Now in its second redesign, the baby Porsche is sure to win the hearts of enthusiasts with its promise of refined driving Like it or loathe it, there is no doubt what the Boxster means to Porsche. While some say Porsche devalued its brand image by making a car that significantly lowered the cost of joining the Porsche owners' club, the Boxster catapulted the German marque back into profitability when it was introduced in 1997. Porsche has now given its entry-level sports car a second makeover and it seems a logical progression in every sense. It looks wider and more assertive, but retains the soap-bar appearance of the original. The most noticeable difference is at the front, where the fried-egg-style headlights have been resculpted into rounder, more conventional units. The indicators that used to reside in the headlights are now in the two large air vents under the bumper. The air vents are separated by a more closed in mid-section. The side air vents are larger and the side skirts protrude further. The door mirrors are supported by twin blades. At the back, the changes are harder to spot, although the tail lights, bumper, wings and boot lid are all new. The retractable rear spoiler has been redesigned to reduce lift. The new body design lowers the drag coefficient to 0.29. But the biggest and most welcome change is inside. The interior has been completely revamped, resulting in a designer appearance. The cabin of its predecessor was criticised as cheap looking for a vehicle of its class. Not so for the new model. The dashboard is covered in synthetic leather. The three main gauges overlap in Porsche tradition. The central console mirrors the new 911 and Cayenne, with toggle switches for most controls and oval-shaped vents. Selective use of aluminium trim on the steering wheel and door handles add to the luxurious appearance. Engine upgrades have brought power output up to 240bhp for the 2.7-litre model and 280bhp for the 3.2-litre high-performance Boxster S. Straight line performance has improved across the board. Equipped with a Tiptronic automatic gearbox, the Boxster S can accelerate to 100km/h in 6.3 seconds. A six-speed manual brings the figure down to 5.5 seconds, although most Porsche drivers in Hong Kong seem to prefer the convenience of automatic transmission. The basic all-strut suspension is carried over with revised geometry, recalibrated springs, shock absorbers and anti-roll bars, and is highlighted by the extensive use of aluminium to reduce weight. Both Boxster models have Porsche Stability Management and variable-ratio power steering similar to the 911 - it quickens steering response the more the wheel is turned. An active damper system and ceramic brake are optional. Nothing has really changed the driving experience of the new Boxster S, although there are some differences. The trademark roar of the induction on the Porsche's flat-six engine sounds more boisterous and the mid-range response has improved. The engine comes alive from around 4,500rpm and up. Making the most of the engine is easy, just floor the accelerator and let the Tiptronic gearbox do its work. The car actually feels faster than the suggested 6.3 seconds to 100km/h. On the run to Clearwater Bay, the Boxster S corners neutrally and sure-footedly. It reacts obediently to steering input and the grip level is high. The new variable-ratio power steering is precise and has noticeably little kick-back. The result is more refined driving. The powerful brakes require a heavy foot to operate efficiently, adding to the Porsche experience. Measuring up Engine The Boxster's horizontally opposed six-cylinder engine is equipped with Porsche's VarioCam variable valve timing that adjusts the intake camshafts to enhance power and torque, and improve fuel economy and lower exhaust emission. The basic Boxster gets a power boost to 240bhp from 220bhp, while the S has been raised from 252bhp to 280bhp. The improvement in output is simply the work of refined induction and exhaust evacuation. One addition to the engine is a new two-stage resonance inlet manifold with larger ducts that produces higher torque. The new exhaust system, which has a separate tract for each cylinder bank, also helps increase output because of less back pressure. The engine is dry-sump lubricated. Engine oil is pumped to specific points to ensure consistent lubrication even during extreme cornering. Coolant channels are die-cast in the aluminium engine block and the coolant is supplied separately to each cylinder to maintain consistent temperature, minimising the risk of knocking and valve wear. Competing cars Mercedes-Benz SLK ($455,000 - $595,000) The SLK may have a more stately appearance, but the 272bhp 3.5-litre V6 SLK 350 model is a worthy competitor to the Boxster. The SLK 350 posts a sub-six-second zero to 100km/h and has outstanding handling. BMW Z4 ($432,000 - $526,000) Performance wise, the Z4, even in its 231bhp three-litre form, may not match the Boxster S. But the Z4's in-line six-cylinder engine provides possibly the smoothest ride in its class. Audi TT Roadster 3.2-litre V6 ($527,800) Armed with the slickest six-speed dual-clutch sequential gearbox, the Quattro four-wheel-drive system and a quick and responsive 250bhp V6, the TT can match up to its more illustrious German counterparts. And its design has aged well. Specifications Engine: 3.2-litre six-cylinder, four valves per cylinder Power: 280bhp @ 6,200rpm Torque: 320Nm @ 4,700-6,000rpm Transmission: five-speed automatic Acceleration: 0-100km/h in 6.3 seconds Top speed: 260km/h