New Porsche 718 Boxster T 2019 Review
Much like last year鈥檚 911 Carrera T, Porsche has applied the same pared-back ethos to the 718 range, picking some of the tastiest chassis options and applying them to the most basic model. So what do you get over the standard Boxster? Most importantly, the T gets the full PASM sport chassis - which drops ride height by 20mm - as well as the Sport Chrono package, Porsche鈥檚 torque vectoring differential, sports exhaust and active drivetrain mounts. Dark grey 20-inch Carrera S wheels are also standard, with matching mirror caps and 鈥楤oxster 718 T鈥?logos and stripes along the sides. Fabric door releases, as used on a few previous special Porsche variants, appear inside, and the T gets Sport-Tex fabric-trimmed sports seats. To add a touch of vibrancy, there are optional colour packs to bring in contrasting stitching to any leather stitching, accents on seats and coloured seat belts to match for no extra cost. Although the standard leather sports steering wheel is almost perfect in size and shape, the optional Alcantara wheel and gear knob in our test car (拢531.00) made it feel considerably more special.
Porsche鈥檚 PCM infotainment system has also been removed in the name of weight saving, replaced by a useful storage cubby in the centre console. Reinstating the system is a no-cost option, something most sensible buyers are likely to do. On the road, the chassis changes are immediately apparent. Dropping the body by 20mm means the Boxster T feels even more purposeful from the outset. It鈥檚 noticeably firmer at low speed, although not to the point of being uncomfortable, but as the pace rises the quality of the damping shines through. It shrugs off larger compressions the and lumps, and it feels controlled and inspiring huge confidence. The overall balance of of the Boxster remains as excellent as the base car, but it turns-in with more precision and exits corners with more vigour thanks to that mechanical torque-vectoring differential. A rotary dial on the steering wheel is used to flick through the four driving modes, starting with Normal mode, moving through progressively more aggressive Sport and Sport Plus modes to Individual, which is fully configurable.
Sport Plus is the most entertaining, activating the Sports exhaust, PASM, active drivetrain mounts and (when PDK-equipped) puts the transmission in its most responsive setting. The dampers firm up considerably which is just about right on the smoothest of roads, but it鈥檚 far more settled and just about perfect in the softer of the two settings. One of the few things to remain unchanged from the standard 718 Boxster is its 296bhp 2.0-litre flat-four engine. Although the 718 Boxster took a look of criticism following its switch from six to four cylinders, the smaller 2.0-litre engine has never been shy of performance. It鈥檚 a real shame that it your first impressions of the engine are its rough and harsh soundtrack, as the flat four does have an interesting character when you really start to work it hard. It takes some time for the turbos to wake up if you find yourself below 2500rpm, but once on boost it absolutely flies. Maximum torque is delivered from 2000-4500rpm, and with the manual transmission you find yourself riding that torque and shifting up fairly early. So does the 718 Boxster T stack up?
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