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Perfectlap · 03-18-2014, 08:23 AM

To the OP,

when considering 987 or perhaps 981 in terms of which handles better, Boxster with no top vs. Boxster with tin top (Cayman), the Boxster has been the better 987 option.
While the Cayman may improve rigidity the Boxster doesn't need it if it means more weight on top.

This was an excellent piece on Cayman R vs. Boxster Spyder with a Porsche ALMS racing driver behind the wheel at a karting track (to emphasize grip and handling) on fairly equal power.

The Boxster was a huge winner considering the venue. A 0.6's gap on such a tight circuit makes it an open and shut case. Anything beyond a few tenths is a big deal.
Overbeek could not break 31 seconds with the Cayman yet he did it on every lap with Boxster.
Overbeek also commented that the Boxster Spyder was a straight up "point and shoot" proposition while the Cayman's weight up top required some minding on entry. This test was a revelation to many erroneous previously held views. I blame Porsche for creating this faux marketing hiearchy of Boxster>Cayman>Carrera when the handling reality is the actual reverse.
Low COG, RWD, MID. The Boxster is the Porsche that gets you the best of all three.

Excellence :: Open and Shut Case: Track Test : Cayman R vs. Boxster Spyder

"The nice thing about 30-second laps is you can do a lot of experimentation in a short period of time. Most of mine in ivolves finding a way to get the R to “hook up,” because it’s always fighting for mechanical grip. This track must be a slick surface, because at entry, mid-corner, and exit, I’m searching for elusive grip — and I can’t find a driving solution for the problem.

I’m expecting a similar outcome in the Spyder, since both cars have the same tires, similar tire pressures, and the same brakes. The Spyder is marginally heavier, but it’s a rounding error. Since it also has 10 fewer horses, I’ve already figured the R is the faster 987. So much for being objective — or correct, for that matter.

Heading into the first and fastest 180, the Spyder turns in perfectly. Hmm, maybe I lucked into a spot of grip. At corner exit, the Spyder hunkers down in first and leaves the turn without any of the oversteer that the R exhibited. The big difference is found in the fast, dog-leg right-hander: The Spyder is utterly composed and easy to drift through this section — it doesn’t have the slide-catch-slide routine I faced in the Cayman R.

The more laps I spend in the Spyder, the more I like it. Despite having slightly less power and slightly more weight, it has more mechanical grip and better feel at the limit. Not surprisingly, my times are, both on average and as fast times, six tenths of a second faster per lap in the Spyder." J. Overbeek

03-18-2014, 08:23 AM	#27
Perfectlap Registered User Join Date: Nov 2004 Location: New Jersey Posts: 8,709	To the OP, when considering 987 or perhaps 981 in terms of which handles better, Boxster with no top vs. Boxster with tin top (Cayman), the Boxster has been the better 987 option. While the Cayman may improve rigidity the Boxster doesn't need it if it means more weight on top. This was an excellent piece on Cayman R vs. Boxster Spyder with a Porsche ALMS racing driver behind the wheel at a karting track (to emphasize grip and handling) on fairly equal power. The Boxster was a huge winner considering the venue. A 0.6's gap on such a tight circuit makes it an open and shut case. Anything beyond a few tenths is a big deal. Overbeek could not break 31 seconds with the Cayman yet he did it on every lap with Boxster. Overbeek also commented that the Boxster Spyder was a straight up "point and shoot" proposition while the Cayman's weight up top required some minding on entry. This test was a revelation to many erroneous previously held views. I blame Porsche for creating this faux marketing hiearchy of Boxster>Cayman>Carrera when the handling reality is the actual reverse. Low COG, RWD, MID. The Boxster is the Porsche that gets you the best of all three. Excellence :: Open and Shut Case: Track Test : Cayman R vs. Boxster Spyder "The nice thing about 30-second laps is you can do a lot of experimentation in a short period of time. Most of mine in ivolves finding a way to get the R to “hook up,” because it’s always fighting for mechanical grip. This track must be a slick surface, because at entry, mid-corner, and exit, I’m searching for elusive grip — and I can’t find a driving solution for the problem. I’m expecting a similar outcome in the Spyder, since both cars have the same tires, similar tire pressures, and the same brakes. The Spyder is marginally heavier, but it’s a rounding error. Since it also has 10 fewer horses, I’ve already figured the R is the faster 987. So much for being objective — or correct, for that matter. Heading into the first and fastest 180, the Spyder turns in perfectly. Hmm, maybe I lucked into a spot of grip. At corner exit, the Spyder hunkers down in first and leaves the turn without any of the oversteer that the R exhibited. The big difference is found in the fast, dog-leg right-hander: The Spyder is utterly composed and easy to drift through this section — it doesn’t have the slide-catch-slide routine I faced in the Cayman R. The more laps I spend in the Spyder, the more I like it. Despite having slightly less power and slightly more weight, it has more mechanical grip and better feel at the limit. Not surprisingly, my times are, both on average and as fast times, six tenths of a second faster per lap in the Spyder." J. Overbeek __________________ GT3 Recaro Seats - Boxster Red GT3 Aero / Carrera 18" 5 spoke / Potenza RE-11 Fabspeed Headers & Noise Maker BORN: March 2000 - FINLAND IMS#1 REPLACED: April 2010 - NEW JERSEY -- LNE DUAL ROW Last edited by Perfectlap; 03-18-2014 at 09:42 AM.