It’s often said that Porsches have dual natures.  They’re equally happy cutting apexes on a race track or getting groceries.  Actually, that’s a slight misstatement.  Porsches are capable of performing mundane car tasks, unlike many other sports cars.  They’re not really happy unless they’re on an honest-to-goodness race track, however.

Case in point; the 2001 Porsche Boxster S.  The Boxster joined the Porsche lineup when demand for a less-expensive junior model collided with the desire to produce a true mid-engined Porsche for the street, and resulted in a popular show car.  High customer demand urged Porsche to create a roadgoing version, and the Boxster has become as respected a member of the lineup as the venerable 911.  In 2000 the S model hit the streets, with a larger 3.2 liter, 250 horsepower engine to up the performance ante.

Without a doubt it looks the part of junior Porsche.  The tubby, pinched-ended silhouette is reminiscent of both the contemporary 911 and the classic 550 Spyder, a racing Porsche from the Fifties.  The aerodynamically tapered body is pulled down tight over 17″ wheels (the rear wheels are wider than the fronts, race-car style), through which the bright red brake calipers are visible.  The Boxster’s style is all designed to hint at or show off the substance lying beneath.  Big air intakes on the flanks aren’t just for show; they feed cool air to the engine.  No showy spoilers for this car, either; air is managed by a small, discreed spoiler which retracts at speeds below 50 mph.  The Boxster S has a third radiator for additional cooling as well, resulting in a slightly different front fascia.

It’s purposeful inside as well.  The Boxster’s oval body shape is echoed in the contours of the dash and cockpit.  Driving a Porsche is a very oval experience.  Most of the touchable surfaces in the cabin car covered with “soft-touch” material–a special grain for the leather or plastic which gives the interior a surprisingly warm, friendly feeling.  All Boxsters are convertibles, and the roll bars behind the seats are a visible part of the structure.  The power-operated top lowers in less than a quarter minute.  A hardtop is available, as is a cool roof rack that can be attached to either the hard or the soft top and can carry up to 165 pounds of bikes, skis, or other sporting equipment.  The Boxster S is set apart from lesser Boxsters by a unique gauges and aluminum trim.

We were surprised by the first Boxster S we drove.  After hearing all about Porsche’s engine and chassis development, we found the Boxster to be a sluggish, pouty companion around town.  The high doorsills and roll hoop behind the seats give it an unpleasant bathtub feel, and the controls are heavy.  Leaving stoplights with no lurching as the clutch is released takes some practice.  The horizontally-opposed (“boxer”) six-cylinder engine burbling away right behind the passenger cabin provides adequate power, but feels unpleasantly restrained, as if something has been stuffed into the tailpipe.  The six-speed manual transmission is shared with the 911 Carrera and shifts nicely, but all in all the car is sulky around town.  It will handle commuting duty, grudgingly.

Then we got it on a racetrack.  Given a chance to run, the Boxster was transformed.  With nothing but open track ahead, the boxer motor shakes off the lethargy, 250 horsepower makes itself known, and the 2855-lb car rockets eagerly from turn to turn.  The Boxster can be heel-toe downshifted just like a race car, and enjoys the opportunity to let you practice.  The heavy-feeling steering is perfectly weighted for track time as well.  The Boxster has a mid-engined layout, considered by many the best for racing.  The inherent balance of the mid-engine layout results in quick turn-in and hair-trigger reactions from the four-wheel independent suspension.  The suspension is a bit stiff on the road, but on the track it turns the Boxster into an extension of your driving.

Also invisible on the road is the new-for-2001 Porsche Stability Management (PSM) system.  This system replaces the more conventional traction control on the options list, and detects slippage at the front or rear.  The system uses the brakes and throttle control to stabilize the car on any surface.  We didn’t notice it on the road, but on the track it kept us going straight when we pushed a bit beyond our ability more than once.  It can be switched off, but even the most overconfident drivers will appreciate having the discreet assistance of PSM along.

Around town we didn’t even notice the massive four-wheel disc brakes, which haul the Boxtster to a stop phenomenally fast but are still best for street duty; they began to smoke and smell after an hour or two of lead-foot hot laps.  That aside, it was instantly clear to us that no Boxster will be truly happy without a race track or a winding canyon road to tear up on a regular basis.  Buyers wanting a Porsche as an ego boost will be more comfortable in the larger, pricier 911 on a daily basis.  True car nuts, on the other hand, will be happy to cram 9.1 cubic feet of luggage into the Boxster’s tiny cargo areas and head for the hills for a weekend.

Specifications:

All specs are for the 2001 Porsche Boxster S, which we tested.

Length:         171.0 in.
Width:            70.1 in.
Height:            50.8 in.
Wheelbase:        95.2 in.
Curb weight:        2855 lb.
Cargo space:        9.1 cu.ft.
Base price:        $50,200
Price as tested:     $56,122
Engine:         3.2 liter, DOHC “boxer” six-cylinder
Drivetrain:         six-speed manual, rear-wheel drive
Horsepower:         250 @ 6250
Torque:         225 @ 4500
Fuel capacity:        16.9 gal.
Est. mileage:        18/26