3, 5, 7 and reverse, and the other clutch is for the second gearbox unit and the even gears. Via a series of pressure valves, the hydraulic control unit operates both the clutches and the shift cylinders activating the desired gear.

The result of this sophisticated technology is a very fast gearshift free of vibration and without any interruption of torque and power, with the clutch on one gearbox unit being opened and the clutch on the other unit closed simultaneously. The big advantage is that gears shift up to 60 percent faster than on a manual gearbox and converter automatic transmission, simply because they are already in mesh when shifting.

With the selector lever in position D, gears are shifted fully automatically in an extra-smooth and comfortable process. The driver may however also shift gears manually through buttons on the steering wheel or simply by briefly flipping the selector lever in the desired direction.

As an option the Boxster Spyder is also available with a three-spoke steering wheel featuring gearshift paddles, the paddle on the right serving to shift up, the paddle on the left to shift down.

Whatever mode the driver chooses, he or she shifts gears without having to press down the clutch pedal. Gears 1 – 6 come with a sporting transmission ratio, the Spyder reaching its top speed in sixth gear. Seventh gear, in turn, comes with a long ratio to save fuel.

A further advantage of the PDK transmission is the reduction of weight – despite two additional gears, it weighs about 22 lbs or 10 kilos less than the former Tiptronic S transmission.

Sport Chrono Package with Launch Control and racing gearshift strategy
Like all Boxsters, the new Boxster Spyder is available as an option with both the Sport Chrono Package and, in conjunction with PCM Porsche Communication Management, the Sport Chrono Package Plus.

Both packages come with an analogue stop-watch on the instrument panel as well as a Sport mode for the engine and PSM Porsche Stability Management activated by the Sport button.

And if the Boxster Spyder is equipped with the PDK Porsche-Doppelkupplungsgetriebe, a Sport Plus button is also included, serving to activate an uncompromisingly sporting gearshift program for optimum performance on the race track.

The Sport Plus program also serves to activate Launch Control for optimum acceleration from a standing start. To accelerate like in a racing car from a standstill, all the driver has to do is press down the brake pedal with his left foot and kick down the gas pedal with his right foot, revving the engine up to 6,500 rpm. Then, taking his foot off the brake pedal, he will set off in the car with maximum acceleration. In that case the Spyder accelerates to 60 mph in 4.6 seconds that is 0.2 seconds faster, making the Boxster Spyder the fastest mid-engined Porsche.

Suspension and Brakes – Newly Developed Sports Suspension
The new, specially developed sports suspension is one of the reasons for the exceptional performance the Boxster Spyder has to offer. In its layout and configuration, the sports suspension follows racing principles, one obvious change being that the new top model in the range is about 0.8 inch or 20 mm lower than the Boxster S.

This lower position of the body inevitably comes with shorter and stiffer springs as well as modified anti-roll bars both front and rear. Another special feature is the dampers with their harder setting.

Yet a further important point is that the wheel track of the Spyder is 0.16 inch or 4 mm wider at the front and 0.32 inch or 8 mm at the rear, thanks to wheels with modified pressure depth. Additionally, extremely low wheel weight reduces unsprung masses also helps to improve the car’s driving precision.

This specific layout and configuration of the suspension, in conjunction with almost perfect 50:50 axle load distribution and the position of the car’s occupants as well as the engine between the axles, ensures a very dynamic driving experience in the Boxster Spyder combined with superior driving stability and a high level of lateral acceleration. In practice, therefore, the Spyder is even more agile and precise in its steering qualities than the other models in the Boxster range, with virtually no body roll or dive. At the same time the relatively long wheelbase of the car serves to add further stability when driving in a straight line.

The front suspension is made up of a spring strut axle incorporating longitudinal and track control arms, a configuration ensuring very precise wheel guidance and a high standard of roll comfort all in one. Additional rebound stop springs in the dampers reduce the roll angle, keeping the Boxster Spyder even more stable under high lateral acceleration.

The rear spring struts rest on special spring mounts additionally dampening the transmission of bumps, noise and vibration to the body of the car and improving roll comfort accordingly.

Rear axle differential lock featured as standard
A differential lock on the rear axle is clearly a must on a purist roadster with racing car qualities. In this case the differential comes with 22 percent locking action under power and 27 percent in overrun, significantly improving both traction and stability for substantial enhancement of the car’s agility and performance on winding roads and particularly on the track. A further advantage of equally great significance is even more stable load change behavior.

Yet a further point is that the mechanical locking differential relieves, in part, the ABD Automatic Brake Differential from traction control duties.

Start-Off Assistant on the manual gearbox and PDK
Porsche’s new two-seater comes as standard on both the manual gearbox and PDK versions with a Start-Off Assistant helping the driver under everyday driving conditions by preventing the car from rolling back when starting on a gradient for about two seconds through its automatic hold function and subsequently releasing the brake in a controlled process after the driver has let go of the brake pedal. So without the driver having to pull the handbrake, the Start-Off Assistant enables him to set off on a gradient smoothly and comfortably, without slipping back and without any jolts.

Tires with a high-tech compound
Ultra-modern tires form part of the car’s suspension and its specific set-up, combining supreme performance with a high standard of motoring comfort ensured by reduced tire pressure.

Porsche recommends tire pressure of 29 psi or 2.0 bar at the front on the regular tires measuring 235/35 ZR19 and 30.5 psi or 2.1 bar at the rear on the 265/35 ZR 19 tires. The tires themselves are made of PAH (polycyclic aromatic hydrocarbons)-free rubber compounds containing less pollutants and required by law as of 2010. Both a tire sealant and an electric compressor come on the Boxster Spyder for the event of a puncture.


Precise rack-and-pinion steering
Like the other models in the Boxster range, the Spyder comes with hydraulically boosted rack-and-pinion steering offering variable power assistance for smooth and superior motoring at all times. This ensures excellent agility on winding roads and, at the same time, superior driving stability at very high speeds.

The steering transmission ratio is greater near the center position of the steering, which is when the driver moves the steering wheel only slightly in one or the other direction, making the new Boxster Spyder very stable, particularly at high speeds. Then, when turning the steering wheel more than 30 degrees, the steering ratio becomes increasingly direct for a significant improvement of agility on winding roads as well as enhanced handling, particularly in tight bends or when parking. In all, the steering wheel covers about 2 ½ turns from lock to lock.

Superior brakes with optional ceramic discs
Brake discs cross-drilled and inner-vented as standard ensure excellent stopping power at all times. The front brake discs measure 12.52 inches or 318 mm in diameter and are 1.10 inches or 28 mm thick, naturally inner-vented, and feature four-piston aluminum monobloc fixed calipers. Optimum stopping power at the rear is ensured by brake discs measuring 0.94 inch or 24 mm thickness and 11.77 inches or 299 mm in diameter, again interacting with four-piston aluminum monobloc fixed calipers.

PCCB Porsche Ceramic Composite Brakes available as an option open up a new dimension in brake technology in the roadster segment. Featuring 13.78 inches or 350 mm ceramic discs on all four wheels together with special brake linings, PCCB, in conjunction with yellow-painted six-piston aluminum fixed calipers on the front axle and four-piston aluminum fixed calipers at the rear, ensures a high and very consistent standard of stopping power, with very short stopping distances even under extreme loads.

PSM with an even wider range of functions
The latest generation of PSM Porsche Stability Management featured as standard likewise ensures a high level of active safety. PSM comes with ABS anti-lock brakes, ASR Anti-Slip Control, MSR Engine Drag Force Control, an ABD Automatic Brake Differential as well as the Brake Pre-Filling and Brake Assistant functions.

The pre-filled brake system enhances the brake standby function and helps to shorten stopping distances in an emergency. Whenever the driver abruptly releases the gas pedal, which is typical of an upcoming emergency, pressure is built up on the wheel brakes by the PSM hydraulic unit even before the driver presses down the brake pedal, moving the brake pads closer to the brake discs. This significantly improves the response of the brake system as a whole and makes stopping distances even shorter.

The Brake Assistant also serves to shorten stopping distances. As soon as the Assistant notices that the driver is applying the brakes in an emergency – for example when he forces down the brake pedal very quickly and exceeds a certain level of pressure on the pedal – the PSM hydraulic unit will actively provide the brake pressure required for maximum deceleration.

To prevent unwanted application of the Brake Assistant when driving very fast and dynamically, for example on the race track, the Brake Assistant is deactivated as soon as the driver switches off PSM (PSM OFF mode) or presses the Sport Button on the optional Sport Chrono Package.

Following its safety function, PSM will intervene in critical situations close to the extreme limit by applying the brakes selectively in order to stabilize the car. This ensures a very high level of active safety combined with the agility so typical of Porsche and, as a result, superior driving pleasure.

To allow agile driving behavior also in tight bends, PSM cuts in relatively late at low speeds of up to 70 km/h or 50 mph.

The driver also has the option to switch off PSM, so that the system is only activated again when he applies the brakes – and even then PSM is only reactivated when pressing down the brake pedal really hard, exceeding the ABS control threshold at least on one front wheel. This gives the sporting driver greater freedom at the wheel, since PSM will not intervene when the driver applies the brakes lightly, enabling him to brake the car smoothly and in a neutral trajectory when entering a bend.

(continued)
 

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Discussion Starter #2
Body and Equipment – Stable, Safe, Sophisticated
The body of Porsche’s roadster is one of the best in its segment of sports cars when it comes to torsional stiffness and safety. The bulkhead frame at the front, for example, is made of particularly strong steel. The front and rear longitudinal arms, in turn, are put together out of tailored blanks, that are individual sections formed by fine plates of different types of steel and thickness welded together by a laser. This helps to reduce the weight of the car and precisely define the individual crash zones.

The ‘upper load path’, as it is called, is of particular significance on vehicles without a fixed roof, serving to stiffen the passenger cell in a head-on or offset collision. In the Boxster the upper load path guides the forces acting on the body of the car in the event of a crash very effectively from the front end across the door to the rear. To provide this function, the doors are reinforced at the top by an additional steel profile plate and come to rest in the event of a collision on a stable side structure. A support tube made of high-strength steel leading directly to both the body crossbar and the A-pillar makes the passenger cell even stronger and stiffer, particularly in an offset collision.

With its reinforced windscreen frame and roll bars finished in black, the Boxster Spyder is perfectly prepared even for a rollover. The roll bar itself is made of a special stainless-steel alloy fulfilling the strictest requirements in terms of strength and stiffness. It is constructed in what is called an internal high-pressure molding process with the steel pipe being placed in a negative die and molded to the desired shape under hydraulic pressure.

Head airbags: the Porsche Boxster pioneering the way towards passive safety
The enthusiast wishing to drive in sporting style also wishes to enjoy optimum safety and protection on the road. Precisely this is why the Boxster Spyder comes with all the passive safety components which make a Porsche sports car so very special.

Just one example is that the Boxster was the first roadster to set new standards in passive safety by introducing head airbags for the first time in an open car. These head airbags protect the occupants in a collision from the side in addition to the side impact protectors in the doors by inflating out of the sills beneath the side windows.

Supplementing this safety function, thorax airbags are inflated on the outer part of the seat backrests, so that together with the two full-size front airbags, operating in two stages, as well as belt latch tensioners and belt force limiters, the Porsche roadster offers a very high standard of passive safety.

The interior: concentrating on the essential
The interior of the Boxster Spyder consistently reflects the purist style and flair of the car, with the range of equipment being restricted to the essential for reasons of weight alone.

The radio featured as standard on the other models in the Boxster range gives way in the Boxster Spyder to a storage box on the dashboard, while the door compartments have been dropped altogether and cupholders are available only as an option. The metal levers for opening the doors generally featured in a Porsche are replaced on the Spyder by light fabric slings in the inner lining.

The binnacle above the circular instruments with their black faces has also been dropped on the Spyder, with the center console and ornamental trim on the dashboard finished in body color.

The standard interior color is black, together with striking details to form appropriate contrasts. The gearshift pattern on the shift lever, the door opening slings and the seat belts, finally, all come in brilliant red.

Diversity: numerous options for personal customization
It almost goes without saying that the Boxster Spyder offers the customer a wide range of choice in tailoring Porsche’s new two-seater to his individual wishes and requirements. Precisely this is why nearly all of the usual options available on the Boxster are also available for the Spyder, ranging from automatic air conditioning through seat heating all the way to complete leather upholstery.

As an alternative to the extra-light sports bucket seats featured as standard, the customer may also order Porsche’s regular sports seats as a no-cost option.

The CDR-30 audio system is likewise available as a no cost option, featuring an easy-to-read five-inch monochromatic screen.

PCM Porsche Communication Management including a navigation module is available as a further option, serving as the central control unit for all audio, communication and navigation functions. The main component in this case is the 6.5-inch touchscreen.

PCM also allows the user to mastermind external audio sources such as an iPod® or USB stick. The single CD/DVD player featured as standard, finally, may be replaced as an option by a six-DC/DVD player integrated in the PCM unit within easy and convenient reach of the driver.

Heritage and Motorsport – The Legendary Heritage of the Porsche Spyder
Through their fundamental concept, all models in the Boxster range are acknowledged as the successors to the legendary 550 Spyder built back in 1953: The philosophy of these Porsche sports cars is based on a mid-engine roadster concept, low weight, purist technology and style, as well as superior agility combined with truly unique driving pleasure.

Introducing the 550 Spyder in October 1953, Porsche not only presented the first sports car built in Stuttgart-Zuffenhausen specifically for motorsport, but also set the foundation for a long series of spectacular racing wins.

In technical terms the fast and agile Spyder stood out from the start through its independent suspension as well as a pendulum rear axle and torsion bar springs. Apart from the car’s excellent driving qualities, lightweight construction was of course the topmost commitment of Porsche’s engineers, overall weight of the 550 Spyder amounting to just about 550 kg or 1,213 lbs. But contrary to many assumptions, the ‘550’ model designation has nothing to do with the weight of the car – rather, it specifies the production number 550 given to the project by the Porsche Engineering Office, which incidentally dates all the way back to the year 1931.

The power unit featured in the 550 Spyder known to this very day as the ‘Fuhrmann engine’ is almost as legendary as the car itself: The first drawings of this brand-new model developed under the guidance of Porsche’s Senior Engineer Ernst Fuhrmann were completed on the drawing board in 1952. Destined to become the President and Chief Executive Officer of Porsche AG in 1976, Fuhrmann used all the options of modern racing engine technology in designing and building this 1.5-Liter light-alloy four-cylinder: Technical features such as four overhead camshafts with side shaft drive, double ignition, a crankshaft running in four bearings and eight-liter dry sump lubrication gave the engine reliable maximum output of 110 horsepower at 7,800 rpm. And in the years to come maximum power of this engine, code-named the 587 was to be increased even further to 180 horsepower.

The Porsche 550 A Spyder resting on an even lighter and much stiffer tubular spaceframe instead of a flat frame and boasting engine output of 135 horsepower made its debut in 1956. Indeed, it was the 550 A which gave Porsche the Company’s first overall win in a race for the Manufacturer’s World Championship, with Italian driver Umberto Maglioli sensationally bringing home victory in the Targa Florio, at the time the most challenging road race in the world, in May 1956.

The 550 was followed by other extremely successful versions of the Spyder such as the Porsche 718 RSK raced for the first time in 1957. Standing out as a dynamic performer against bigger competitors, the Porsche 718 RSK Spyder was indeed very successful in numerous World Championship races not only in the 1.5- or 2.0-Liter class, but also in the top 3.0-Liter class, frequently leaving even much more powerful competitors far behind.

In response to new FIA regulations for racing cars requiring a closer connection with their production counterparts, the 718 RS 60 developed for the 1960 season on the basis of the 718 RSK received not only a larger 1600-cc power unit, but also features such as a larger windscreen, a fully functioning roof and even a luggage compartment behind the 160-horsepower four-camshaft four-cylinder power unit, that is components quite unusual on a racing car. From outside the new Spyder was recognizable through its round and low-slung front end, at the rear it boasted a bulge tapering out towards the back of the car.

On the track the 718 RS 60 quickly scared the competition, giving Porsche the greatest success the Company had achieved so far particularly in long-distance racing: In the car’s very first event, the 12 Hours of Sebring, the 718 RS 60 came first and second with Gendebien/Herrmann and Holbert/Sheckter at the wheel. Overall victory in the 44th Targa Florio also went to Zuffenhausen in 1960, with Joakim Bonnier and Hans Herrmann crossing the finish line more than six minutes ahead of the three-liter Ferrari. And a second place in the 1,000 Kilometers or Nürburgring rounded off this unique story of success.

With Swiss racing driver Heini Walter at the wheel, the 718 RS 60 soon also proved its qualities in hill-climbing, bringing home the third and fourth European Hill-Climb Championships in a row in 1960 and 1961.

In 2004 and 2008, Porsche dedicated special versions of the Boxster proudly bearing the name ‘Spyder’ from the legendary racing car, while the new Boxster Spyder now entering the market is a regular series model.

The current Porsche RS Spyder was developed in 2005 as a completely new car from the ground up for LMP2 (Le Mans Prototype 2) racing regulations. In the 34 races held in the American Le Mans Series up to the end of 2008, the RS Spyder entered by the Penske Racing Team brought home a total of 24 class and 11 overall victories.

Scoring this kind of success, the Porsche RS Spyder also won the Manufacturer’s, Team and Driver’s Championships in the LMP2 class in 2006, 2007 and 2008. In 2007 and 2008, to mention yet another outstanding example, the RS Spyder was the winner in its category in the 24 Hours of Le Mans. And last but certainly not least, this sports prototype from Weissach also proved unbeatable in the 2007 Le Mans Series, winning all the races in the season and, obviously, the Championship itself.

The RS Spyder has also won the Michelin Green X Challenge several times as the car with the highest level of overall efficiency, which is the best balance of lap times, on the one hand, and fuel economy, on the other.

Precisely this brings the entire story full circle, with the new Boxster Spyder likewise offering a supreme standard of all around efficiency as a genuine winner right from the start.


About Porsche Cars North America, Inc.
Porsche Cars North America, Inc. (PCNA), based in Atlanta, Ga., is the exclusive importer of Porsche vehicles for the United States. It is a wholly owned, indirect subsidiary of Dr. Ing.h.c. F. Porsche AG. PCNA employs approximately 180 people who provide Porsche vehicles, parts, service, marketing and training for its 201 dealers. The dealers, in turn, provide Porsche owners with best-in-class service. Throughout its 61-year history, Porsche has developed numerous technologies that have advanced vehicle performance, improved safety and spurred environmental innovations within the automotive industry. The company continues to celebrate its heritage by adding to its long list of motorsports victories dating back to its first 24 Hours of Le Mans class win in 1951. Today, with more than 28,000 victories, Porsche is recognized as the world's most successful brand in sports car racing. PCNA, which imports the iconic 911 series, the highly acclaimed Boxster and Cayman mid-engine sports cars, high-end Cayenne sport utility vehicle and the four-passenger Panamera Gran Turismo, strives to maintain a standard of excellence, commitment and distinction synonymous with its brand.
 

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...and now we wait patiently for the press kits to start showing up on ebay....
 

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...and now we wait patiently for the press kits to start showing up on ebay....
Porsche, did CD's this time... nothing new on them. All the photos were from the web special and the initial press release. So nothing nice like previously. I miss the old hard bound books they did... but cost and environment impact changed that.
 

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I can't help but think how this is really an important, milestone car for Porsche.
A real effort to return to it's core roots.
As fabulous as the GT 2 & 3's are, try getting one with deleted equipment.
The new parts inventory alone makes this car significantly different than any previous special edition Porsche, let alone the 911 Speedster versions of both 89 and 94.
For those who appreciate what Porsche is doing here, and understand this car, I think it's a bargain.
I think it's love.
 

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"Seems like the ultimate track toy that is still street worthy. Hmm. Might be interested. Ed"

Ultimate Track Toy unless you live area where DE rules require top being up in roadsters... ;)
 

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"Seems like the ultimate track toy that is still street worthy. Hmm. Might be interested. Ed"

Ultimate Track Toy unless you live area where DE rules require top being up in roadsters... ;)
Well since there really is no top, I think DE should let it run how porsche designed it to run, with out the canvas cover. To call the canvas a top is a bit of a joke, its really just a cover when parked and something to keep the rain out if you get caught driving in the rain.

There is nothing support wise in the canvas, unlike most drop tops who have bracing as part of the top.
 

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To be precise, the power-to-weight ratio is 3.98 kg/hp (8.77 lbs/hp), far less than the power-to-weight ratio of, say, the 911 Carrera S

Carrera S WEIGHT TO POWER I is 3,69 kg/PS ie less IE POWER TO WEIGHT IS MORE (199 KW/TON v 188 KW/TON)

The power to weight of the Spyder is slightly more than the 09 Carrera non s (186KW/TON)
 

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"Seems like the ultimate track toy that is still street worthy. Hmm. Might be interested. Ed"
Ummmmmmmm, no. I could think of a lot more vehicles I would rather have at a track day.
 

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There is nothing support wise in the canvas, unlike most drop tops who have bracing as part of the top.
There may be more support in the regular Boxster top, but that makes no difference to PCA. In a DE event, all convertibles MUST have a roll bar and MUST drive with the top up. I wish it were different but those are the rules.

I'm sure the Spyder would be fun at the track (or anywhere for that matter), but fixed-roof coupes make better track cars.
 

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To be precise, the power-to-weight ratio is 3.98 kg/hp (8.77 lbs/hp), far less than the power-to-weight ratio of, say, the 911 Carrera S

Carrera S WEIGHT TO POWER I is 3,69 kg/PS ie less IE POWER TO WEIGHT IS MORE (199 KW/TON v 188 KW/TON)

The power to weight of the Spyder is slightly more than the 09 Carrera non s (186KW/TON)
To put it more simply:

911 C2 = 8.91 lb/bhp

Spyder = 8.78 lb/bhp (faster)

911 C2S = 8.13 lb/bhp (fastest)

These figures assume manual transmission and no optional equipment.
 

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Discussion Starter #13
Hey P-Nut, Assume for the moment that the Cayman received a similar treatment to the Boxster coming in 176 pounds less than its current weight, and received the 3.6L engine making say 350hp, now where would that put the special Cayman variant?
 

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^That would be AWESOME!!!
 

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Hey P-Nut, Assume for the moment that the Cayman received a similar treatment to the Boxster coming in 176 pounds less than its current weight, and received the 3.6L engine making say 350hp, now where would that put the special Cayman variant?
In a good spot! :)

Cayman, stock = 11.06 lb/bhp
Cayman S, stock = 9.3 lb/bhp

Cayman, -176 lbs and 350 hp = 7.87 lb/bhp
Cayman S, -176 lbs and 350 hp = 8.00 lb/bhp

But still a long way from the GT2 :(

GT2 = 5.99 lb/bhp
GT3 RS = 6.71 lb/bhp
911 Turbo = 6.92 lb/bhp
GT3 = 7.07 lb/bhp
 

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And for an interesting point of reference:

Ferrari F430 Spider = 6.84 lb/bhp
Ferrari 360 Spider = 7.61 lb/bhp
 

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Yes but this:
Cayman S, -176 lbs and 350 hp = 8.00 lb/bhp

Would be better than the 911 C2S. :)
A tad faster perhaps. Better? Maybe - see past debates on that subject ;). (noooo, let's not go there again!).
 

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Yes but this:
Cayman S, -176 lbs and 350 hp = 8.00 lb/bhp

Would be better than the 911 C2S. :)
A tad faster perhaps. Better? Maybe - see past debates on that subject ;). (noooo, let's not go there again!).
 

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Hey P-Nut, Assume for the moment that the Cayman received a similar treatment to the Boxster coming in 176 pounds less than its current weight, and received the 3.6L engine making say 350hp, now where would that put the special Cayman variant?

way behind a tpc cayman turbo :)
 
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