Boxster S Overview 2002 S Specs PCA Article on Boxster S Photos Nelson Homepage

Our Boxster

2002 Porsche Boxster S Metallic Seal Grey exterior BLACK/BLACK Interior

Some Details from Porsche

Water-Cooled, 6 Cylinders, 3.2 Liters, Net Power 250 HP, Net Torque 225 LBFT - Octane Rating (RON): 98 Mid-Engine/4-Valve System Digital Motor Electronic (DME) with E-Gas (Electronic Throttle) 3-Way Catalytic Converter; On-Board Diagnosis System II (OBD II) 6-Speed Manual Transmission, Double Inertia Flywheel Hydraulic Clutch and Power Steering Anti-Lock Braking System (ABS) with 4-Piston Monobloc Fixed Light Alloy Calipers Painted Red, Front and Rear Internally Ventilated and Perforated Brake Discs, Front and Rear Under-Carriage Cover; Stabilizer Bars, Front and Rear Automatically Controlled Rear Spoiler Edge Cast Light Alloy Wheels "Boxster S Design": 7J X 17 with 205/50 ZR 17 tires, Front 8.5J X 17 with 255/40 ZR 17 tires, Rear Including anti-theft device Protective Roll Bars; Power Operated Top and Windows (Soft Top with Roofliner) Tinted Glass; Windshield with Graduated Tint Heatable Windshield Washer Nozzles Automatic Full Climate Control/Carbon Filter Leatherette Seats Luggage Compartment covered with Needle Fleece, Black

Luggage Compartment Capacity, Front and Rear, 5.6 cu. feet each Leather-Covered 3-spoke Steering Wheel, Black (380 MM Diameter), Axially Adjustable (Manual) White-faced, satin trimmed instrument cluster with Boxster script Air Bag, Driver's and Passenger's Side, with Side Air Bags (including preparation for Child Seat Detector, Passenger's Seat) Center Front Air Intake Vanity Mirror, Illuminated, in Sunvisor - Driver's and Passenger Side Door Handles and Handbrake Handle Covered with Leather, Black Door Sill Panels with Boxster 'S' Logo Lockable Storage Compartment behind Handbrake Lever Generator 120 Ampere (1680 Watt) Fog Lights Integrated in Headlight Unit; Rear Fog Light, Left Driver's and Passenger's Seat with Manual Length, Height and Electrical Backrest Adjustment Front and Side Air Intakes, Frame of Windscreen Seal and Rear Window Seal (Hardtop) in Titanium Color Immobilizer System (Transponder System); Central Locking System; Anti-Theft System with Interior Sensor and Remote Control Energy-Absorbing Light Alloy Bumpers, Front and Rear, including two PU Bumper Overriders, Rear Heatable and Electrically Adjustable Outside Mirror, Driver's and Passenger's Side

The engine is a "boxer" design

Water-Cooled Engine Boxer engine, horsepower and torque The Boxster engine is an all new Porsche horizontally opposed (boxer) layout designed to meet stricter emissions, noise and fuel economy requirements. It utilizes water cooling and four valve technologies featured on the 911 GT1 race car. The powerful 3.2-litre engine offers even higher levels of performance than the standard Boxster engine, developing 252 bhp at 6,250 rpm, and a full 305 Nm of torque from 4,500 rpm. return

Engine Details

Crankshaft

The Boxster engine starts with the forged steel crankshaft running in seven main bearings. The crankshaft and auxiliary shafts driving the camshafts are housed in aluminum/cast iron bearing shells, offering consistent bearing play regardless of temperatures, and reducing mechanical noise.

Connecting rods
Connecting rods are forged steel, broken mechanically at the bottom end for assembly along a dividing line marked by a laser beam. Once the connecting rods are fitted onto the bearings, the crystalline fracture surfaces provide an ideal mating surface. The cracking technique is featured for the first time with the forged connecting rods in the Boxster engine.

Cylinders
The alloy engine block, which is separated down the center, has the three cylinders on each side arranged in an open deck design within the block. The flow of coolant around the cylinders and combustion chambers follows crossflow cooling principles applied by Porsche in the design and construction of racing engines. Coolant flows along the entire width of the cylinder bank and cylinder heads from the intake to the exhaust side. Flow in the new boxer engine extends up and down in two directions on either side, thus ensuring thermal stability. One coolant flow extends around the cylinders inside, a second around the combustion chambers on the outside.

Lokasil casting
For the block, Porsche has used a new Lokasil casting technology. The cylinder liners are made of an alloy made abrasion resistant by adding silicon. Prior to casting, the cylinder liners are fixed in position, then surrounded by a conventional aluminum alloy casting. The advantage of the Lokasil process is that the silicon required is applied only where it is needed.

Integrated dry sump lubrication
The oil sump also forms part of the engine block on the new boxer engine, although it is separated from the crankshaft chamber, a new design known as integrated dry sump lubrication. The advantage of this new system, versus the 911 design with a separate oil tank, is simplification of engine construction, with the number of hoses and tubes reduced to a minimum. On the pressure side, a geared oil pump at the front end of the engine ensures the supply of oil, which then returns to the reservoir from the crankshaft bearings. Oil in the cylinder heads is pumped back by two return pumps. The oil pickup is housed in a reservoir beneath a partition that prevents the oil from flowing to the sides under lateral acceleration by means of baffle plates, keeping oil in the pickup under all driving conditions.

Oil/water heat exchanger
The oil/water heat exchanger mounted to the engine block provides temperature balance. During warm-up, this system warms the oil directly from the coolant, so the engine reaches its operating temperature quickly. Whenever oil temperature exceeds the coolant temperature of approximately 2000 F (900 C) under high load, the heat exchanger process is reversed, with the oil dissipating heat to the coolant.

Fuel injection
Fuel injection and ignition are controlled by the latest Bosch Motronic M 5.2 electronic engine management system. Fuel supply is sequential, through one injector per cylinder, following the engine's firing order. The amount of fuel injected is determined by a hot film air mass metering system located in the intake manifold, and by the dual exhaust system oxygen sensors.

Electronic ignition
The Bosch ignition system is all electronic, featuring solid state ignition distribution via six individual coils, with no mechanical distributor. The system features cylinder selective anti-knock control that retards the ignition timing of individual cylinders which are about to knock. The Boxster's Motronic engine management system includes a second generation on-board diagnostics system (OBD II) for the North American market.

Spark plugs
Thanks to four valve technology, the spark plugs are centered in the combustion chambers for consistent ignition and combustion of the fuel/air mixture. Dual ignition, with two spark plugs per cylinder, as in Porsche's air-cooled boxer engines, is not required. The cylinder heads are identical and can be fitted to either the left or right cylinder bank with no modifications.

Intake system & Exhaust system
The intake manifold is made of lightweight reinforced plastic with smooth surfaces for increased air flow in the intake track. Intake air supply is controlled by a central throttle butterfly, while fuel is injected sequentially through six electronic fuel injectors. Exhaust ducts through two stainless steel exhaust manifolds and exits through two catalytic converters into the muffler and a central tailpipe reminiscent of those used on earlier Porsche roadsters.

Electronic engine management
The engine is accessible from beneath, from above and from the front through service openings. Electronic engine management is maintenance-free but can be checked by computer via the on-board diagnosis system. The camshaft timing chains as well as the poly-V belts driving the alternator, water pump, hydraulic pump and air conditioning compressor all feature automatic tensioning. Engine oil level is displayed each time the engine is started by a gauge in the instrument cluster. A service unit in the rear luggage compartment houses an oil dipstick as well as the fillers for engine oil and coolant.

Radiators
The water cooled engine influenced the Boxster's body design. Studies showed that the only way to provide heat dissipation under worst case conditions was to mount the radiator at the front end of the car. Due to the required front luggage space, the radiator could not be placed in the normal position. Porsche's engineers decided on a solution from the renowned Porsche 959. They split the radiator in half, and placed the two halves in the fenders, in front of the wheels, to generate a flow of cooling air under all conditions.

Air flow
Air flow coming out of the body upstream of the front wheels provides two advantages. Aerodynamic drag does not suffer from the fact that air flows through the radiators, and the upward flow of air coming out of the radiators counters lift forces on the front axle. The air scoop on the left side of the car supplies intake air to the engine through an air filter, while hot air from the engine compartment is forced out by a fan located inside the right side air scoop.

VarioCamTM variable valve timing system
Intake and exhaust valves are driven by four overhead camshafts and bucket tappets with hydraulic valve lash compensation. Intake camshaft opening times are controlled by Porsche's patented VarioCamTM system. With an automatic chain tensioner and hydraulic valve lash compensation, the entire valvetrain system is maintenance-free.

First used on the Porsche 968 3.0 liter four-cylinder engine, VarioCam is Porsche's patented method of altering camshaft timing for greater engine torque. VarioCam uses a timing piston, controlled by the Bosch Motronic M 5.2 engine management system, placed between the two sides of the timing chain between the intake and exhaust cams.

When actuated, the piston advances the timing of the intake cam by 15 crankshaft degrees or 7.5 camshaft degrees. Earlier valve timing creates more valve overlap and an earlier closing time than normal, resulting in additional engine torque. At high engine speeds, the piston is shifted back to its later timing position for more power. The effect of the VarioCam system is to give the Boxster engine a broader, flatter torque curve. VarioCam also lowers exhaust emissions. At low speeds and at idle, the late intake cam timing results in shorter valve overlap periods and reduced hydrocarbon emissions. At low loads and moderate engine speeds, early timing and long valve overlap times create exhaust gas recirculation, reducing NOx emissions. Cold-start emissions are also improved by VarioCam valve timing.

Four valve technology
Porsche has developed a compact solution for driving the four overhead camshafts: the first drive element is a chain leading from the crankshaft to the intermediate shaft. From here, at the front end of the engine, another chain drives the right side exhaust camshaft, with still another chain running from the clutch side to the left side exhaust camshaft.

This configuration allows the chains to use the space provided by the two offset cylinder rows of the boxer engine. Two small chains connect the exhaust and intake camshafts. The valves, closed by conical springs, are operated by hydraulic tappets with automatic lash compensation. The camshaft drive chains maintain correct tension for the life of the engine.

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Six-Speed Manual Gearbox	Transferring power to the road is the job of the standard six-speed manual gearbox, specially developed for easier gearshifts and greater precision. Top speed in manual configuration is 260 km/h. 0 to 100 km/h is an astonishing 5.9 seconds, while 100 to 0 takes just 2.7.
Interior	Dashboard The Boxster cockpit offers a new rendition of classic Porsche style. The ignition lock is still located to the left of the steering wheel. Instruments are grouped in an arc with three large gauges slightly overlapping each other. As is normal for a Porsche, the most prominent feature is the central tachometer, with the analog speedometer to the left. For the first time, the numbers on the analog scales use the same typography as the model designation at the rear of the car. Analog and digital displays Beneath the analog displays for road speed, engine speed, coolant temperature and fuel level, the dashboard of the Boxster features three additional digital displays: the odometer, the trip odometer and a digital speedometer beneath the tachometer, displaying in either English or metric units. Beneath the analog gauge on the right is the oil level display, which allows the driver to check the engine oil level each time the ignition is turned on. As an option, the Boxster offers an on board computer displaying average speed, average fuel consumption, fuel tank range and outside temperature, with an acoustic warning which sounds whenever the car exceeds a preset speed limit.
Handling The Spoiler automatically extends at 75 MPH. The RED calipers are another way to tell it's a Boxster S.	Steering The rack and pinion steering of the Porsche Boxster features hydraulic power assist. Bumps or adverse forces coming up from the road are absorbed by the hydraulic steering mechanism, and power assist substantially reduces the steering forces required when maneuvering and parking. The telescopic steering wheel adapts to the driver's needs and provides the precision required by demanding drivers. Suspension Placing the engine in the middle of the car is a time-honored and successful Porsche philosophy. As early as 1934, the Auto Union Grand Prix cars designed by Porsche featured an advanced mid-engine design with their 16-cylinder power units between the driver and the rear axle. That philosophy continues today with the latest Porsche 911 GT1 race car. Mid-engine design concentrates the weight of the car in the middle, which serves to reduce the inertia moment around the car's vertical axis. What this means in practice is very agile response to steering inputs with smooth and nimble behavior in curves. With the Porsche Boxster's equal axle load distribution, its low center of gravity and its relatively long wheelbase, the car offers excellent driving characteristics. Front and rear Both the front and rear suspensions are refined versions of the MacPherson strut, with transverse control arms and spring struts. Experience gained with vacuum pressure cast aluminum components on the chassis of the latest Porsche 911 prompted the use of light alloy on the Boxster suspension. On the front axle, the sub-frame, transverse control arms, longitudinal arms, and the wheel supports enclosing the shock absorbers are all made of cast aluminum. At the rear, the transverse control arms, longitudinal arms, wheel supports and shock absorbers are all connected to an aluminum structure that reinforces the rear body structure. Elasto- kinematics Porsche 911 Carrera suspension performance was replicated for the Boxster to ensure directional stability, lateral acceleration and controllability under all conditions, with smooth and forgiving behavior at the limit. A design offering increased safety under such driving conditions was developed by Porsche's engineers in designing the Weissach axle, first featured in the Porsche 928, a modification of axle geometry under lateral forces in bends called elastokinematics. On the 928, this effect generated toe-in on the rear axle alone through kinematic forces, thus countering oversteer. The Boxster takes this design a step further. The elastokinematic design of the Boxster's suspension provides a negative toe position on the outer front wheel under the influence of lateral forces. The outer rear wheel, in turn, develops a positive toe position. With increasing lateral acceleration, this system increases the car's understeer, allowing the driver to apply the brakes in a corner while maintaining control of the vehicle. The normal consequences of the weight transfer which occurs under such conditions are minimized by this suspension feature.
Storage Front Trunk Rear Trunk	The mid-engined layout of the Boxster is not only good for performance, it's also the basis for the car's outstanding practicality. By placing the engine at the centre of the car, there's now room for luggage compartments at both the front and rear. Each compartment offers a total capacity of 130 litres, regardless of hood position. That's more space than you'll find in any other two-seater sports car on the road. And more than enough to go touring in comfort.
Side Air Vents with titanium grills
Soft-Top	Hood At exactly 12 seconds, the Boxster S takes less time to open or close than some other roadsters take to get from 0 to 100 km/h. The concertina action means that little headroom is required for opening and closing. When the hood is folded away, the top is stored uppermost, ensuring even better protection of the interior fabric. To prevent the hood from being lowered accidentally when the car is in motion, the mechanism will only function when the ignition is switched on, the vehicle is stationary, and the handbrake is applied. The hood itself is made of robust fabric and is protected against fading in sunlight. The rear screen is scratch resistant, ensuring a consistently clear view to the rear, even at night or in the rain. The interior of the hood features a black fabric rooflining, which, in addition to enhancing the interior, improves the acoustics inside the car by minimizing wind and road noise.
The Boxster S logo on the door sills.
Interior	We have the all black interior, with the Bose 100 watt 10 speaker sound system. Sounds great! And the volume smoothly almost imperceptibly changes with the speed to keep the listening volume appropriate. Also have the OBC, On board computer which give you vital information like what the outside temperature is or what ypur current MPG are. Weird.
Front center air scoop	Probably the most noticeable indication it's an "S", aside from the centrally located twin exhausts.

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The Porsche Boxster

Specifications

Motor Engine Layout No. of Cylinders Valves per cylinder Capacity Bore/stroke Max. power (DIN) at rpm Max. torque (Between 3,500-4,500 rpm) Compression ratio Transmission Layout Manual transmission Available with Tiptronic S Chassis Front axle Rear axle Steering Brakes ABS Wheels Tyres Unladen weight DIN According to EU Directive* Permissible gross weight Performance Top speed 0-62 mph Elasticity (50-75 mph) in highest gear in second highest gear Elasticity (62-124 mph) in highest gear in second highest gear Fuel consumption in l/100 km City Highway Combined EPA Fuel Economy City Highway Dimensions Length Width Height Wheelbase Luggage compartment volume (VDA), front/rear Tank capacity

Horizontally opposed (Boxer) Mid-engined 6 4 194 cu. in. 3.9 in. / 3.7 in. 250 hp 6,400 1/min 305 Nm / 225 lb.-ft 11.0 : 1 Rear-wheel drive 6-speed Yes Porsche Optimized McPherson strut suspension McPherson strut suspension Power assisted, hydraulic Four-piston monobloc fixed calipers front & rear, discs internally vented & cross-drilled Bosch ABS 5.3 Front: 7 J x 17, Rear: 8.5 J x 17 Front: 205/50 ZR 17, Rear: 255/40 ZR 17 Manual 2,855 lbs. 3,020 lbs. 3,560 lbs. Manual gearbox (six-speed) 162 mph 5.9 s 10.3 s (6th) 7.7 s (5th) 32.0 s (6^th gear) 22.2 s (5^th gear) Manual 15.7 l 8.0 l 10.7 l 10.7 l 265 170 in. 70.1 in. 50.8 in. 9.5 in. 4.6 cu. ft. 16.9 gallons

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Boxster S

Review from PCA

Torque, the glorious product of the enlarged 3.2 engine - both bore and stroke have been increased in the S - peaks at 225 ft lbs at 4500 rpm, well above its predecessor's 181 at the same revs. More important, 85 percent of it is available from 2000 rpm, imparting a grand guttiness to the car from right off the line. Horsepower is up to 252 from the original car's 201, increasing the top speed to 161 mph. Finding an unusual stretch of straight road, we take on a line of slower traffic, including a newish Corvette that has somehow found its way across the water, and blow by them with an adolescent sense of invulnerability. They seem to know that resistance is futile. Adrenalin flows, and another stranger chemical seems to be present as well - Zuffendorfins?

Besides the 22 percent increase in displacement, the new engine is sporting unique pistons and cylinder heads. The new intake manifold is now a two-stage resonant design, with rev controlled valves altering the effective length of the manifold at 3000 and again at 5000 rpm, benefiting both low and high speed cylinder charge. A second-generation VarioCam drives the 24 valves. The crankshaft is directly from the 911 Carrera, and runs on seven main bearings with a layshaft running through a separate bearing system. The generous 996 also shares its oil pumps, belt drive and timing chains with its new compatriot.

A small "F1" is cast into the metal of the engine case; Fortschritt (progress) proclaims Herr Kapfer. Or, perhaps it refers to the crossflow system - for more even engine cooling - with integrated ducts (call it no additional external hoses) like those used on Formula One engines. In either case, there is now a third water radiator up front to cool the engine and its oil, and a third opening in the nose to provide the air for this project (all the radiators are for water; no oil goes to the front of the Boxster).

The half dozen spark plugs continue to draw fire from their own individual coils triggered by a solid state distributor. Motor management electronics have been upgraded from the Motronic 5.2 of the original Boxster to Motronic ME 7.2 which the new car shares with the 911 Carrera 4; this permits E-gas electronic throttle butterfly control, further enhancing the management of the engine charge. This part of the new Boxster's performance is invisible; there is no sense of any intermediary between the accelerator and the response of the engine, just the usual mechanical accelerator feel.

Everything else is grandly obvious. Send some fire to the plugs and the engine readily lights off with a sound reminiscent of the 996; close your eyes and you might think you are sitting in the senior car's seat. Departure from the line can only be termed authoritative; the previously lauded torque is quickly and seemingly permanently available. There is no confusing the newer car with the previous Boxster; this is a whole new game. Acceleration to 60 with the six-speed is now in the sub six-second range, a full second quicker than the original, granting the car (and sometimes the driver!) a whole new personality.

Arguably best of all is the tractability of this combination - with the early-rising, late-setting torque curve of the 3.2, satisfying power is almost always available, no waiting, even without shifting. With the Porsche there is no searching for a torque peak so far up the rev scale as to aurally suggest impending mechanical suicide (an approach currently being espoused by another manufacturer). It's always gratifying to be a bit faster than the other guy, but much more so if you can do it without appearing to try too hard.

Introducing this muscle to the asphalt is the job of the new six-speed manual replacing the five-speed of the original Boxster. The shift pattern is a double H, with reverse spring-loaded and to the left of first. Shifting, quite light and accurate, continues to be by cable. The clutch is hydraulic, and a dual-mass flywheel is again used. The power thus arrives at the 17-inch wheels, mounting 205/50 ZR tires on 7-inch front rims and 255/40s on the 8.5 rears. Somewhat similar in appearance to the current 996 wheel, they are unique to this car. Some will like the look of this wheel a great deal, others will prefer the optional familiar 18-inch wheel (7.5 front, 9 rear, mounting 225/40s and 265/35s respectively). The latter combination seems - predictably - to offer somewhat better handling at the expense of a little ride comfort.

Snugged inside the wheels are four of the dramatic clues to the identity of the Boxster S: huge four-piston monobloc brake calipers painted a flaming red. Far from being a mere styling cue, these units (which are now hugging internally vented, cross-drilled rotors) are the same size as those on the marginally heavier 996. Not surprisingly they passed Porsche's killer brake test: 25 consecutive .8 g decelerations from 145 to 62 mph, with no perceptible increase in pedal pressure. On the twisty roads that once comprised part of the legendary Mille Miglia, accelerating, braking, and turning repeatedly at a rate calculated to qualify the hapless passenger for the Olympic cookie toss, they are a necessary pleasure.

Distinguished from the side by the new wheels and their big red calipers, from the front by the extra radiator opening (which probably accounts for the minuscule loss of slipperiness (Cd of .32 instead of .31), the new S is identified from the rear by its titanium colored badge and the sonically reworked exhaust system, now terminating in two round outlets. Visually distinctive, yes, but lacking in the impact of the unique oval outlet of the original Boxster, with its reference to the early Porsche spyders and the 904. Not a good trade.

The very tall will be glad to know that the new top with its interior lining costs only a negligible 5mm of headroom - it still seems limo-like - while providing the same easy action and good looks of the original. The new top also conceals some of the operating mechanism and gives a significant decrease in road/wind noise; polite and other conversation has become easier while reeling off the miles. The seats offer an excellent compromise between ease of entry and butt holding, and are adequate for any driving not mandating the addition of a six-point harness and head restraints. Sport seats are available in a package that includes leather-covered seats, center console, and rollbar.

The new standard suspension incorporates firmer shocks and a change in springs on the modified MacPherson system of the original car, along with a new rear axle design with longer control arms and larger wheel bearings to enhance high speed and cornering stability. The optional sports suspension is even more business-like, with firmer springs and shocks, heavier stabilizer bars, and a body lowered by 10mm. Drive it before you buy it; the non-optioned car with the newly standard 17-inch wheels is plenty firm and stable as delivered, and more might wind up feeling like overkill, especially if your Boxster S is to be used on long trips. Other worthy options to consider are the superb five-speed Tiptronic transmission, traction control, Litronic headlights, and the aluminum hardtop. A variety of trim and sound packages are available, but you should know that the S will come in with a number of previous options as standard features.

Rounding a sharp mountainous switchback just a bit wide provides an alarmingly frontal view of a bus; it appears illegally large, about the size of a small house. Perspective does that. The S responds graciously to the request to dive for the inside of the corner, but it leaves us with some thoughts. In a crash, big cars do disproportionate damage to small cars, SUVs do a job on big and small cars, and so on. Small car people therefore need all the help they can get.

Agility, provided by the features described above, is a major ally. Driver attentiveness and competence are of course paramount. But in point of no return situations - at least those involving somewhat smaller opposing forces than mountain busses-- there is significant solace offered by the integral roll bars, the reinforced windscreen frame (said to offer same stability as a coupe), and the occupant compartment protection offered by energy transference technology and heat treated boron steel reinforcements. The four-airbag system is designed to offer protection with the top down, and utilizes an argon/helium pressurized gas system. The pyrotechnic part of the package operates mainly as a trigger rather than a primary gas producer, which could eliminate airbag associated burns. Good things all, but avoidance is still always the prime directive.

The US Boxster S will continue to come with leather seating surfaces, but with added leather trim on the door handles, shift lever, and brake handle. The previously optional gray-faced instruments are now standard, along with the three-spoke steering wheel. This combination, along with the less shiny finish on black parts, produces a better-looking interior with good balance of light and dark surfaces. No reflection problems were noted in the windshield. On balance, a good interior to live with. The steering wheel is adjustable fore and aft, and the seats are now height adjustable. All US cars will be equipped with infrared, remote-controlled central locking and an interior surveillance (read motion detecting) system which works even with the top down, previously available only on the 911.

Niggling quality control issues, which plagued earlier Boxsters perhaps more than other new Porsche models, are recognized by the factory and are said to have been corrected; only time will tell. This notwithstanding, the Boxster was, and is, an exciting package. Visually, it has few peers (although Porsche desperately needs to address the necessity of providing more frontal visual distinction between this car and the 996). Its good looks and balanced performance helped pull the factory out of its financial swamp; they had to hit a home run with this car, and they did. The 44 percent new components that have been melded into the S version can only add to this success story, for both factory and driver.

This newest of a long line of Porsche "S" models will be manufactured in both Zuffenhausen and Finland, and is set to go on sale in Germany in early October, and in the States in late October or early November. Neither prices nor options on US cars have been announced, but in Germany there is said to be a price differential of 12,000 DM between this and the normal Boxster, which will continue in production in upgraded form.

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