New Porsche supercar for Detroit

Porsche is lining up a new supercar, closely linked to the hi-tech 918 Spyder hybrid, to mark its return to the Detroit motor show in January.

Sources in Germany say the centrepiece of the Stuttgart firm’s appearance at Detroit will be a “spectacular new concept that points towards a future roadgoing model”. It’s thought the car will share some key components, including elements of its platform, with the 918 Spyder, the star of the Geneva show earlier this year.

Read the full story on the Porsche 918 Spyder

No details of the car have been released, but it’s possible that Porsche is planning to capitalise on high demand for the 918 by fast-tracking a more conventionally powered ‘halo’ model to market.

Porsche has been absent from the Detroit show since 2006. But it is returning this year as part of the ever-expanding Volkswagen Group line-up.

Porsche 911 3.8 Carrera GTS

It is, if Porsche’s new boss Matthias Muller has got his head around the product plan during his first six weeks on the job, the last of the 997-generation 911s before the next model arrives in the autumn of 2011.

In fact, other Porsche insiders suggest there may yet be one or two more editions to come but either way, this model, called Carrera GTS has the potential to be one of the sweetest 997s, period.

It takes the wider track and shell of the four-wheel-drive Carrera 4S but drives the rear wheels only. The 3.8-litre engine has the power kit installed, so it has six per cent more power than a Carrera S (now 402bhp), produced slightly further up the rev range (now 7300rpm). There’s a 4.6 per cent more torque, too (at 310lb ft), and its peak is available slightly earlier, at 4200rpm. The sports exhaust system comes as standard, incidentally.

The wider track (by 2mm at the front and 32mm at the rear) has allowed some suspension reprofiling, so you get stiffer springs and anti-roll bars. The 19in rear tyres are wider too, at 305/30. Porsche claims the GTS is “more neutral” than the Carrera S.

Cosmetically the car gets a GT3-esque, Alcantara-coated steering wheel; the material is used on the gearlever and handbrake. You lose the rear seats in the coupe, saving helping a GTS to weigh 5kg less than a Carrera S, although you can still have the rear accommodation as a no-cost option.

External styling features include a front splitter and side skirts, logos on the doors, black-painted, centre-hub wheel and similar-coloured exhaust pipes at the rear. You can also spec a 90-litre fuel tank as a no-cost option, as with the GT3.

For all this you’ll pay just under £77k in the UK, around £11k less than a GT3.

See pics of the Porsche 911 Carrera GTS in action

What’s it like?
Sublime. The first thing that strikes you is just how great the car is at being docile. Pock-marked, urban roads don’t seem to trouble its suspension set-up (we’d think long and hard before choosing the optional sports chassis with limited-slip diff), and the engine’s flexibility allows you to cruise with ease.

Show the GTS a bit of open road, though, and it has more than enough dynamic ability to put a smile on your face. The steering is wonderfully direct, with excellent initial bite and great feeling. And while the eventual trend is towards understeer, the chassis does feel like it wants you to lean on it through every corner. It’s perhaps not quite as light on its feet as a GT3 - but hey, it does weigh 25kg more.

The power kit makes its presence felt, but you’re more likely to feel it on a racetrack. That’s because while there is indeed a small increase in torque lower down the revs, as if the engine is breathing slightly more freely, the bigger gain comes beyond 6200rpm, when the motor feels like a completely different powerplant.

The air intake system suddenly opens an extra inlet to each cylinder, freeing up a few more horses and making a noise like a pure racing engine. Your only regret will be that it doesn’t sound like this at 4000rpm, because you need to be pushing on to hear it.

Our test car had Porsche’s carbon composite brakes fitted. An expensive option, they have terrific feel and they proved resistant to fade on even a long mountain descent. But we see little to worry about on the regular spec, which we tried in cabriolets on similar roads.

Should I buy one?
Absolutely. If you frequently want to get from A to B in appalling weather, by all means stick with a Turbo. If you’re a regular on the track day scene and want to take everything to extremes, you can still sign up for a GT3 RS.

But if you want an intoxicating blend of everyday usability, the throttle response of a naturally aspirated engine, communicative steering and enough performance to thrill you on any B-road, you shouldn’t look past the GTS. It is quite possibly all the 911 you’ll ever need.

Porsche 911 Carrera GTS
Price: £76,758; Top speed: 190mph; 0-62mph: 4.6sec; Fuel economy: 26.6mpg (combined); CO2: 250g/km; Kerb weight: 1420kg; Engine 6 cyls, 3800cc, petrol; Power: 402bhp at 7300rpm; Torque: 310lb ft at 4300rpm; Gearbox: 6-spd manual

2012 Porsche Cayman

According to Porsche enthusiast site Planet-9.com, a hardcore version of the Cayman, dubbed CS or Clubsport, will be shown at this year's Los Angeles Auto Show in December. This isn't the first time we've heard rumblings of a lighter, more powerful Cayman, but now that Porsche has successfully launched the Boxster Spyder, it's only fitting that the same sort of package be offered on its harder-core hardtop sister.

Expect the Clubsport to produce around 333 horsepower from its 3.4-liter flat-six, an increase of 13 hp over the Cayman S. From there, lightweight 19-inch wheels will be standard, as will fabric door pulls, aluminum body components and a slightly revised front fascia that we've seen on the Boxster Spyder. Obviously, the real goal with a Clubsport model is lightness, and Planet-9 reports that the CS should be about 162 to 184 pounds lighter than the stock Cayman S.

If the LA Auto Show reveal stands true, the Cayman CS should be hitting the road sometime in 2011 as a 2012 model, priced from around $66,300. Fingers crossed, everyone.

Audi A7 Sportback

Not to be outdone by the likes of Aston Martin, BMW or Porsche, Audi has jumped into the sportback segment of the automotive market with the new A7. The concept of the sportback is simple. Take a four door sedan but streamline it so it gives off the impression that it is in fact a two door coupe. Then combine in the versatility of a hatchback and POOF… instant sportback. Porsche has the butt ugly Panamera, BMW has the 5 Series Gran Turismo and Aston Martin now has the stunning Rapide.

Design wise it’s difficult to make a car in this configuration and have it look good. In fact up until now Aston Martin was the only manufacturer to nail it. Audi however is coming in hard and fast with the A7 and truth be told, it’s a good looking automobile. The new A7 has design elements that give its body line a low-slung, aerodynamic look and feel. Combine that with the long sloping hood and chopped rear deck lid and you have one aggressive looking gran touring sedan.

From a visual standpoint the A7 is light years ahead of BMW’s 5 Series Gran Turismo and Porsche’s turtle shaped Panamera. The real question though is how is this going to affect the sales of Audi’s other big beauty, the A8. Side by side both cars exude power, elegance and sophistication, as a buyer though I’d think I’d be torn on which one to buy.

From a technical standpoint the new 2011 Audi A7 features fun toys like touchscreen navigation, a Bang & Olufsen stereo system with 1,300 watts of power (that may be overkill), full bluetooth capabilities and just about every current automotive safety feature known to man. Right now there is not too much information for those of us here in the States, but stay tuned because as soon as we learn more, you’ll learn more.

Porsche Cayenne Sports V6

The Porsche Cayenne wears many hats. It masquerades as both the automaker's entry-level vehicle and as its flagship turbocharged SUV. Broad-shouldered in stature, one variant can blast to 60 mph in less than five seconds and top 170 mph, while another may be propelled quietly under the emissions-free power of electricity. Regardless of where they rank in the hierarchy, multi-talented Cayenne models are capable of traversing deep streams, towing 7,700-pound trailers and carrying five passengers and their luggage into the hands of waiting luxury hotel valets.

The six-cylinder Porsche Cayenne is hardly the automaker's crown jewel, but it's frequently one of the best-selling models in the lineup. Following on the heels of its more powerful siblings, the entry-level SUV can't hide behind its engine displacement – it must prove itself through luxury, improved performance, fuel efficiency and value.

We just spent a couple days driving the all-new Cayenne in Germany, and unlike two months ago, when we put the flagship Cayenne Turbo and the eight-cylinder Cayenne S to the test at the beautiful circuit and off-road course at Alabama's Barber Motorsports Park, the European venue gave us the opportunity to drive the entry-level Cayenne in crowded city streets and on the wide-open Autobahn. What's under the hood of the six-cylinder Cayenne, and why is it unique? How does it drive compared to its eight-cylinder siblings? Most importantly, how does it compare to its competition? Find out after the jump.

Porsche will offer four different Cayenne models in North American in 2011: Cayenne, Cayenne S, Cayenne Turbo and Cayenne S Hybrid. (We don't get the Cayenne Diesel, but don't get us started.) In typical Porsche fashion, the automaker introduced its top-level models first with the arrival of the eight-cylinder Cayenne S and Cayenne Turbo in May, while the just-released six-cylinder Cayenne (and the Cayenne S Hybrid) won't be unveiled at your local dealership until this Fall.

While the world is just now getting its hands on it, the arrival of the six-cylinder model has been anticipated for some time, but its powerplant specifics have been largely shrouded in mystery. With an all-new Porsche-developed 3.6-liter V6 on the table (recently fitted to the Panamera), the automaker had a choice between its own engine and an updated version of the carryover Volkswagen-sourced 3.6-liter unit. Economics won the battle, so the standard Cayenne will once again share powerplants with the Volkswagen Touareg.

Displacing 3,598 cubic centimeters, the 10.6-degree V6 features an iron block and aluminum cylinder heads. Unlike the all-aluminum 90-degree V6 in the Panamera, the Volkswagen narrow-angle "VR6" powerplant does not have balance shafts (our calibrated rears say the Porsche V6 is slightly smoother). While the Volkswagen variant makes 280 horsepower, Porsche engineers tweaked the tuning and gifted the engine with a new intake manifold to customize it for duty in the Cayenne. The result is a bump to 300 horsepower (at 6,300 rpm) and 295 lb-ft of torque (at 3,000 rpm). Bolted to the back of the engine is Porsche's excellent new eight-speed Tiptronic S automatic transmission sending power to all four corners through an electronically-controlled all-wheel drive system. There is no low range case anymore, as Porsche says the lower gears are sufficient for serious off-road travel. Even with six-cylinder power, the Cayenne is rated to tow the same 7,700-pound trailer as its siblings.

Aside from the missing cylinders, the six-cylinder Cayenne models also wear slightly smaller standard brakes. The fronts are six-piston aluminum monobloc calipers (painted black) on 13.78-inch iron rotors, while the rears are four-piston calipers on 13-inch iron rotors. Porsche's composite ceramic brake (PCCB) system is optional (and obvious to everyone within eyesight with its huge metallic rotors and yellow calipers). Steel springs and gas pressurized dampers are the only suspension offering.

Realizing the wheel/tire/brake packages are upgradeable on all trim levels, it's difficult to tell the models apart without checking the scripted badge on the hatch or catching a glimpse of the front. It's the nose that differs. The Cayenne Turbo wears an aggressively large grille and intake, while the normally-aspirated models share smaller grilles (the V8 model is finished in black, while the V6 receives an aluminized finish). The Cayenne V6 also sports twin brushed stainless steel oval exhaust outlets, just like the Panamera V6.

The lighter powertrain pays off at the scales. The Cayenne SUV weighs just 4,399 pounds, undercutting its sibling Cayenne Turbo by nearly 400 pounds and leaving the competition in line at Jenny Craig, with the Mercedes-Benz ML350 coming in 330 pounds heavier and the six-cylinder BMW X5 lugging around an extra 531 pounds.

With the key in our left hand, we climb into a nondescript six-cylinder Cayenne wearing 19-inch wheels (wrapped with 265/50YR19 Pirelli tires). The all-new interior mirrors the elegant styling of the Panamera sedan – very upscale and meticulously finished from its beautiful wood and aluminum accents to the leather stitching on the dashboard. The seat and steering wheel are infinitely adjustable and outward visibility is good, although the backup camera does help.

As mentioned in our first driving impressions a few months ago, the Cayenne platform is incredibly enjoyable to drive. Its driving mannerism are more "big sedan" than oversized 'ute, meaning the brakes and steering are responsive to the driver's inputs, not merely taking suggestions. It doesn't feel nearly as ponderous as the Audi Q7 or as heavy as the BMW X5 when touring tight city streets.

Acknowledging that it has less mass to haul around than its predecessor, the 0-60 mph sprint now takes about 7.5 seconds, putting it decidedly mid-pack among its competitive segment. Most importantly, with excellent gearing down low, you won't miss the V8 or Turbo under 45 mph as the six-cylinder Cayenne moves off the line enthusiastically thanks to the aforementioned eight-speed Tiptronic tranny.

More than content with its performance around town, we steered the six-cylinder Cayenne towards the Autobahn to try its powertrain under more demanding conditions. As stable at high speeds as it is sitting still in a parking lot, the SUV easily held velocities between 80 and 110 mph. As expected, it does lose most of its stamina as the speed increases over 90 mph (e.g., the Cayenne Turbo rockets to 125 mph in about 13 seconds, while the Cayenne V6 does it in a longish 35 seconds). With patience, and a long open stretch of road, we were able to coax it up to an indicated 134 mph, although Porsche claims it will run 143 mph if given the opportunity. When it came time to bleed off the speed, the standard brakes were more than up to the task.

Porsche has priced the Cayenne very aggressively. The entry-level six-cylinder model starts at $46,700, making the base SUV the automaker's least expensive offering in the States. Shaving more than another second off the 0-60 sprint, the eight-cylinder Cayenne S begins at $63,700. The new Cayenne S Hybrid begins $67,700, while the flagship Cayenne Turbo has a base price of $104,800.

The assertive base price means the entry-level Cayenne is priced in the thick of its European competitors, including the six-cylinder BMW X5 ($45,800), the six-cylinder Mercedes-Benz ML-Class ($45,700) and the six-cylinder Audi Q7 ($46,900). The Porsche offers more power than the Audi and Mercedes, but BMW's new-for-2011 twin-turbo 3.0-liter under the hood of the X5 xDrive35i is stronger than the Cayenne's 3.6-liter.

Porsche does not offer a "token" third-row seating option (like BMW and Audi), but its second-row seats slide on rails and the seatbacks recline/fold making the interior both accommodating and very configurable. To its dynamic advantage, the Porsche has the most modern and lightest platform. And, thanks to its Panamera-inspired interior, the Cayenne's cockpit is arguably the most luxurious and inviting of the foursome, too.

But we wouldn't buy the six-cylinder Porsche Cayenne for its engine.

Despite the fact there's nothing inherently wrong with the lesser power unit – it's more than competent – Porsche offers much better combustion routes if you are seeking pavement-pummeling power and a hybrid option if you are on a quest for fuel economy. Instead, consider the entry-level 3.6-liter V6 variant as a heavily discounted way to enjoy the Cayenne's silky eight-speed Tiptronic, bulletproof platform, refined chassis dynamics, luxurious cabin amenities, surefooted all-wheel drive, accurate steering feel and impressive braking capabilities at less than half the cost of the Cayenne Turbo.

The Panamera sedan is currently basking in the brand's sales-leading spotlight, yet the Cayenne will undoubtedly take back its top position when all the models fill the showrooms later this year. Unlike its predecessor, whose owners were often accused of driving the overweight SUV solely for the polished gold, maroon and black badge emblazoned on the hood, the new six-cylinder model is an agile, attractive and well-mannered gentleman. While it may not run as quickly as its athletic siblings, this Cayenne is stout enough to be distinctive on its own – with or without the Porsche crest leading its way.

Mercedes-Benz ML63 AMG

With all of the hype surrounding the BMW's M-badged X5 and X6, as well as the renewed Porsche Cayenne range, it's easy to forget that Mercedes-Benz has its own super-fast sport-ute, the ML63 AMG. As its name suggests, this top-rung ML is fitted with the same 6.2-liter naturally aspirated V8 that we've come to love in the rest of the automaker's AMG lineup, good for 503 horsepower and 465 pound-feet of torque in this application.

We expect to see an all-new AMG M-Class in the next couple of years, but for now, Mercedes-Benz has updated the ML63 with very subtle exterior tweaks, including darkened headlamps and taillamps, a refreshed hood and tweaked front and rear underguards (in chrome, of course). From there, not much else changes – the seven-speed AMG Speedshift transmission is still in place, routing all of that forward thrust to all four wheels, measuring 20 inches in diameter (21s can be had as an option).

In the ML AMG's next generation, expect to see the automaker's brand new twin-turbo 5.5-liter V8 under the hood, good for around 544 horsepower and a pavement-churning 590 pound-feet of torque. High-powered SUVs and crossovers aren't the most practical of automotive choices these days, but we're happy to still see them moving forward. After all, sometimes you just need to get the kids to soccer practice in extremely short order.


[Source: Mercedes-Benz]

Porsche Boxster Spyder

The blueprint goes something like this: Take an aging sports car and raid the corporate parts bin for a few high-performance items likely stolen from a flagship model. Tweak the suspension tuning, throw on some wider rubber, pare down the standard features, add a smidgen more horsepower and then make a few cosmetic changes so it stands out on the showroom floor. Finally, slap on a more expensive price.

We've seen it done many times, but rarely executed so well. Using the recently freshened Boxster S as a starting point, Porsche has developed an entirely new Spyder model that joins the Boxster lineup as its new flagship. While the two-seater follows the aforementioned recipe, we have to admit that it appears to be anything but kit-based and shortsighted.


We are big fans of the Porsche Boxster, but so is nearly everyone else. With an optimal mid-engine design, near-perfect suspension tuning and famously effective brakes, the only thing the entry-level Porsche has been missing is long-term model-range excitement. We welcomed the special variants like the 550 Spyder 50th Anniversary Edition, RS60 Spyder and the Design Edition 2, but they seemingly went as quickly as they arrived.

Addressing the void, Porsche pulled out a Boxster S, opened up the age-old "enhancement" blueprints and then clearly followed the directions. Enter the all-new 2011 Boxster Spyder.

Let's take a look from the inside out.

Buried deep within the new Boxster Spyder is the same 3.4-liter direct-injected flat-six hidden amidships in the Boxster S. However, this smooth-spinning jewel is running the same engine map as the Cayman S coupe, giving it a slight boost to 320 horsepower and 273 pound-feet of torque (up from 310 horsepower and 266 pound-feet of torque in the Boxster S). The standard gearbox is a six-speed manual, but those who prefer perfect computer-executed shifting will seek the optional seven-speed dual-clutch PDK (interestingly enough, the PDK accelerates slightly quicker and is more fuel efficient than the human-operated transmission – even though it weighs a bit more). All Spyder models are fitted with a slightly smaller 14.27-gallon fuel tank (its EPA fuel economy ratings are 19/27 mpg, if that matters to you) and a genuine mechanically locking rear differential.

The basic suspension components are unchanged, but the chassis rides nearly an inch lower and the wheel camber (both front and rear) is a bit more aggressive. The standard 19-inch wheels (up from 18s on the Boxster S) are the lightest cast aluminum wheels in Porsche's inventory. They are wrapped in 235/40ZR19 tires in the front and 265/40ZR19 rubber in the rear. Stretching between them is Porsche's iconic logo from the 1960s that acts as a reminder of a time when sports cars didn't need to go on diets.

Stolen from the 911 GT2 parts bin are the twin carbon-fiber Alcantara-upholstered bucket seats (saving 26 pounds over the standard chairs), easily the most prominent change within the cabin. There are also GT3 RS-inspired interior door panels with red nylon pull straps instead of mechanical levers, red numerals on the gearshift (6MT models only) and black-faced instrument gauges. Like the limited edition RS 60 Boxster, the dash hood over the primary instrument cluster has been deleted.

Further distinguishing the Spyder from its siblings are several significant exterior cosmetic changes. Most obvious to bystanders is the new one-piece rear aluminum hood, with its curves beautifully reminiscent of the early "550 Spyder" (subtract 6.5 pounds). Look a bit closer and you'll find aluminum door skins (subtract 33 pounds), a revised front fascia, new LED running lights, a fixed rear spoiler, twin black tail pipes, and that very unique black cloth top.

The two-piece top is quite trick in design but only takes minutes to install. Manufactured with a carbon-fiber header and weighing less than 13 pounds, the well-engineered contraption locks rigidly into the windshield frame before being firmly tensioned with a cable behind the roll bars. If things are wet outside, a plastic rear window snaps into place to keep the weather out of the interior. It is interesting to note that the fabric flying buttresses, stretching back over the rear deck, are not under much tension (regardless of how things look). While the Boxster Spyder will hit 166 mph, Porsche doesn't recommend exceeding 125 mph with the fabric roof up (of course, the California Highway Patrol doesn't recommend exceeding 55 mph on Pacific Coast Highway, either).

Benefiting from the weight savings, the Boxster Spyder tips the scales at just 2,811 pounds. It's the lightest vehicle in Porsche's road-going lineup (176 pounds lighter than the standard Boxster S) and boasts a power-to-weight ratio of just under 8.8 lbs/hp. Take a quick look at the competition in the 300-plus horsepower roadster category – they've all packed on serious pounds over the years. The Mercedes-Benz SLK55 AMG is 3,472 pounds (661 pounds heavier than the Spyder), the Nissan 370Z Roadster Touring with Sport Package is 3,497 pounds (686 pounds heavier) and the latest BMW Z4 sDrive35is weighs 3,594 pounds (a whopping 783 pounds heavier than the Spyder). Compared to those porky pseudo-competitors, the Spyder seems like it was sculpted from a block of Aerogel.

The Boxster Spyder is a standard production model, not limited in production volume. It sits above the Boxster and Boxster S in the lineup. The standard Boxster (2.9-liter rated at 255 horsepower) starts at $47,600 with the Boxster S coming in with a base price of $58,000. As it builds on the Boxster S equipment package, Porsche has priced the new lightweight model slightly higher. The Boxster Spyder starts at $61,200.

As expected, customers are offered access to an extensive options list including seat belt buckles in leather ($535) or a floor-mounted fire extinguisher ($140). If you really like yellow calipers and expensive brake jobs, Porsche's lightweight ceramic "PCCB" composite brakes are on the options list too ($8,150). Our test model had special Arctic Silver Metallic paint ($710), self-dimming mirrors/rain sensing wipers ($690), bi-xenon headlights ($1,560), audio package plus ($700), automatic climate control ($1,760) and the Sport Chrono package ($960) for a grand total of $68,530. We would soon find it was worth every penny.

Like every other Boxster, the Spyder offers an intimate cabin for anyone taller than our 6-foot 2-inch frame. Never deterred, we fit perfectly into the supportive two-way adjustable sport bucket seats to find a very comfortable driving position behind the tilt/telescoping three-spoke steering wheel. With a twist of the traditional left-mounted key, the flat-six positioned just behind the small of our back kicks over and settles into a very familiar – but rather quiet – rumble. Order the optional Sport Exhaust. We would.

Our mission is to spend a full morning with the Boxster Spyder in the hills above Malibu terrorizing the botts dots along Latigo Canyon, the famed Mulholland Highway and Stunt Canyon road before heading back down the coast. Top stowed in the trunk, the sun shining brightly and temps in the mid-70s. No, it doesn't suck to be us.

Traveling up Pacific Coast Highway, the 3.4-liter pulls the lightened Boxster around very well. Don't expect the wheel-spinning torque of a V8, V10 or forced induction powerplant – this well-balanced engine instead rewards those who spin it to redline frequently. Porsche says the 2,811-pound Spyder sprints to 60 mph in 4.9 seconds with the six-speed manual gearbox (the PDK-equipped model with launch control will get you there in 4.6 seconds), and it feels every bit as quick as that sounds. Even if it isn't as quick as the dual-clutch gearbox, the manual transmission is nearly perfect in gearstick position, shift throw and driver feedback. Yes, it is our preferred transmission in the Spyder.

We must confess: Our initial expectations defined the Spyder as a lightweight Boxster-variant of the 911 GT3. The GT3 is damn near perfect, but a bit too hardcore and predatory for a daily driver. Looking over the spec sheet, we imagined the Spyder would share its suspension tuning, and steering feel, with that special 911. We couldn't have been more incorrect.

While it is one of the best-handling cars that we have ever experienced (especially in this price bracket), the Boxster Spyder doesn't rely on an abusively-firm suspension, sticky low-profile tires or twitchy fast-ratio steering racks. Instead, Porsche engineers masterfully blended shock damping, spring rates and sway bar settings with the lightest chassis in their model range. Praise the simple elementary physics. If he were alive today, Sir Isaac Newton would undoubtedly drive a Boxster Spyder.

The Boxster Spyder is every bit as friendly and pleasant to drive as its siblings. Its mannerisms are curiously polite – until you hit a corner at speed. While the Boxster and Boxster S both take a moment to "settle" as the suspension loads and hunkers down, the lightweight model takes to the direction change instantly (the turn-in isn't twitchy, but rather obedient and predictable). Once on course, it holds the line with tenacity. After a few samples, we begin to savor the Spyder's handling and enter every corner at double the posted speed with nary a concern.

After a few more minutes of chasing a curvy road through the Santa Monica mountain range, this mid-engine sports car has us simply giddy. Light, communicative and agile – it is an absolute joy to drive.

What sets the Spyder apart is the way in which it delivers raw driver involvement in a completely modern sports car. It is a throwback to the old-fashioned roadster experience that most automotive enthusiasts crave: right foot taps the brake, left foot engages the clutch, right hand downshifts, left hand turns into the corner, ears hear the gravel under the tires, eyes notice the crack in the pavement, skin feels the warmth of the afternoon sun and the nose smells the drying sagebrush on the side of the road. This is intimate motoring.

As mentioned, most automakers follow the same "enhancement" blueprints, but they blow a step or two along the way (e.g., suspensions are set far too stiff, interiors are bland and cold, the graphics and cosmetic enhancements are too gaudy). Porsche has ingeniously honed and polished the Boxster Spyder to a fine state without marring its original finish.

Without question, the Boxster Spyder is one of the most enjoyable enthusiast-oriented cars we've driven in a long time, but is it for you? Cars like the Lotus Elise SC are much lighter and more nimble, but not nearly as comfortable or forgiving to drive. On the other end of the spectrum, the Nissan GT-R offers blazing speed, but it weighs an astonishing 1,000 pounds more and most driving sensations are lost in its computerized all-wheel drive wizardry.

When it comes to extremes, it wasn't Porsche's intent to set any new records. This two-seater isn't the lightest production car on the road, the quickest car at the light or the fastest car on the track. It isn't the least expensive, quietest or the most comfortable. But toss all of those measurable objective accolades aside, as the 2011 Porsche Boxster Spyder excels in the most important category of all – it captures your soul.