The smaller, base 2.7 unit needs lots of revs to make haste. But the 251 lb-ft of torque in the larger Boxster S mill peaks relatively lower, between 4,400 and 6,000 rpm.

Out on a twisty road, the transmission's tighter gearing makes getting to all of that torque a piece of cake. On the highway, passing maneuvers can be easily done without having to drop down a few gears. In sixth gear at 130 km/h, the flat-six is purring along at just below 4,000 rpm.

The rear suspension set-up is more civilised on the Boxster S than on the Cayman S.

The Boxster S's suspension remains the same for '07. This means the Boxster S continues to use slightly softer rear springs, dampers and a slightly larger rear sway bar than the Cayman S.

If you need to feel every ripple in the road, or plan on plenty of track days with your Boxster S, you can opt for the $2,790 Porsche Active Suspension Management (PASM), which stiffens the suspension with the push of a button.

Incomparable handling
Whatever electronics are engaged, the mid-engine Boxster S is a wonderfully athletic machine with astonishing chassis balance.

When driven with spirit on series of curves, it manages to feel attached to the road and yet light on its feet, all at the same time. Neither the TT nor Z4 can match the regular or Boxster S's on-road prowess.

The Porsche's variable-ratio steering seems to anticipate the driver's intentions telepathically. The roadster's mid-chassis engine placement means there are less centrifugal actions tugging on your intentions when connecting corners on a back road. Body roll and mid-corner bumps are never a concern.

Also sourced from the 911, the Boxster's mechanically variable steering rack's ratio becomes quicker once you turn the wheel beyond 30 degrees. The Porsche's outstanding grip and progressive understeer can quickly blend to progressive oversteer by simply prodding its sensitive throttle.

The Boxster uses a mid-engine configuration.