2015 Porsche Boxster and Cayman GTS: Impressive Variations

When Porsche builds a series of models, it does so very carefully. Kind of like building a house. Every time one is fully revamped, the Zuffenhausen brand first introduces the regular model, which acts as the foundation of the structure. Next comes a more powerful S version with extra equipment. And finally there are the special versions. The group can then last several years in the company of the 911 and its numerous variants. But it’s a simpler story for the Boxster and Cayman Coupe.

These two were recently updated, and the results were very successful. The Boxster and Boxster S came out for the 2013 model-year and the Cayman and Cayman S for 2014. With a longer wheelbase, wider track, more elegant exterior, more spacious and refined passenger compartment, and more powerful and fuel-efficient engines, both vehicles quickly became the benchmark in their categories—and this is going to be truer than ever in 2015.

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Three very meaningful little letters

For the first time ever, Porsche has created GTS versions of its most affordable mid-engine roadsters and coupes. These three initials stand for Grand Turismo Sport, and to date Porsche has used them parsimoniously, limiting the honour to more exclusive models. The first was the legendary 904 Carrera GTS in 1963. In the 80s and 90s, we saw GTS versions of the front-engine 924 and 928. We then had to wait until 2007 to see the GTS badge on the Cayenne, then the Panamera and finally on the sixth generation of the 911 in 2012.

In all cases, Porsche did serious work sharpening road handling, adding a hefty dose of performance, fine-tuning the presentation and enhancing the equipment. The Boxster and Cayman GTS come with adjustable shocks in the PASM system (Porsche Active Suspension Management) and 20-inch Carrera S alloy rims with 235/35 tires in front and 265/35 in back.

Buyers can choose from four different optional finishes for the wheels and three other rims of the same size. The PTV system (Porsche Torque Vectoring), which applies the brakes to the inner rear wheel for better control in corners is also available on option for $1,510. It’s combined with a limited-slip differential that is, as would stand to reason, purely mechanical with the manual gearbox or electronic with the seven-speed, dual-clutch PDK, an option that costs $4,520.

More nerves, more muscle

For sharper road handling, fans can choose (for free this time) a sport suspension that lowers the body by 20 mm and brings the centre of gravity down at the same time. The difference is substantial. The brakes, however, are the same. That said, buyers can opt for carbon and ceramic-composite brakes for $8,450, but these really aren’t essential unless you plan on spending a lot of time at the track. And even then…

The 3.4-litre flat-six in the new GTSes is now more powerful. It pumps out 325 horsepower at 6,700 rpm in the Boxster and 335 horsepower at 7,400 rpm in the Cayman coupe. That’s 15 additional ponies compared to their respective S versions, and enough to propel them from 0-100 km/h in 5.0 and 4.9 seconds, respectively, with the six-speed manual transmission. These numbers drop to 4.7 and 4.6 seconds with the PDK and Porsche’s easy and infallible launch-control mode.

This mode is just one of several components of the Sport Chrono package, which is also factory-standard on the GTS trims. Other elements include the dynamic engine mounts that are firmer in corners to reduce body roll, then more flexible during normal driving to ensure a smooth ride. The Sport Chrono package is named after the analog timer that sits over the dashboard and does little other than look nice.

A nose job and bright colours

The main goal of the changes made to the GTS’ body was to improve the esthetics. The most flagrant modification is the all-new grille. The Boxster and Cayman GTS have the same one, while the other versions differ from one another. A muzzle with large, black air intakes and a more pronounced spoiler liken these vehicles to the 918 Spyder and extend the body another 30 mm. The new grille works great, especially considering that the GTS versions come with a third radiator behind the middle air intake.

To recognize the GTS versions, you can also look for side air intakes, unique badges and black-painted exhaust tips. The Sport exhaust is included factory standard. Its valves open when Sport Plus mode is activated or when a separate button is pressed. The difference is very audible. If you prefer polished stainless steel tips instead, you can expect $750 to be added to your bill.

The interior presentation has been given the same special attention. Alcantara covers the dashboard, door panels, centre storage compartment, gear selector knob, steering wheel and middle seat panel. Another optional package will get you the GTS moniker emblazoned on the headrests in Carmine Red or Rhodium Silver, with the same colour stitching peppering the interior and carbon fibre trim added here and there. Brightly colored faces for the indicator dials can also be added at an extra cost.

Up for a chase!

All this is well and good, but we went to the Laguna Seca Circuit to drive the new Boxster and Cayman GTS, and compare them to their regular and S versions. To cut to the chase, the differences are clear and the superiority of the GTS versions is obvious and undeniable. So much so that we actually wondered if they weren’t longer and wider—that’s how different they were in terms of stability, solidity and precision on the circuit. But they’re not!

Improvements in performance are significant when you go from the “base” versions to the S (thus from a 2.7-litre engine to a 3.4-litre with 50 additional horses in both cases). You have to push them to the max to try to keep up with the S versions on the uneven circuit. The S steering is also crisper and the suspension less forgiving in corners.

Climb aboard the Boxster or Cayman GTS and the bar is raised another notch or two. The additional 15 horses are noticeable. The Laguna Seca circuit’s fast curves, big climbs and dramatic Corkscrew drop proved that the GTSes were very different from their siblings. They kept pace with the 911 Turbos driven by Porsche driving school instructors and did so with prowess.

Driving the Boxster and Cayman GTS, I was reminded of the exceptional performance and thrilling ride of the Boxster Spyder and Cayman R coupe, two special models produced in very limited quantities in recent years. Up to now, these were the best Boxster and Cayman that I had ever driven and certainly among the best sports cars ever made.

But the new Boxster and Cayman GTS are faster and at least as solid on the road, without sacrificing comfort or resorting to the bare, austere passenger compartments of the two others.  These newcomers glide to the top of their category with ease. With a starting price of $83,900 for the Boxster and $85,900 for the Cayman coupe, they’re not what you’d call affordable. And yet with everything these two sports cars offer and everything they’ve gained in this transformation, the value is there. Without a doubt. They can go taunting the big fish, turbo or not.