As a self-confessed Ferrari devotee, as anyone glancing at my website header or past posts might discern, Porsche was a brand I once viewed with a degree of… well, indifference. Lacking the passion, the aesthetic allure, the sheer mystique of Ferrari – or so I thought. I could conjure a litany of justifications for my stance.
However, time and exposure have a way of eroding even the most steadfast biases. A creeping sense of cognitive dissonance began to dawn as I reluctantly acknowledged that some of my automotive idols hailed from Stuttgart, not Maranello. The Porsche Carrera GT, with its unparalleled auditory symphony, reigns supreme as the best-sounding road-legal supercar. The vintage 550 Spyder holds an unshakeable position as my favorite classic car, and the contemporary 918 Spyder is simply breathtaking.
Yet, these automotive masterpieces exist in a realm of exclusivity, a stratosphere I’m unlikely to ever inhabit. As for Porsche’s more accessible offerings? 911s, Cayennes – they still left me cold. The Boxster/Cayman series held a flicker of interest, but even those failed to ignite a true passion. Then, a series of events began to shift my perspective.
A close friend, a Porsche aficionado, offered me a passenger seat experience around the Nürburgring in his Cayman. Barely two corners into the lap, my jaw was agape. How could a car, positioned far below the supercar echelon, possess such astonishing handling prowess? It was a revelation. A silent internal monologue wrestled with the unthinkable: “This actually handles better than my Ferrari 360…” Naturally, I refrained from voicing this heretical thought to its owner, sparing him the smug satisfaction of knowing his ‘lesser’ car outmaneuvered my prized Ferrari. Instead, I opted for a more diplomatic critique, lamenting the Cayman’s “vacuum cleaner” soundtrack, a consequence of forgoing the optional sport exhaust.
Jealous feelings in the passenger seat of a Cayman at the Nürburgring
Shortly after this Nürburgring epiphany, another catalyst emerged: Top Gear’s review of the Porsche Boxster Spyder. Described as a leaner, more focused, and hardcore iteration of the standard Boxster, it piqued my curiosity. James May’s enthusiastic endorsement planted a seed: was this Porsche’s equivalent to a Ferrari Challenge Stradale – a stripped-back, driver-centric masterpiece? The quest to find out began.
A visit to the local Porsche dealership ensued, culminating in a test drive. The initial impressions were compelling. The handling was indeed exceptional. The car felt light, agile, and eager to rotate. However, a couple of reservations lingered. The exhaust note lacked excitement, and the convertible top operation – an arduous eight-minute ballet – seemed impractical for my frequently rain-soaked locale. When the dealer presented a disappointingly low trade-in offer for my Ferrari, I walked away. No Porsche, not yet.
Test drive of the first Boxster Spyder
Fast forward four years, and Porsche unveiled a new Spyder variant: the 981 Boxster Spyder, or simply “Spyder” as emblazoned on its rear. Could this be “the one”? Its aesthetics were undeniably more striking. Even the convertible top had been simplified, now deployable in a mere minute. Reviews were ecstatic. Steve Sutcliffe hailed it as the “best Boxster yet,” while Sunday Times Driving lauded its “outrageous pops and bangs” and declared it “the most fun Porsche for most of the time.” Performance figures were impressive too: a Nürburgring lap time of 7:49 (only 13% slower than the mighty 918 Spyder) and a top speed of 290 km/h (15% shy of the 918).
However, competition loomed in the form of the Alfa Romeo 4C. The Aston Martin V8 Vantage, a perennial object of my aesthetic affection, also remained a contender. Three test drives later, the verdict was clear. Neither the Alfa nor the Aston could match the Boxster Spyder’s sheer driving exhilaration. The deal was struck. I placed an order for the Spyder.
My 981 Spyder. Friends and family were perplexed, even disapproving. “You switched to Porsche?” “But… why?” Thumbs-down emojis proliferated on social media. For me, the rationale was simple:
The driving experience is nothing short of sublime. The handling is remarkably precise, the steering feedback telepathic. Despite the long gear ratios (a non-issue in real-world driving), the gearbox is one of the finest I’ve encountered. The auto-blip function on downshifts, coupled with the sport exhaust’s theatrical outbursts, is pure auditory delight. Sunday Times Driving’s assessment of the exhaust “pops and bangs” was spot on – it elicits a grin every single time.
Enjoying the handling at the Nürburgring (top), Zandvoort (bottom left) and drifting at Porsche Precision day (bottom right)
Enjoying the handling at the Nürburgring (top), Zandvoort (bottom left) and drifting at Porsche Precision day (bottom right)
The interior is equally compelling. The driving position is spot-on, and the controls are intuitively placed. While the infotainment system is somewhat basic and I might have preferred Alcantara accents over leather, the carbon fiber trim, Alcantara bucket seats, and Alcantara-clad dashboard and door panels more than compensate.
The exterior design resonates deeply with me, echoing the lines of the iconic 718, the Carrera GT, and even a hint of the 918 Spyder. The speedster-esque double humps behind the seats and the GT3-inspired front spoiler add further visual drama.
Always in good company…
Last year, the 718 Spyder debuted. Reviews lauded its aesthetics and its closer mechanical kinship to the GT4. However, performance gains over the 981 are marginal due to the 718’s increased weight, and the consensus is that the new model’s exhaust note is… muted. This sonic deficit is a significant drawback, as the 981 Spyder’s auditory character is a key part of its appeal. Should I upgrade? The cost would be substantial, especially factoring in an aftermarket exhaust system (a purchase fraught with the uncertainty of sound quality). And I question whether GT4 suspension is necessarily superior for road use. A test drive is essential (I requested one nine months ago – apparently, conceiving and delivering a baby is quicker!), but I ponder: why fix what isn’t broken? Why upgrade from a car that already delivers such immense satisfaction?
Having fun with friends at the Nürburgring
Ferrari remains the marque closest to my heart. The F8 Tributo, the new Roma – they are undeniably stunning machines. But when evaluating sheer driving pleasure per dollar, the Boxster Spyder delivers approximately 80% of the 918 Spyder’s magic at just 20% of the price, wrapped in a visually arresting package that’s perfectly suited for daily driving. In my estimation, it represents the most compelling value proposition in the realm of fun-to-drive cars.
Parking in Leiden, The Netherlands.
And my Ferrari-loving friends? Many, it turns out, harbored secret Porsche affections all along. The rest, while initially skeptical, have come to appreciate the Boxster Spyder’s inherent charm. Remarkably, three of them have since acquired Porsches themselves. Did I inadvertently start a trend?
Lago di Garda trip. This time not in a Minotto
Lago di Garda trip. This time not in a Minotto
Lago di Garda trip. This time not in a Minotto.
Ciao!
Robin
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