Those pesky Porsche engineers aren鈥檛 ones to rest on their laurels. They are restless souls, and their vehicles must always be improved. With that in mind it was time for a mid-cycle update for the entry-level Boxster and Cayman. As with the recently updated 911, this refresh is comprehensive in nature. The main addition is by subtraction鈥?two cylinders, to be precise. Now running on smaller 4-cylinder powerplants, the Boxster and soon to be revealed Cayman are quite frankly鈥?better. I鈥檓 talking lighter, faster, more drivable with greater torque available lower in the rpm range, and of course, more miserly with the petrol. The motor-head geek details are as follows: the entry Boxster will have a 2.0-liter 4-cylinder with variable-vane turbocharging (high tech stuff) for an output of 300 horsepower and 280 lb-ft of torque. The Boxster S gets a 2.5-liter motor rated at 350 horsepower and 309 lb-ft. All the other Porsche tech has been massaged as well, with suspension tuning updates to improve handling and comfort, depending on your mood.
For transmissions, you can row your own gears with a 6-speed manual or opt for the brilliant PKD. Updates to the interior and exterior are more of the nip and tuck variety. Improved electronics and navigation are present and accounted for in the cabin. Externally Porsche claims every panel is new except for the hood and decklid behind the driver. You will be able to spot the new Boxster by the aero strip between the taillights on the rear, as well as the "718" badging. 鈥?As Porsche is wont to do, this is a historical reference. In the late 50s and early 60s, the Porsche 718 race car prowled tracks the world over. This happened to be a 4-cylinder car, thus the reference. There you have it, the latest beauty from Porsche. 69,450. The hard-topped Cayman prices are not released yet, but in a change of pricing structure, they are reported to be lower than the convertible Boxster. Sure to be a hit, I like what I see.
That much money gets you revised styling inside and out compared to the previous model and a 4.0L flat-six that makes 520hp, a bump of 20hp compared to the 2018 version. Porsche also massaged more torque out of the engine the car uses with 346 lb-ft, a bump of 8 lb-ft compared to the outgoing model. Porsche gave the 2019 911 GT3 RS a more aggressive front fascia with a larger spoiler lip to increase downforce. That revised front fascia works in conjunction with larger side skirts. The rear spoiler sits on a carbon fiber decklid and the car has an underbody diffusor. The aero enhancements mean that the 911 GT3 RS has twice the downforce of the normal GT3. If you are wondering about performance the 520hp, 346 lb-ft flat-six is able to push the GT3 RS from naught to 60 mph in 3.0 seconds, which is a scant 0.1 seconds faster than the previous version. That engine will spin to 9,000 rpm and the only transmission option is a 7-speed dual-clutch paddle shift unit.
Top speed is listed at 193 mph for the track demon. Porsche still fits the GT3 RS with a rear-wheel steering system for better handling and the car rolls on a new set of forged wheels measuring 20-inches up front and 21-inches in the back. Those wheels are shod with 265/35 front and 325/30 rear tires. The suspension of the car gets stiffer springs and a new set of standard active dampers. Porsche spent some time shedding weight with a lighter engine cover, new carbon fiber shells for the seats, and reduced sound deadening materials. Those wanting the lightest GT3 RS possible can opt for the Weissach Package and choose the optional magnesium wheels and carbon-ceramic brake discs rather than the standard cast iron. Those fancy wheels and carbon brakes drop the weight of the GT3 RS to 3,153 pounds. 18,000. The new 911 GT3 RS will land at dealerships this fall.