Porsche Might Be Developing A Six-Cylinder Boxster For The Masses
Porsche is working on a new version of the 718 Boxster and according to our spy photographers, the vehicle will be powered by a six-cylinder engine. In recent months, a bunch of 鈥榤ysterious鈥?Porsche 718 Cayman GT4 prototypes were snapped undergoing testing with an intriguing exhaust design indicative of a six-cylinder powered model slightly different than the impending Cayman GT4. This led to speculation that Porsche may be working on a Cayman GT4 Touring model. Then we have this Porsche 718 Boxster prototype. Just like the aforementioned Cayman GT4 Touring testers we鈥檝e come across, the Boxster features the same dual tailpipe design, indicating that there鈥檚 a six-cylinder under the skin. Is this an affordable six-cylinder Porsche Boxster? Interestingly, the Boxster pictured doesn鈥檛 feature any other parts that differentiate it from lesser four-cylinder versions. The current Porsche Boxster range is topped out by the GTS. Powering this model is a turbocharged 2.5-liter flat-four engine complete with an optimized turbocharger with variable turbine geometry and a larger compressor to increase boost pressure. All up, the car pumps out 361 hp and 317 lb-ft (420 Nm) of torque and comes standard with a six-speed manual transmission. A PDK dual-clutch gearbox is also available. Our sources inform us that the new Boxster Spyder鈥檚 naturally-aspirated 4.0-liter six-cylinder could pump out roughly 425 hp. If that鈥檚 the case, the six-cylinder Boxster model pictured could fit nicely between the GTS and Spyder with around 380 hp.
Read on to find out which executive estate will drive off with the prize in its large and luxurious load bay. This fifth-generation Audi A6 is now available in Avant guise and follows the saloon. That car made an impression, so can this even more practical model build on its sibling鈥檚 performance? We鈥檙e testing the A6 Avant 40 TDI S line model to find out. Prices start from 拢44,100 for this spec. As with Audi鈥檚 typically evolutionary approach to its cars鈥?styling, the engineering underneath is an advancement of what went before - although there are some key changes. Chief among these is the new 40 TDI engine, a 201bhp 2.0-litre four-cylinder turbodiesel that drives the front wheels through a seven-speed dual-clutch automatic. It gets 12V mild-hybrid tech to help improve efficiency; Mercedes doesn鈥檛 offer mild-hybrid tech on its diesel E-Class Estate, although you can buy a plug-in hybrid. Audi will follow suit with the newer A6 in time.
The Avant sits on the brand鈥檚 MLB evo platform, which uses a multi-link suspension set-up at the front and rear. There are three suspension packages to choose from. You get steel springs and fixed-rate dampers as standard, with a firmer, sportier tune and a 10mm lower ride height in S line trim. Our test car was fitted with Audi鈥檚 拢1,150 adaptive dampers, while the 拢2,050 air suspension set-up sits above this. This top package isn鈥檛 a necessity, because the regular adaptive dampers work well. The A6鈥檚 interior is a big step on. The twin-screen tech from the A8 flagship has made its way down the range, so there鈥檚 an 8.6-inch HD touchscreen for the climate settings, while an 8.8-inch HD touchscreen for the rest of the multimedia functions sits above this. Our car featured the 拢1,495 Technology Pack, which upgraded this to a 10.1-inch display, adding a 12.3-inch hi-res digital dash panel in place of the standard clocks.
It鈥檚 a worthwhile upgrade. Execution and build quality are of the standard we鈥檝e come to expect from Audi. The materials feel more expensive and solid than in the Mercedes, and there鈥檚 a good level of kit. The 40 TDI is a strong engine and, unlike its predecessor, fairly refined here - more refined than the Mercedes鈥?diesel. The seven-speed dual-clutch gearbox is responsive and smooth, while the Audi鈥檚 ride on adaptive dampers is the trick that steals the show. Even on our car鈥檚 upgraded 20-inch alloys the damping is smooth and controlled, so unlike older S line Audis on big wheels that used to crash and bump, this Avant feels plush and composed. It鈥檚 more comfortable than the E-Class on the motorway and thumps less over bumps, while it鈥檚 also more compliant at low speed. However, you don鈥檛 lose body control because although the Audi feels weighty and the steering fairly lifeless, the suspension does a good job of controlling the forces at work so there鈥檚 a good level of grip. It鈥檚 not the most agile car, but neither is the Mercedes. If anything, the Audi feels a little pointier.
There鈥檚 performance to match. It equalled the Mercedes from 0-60mph, taking 7.6 seconds, but despite having fewer ratios in its gearbox it was broadly on par with the E-Class in gear, no doubt helped by a 105kg kerbweight advantage. Big estate cars like these need to offer cavernous carrying capacity, and this is where the Audi falls down. With the rear seats up there鈥檚 only 565 litres of luggage space, compared with 640 litres in the Mercedes. While this is enough for most situations, if you鈥檙e going away on holiday or trying to load awkwardly shaped items like mountain bikes, the E-Class will be easier. Otherwise the interior is roomy, with plenty of space in the rear. The bench seat is low so headroom isn鈥檛 an issue, and legroom is on par with the Mercedes鈥? Although both models are comfortable in this respect, the E-Class鈥檚 less absorbent ride degrades this slightly.