The Porsche Boxster S has twin exhaust and, more notably, a 3.2-L engine that produces 35 kW (48 hp) more than the 2.5-L Boxster and 50 N•m (37 lb•ft) extra torque. The interior of the Boxster S is distinguished by a black, soft-effect paint finish on plastic parts and some aluminum-look components.

The S has a mass of 1300 kg (2867 lb) and is available with a five-speed Tiptronic transmission or a six-speed manual. The Tiptronic has a new twist: manual selection can be used even with the transmission selector in D. Selector buttons are placed on the steering wheel spokes. The manual mode is left activated for 8 s before switching back to auto. If the driver wishes to remain in manual, the transmission selector must be shifted.

But it is the engine that really makes the S what it is. Positioned behind the cockpit but ahead of the rear axle, the S engine produces 35 kW (48 hp) more than the 2.5-L Boxster and 50 N•m (37 lb•ft) extra torque. It has four valves per cylinder, adjustable camshafts, and a two-stage resonance manifold. A Motronic ME 7.2 engine management system similar to that used for the 911 is fitted. The S has E-gas, an electronic gas pedal that adjusts the position of the throttle butterfly via a two-stage transmission system. "It allows electronic management of the air flowing into the engine throughout the entire load range," says Porsche. "This means not only better and smoother control of load change reactions, but also greater harmony when setting off, when changing gears in the Tiptronic S transmission version, and in the anti-spin control mode."

The car has two trimetal-coated, three-way catalytic converters in its twin-chamber exhaust system. Adds Porsche: "For the first time, the coating on the metal substrates comes in a mixture of platinum, rhodium, and palladium able to withstand higher temperatures and responding at a lower temperature than the bimetal coating used in the past." The S meets U.S. Low Emission Vehicle (LEV) standards. The two-stage resonance intake manifold allows air to oscillate as a result of the intake stroke, which facilitates an increase in the amount of air drawn in throughout the entire resonance range: "This in turn benefits both rows of cylinders, providing an even better cylinder charge both at low and high engine speeds," according to the company.

The rpm limit of the 3.2-L engine is 7200, so Porsche has reinforced the crankshaft bearing shells. The crankshaft is the same as that used for the 911 Carrera. Compared to the 2.5-L car, the 3.2-L uses a more heat-resistant aluminum alloy for the cylinder head. A third radiator is also fitted with an additional air inlet in the car's lower front nose section.

Chassis modifications for the S are relatively minor. It has stiffer springs and antiroll bars, and the shock absorbers have been firmed up. The rear axle gets revised wheel mounts and guide elements. Longer rear axle control arms are used to increase toe-in stiffness. Front tires are 205/50ZR17 on 7J x 17 ET 55 wheels, while the rear has 255/40ZR17 tires on 8.5J x 17 ET 50 wheels. The brake system of the S is based on that of the 911 Carrera, and discs are cross-drilled. Four aluminum, fixed-piston calipers are used.

Apart from distinctive wheels, twin exhausts, and the S motif on its trunk lid, there is little external difference between the 3.2-L S and the regular Boxster. But the interior is notably distinctive, with black, soft-effect paint finish on plastic parts. Some aluminum-look components are also used. The folding roof now has a cloth lining, which improves both aesthetics and noise levels. Initial measurements by acoustics engineers show a reduction in interior noise level of up to 3 dB. However, Porsche has allowed the engine and exhaust to generate highly distinctive sounds that make a significant contribution to Boxster S "character," something that is often lacking on modern sports cars that need to comply with drive-by noise legislation. Other manufacturers may study this aspect of the Boxster S to see how Porsche has managed it.

The Boxster range for 2000 starts with the 2.7-L, which has a two-stage induction system for added torque, a new engine management system, and drive-by-wire technology. Maximum torque of 260 N•m (192 lb•ft) is delivered at 4750 rpm. Performance figures include a sub-seven-second time from zero to 100 km/h (0 to 62 mph).

Stuart Birch