


Edward LohwriterEvan Kleinphotographer




We took this quartet of sports cars in search of Southern California's curviest canyon roads and ended up near the coast, just north of Los Angeles, among twisty ribbons of asphalt with names like Stunt, Schueren, Piuma, and Mulholland Raceway.

Before heading out, we established some ground rules. We wouldn't count cupholders nor factor in legroom. We logged fuel economy for those who care, but didn't count it in the final tally. Such practical issues are for practical cars. We put aside the stopwatches and calculators in favor of softer data collected by ours hands, feet, eyes, and ears. How can such a heart-and-soul approach so accurately and positively identify the Boxster S as the roadster that best fulfills the mission profile? See for yourself.

Of the three that did not win, it was the BMW that was guilty of outright betrayal. Given the Z4's performance at our Car of the Year program last fall, every one in our crew felt the Z4 would battle for the top spot. Instead, it found itself in a fight for last place. What gives? While we had sneaking suspicions of a flinty ride and an indulgent chassis at COTY, we weren't prepared for the shocking unrefinement we uncovered in numerous Santa Monica mountain sweepers. "The ride is too jarring-bumps should not unsettle a fine roadster, certainly one hailing from Bavaria. BMW usually nails the ride/handling compromise, but not so in the Z4," says senior editor Ron Kiino.

"Can't help but feel way let down by the Z4. Somebody stole the BMW magic from this one," says editor-at-large Arthur St. Antoine. "The chassis is abysmal over patchy pavement. It jumps around and has issues putting down the power. Even clutch takeup feels off. It's difficult to shift this one smoothly, though the shift lever itself still has that sweet BMW-spring touch."

It's not only the hands and feet that pick up this chassis dissonance. Flashing stability-control warning lights are a constant interruption to focused driving. Though the system rarely steps in, this manual Z4 always threatens in ways the automatic version never did, even with the chassis' highest sport setting selected. It's unsophisticated and annoying and reeks of lawyerly handwringing.


That the Z4 manages to push the other Z to fourth place with seductive styling and thrilling engine performance is no real surprise. Those two key components are completely absent in the Nissan. The Z Roadster's VQ engine, now upsized to 3.7 liters, produces the most power in this test, but sounds coarse and feels rough while doing so. And it just doesn't look the way a roadster should. Lop the roof off a burly, broad-shouldered Z and the result is a bulbous lump fitted with a face only a mako could love.

"It's hideous to my eye. The front end looks like a nurse shark. Rump is a jumble of shapes and mass. Nothing about this machine looks elegant or attractive," says St. Antoine. "Well, the wheels are nice."

Kiino concurs, but finds the interior has some well-conceived touches. "Many of the pieces your knees, elbows, and hands touch are covered in soft suedelike material, just in case the top is left down on a hot day."

But here's the thing: While the Z is the undisputed ugly duckling of this comparison, it's a finer drive than its Bavarian counterpart. Ride comfort and confidence were rated higher in the 370Z, and the six-speed, while not slick, impressed with its tricky rev-matching ability on downshifts. Notes St. Antoine: "The Z actually felt like a better performer than the Z4. The chassis has tons of grip, steering is good, and the shifter is easy to stir. It didn't get nearly as upset as the BMW over the rougher stretches of road." Associate online editor Nate Martinez agrees, "The chassis isn't as buttoned down or stiff as any of the German competitors, but it manages to feel very secure in the tight twisties."

Despite our attempts to avoid the spec sheet, we couldn't help but notice the Z Roadster's strong value statement. Even with best-in-test power, a more sophisticated control arm front suspension system, and extras including forged 19-inch wheels, high-performance tires, and a massive brake package (with rear discs larger than the competition's fronts), the Z was a whopping $20,000 less than the Boxster S. Drive both back to back, however, and you'll find that's a compelling argument only on paper.

On roads that set the BMW chattering and Nissan creaking, the Audi TTS responded with mere lift throttle exhaust burps as it rocketed from corner to corner. Its stiff chassis has all the rigidity of a solid billet of alloy. Combine that with a short wheelbase, overachieving engine and all-wheel drive, and the resulting sensation is not of driving, but of piloting a pinball through the tracks of a life-size arcade machine. "Extremely well planted and confident through the twisty bits. Resilient over the rougher stuff too. Really impressive how tenacious this chassis is," says St. Antoine. "Decreasing-radius turn? Just dial in more lock, and the Audi bites more."

Once used to the artificially light, but terrifically quick steering, the only breaks in concentration come from the runty, grunty powertrain. Even on short, uphill sections, it became abundantly clear that, despite fuel and air pressurized by direct injection and a turbocharger, two liters of four cylinders just doesn't produce enough beans. The fantastic dual-clutch S-tronic gearbox does a good job of hiding the shortage by doling out perfectly timed bursts of power, but it can't always prevent the powertrain from bogging down in certain situations.

"The turbo mill matched with S-tronic isn't for me. At times, it shifted awkwardly, leaving me out of the power range," says associate online editor Nate Martinez. "It was most annoying when exiting a corner, gas pedal to the floor, feeling no immediate reaction from the car."


The TTS is an excellent roadster, second place with a billet bullet, but those key powertrain lapses make it a distant speck in the mirrors of the Boxster S. Especially when Porsche was lauded with such praise: "Sublime steering feel, alive with feedback. Chassis borders on brilliant; it's balanced, powerful yet predictable, ready to flick out its tail usefully if you summon it with the throttle. Six-speed manual is just about perfect: light, precise, with right-spaced pedals and velvety clutch feel that make every shift -- up or down -- as smooth as it is effortless," gushes St. Antoine. And he's not alone.

"Given that this roadster is the best-handling and most confidence-inspiring of the group, it's doubly impressive that it's also the best riding-smooth, well damped, and downright plush compared with the Z4," notes Kiino. "So engaging to pilot, this car epitomizes automotive euphoria."

Weaknesses? Sure. Against the simple symmetric layout in the Z4 and the smartly styled controls of the TTS, the Porsche's button-dominated interior gestalt leaves a bit to be desired. Our jurors balked at the price, though only before a canyon spin in the Boxster S. This just reinforces the idea that such practical considerations can't compete with the powerful, visceral responses generated by a car as well-conceived and brilliantly executed as the Boxster S. "It's the most expensive, but I'd miss a few meals to get it," Martinez concludes. Any time a vehicle manages to touch a man's heart, soul and stomach, it just has to be the winner.

But you already knew that.

1ST PLACE: Porsche Boxster S
Absolutely crushes the competition at the test track, but the gap is even greater on a canyon road. In a different league -- of one.




Redline 6800 rpm 7000 rpm 7500 rpm 7500 rpm
Turns lock-to-lock 2.9 2.7 2.6 2.6
Wheelbase 97.2 in 98.3 in 100.4 in 95.1 in
Turning circle 36.0 ft 35.1 ft 34.1 ft 36.4 ft
Curb weight 3401 lb 3481 lb 3498 3096
Seating capacity 2 2 2 2
Headroom 39.0 in 39.1 in 38.7 in 37.6 in
Legroom 41.1 in 42.2 in 42.9 in 42.9 in
Shoulder room 53.2 in 53.3 in 54.4 in 51.5 in
Acceleration to mph
0-30 1.7 sec 1.6 sec 1.8 sec 1.6 sec
0-40 2.7 2.4 2.5 2.3
0-50 3.7 3.6 3.7 3.4
0-60 5.0 4.7 4.9 4.5
0-70 6.6 6.4 6.5 5.7
0-80 8.5 8 8.2 7.4
0-90 10.8 9.7 10.1 9.1
0-100 13.4 11.9 12.8 11.1
Passing, 45-65 mph 2.7 2.2 2.4 2.2
Base price $49,725 $52,475 $41,240 $57,495
Price as tested $56,320 $63,095 $46,205 $66,505
Fuel capacity 15.9 gal 14.5 gal 19.0 gal 16.9 gal
MT fuel economy 15.6 mpg 16.1 mpg 14.8 mpg 16.8 mpg
Recommended fuel Unleaded premium Unleaded premium Unleaded premium Unleaded premium
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