Porsche Boxster 2018
2018 Porsche Boxster
2018 Porsche Boxster cabriolet
2018 Porsche Boxster Features
2018 Porsche Boxster Interior
2018 Porsche Boxster Seat
2018 Porsche Boxster engine
2018 Porsche Boxster exterior
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How you feel in the brief pause between switching off the engine and opening the door tells
you nearly everything about a car.
In most good ones, there's a warm afterglow of emotions and contemplation reminiscent
of the finest psychotropics.
Shutting off a Porsche 911 GT3's flat-six leaves you suspended in silence, a brief respite
before the stale adrenaline and paranoia hit.
Was that a police car behind me?
No way of knowing since the GT3's spoiler hides anything in your rear view.
Did I just get away with putting on a canyon-road clinic at 1.11 g's, howling through the
tunnels and passing everything I encountered?
Someone must have called the cops.
Quick, close the garage door!
HIGHS All of the highs, none of the life-altering
consequences.
LOWS The manual is even more fun, the Touring pack
is more grown-up.
And then the thoughts of the new addict arrive: When can I do that again?
How can I buy one of these things?
Sell the house?
What's this MacBook Air worth?
What if I moved to the desert and lived on ramen?
Can I still go to medical school?
I should slip a subtle request for a raise into something I write.
My name is Tony, and I'm addicted to the GT3.
It's been 30 minutes since my last drive.
You see, friends, it all happened after 225 miles in a GT3.
A man's will melts when faced with a naturally aspirated 500-hp 4.0-liter flat-six that burns
its way to 9000 rpm.
The new-for-2018 GT3's engine features wider crankshaft bearings to beef up the bottom
end and new heads with roller finger followers for a lighter and zingier valvetrain.
In higher gears, where the stretch from 8000 to 9000 rpm grows to more than a fraction
of a second, the churn of its six pistons exactly mimics the characteristic buzz-saw
sound of an Airbus A320's turbofan engines at takeoff.
In the GT3, you're immersed in 99 decibels' worth of thrust with every run to redline.
This six sucks down premium—enough to trigger a $1000 gas-guzzler charge—while flooding
your brain with dopamine.
The GT3 can stop from 70 mph in 146 feet.
I can stop anytime.
In our dual-clutch-automatic test car, the launch-control system bangs off consistent
3.0-second runs to 60 mph.
The mighty six revs to 6600 rpm before launching.
Release the brake, feel the clutch engage, and the Michelin Pilot Sport Cup 2 rear tires,
size 305/30ZR-20, hook up.
Poof, you're in the next county.
Stay in it and the quarter arrives in 11.1 seconds at 127 mph.
The track-ready GT3's times and $145,650 price fall neatly between those of the more
street-focused $121,750 450-hp Carrera GTS and the 540-hp all-wheel-drive Turbo that
starts at $162,850.
As tested, this perfectly optioned GT3 with heated seats ($700), a 23.7-gallon fuel tank
($140), auto-dimming mirrors ($700), and white metallic flake in the paint ($720) came to
$147,910.
To an addict, the price doesn't seem unreasonable.
It's just a matter of reprioritizing your life to get the money together.
After all, it's a relative bargain.
The GT3's high usually requires stepping up to the really expensive stuff from Italy,
the prancing horses and charging bulls.
But those cars can't touch this 911's ability to balance everyday usability, speed,
and steal-your-face handling goodness.
Also, everyone assumes you have a problem if you drive an Italian exotic.
Provided you're not too public with your displays of speed, the GT3's familiar 911
shape helps keep your little issue hidden to the casual observer.
If you really want to appear to be a functioning member of society, go for the GT3 Touring
option that loses the giant spoiler.
Porsche took the GT3 back after a week.
It has promised me a manual version in a few weeks.
I'm totally fine.
I always grind my teeth like this.
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